Electromagnetically actuated spring-loaded brake and method for its production

Description

[0001] The invention relates to an electromagnetically actuated spring-applied brake, comprising a brake disc that can be arranged on a shaft in a rotationally fixed but axially displaceable manner, an electromagnet that has a magnet housing and a coil accommodated therein, an armature plate that is arranged axially displaceably between the brake disc and the magnet housing, and a flange that is arranged in a rotationally fixed manner on the magnet housing by means of a connecting element, wherein the brake disc and the armature plate are arranged between the flange and the magnet housing. Furthermore, the invention relates to a method for producing an electromagnetically actuated spring-applied brake.

[0002] Electromagnetically actuated spring-applied brakes are known per se from the prior art, so a separate written reference is not required here. Reference is therefore made, by way of example, to EP 4 184 032 A1, which discloses a spring-applied brake of this type.

[0003] With spring-applied brakes of this type, the aim is per se to be able to precisely design and / or adjust the axial spacing between the armature plate on the one hand and the magnet housing on the other, the so-called air gap, for further optimized use of the spring-applied brake. A fundamental problem here is that the individual components of the spring-applied brake, in particular the flange, the brake disc and the armature plate, have tolerances with regard to their respective geometric dimensions due to manufacturing reasons, which can add up to an unfavorable result with regard to the air gap between the magnet housing and the armature plate in the final assembled state. This can disadvantageously lead to the impossibility of proper operation of the spring-applied brake, whether the air gap is too large or too small.

[0004] To address this problem, it is known from the prior art to use plastically deformable spacer bushings to space the flange and magnet housing apart. Such a design is disclosed, for example, in DE 10 2013 219 878 B3.

[0005] The spacer bushings provided in DE 10 2013 219 878 B3 each have a section that allows for plastic deformation. During the assembly of a spring-applied brake, the setting of a desired air gap leads to plastic deformation of the spacer bushings due to shortening. This shortening is monitored by a position sensor, which is intended to prevent excessive shortening of the spacer bushings and the resulting design of an air gap that is too small. The disadvantage of this design is the equipment required for proper assembly, or rather, the complex assembly itself, as it is time-consuming and therefore expensive.

[0006] From the prior art, for example, according to EP 3 947 062 B1, it is also known to pre-assemble a spring-applied brake with the aid of temporarily used spacers, such as gauges. The temporarily used spacers ensure the formation of a desired air gap. In this pre-assembled position, the flange and the magnet housing are welded together, ensuring permanent positional alignment of the flange with respect to the magnet housing. The temporary spacers can then be removed again, and the spring-applied brake thus produced is then ready for use as intended. A particular disadvantage of this design is the equipment required for proper assembly. A further disadvantage is the lack of possibility for later disassembly, particularly for repair purposes.Welding the flange and magnet housing is also comparatively complex and requires the provision of appropriate welding equipment.

[0007] DE102015215835A1 shows a rotary joint with a roller bearing containing a magnet, wherein the armature plate is connected to the inner bearing ring via connecting elements.

[0008] Based on the above-described prior art, the invention is based Task, To propose a spring-applied brake of the type mentioned above, which is structurally advanced to allow for optimized adjustment of a desired air gap while simultaneously being simple to install. Furthermore, a method for manufacturing such a spring-applied brake is to be proposed.

[0009] On the device side, according to claim 1, SolutionTo achieve this objective, a spring-loaded brake of the type mentioned at the outset is proposed, which is characterized in that the connecting element engages in a counterpart designed to correspond to the connecting element, which counterpart is pressed into a blind hole provided by the magnet housing, wherein the peripheral edge of the counterpart facing the magnet housing is arranged at a distance from the base of the blind hole, leaving a gap having a residual volume.

[0010] In terms of the method, according to claim 10, Solutionproposed a method for producing an electromagnetically actuated spring-loaded brake of the type according to the invention, characterized in that the magnet housing is fixed in a holding device, that the brake disc is arranged on the magnet housing with the armature plate interposed, and that the counterpart is pressed into the blind hole by means of a press ram, wherein the press ram cooperates with a first section with the counterpart and with a second section with the brake disc, wherein the second section projects axially beyond the first section on the magnet housing side, and wherein the press ram is moved in the direction of the magnet housing until the armature plate stops on the magnet housing.

[0011] A connecting element is used to attach the flange to the magnet housing. In the final assembly state, this engages with a counterpart provided by the magnet housing. The counterpart is pressed into a blind hole provided by the magnet housing. Thus, in the final assembly state, the connecting element is supported on the magnet housing with the counterpart interposed.

[0012] The connection formed in the final assembled state between the connecting element and the counterpart is preferably detachable. It is therefore preferred that the connecting element bears a thread. The counterpart is designed to correspond to the connecting element and therefore, in this case, has a counter-thread contour or is equipped with a corresponding counter-thread contour during initial assembly. A screw, in particular a self-tapping or self-drilling screw, is preferably used as the thread-bearing connecting element. The thread provided by the counterpart in the final assembled state is therefore formed at the moment of initial assembly when a self-tapping or self-drilling screw is used.

[0013] In the case of a threaded fastener, the counterpart is preferably designed as a sleeve or bushing. In the final assembly state, this is pressed into the corresponding blind hole and, with its inner surface, provides the thread corresponding to the fastener.

[0014] An alternative to a permanent connection between the connecting element and its counterpart is a permanent connection, which can be designed, for example, as a material fit or quasi-material fit. A permanent form fit is also conceivable.

[0015] However, with the design according to the invention, the detachable connection of the connecting element and the counterpart is preferred in any case because, on the one hand, this reduces the expenditure on equipment during initial assembly and, moreover, creates the possibility of being able to carry out disassembly in a simple and, in particular, non-destructive manner, in particular in the event of repairs.

[0016] For the intended arrangement of the flange on the magnet housing, a plurality of connecting elements are preferably provided, each of which is operatively connected to the magnet housing in the final assembled state. The connecting elements are preferably evenly distributed in the circumferential direction of the spring-applied brake.

[0017] For the arrangement of a connecting element on the magnet housing, a threaded sleeve is provided for each connecting element. The corresponding connecting element engages in this threaded sleeve in the final assembled state and can be removed. This advantageously allows for disassembly, especially in the event of repairs.

[0018] Each threaded sleeve is pressed into a blind hole provided by the magnet housing. This creates a force-locking and / or positive connection between the threaded sleeve and the blind hole provided by the magnet housing.

[0019] According to the invention, it is further provided that the edge of the threaded sleeve facing the magnet housing is arranged at a distance from the bottom of the blind hole in the final assembled state, leaving a gap with a residual volume. Thus, in the final assembled state, the threaded sleeve does not rest against the bottom of the blind hole, unlike, for example, the design according to DE 10 2013 219 878 B3.

[0020] The design provision of a gap advantageously allows the penetration depth of the threaded sleeve into the corresponding blind hole to be adjusted depending on the actual component tolerances. Tolerance compensation can thus be advantageously achieved by pressing the threaded sleeve into the blind hole to a corresponding depth, resulting in an optimized air gap design.

[0021] In the design according to DE 10 2013 219 878 B3, the spacer sleeve described therein rests, in its final assembled state, with its edge facing the magnet housing on the bottom of the corresponding blind hole. This is done to provide a counterforce for plastic deformation of the spacer sleeve. In contrast to this, the invention proposes a threaded sleeve that is not shortened in length to adjust the optimized air gap, but is inserted into the corresponding blind hole in the axial direction to a sufficient extent to match the desired air gap.To ensure this, the invention proposes a blind hole with a depth that, in the axial direction, exceeds the portion of the threaded sleeve accommodated by the blind hole in the final assembled state. Thus, in the final assembled state, a gap remains between the edge of the threaded sleeve facing the magnet housing and the base of the blind hole, defining a residual volume. The longitudinal extent of the blind hole thus exceeds the penetration depth of the portion of the threaded sleeve arranged in the blind hole.

[0022] In terms of the process, a press die is used to press the threaded sleeve into the corresponding blind hole. This press die has two sections: a first section that interacts with the threaded sleeve and a second section that interacts with the brake disc. The second section protrudes axially beyond the first section on the magnet housing side. This axial spacing between the first and second sections corresponds to the air gap formed as intended in the final assembly.

[0023] During assembly, the press ram is moved towards the magnet housing until the armature plate makes contact with the magnet housing. Due to the axial offset between the first section and second section, this automatically results in a projection of the threaded sleeve far from the magnet housing in relation to the upper edge of the brake disc. In the final assembled state, the flange of the spring-applied brake rests on the threaded sleeve, resulting in a spacing between the magnet housing-side surface of the flange on the one hand and the magnet housing on the other hand that corresponds to the thickness of the brake disc and armature plate on the one hand and the axial projection of the first and second section on the other. The axial projection represents the desired air gap.In the final assembly, the compression spring elements press against the armature plate on the magnet housing side and thus against the brake disc positioned vertically above it, which in turn is supported by the flange. This creates an air gap between the armature plate and the magnet housing, the geometric dimensions of which correspond vertically to the axial distance between the first and second sections of the press ram.

[0024] The design according to the invention proves to be advantageous overall, since it enables simplified assembly while simultaneously ensuring an optimized air gap.

[0025] The air gap adjustment is independent of any component tolerances, making it simple and reproducible. The final air gap is determined by the axial offset of the sections provided by the press ram, i.e., the first section that interacts with the threaded sleeve and the second section that interacts with the brake disc. This axial offset ensures, during assembly, that the flange is positioned relative to the magnet housing such that a gap is created between the flange and magnet housing that corresponds to the thickness of the armature plate and brake disc, on the one hand, and the desired air gap dimensions, on the other. The press ram can be moved until the armature plate stops against the magnet housing, i.e., to "zero." Therefore, no special force or displacement measurement is required during assembly.

[0026] Rather, the press ram can be moved until the armature plate hits the magnet housing, while at the same time, the desired gap size for the air gap is ensured due to the structural design. The design according to the invention also allows for disassembly, particularly in the event of repairs, since the connecting element provided for fixing the position of the flange plate to the magnet housing is a threaded connecting element, preferably a screw, which releasably engages the associated threaded sleeve.

[0027] In the final assembled state, the threaded sleeve is pressed into the blind hole provided by the magnet housing. The connecting element engages in the threaded sleeve, forming a threaded connection, thereby ensuring that the flange is positioned precisely and securely relative to the magnet housing. To provide additional security and to ensure that a pressed-in threaded sleeve does not tear out, even with regard to dynamic forces, it is preferably provided that a connecting element is screwed not only to the threaded sleeve, but also to the magnet housing as such. According to a further feature of the invention, it is therefore provided that a bore adjoins the blind hole in an axial extension of the blind hole, into which bore the connecting element releasably engages.In the final assembled state, the connecting element engages both in the threaded sleeve and in the bore that adjoins the blind hole in an axial extension. In the final assembled state, the connecting element is thus indirectly connected to the magnet housing via the threaded sleeve and directly connected to the magnet housing via the bore that adjoins the blind hole in an axial extension.

[0028] According to a further feature of the invention, the bore has a smaller inner diameter than the inner diameter of the blind hole. This takes into account the fact that the threaded sleeve is pressed into the blind hole in the final assembly state. In this respect, the bore and the threaded sleeve are matched to each other in terms of their respective inner diameters.

[0029] According to a further feature of the invention, the connecting element is a thread-forming or self-tapping screw. During assembly, the screw is screwed into both the threaded sleeve and the bore axially adjacent to the blind hole, whereby, as a result of this screwing, a thread configuration is formed in both the threaded sleeve and the bore by self-tapping or self-cutting.

[0030] The use of a thread-forming or thread-cutting screw has the advantage that when a screw is screwed into the hole axially adjacent to the blind hole, there is no axial offset between the threaded sleeve and the blind hole due to displacement of the threaded sleeve. In addition, the self-tapping or self-tapping screw results in a thread design that bridges the gap between the lower edge of the threaded sleeve and the bottom of the blind hole between the threaded bushing and the hole adjacent to the blind hole. In this way, as already described, it is possible to position the threaded sleeve in relation to the blind hole depending on the desired air gap, without the relative position of the threaded sleeve in relation to the blind hole or hole changing when the screw is later screwed into the hole provided as an extension of the blind hole.

[0031] The advantage of screwing the thread-forming or thread-cutting screw to both the threaded bushing and the magnet housing is that, when screwed in, preload is initially created between the threaded sleeve and the screw, which cannot lead to any relative movement of the threaded sleeve relative to the magnet housing. Once the screw is inserted into the threaded sleeve and the bore in the magnet housing is reached, no further preload is created between the magnet housing and the screw. This preload still exists between the threaded sleeve and the screw, so that, consequently, screwing the screw into the housing, i.e., the bore on the housing side, cannot lead to any relative movement of the threaded sleeve and the housing.

[0032] To properly secure the position and fix the flange relative to the magnet housing, it is not necessary to form or cut threads across the entire length of the threaded sleeve. Instead, the screw only engages in a lower section of the threaded sleeve facing the magnet housing. Therefore, according to a further feature of the invention, the threaded sleeve has an area on the inside that interacts with the thread-forming or thread-cutting screw, which extends axially over a partial section of the threaded sleeve. This simplifies assembly but simultaneously ensures secure positioning of the flange on the magnet housing in the final assembled state.

[0033] The pressing between the threaded sleeve and the magnet housing does not have to take place over the entire longitudinal extent of the threaded sleeve. Instead, only a section can be provided which is smooth or roughened, in particular knurled, facing the blind hole. According to a further feature of the invention, the threaded sleeve has a roughened, in particular knurled, area on the outside of its outer surface which extends in the axial direction over a partial section of the threaded sleeve. In the finally assembled state, the threaded sleeve is operatively connected to the magnet housing via this part by pressing, wherein a positive and non-positive connection is achieved due to the roughened design of the outer surface of the threaded sleeve.Alternatively, or in combination with such a configured region, a region may also be provided that is offset in the radial direction of the threaded sleeve, i.e., a region that protrudes radially from the outer surface provided by the threaded sleeve. Thus, a region that is radially offset and / or roughened is proposed.

[0034] In terms of the method, according to a further feature of the invention, it is further proposed that the armature plate be arranged on the magnet housing with compression spring elements interposed. These compression spring elements are compressed by the press ram during assembly until the armature plate rests against the magnet housing, i.e., strikes the magnet housing as a result of the force applied by the press ram. As soon as this position of the armature plate is reached, the pressing-in process of the threaded sleeve is completed, whereby the previously described design of the press ram ensures that the threaded sleeve is pressed into the associated blind hole to such a depth that, in the final assembled state, an air gap as desired is created between the armature plate and the magnet housing.This air gap is created by the fact that in the final assembled state, the compression spring elements arranged between the armature plate and the magnet housing push the armature plate away from the magnet housing, thus forming the desired air gap between the armature plate and the magnet housing.

[0035] According to a further feature of the invention, in this context, it is provided that the axial offset between the first section and the second section of the press ram is selected to correspond to a desired air gap between the armature plate and the magnet housing in the final assembled state. It is therefore proposed to provide corresponding press rams depending on the desired air gap. These press rams can be used regardless of any component tolerance, while ensuring in each case that a corresponding air gap design is achieved as a result, depending on the selected press ram, i.e. the selected axial offset between the first section and the second section of a respective press ram.

[0036] According to a further feature of the invention, it is provided that the flange is screwed to the magnet housing with the brake disc, the armature plate and the compression spring elements interposed, wherein a thread-cutting or thread-forming screw is used as the connecting element, which is inserted into the threaded sleeve.

[0037] After the threaded sleeve has been pressed into the corresponding blind hole as intended, the press ram is removed and the magnet housing is removed, before the flange is placed on the brake disc. The spacing between the flange and magnet housing is determined by the section of the threaded sleeve that protrudes from the blind hole in the magnet housing. This section defines the spacing between the flange and magnet housing. This spacing corresponds to the thickness of the brake disc and armature plate on the one hand, and the desired air gap design on the other, which results from the axial offset of the first section and second section of the press ram. This makes assembly as simple as possible while simultaneously ensuring the desired air gap design, regardless of any component tolerances.Furthermore, for proper installation, no spacers, in particular no gauges, are required, as is required according to the state of the art.

[0038] Further features and advantages of the invention will become apparent from the following description with reference to the figures. Fig. 1 shows a schematic exploded view of a spring-applied brake according to the invention; Fig. 2 shows a sectional side view of a first assembly step for producing the spring-applied brake according to Fig. 1 ; Fig. 3 in sectional side view a second assembly step for producing the spring-applied brake according to Fig. 1 ; Fig. 4 shows a sectional side view of a fully assembled spring-applied brake according to the invention and Fig. 5 shows a schematic diagram of the attraction force of a spring-applied brake according to the invention.

[0039] Figure 1shows a schematic exploded view of a spring-loaded brake 1 according to the invention. This is designed to be electromagnetically actuated and has an electromagnet 6, a brake disc 2, and a flange 13.

[0040] In the final assembled state, the brake disc 2 is mounted on a shaft (not shown in detail in the figures), for example, the output shaft of an electric motor, in a rotationally fixed manner, yet axially displaceable in the longitudinal direction of the shaft. For this purpose, a shaft-hub connection can be provided in a conventional manner, with the brake disc 2 providing a toothed contour 4, which, in the final assembled state, is operatively connected to the mating contour 5 of a hub 3 arranged on a shaft.

[0041] The electromagnet 6 has a magnet housing 7, which, in the final assembled state, accommodates a coil 9. For this purpose, the magnet housing 7 has an annular space 8, which is designed to correspond to the geometric configuration of the coil 9 and accommodates it in the final assembled state.

[0042] The spring-applied brake 1 further comprises an armature plate 10, which is arranged axially displaceably between the brake disc 2 and the magnet housing 7. This axially displaceable arrangement of the armature plate 10 is achieved with the interposition of compression spring elements 11. These are arranged in bores 12 provided in the magnet housing 7 and, in the final assembled state, press vertically against the armature plate 10 from below. The compression spring elements 11 thus act on the armature plate 10, specifically via the side of the armature plate 10 facing away from the brake disc 2.

[0043] The armature plate 10 is positioned in a rotationally fixed manner relative to the magnet housing 7, which is achieved by positive locking in that the armature plate 10 has recesses 19 which, in the final assembled state, interact with sleeves described in more detail below, which serve as threaded sleeves 16 for the positionally fixed and secure arrangement of the flange 13 on the magnet housing 7.

[0044] As a result of the construction described above, the armature plate 10 is torsionally fixed in the final assembled state, but is nevertheless arranged on the magnet housing 7 so as to be axially displaceable relative to the magnet housing 7 with the compression spring elements 11 interposed.

[0045] The spring-applied brake 1 also features the aforementioned flange 13. This is connected to the magnet housing 7 in a rotationally fixed manner. For this purpose, threaded connecting elements 14 in the form of screws 15 are provided, which are guided through bores 18 on the flange and, in the final assembly state, releasably engage in threaded bushings 16 on the magnet housing side. The brake disc 2 and the armature plate 10 are arranged between the flange 13 and the magnet housing 7.

[0046] When the coil 9 is energized, the magnet housing 7 of the electromagnet 6 is magnetized, which causes the armature plate 10 to be attracted by the magnet housing 7. This creates a gap between the flange 13 and the armature plate 10 that exceeds the thickness of the brake disc 2, allowing the brake disc 2 to rotate freely between the flange 13 and the armature plate 10. This enables a rotational movement of the shaft supporting the brake disc 2, for example, an electric motor.

[0047] As soon as the current supply to the coil 9 is switched off or fails, the magnetic attraction of the armature plate 10 by the electromagnet 6 ceases, so that the armature plate 10 is induced by the compression spring elements 14 with reference to the plane of the drawing Figure 1 moved upwards and pressed against the flange 13, with the brake disc 2 interposed. This results in a frictional engagement, particularly between the armature plate 10 and the brake disc 2, but also between the brake disc 2 and the flange 13. This frictional engagement locks the brake disc 2, with the result that any further rotational movement of the brake disc 2 is no longer possible and thus also any rotational movement of the shaft carrying the brake disc 2, for example the shaft of an electric motor. This is thus braked by the locking of the brake disc 2.

[0048] The gap between flange 13 and armature plate 10, which results when the coil 9 is energized and exceeds the thickness of the brake disc 2, depends on the air gap which forms in the final assembled state between armature plate 10 and magnet housing 7, as shown in Figure 4 shown.

[0049] In the final assembled state, with the coil 9 de-energized, the compression spring elements 11 press in the vertical direction according to Figure 4 from below against the armature plate 10, which in turn presses against the flange 13 fixed opposite the magnet housing 7 with the brake disc 2 in between. As a result, an air gap is created between the armature plate 10 and the magnet housing 7, which has the gap dimension X, as can be seen from Figure 4In order to be able to adjust this air gap in an optimized manner, threaded sleeves 16 are used according to the inventive design, which are pressed into the corresponding blind holes 17 of the magnet housing 7 to a corresponding extent in accordance with the desired air gap design, as can be seen in particular from a summary of the Figures 1 to 3 results.

[0050] As the presentation initially shows Figure 1 As can be seen, three screws 15 are used for the precise and secure positioning of the flange 13 on the magnet housing 7. Accordingly, three threaded sleeves 16 are also provided, into which a screw 15 each releasably engages in the final assembled state.

[0051] For arranging the threaded sleeves 16 on the magnet housing 7, a blind hole 17 is provided for each threaded sleeve 16, which is provided by the magnet housing 7. In the final assembled state, a threaded sleeve 16 is pressed into the corresponding blind hole 17. Each threaded sleeve 16 has a roughened, particularly knurled, area 22 on its outer surface 21. This ensures an improved press fit of a threaded sleeve 16 within a corresponding blind hole 17.

[0052] As can be seen particularly from the presentation after Figure 3In the final assembled state of a threaded sleeve 16, the edge 20 of the threaded sleeve 16 facing the magnet housing 7 is arranged at a distance from the base 26 of the blind hole 17, leaving a gap 25 having a residual volume. A blind hole 17 is therefore longer in the direction of arrow 32, i.e. in the axial direction, than the part of the threaded sleeve 16 taken up by the blind hole 17 in the final assembled state. The subsequent dimension of the air gap between the armature plate 10 and the magnet housing 7 can thus be formed in a simple manner via the press-in depth of the threaded sleeve 16 into the associated blind hole 17.

[0053] In terms of the process, a press die 27 is used to press a threaded sleeve 16 into the corresponding blind hole 17, as shown in the Figures 2 and 3 shown. Figure 2 a first assembly step and Figure 3 a second assembly step.

[0054] According to a first assembly step, the compression spring elements 11 are inserted into the corresponding bores 12, and the brake disc 2 is placed onto the compression spring elements 11 with the armature plate 10 interposed. Furthermore, the threaded bushings 16 are inserted into the corresponding blind holes 17 with their respective end sections facing the magnet housing 7. The press ram 27 has two annular sections, each extending in the circumferential direction, namely a first section 30 and a second section 31. The first section 30 interacts with the threaded sleeves 16, whereas the second section 31 interacts with the brake disc 2.

[0055] As can be seen from the Figures 2 and 3The second section 31 of the press ram 27 projects in the direction of the arrow 32, ie in the axial direction of the magnet housing 7, relative to the first section 30. The axial distance or offset between the two sections 30 and 31 is the later air gap, ie the second section 31 projects beyond the first section 30 in the direction of the arrow 32 by the gap dimension X.

[0056] Figure 3shows a second assembly step. According to this assembly step, the press ram 27 has been moved to "zero" against the magnet housing 7. In this position, the armature plate 10 rests against the magnet housing 7, compressing the compression spring elements 11. Further movement of the press ram 27 relative to the magnet housing 7 is not possible. For the purpose of aligned guidance of the press ram 27, and also to avoid uneven force application to the individual threaded sleeves 16, the press ram 27 is received by its section 28 in the opening 29 of the magnet housing 7 during a pressing process and guided through it.

[0057] As can be seen from a comparison of the Figures 2 and 3 The threaded sleeve 16 has been pressed into the associated blind hole 17 as a result of the pressing ram 27 moving. The previously Figure 2The intended gap dimension Y1 has shrunk to Y2=0. However, the threaded sleeve 16 still projects beyond the brake disc 2, specifically by the gap dimension X. The penetration depth of the threaded sleeve 16 into the associated blind hole 17 thus depends on the thickness of the anchor plate 10 and the brake disc 2, whereby any tolerances resulting from the resulting penetration depth are advantageously compensated.

[0058] In a final assembly step, which Figure 4As shown, the press ram 27 is removed and the flange 13 is placed onto the threaded sleeves 16. The flange 13 can now be screwed to the magnet housing 7 in the manner already described. In the finally assembled state, the compression spring elements press against the armature plate 10, which causes the armature plate 10 to rest against the flange 13 with the brake disc 2 interposed. This creates an air gap between the armature plate 10 and the magnet housing 7, specifically with the gap dimension X, i.e. the gap dimension that results from the axial offset of the first section 30 and the second section 31 of the press ram 27.

[0059] As can be seen from a summary of the Figures 2 and 4 Furthermore, a blind hole 17 is followed by a bore 23 in the axial direction 32. In the final assembled state, the corresponding screw 15 engages in this bore 23, as can be seen from the illustration according to Figure 4The screw 15 is therefore not only operatively connected to the threaded sleeve 16, but also to the bore 23. The screw 15 is therefore directly connected to the magnet housing 7 via the bore 23 and indirectly connected to the magnet housing 7 via the threaded sleeve 16.

[0060] For simplified assembly, a thread design between screw 15 and threaded sleeve 16 does not result over the entire longitudinal extent of the threaded sleeve 16, but only over an area 24 which extends in the axial direction 32 over a partial section of the threaded sleeve 16.

[0061] The screw 15 is designed as a self-tapping screw, meaning that when the screw 15 is first inserted into the threaded sleeve 16 or the bore 23, a corresponding thread is formed on both the sleeve and bore sides by self-tapping. The use of a self-tapping screw 15 has the advantage that when the screw 15 is screwed into the bore 23, the threaded sleeve 16 cannot accidentally shift in the axial direction. This ensures a precise and secure positioning of the threaded sleeve 16 and thus also of the flange 13.

[0062] Figure 5 In addition, a schematic diagram shows the attraction force of a spring-applied brake 1 according to the invention, wherein the force F is plotted across the air gap LS.

[0063] Two possible embodiments are shown, namely according to the reference numerals 101 and 102.

[0064] When designing a spring-applied brake 1, three components must be considered with regard to the air gap LS, which make up the final air gap LS. These components are the so-called initial air gap 301 or 302, the so-called wear reserve 501 or 502, and the tolerance 401 or 402.

[0065] "Air gap" refers to the minimum gap that must be present in the non-braking state so that the brake disc 2 can rotate freely with the armature plate 10 axially displaced. The armature plate 10 must therefore be able to move at least by the amount of the "air gap" 301 or 302 in order to release the brake disc 2 from the braked position and transfer it to the non-braked position.

[0066] The "wear reserve" is specified by the user and takes into account that the components subject to frictional stress during dynamic braking, particularly the brake disc 2, the armature plate 10, and the flange, are subject to wear, which inevitably increases the air gap LS during normal operation. Even at maximum wear, the air gap LS must not reach a size, or maintain it over time, that can no longer be bridged by the applied magnetic field. In this case, the electromagnet 6 would no longer be able to attract the armature plate 10 due to an excessively large air gap LS.

[0067] The third component of the air gap LS is the tolerance 401 or 402. The tolerance is the sum of the individual tolerances, meaning that the air gap LS is smaller when the armature plate 10 and the brake disc 2 are in the upper range of their respective tolerances, and the air gap LS is correspondingly larger when the armature plate 10 and the brake disc 2 are in the lower range of their tolerance window. This tolerance range must also be able to be bridged by the electromagnet 6 for proper use.

[0068] Assuming that the new air gap and the wear reserve are specified or technically impossible to undercut, a certain tolerance results with the air gap designed as intended, which is still acceptable. As can be seen from the diagram according to Figure 5can be derived, the permissible tolerance decreases with desirable higher compression spring forces 201 or 202. In other words: In order to achieve a specific torque, larger compression spring forces 201 or 202 are required, which must be provided by appropriately designed compression spring elements 11. However, if the tolerances are too high, proper operation of the spring-applied brake 1 is not possible because, due to the excessively large air gap LS, proper tightening of the armature plate 10 by the electromagnet 6 is no longer guaranteed. Therefore, an optimization of the air gap setting is necessary in order to be able to provide larger compression spring forces with the aim of achieving a larger torque with an otherwise unchanged design.

[0069] This optimized air gap adjustment is made possible by the construction according to the invention in that the threaded sleeves 16 are pressed into the corresponding blind holes 17 in a manner already described, regardless of tolerance, in such a way that an offset is achieved which ensures the desired gap dimension X with regard to the air gap, simply by the pressing ram 27 moving until the armature plate 10 abuts the magnet housing 7. Due to the radial offset between the sections 30 and 31 of the pressing ram 27, a subsequent gap dimension X with regard to the air gap is automatically obtained, which is designed as desired. In this case, in accordance with the illustration according to Figure 5 The tolerance component 401 or 402 of the air gap LS can be advantageously minimized. This optimization can be used for three different purposes.

[0070] Firstly, a higher torque can be achieved within an otherwise constant installation space because greater compression spring forces can be applied. Secondly, alternatively, for intended use with unchanged coil dimensions, the electrical power of the electromagnet 6 can be reduced, which lowers energy consumption and also leads to fewer cooling requirements. Thirdly, alternatively, with unchanged electrical power, it is possible to use a weaker coil 9, which has a smaller geometric structure in the axial direction, i.e., is shorter, so that a more compact spring-applied brake 1 can be designed in terms of geometric dimensions. Optionally, the aforementioned advantages can also be combined with one another.

[0071] Whichever of the above-mentioned advantages of an optimization according to the invention may be desired by the user, it is of crucial importance with regard to the structural design according to the invention that a tolerance-free, or at least tolerance-reduced, optimization of the air gap design is possible, and this while equalizing the affected individual part tolerances and at the same time simplifying assembly. List of reference symbols

[0072] 1 Spring-applied brake 2 Brake disc 3 Hub 4 Gearing geometry 5 Counter geometry 6 Electromagnet 7 Magnet housing 8 Annular space 9 Coil 10 Armature plate 11 Compression spring element 12 Bore 13 Flange 14 Connecting element 15 Screw 16 Threaded sleeve 17 Blind hole 18 Bore 19 Recess 20 Edge 21 Shell surface 22 Area 23 Bore 24 Area 25 Gap space 26 Base 27 Press ram 28 Guide section 29 Opening 30 First section 31 Second section 32 Arrow 100 Extraction force 101 First design 102 Second design 201 Compression spring force 202 Compression spring force 301 Air gap 302 Air gap 401 Tolerance 402Tolerance 501Wear reserve 502Wear reserve FForce LSAir gap

Claims

1. Electromagnetically actuated spring-applied brake, comprising - a break disk (2) that can be arranged on a shaft in a manner rotationally fixed but nevertheless axially displaceable, - an electromagnet (6) having a magnet housing (7) and a coil (9) received therein, - an armature plate (10) arranged between the brake disk (2) and the magnet housing (7) so that it can be moved axially, and - a flange (13) which is arranged rotationally fixed on the magnet housing (7) by means of a connecting element (14), wherein the brake disk (2) and the armature plate (10) are arranged between the flange (13) and the magnet housing (7), characterized in that the connecting element (14) engages into a counterpart designed to correspond to the connecting element (14), which counterpart is pressed into a blind hole (17) provided by the magnet housing (7) , wherein the edge (20) of the counterpart facing the magnet housing (7) is arranged in a manner spaced from the bottom (26) of the blind hole (17) leaving a gap space (25) having a residual volume.

2. Spring-applied brake according to claim 1, characterized in that the connecting element (14) has a thread.

3. Spring-applied brake according to claim 2, characterized in that the connecting element (14) is a screw (15), in particular a thread-forming or self-tapping screw (15).

4. Spring-applied brake according to any one of the preceding claims, characterized in that the counterpart is a threaded sleeve (16).

5. Spring-applied brake according to claim 4, characterized in that the connecting element (14) detachably engages into the threaded sleeve (16).

6. Spring-applied brake according to claim 1, characterized in that a bore (23) adjoins the blind hole (17) in the axial extension of the blind hole (17) into which the connecting element (14) engages in a detachable manner.

7. Spring-applied brake according to claim 1 or 2, characterized in that the bore (23) has a smaller inner diameter compared to the inner diameter of the blind hole (17).

8. Spring-applied brake according to claim 4, characterized in that the threaded sleeve (16) has a portion (24) on the inside which cooperates with the thread-cutting or self-tapping screw (15), which portion extends in the axial direction over a sub-section of the threaded sleeve (16).

9. Spring-applied brake according to any one of the preceding claims 4 to 8, characterized in that the threaded sleeve (16) has a radially offset and / or roughened, in particular knurled, region externally on the lateral surface thereof which extends in the axial direction over a sub-section of the threaded sleeve (16).

10. Method for the manufacture of an electromagnetically spring-applied brake (1) according to any one of the preceding claims, characterized in that - the magnet housing (7) is fixed in a holding device, - the brake disk (2) is arranged on the magnet housing (7) with the armature plate (10) interposed, and - the counterpart (16) is pressed into the blind hole (17) by means of a press ram (27), wherein the press ram (27) cooperates with a first portion (30) with the counterpart and with a second portion (31) with the brake disk (2), wherein the second portion (31) protrudes axially beyond the first portion (30) on the side of the magnet housing, and wherein the press ram (27) is moved towards the magnet housing (7) until the armature plate (10) stops against the magnet housing (7).

11. Method according to claim 10, characterized in that the armature plate (10) is arranged on the magnet housing (7) with the interposition of pressure spring elements (11).

12. Method according to claim 10 or 11, characterized in that the radial offset between the first portion (30) and the second portion (31) of the press ram (27) is chosen in accordance with a desired air gap (LS) between the armature plate (10) and the magnet housing (7) in the final assembled state.

13. Method according to any one of the preceding claims 10 to 12, characterized in that the flange (13) is screw-fixed to the magnet housing (7) with the interposition of the brake disk (2), the armature plate (10) and the pressure spring elements (11), wherein a screw (15), in particular a thread-cutting or self-tapping screw (15), which is inserted into the counterpart, is used as connecting element (14).