Multi-part damper structure having a bending ring

Abstract

The present invention describes an electromagnetically switchable brake having a bending element in the form of a bending ring (16) or bending ring segment (18) for damping switching noises of power-off brakes and power-on brakes. The ring or ring segment is positioned between a coil support (1) and an armature disc (2) and acts there as a resilient component, wherein the axial length (L) of the bending element is longer than its radial width (B).

Description

Multi-part damper structure with bending ring

[0001] The present invention describes a bending ring intended for damping switching noises of closed-circuit brakes and open-circuit brakes. Closed-circuit brakes preferably comprise friction brakes such as electromagnetically released spring-loaded brakes or permanent magnet brakes.

[0002] Closed-circuit brakes are generally understood to be braking systems that exert their braking effect without an external energy supply, for example, when the motor is de-energized. Working-circuit brakes operate according to the opposite principle. Working current brakes are generally understood to be braking systems that require an external energy supply to achieve their braking effect. These include, in particular, so-called pole face brakes.

[0003] Closed-circuit brakes are used in noise-sensitive applications, for example Passenger elevators, podiums, and cable pulleys on theater stages. The functions of the brakes include holding static loads and decelerating uncontrolled movements in emergency situations.

[0004] The brakes described above are simply opened or closed during normal operation, which can occur in a very frequent sequence. Thus, the drive is either enabled for movement or a static load is held. Deceleration is handled by a controlled drive during normal operation.

[0005] During such normal operation, the switching noises generated when the brake is opened and closed must be kept as low as possible so that they do not disturb those around them. In particular, the well-being of people nearby must not be impaired. Unwanted vibrations, which could lead to noise, must also be kept to a minimum.

[0006] In the event of an emergency situation, the resulting gearshift noise and braking noise play a subordinate role.

[0007] Several options for reducing brake switching noise are known from the prior art. For example, EP 1 423 626 B1 proposes arranging several elastic elements of varying stiffness between the coil carrier and the armature disk. The elements of lower stiffness should simultaneously contact the armature disk and the coil carrier in both the open and closed states of the brake. Furthermore, it is proposed to adjust the preload of the damping elements using adjusting screws.

[0008] This type of noise damping is preferably achieved with elastomers These, in turn, exhibit temperature-varying stiffness, so the reduction of switching noise is only effective within a limited temperature range. Furthermore, these dampers exhibit a relatively high force hysteresis between loading and unloading.

[0009] Furthermore, adjusting this damping system using the adjusting screws requires specially trained personnel. Adjusting the damping system also involves a significant amount of time and money.

[0010] US Pat. No. 9,638,272 B2 proposes a damping plate arranged between the coil carrier and the armature disk. This plate is elastically deformed with the movement of the armature disk, thus generating a damping force.

[0011] The damping plate, preferably made of spring steel, is designed to be large. It covers a large portion of the inner and outer magnetic poles of the coil carrier. Since it is located between the coil carrier and the armature disk, its thickness and flatness must be maintained to a high degree of accuracy, as the air gap between the coil carrier and the armature disk must be uniform. The damping plate represents an additional factor in the air gap tolerance chain, which worsens the overall air gap tolerance situation. Inaccuracies in the air gap area can lead to increased magnetic resistance, which can result in reduced tensile force in the magnetic circuit.

[0012] Only with high precision can a uniformly large air gap and thus a uniform drop or even tightening of the armature be achieved. Irregularities can occur in Tilting movements of the armature disk, which in turn can lead to increased switching noise.

[0013] DE 1020 17000846 A1 proposes a damping plate located between the armature disk and the coil carrier. The damping plate has several raised portions distributed around its circumference, which are intended to act as cushioning elements when the brake is released.

[0014] Since the damping plate is not under pre-tension when the armature disk is released, it cannot effectively dampen the switching noise caused by the armature disk being attracted to the coil carrier.

[0015] Furthermore, the damping plate, which is designed as a stamped and bent part, is subject to dimensional inaccuracies. These can manifest themselves in the form of gaps between the damping plate and the armature disk, which impede the magnetic flux between the coil carrier and the armature disk.

[0016] The integral damper structure described in EP3710325B1 is well suited for braking systems with rectangular or square outer contours. In such braking systems, the integral damper structure can be easily integrated into the corners of the components. Since these often play a subordinate role in the magnetic circuit, the shearing of this magnetic circuit in the corners has only a limited effect on the magnetic force.

[0017] For brakes with round or polygonal outer contours, the integral damper structure is less suitable. On the one hand, the mechanical processing to create a freely movable plate is associated with a higher This involves additional processing effort. On the other hand, with brakes of this design, the magnetic flux density is distributed much more evenly at the outer and inner poles, so that shearing the magnetic circuit with a relatively large-area tab leads to a significant reduction in the magnetic force.

[0018] The object of the present invention is therefore to propose a damping system for reducing switching noises of electromagnetically actuated brakes which is improved compared to the prior art, which is suitable for brakes with a round design, can be installed as simply as possible and without adjustment and acts as uniformly as possible over a wide temperature range.

[0019] To achieve this objective, the invention proposes a bending ring according to the features of the main claim and the secondary claim. The bending ring is a resilient element arranged between a coil carrier and an armature disk. It is irrelevant whether the coil carrier or the armature disk or neither of these components is stationary. The bending ring is inserted into a groove which can be machined into the coil carrier or the armature disk or into both components. The groove serves to position the bending ring in the radial direction relative to the coil carrier and the armature disk. In the axial direction, the bending ring remains freely movable. However, the bending ring is clamped between the coil carrier and the armature disk, at least when the brake is open.To achieve ideal noise damping, the bending ring is clamped between the coil carrier and the armature disk even when the brake is closed. In this case, the elastic deformation of the bending ring in the axial direction is greater than the brake's air gap.

[0020] The elastic deformation of the bending ring leads to a reaction force of the bending ring in the axial direction, which is directed in such a way that it presses the armature disk and pushes the coil carrier apart. This reaction force causes the armature disk or coil carrier to move earlier against the magnetic force when the brake is applied, as long as the electromagnet still has disproportionately more power than the compression springs provided. This results in an averagely lower acceleration and thus a slower movement of the armature disk or coil carrier and thus a quieter noise when this component hits a brake rotor. When the brake is released, however, the bending ring is increasingly elastically deformed and the resulting increasing reaction force counteracts the movement of the armature disk or coil carrier. This leads to a lower movement speed and thus to a quieter noise when the components hit each other.

[0021] The jump ring itself can have a circular, oval, polygonal, or angular outer contour. Preferably, the same or a similar contour shape is chosen for the jump ring as for the electromagnetic coil, as a groove with this contour can be easily created on the outer and / or inner pole of the magnetic circuit without unnecessarily losing pole area.

[0022] It is also advantageous to provide a jump ring on each solenoid coil's outer or inner pole. This is especially true when multiple solenoid coils are provided per coil carrier. It is also possible to provide a jump ring on each solenoid coil's outer and inner pole. In this case, the grooves do not all have to be machined into the coil carrier or the armature disk. Arrangements are also possible in which part of the groove depth is machined into the coil carrier and another part into the armature disk.

[0023] The cross-sectional area of the bending ring can be designed differently In its simplest form, the cross-sectional area is rectangular or square. The bending ring only has elevations in the area of contact surfaces between the bending ring and the armature plate or between the bending ring and the coil carrier. Preferably, at least two elevations should be provided on the armature plate side and at least two on the coil carrier side. The number of contact surfaces should also be the same on both sides. It is also advantageous to space the contact surfaces evenly from one another and to arrange them alternately around the circumference in the axial direction. In other words, a contact surface on the armature plate side should alternately follow a contact surface on the coil carrier side.

[0024] To keep the material stresses in the bending ring within a reasonable range, even with relatively large axial deformations, the cross-section of the bending ring can be advantageously tapered in the areas between the contact surfaces. The tapers can be angular, radii, elliptical, or even parabolic. With these designs, it is not necessary to emphasize the contact surfaces with raised surfaces. It is simpler to design the bending ring slightly asymmetrically in the areas of greatest axial length, so that the areas of greatest axial length are reduced by a certain amount on one side to create a contact surface on the opposite side.

[0025] It has been found that the jump ring achieves its optimal power density when the above-described tapers are incorporated and its total axial length is longer than its width. In this case, the jump ring, described very simply, has a hollow cylindrical shape rather than a ring-disk shape.

[0026] The cross-sectional area of the jump ring can also be circular or oval. In this case, the cross-sectional area can be The circumference can remain constant or can also be tapered. The bending ring describes a curve similar to a sine curve along its circumference in the axial direction. To achieve lower pressure at the contact points on the coil carrier and / or the armature disk, the contact points can be designed to be flat, thus creating contact surfaces.

[0027] The preload of the bending ring is determined by the projection of the contact surfaces, the geometry of the groove, and the air gap of the brake. The desired preload and thus the reaction force can be adjusted by its geometric design and the installation situation in the brake.

[0028] Due to the alternating contact surfaces on the coil carrier and the armature disk, increasing compression of the bending ring, i.e., when the brake is released, causes a slight twisting of the bending ring. This twisting manifests itself in a progressive increase in the reaction force with increasing elastic deformation. The spring characteristic of the bending ring thus exhibits a progressive increase in force.

[0029] As an alternative to pronounced elevations on a bending ring or as an alternative to a slightly asymmetrical design of a bending ring to create contact surfaces, axial projections can also be incorporated into the grooves to act as contact surfaces.

[0030] It is advantageous to make the jump ring from a high-strength steel to achieve high power density. This allows the jump ring to be as compact as possible, which in turn has a positive effect on the magnetic circuit, as a compact jump ring requires less pole area. It is also advantageous if the steel is as non-magnetic as possible. It is also possible to manufacture the jump ring from other elastically deformable materials. These include steels, aluminum alloys, plastics, and fiber-reinforced materials.

[0031] If the bending ring is made of steel, it can be used in a temperature range typical for electromagnetically released spring-loaded brakes (-40°C to +120°C) without any relevant changes to its damping properties and stiffness.

[0032] Furthermore, it is possible to design the jump ring not as a self-contained component, but as a discontinuous ring, or even to assemble it from several jump ring segments, with gaps being provided between the jump ring segments. Each jump ring segment has at least three contact surfaces, arranged alternately. Preferably, at least two jump ring segments are used per coil carrier and armature disk, i.e., per brake circuit, which correspond functionally and essentially to one jump ring.

[0033] In addition, the individual bending ring segments can also be designed in a straight line, i.e. in the form of a bending beam.

[0034] In addition to the invention described here, the armature disk and / or the coil carrier can also be designed with impact damping. This can be made of, for example, elastomers, plastics, cellulose, or fiber materials. Such impact dampers are not permanently preloaded and, when a brake is engaged, only touch the armature disk or the coil carrier. With the help of such impact damping, the noise when the armature disk impacts the coil carrier can be further reduced.

[0035] The advantage of the invention over the prior art is that the bending ring can be easily integrated into electromagnetically released closed-circuit brakes, and no adjustment of the damping system is necessary during installation. Furthermore, especially in round-shaped brakes, only a small portion of the pole faces is required to accommodate the bending ring. Furthermore, when steel is used for the bending ring, typical ambient temperatures of closed-circuit brakes have only a negligible impact on the functioning of the damping system.

[0036] The object of the invention is achieved by the features of the main claim and the secondary claim. Further advantageous details of the invention emerge from the subclaims and from the description of the drawings cited below.

[0037] Showing: Fig. 1 Angled full section of an electromagnetically released spring-loaded brake with bending ring and axially movable armature disk of round design Fig. 2 Angled full section of an electromagnetically released spring-loaded brake with bending ring and axially movable coil carrier of round design Fig. 3.1 Three-dimensional representation of a dual-circuit electromagnetically released spring-loaded brake with bending ring and axially movable armature disk of square design Fig. 3.2 Representation of a brake circuit from Fig. 3.1 in full section Fig. 3.3 Representation of the top view of the pole face of a coil carrier from Fig. 3.1 Fig. 4 Angled full section of an electromagnetically released spring-loaded brake as a disc brake design Fig. 5.1 Three-dimensional representation of a bending ring with rectangular cross-section Fig. 5.2 Sectional view of the bending ring from Fig. 5.1 with detail view A Fig. 6.1 Three-dimensional representation of a bending ring with tapers Fig. 6.2 Sectional view of the bending ring from Fig. 6.1 with detail view C Fig- 7.1 Three-dimensional representation of a bending ring with polygonal Outer contour and tapers Fig. 7.2 Sectional view of the bending ring from Fig. 7.1 with detailed view B Fig. 7.3 Top view of the jump ring from Fig. 7.1 Fig. 8.1 Front view of a bending ring with round cross-section and round outer contour Fig. 8.2 Side view in sectional view Position of the bending ring from Fig. 8.1 Fig. 9.1 Three-dimensional representation of a bending ring segment with rectangular cross-section Fig. 9.2 Sectional view of the bending ring segment from Fig. 9.1 Fig. 10 Angled full section of an electromagnetically released spring-loaded brake with bending ring in a groove in the coil carrier and in the armature disc Fig. 11 Angled full section of an electromagnetically released spring-loaded brake with bending ring in a groove in the armature disc

[0038] Fig. 1 shows an angled full section through an electromagnetically released spring-loaded brake (FDB) in a closed-circuit design with a round brake circuit. This is a design commonly used in passenger elevators. In the variant of a spring-loaded brake (FDB) shown here, an armature disk (2) is assigned to the coil carrier (1). The coil carrier (1) contains a magnetic coil (3) and separate compression springs (4). In the present case, the spring-loaded brake (FDB) is provided with a flange plate (5) (not shown) or with a motor bearing plate (6) or a machine wall (7) with mounting screws (8). The stationary coil carrier (1) is spaced from the flange plate (5) or the motor bearing plate (6) or a machine wall (7) by spacer bolts (9). An air gap (10) is located between the armature disk (2), which is axially movable and guided on the spacer bolts (9), and the coil carrier (1). This air gap (10) is larger when the brake is engaged and smaller when the brake is disengaged. The brake rotor (11) is arranged between the armature plate (2) and the flange plate (5) (not shown), the motor bearing shield (6), or the machine wall (7). This consists of a friction lining carrier (12) and friction linings (13), and when the brake is applied, it is clamped between the armature plate (2) and the flange plate (5), the motor bearing shield (6), or the machine wall (7). The brake rotor (11) is axially movable and non-rotatably connected to a shaft (W) (not shown) via a hub (14). Versions without a hub (14) with a direct connection from the brake rotor (11) to the shaft (W) are also possible. Clamping the brake rotor (11) creates a braking effect that counteracts any movement of the shaft (W). An annular groove (15) is machined into the coil carrier (1) in the area of the inner pole (IP). The bending ring (16) is arranged in this groove (15).

[0039] Fig. 2 also shows an angled full section through an electromagnetically released spring-loaded brake (FDB) in a closed-circuit design. In contrast to the brake shown in Fig. 1, this brake has a stationary armature disk (2), which is spaced from a flange plate (5) (not shown) or a motor bearing plate (6) or a machine wall (7) by spacer bolts (9) and screwed in place by mounting screws (8). The coil carrier (1) is arranged between the brake rotor (11) and the armature disk (2) so that it can move axially and is fixed against rotation and is guided on the spacer bolts (9). The coil carrier (1) contains a magnetic coil (3). and compression springs (4). A groove (15) is also machined into the inner pole (IP), providing space for the bending ring (16). The brake rotor (11) is axially movable and non-rotatably connected to a shaft (W) (not shown) via a hub (14). When the spring-loaded brake (FDB) is closed, it is clamped between the coil carrier (1) and the flange plate (5) (not shown), the motor bearing plate (6), or the machine wall (7).

[0040] Fig. 3.1 shows a three-dimensional representation of a dual-circuit, electromagnetically released spring-loaded brake (FDB), whose brake circuits act on the same brake rotor (11). The coil carriers (1) and armature disks (2) are rectangular. The armature disks (2) are axially movable and non-rotatably mounted on spacer bolts (9). The coil carriers (1) are stationary and spaced from a flange plate (5) (not shown) or from a motor bearing plate (6) or a machine wall (7) by the spacer bolts (9), and are screwed to the latter using mounting screws (8). There is an air gap (10) between the coil carriers (1) and the armature disks (2), the size of which depends on whether the brake is open or closed. The brake rotor (11) is axially movable but non-rotatably connected to the hub (14), which in turn connects to a shaft (W) (not shown).

[0041] Fig. 3.2 shows a top view of the pole face of a coil carrier (1) from Fig. 3.1. It can be seen how two magnetic coils (3) are arranged in the coil carrier (1). The area outside the magnetic coils (3) forms the outer pole (AP), and the areas enclosed by the magnetic coils (3) form the inner pole (IP) of the magnetic circuits. Compression springs (4) and spacer bolts (9) can also be seen. In the example presented here, grooves (15) with bending rings (16) inserted therein are arranged concentrically to both magnetic coils (3), both on the inner pole (IP) and the outer pole (AP).

[0042] Fig. 3.3 shows a full section through a brake circuit from Fig. 3.1. The coil carrier (1) contains compression springs (4) and solenoid coils (3). In this exemplary spring-loaded brake (FDB), a bending ring (16) is arranged in a groove (15) at both the inner pole (IP) and the outer pole (AP) of both solenoid coils (3).

[0043] Fig. 4 shows an angled full section through an electromagnetically released spring-loaded brake (FDB) in a closed-circuit design with a brake circuit as a disc brake. In the variant shown here, an armature disk (2) is assigned to the coil carrier (1). The coil carrier (1) contains a magnetic coil (3) and compression springs (4). In addition, the groove (15) for the bending ring (16) and the bending ring (16) itself are arranged in the coil carrier (1). The coil carrier (1) is spaced from the brake caliper (19) by a spacer bolt (9) and is connected to it by means of mounting screws (8). The spacer bolt (9) also acts as a guide for the axial movement of the armature disk (2) when opening and closing the spring-loaded brake (FDB). Both the armature disk (2) and the brake caliper (19) are designed with brake pad carriers (12) with brake pads (13) arranged on them.When the brake is applied, the brake rotor (11) is clamped between the brake pads (13), thus creating a braking effect. In this brake design, the brake rotor (11) is connected to a shaft (W) (not shown) in a rotationally fixed and axially immobile manner. The spring-applied brake (FDB) in the design shown here is itself connected to a flange plate (5) or a motor bearing plate (6) or a machine wall (7) in the form of a floating bearing (not shown). This floating bearing allows the spring-applied brake (FDB) to move axially. However, movement in other directions is prevented.

[0044] Fig. 5.1 shows a three-dimensional representation of a bending ring (16) with a rectangular cross-section. This design has on both sides of the Each bending ring (16) has four contact surfaces (BF) that project in the axial direction and thus have a raised portion (E). The contact surfaces (BF) are evenly distributed over the circumference and arranged alternately on both sides of the bending ring (16).

[0045] Fig. 5.2 shows a sectional view of the bending ring (16) from Fig. 5.1. In this bending ring (16), the length (L) is greater than the width (B), so that the shape of the bending ring (16) can be described, in a very simplified manner, as hollow cylindrical. The contact surfaces (BF) are located on elevations (E) of the bending ring (16) and limit its maximum deformation.

[0046] Fig. 6.1 shows a three-dimensional representation of a bending ring (16) with a varying cross-section. In highly simplified terms, it is a hollow cylindrical ring with tapered portions (17) evenly distributed around the circumference on both sides in the axial direction. These tapered portions (17) face each other on both sides. The contact surfaces (BF) are arranged in the non-tapered areas and are also distributed around the circumference of the bending ring (16) and arranged alternately on both sides in the circumferential direction. The tapered portions (17) can be designed as mutually inclined flat surfaces (17.1 and 17.2), as in this exemplary example. However, the tapered portions (17) can also be designed with radial or parabolic surfaces or as free-form surfaces (17.1 and 17.2).

[0047] Fig. 6.2 shows a sectional view of the bending ring (16) from Fig. 6.1. The axial length (L) in the wide areas of the bending ring (16) has a greater extent than the radial width (B). It can also be seen that the tapers (17) are opposite each other on both sides of the plane (S). Furthermore, it can be seen that the regions with the greatest axial length (L) are not entirely symmetrical to the plane (S). Alternating around the circumference, one side of the axial length (L) is shortened by the dimension (K).

[0048] Fig. 7.1 shows a three-dimensional representation of a bending ring (16) with a polygonal outer contour and a varying cross-section. In highly simplified terms, it is a hollow cylindrical ring with tapered portions (17) distributed evenly around the circumference on both sides in the axial direction. These tapered portions (17) face each other on both sides. The contact surfaces (BF) are arranged on the non-tapered areas; these contact surfaces are also distributed around the circumference of the bending ring (16) and arranged alternately on both sides. In this exemplary example, the tapers (17) have an elliptical shape.

[0049] Fig. 7.2 shows a sectional view of the bending ring (16) from Fig. 7.1. The axial length (L) in the wide areas of the bending ring (16) has a greater extent than the radial width (B). It can also be seen that the tapers (17) are opposite each other on both sides of the plane (S). Furthermore, it can be seen that the regions with the greatest axial length (L) are not entirely symmetrical to the plane (S). Alternating around the circumference, one side of the axial length (L) is shortened by the dimension (K).

[0050] Fig. 7.3 shows a top view of the bending ring (16) from Fig. 7.1 and further illustrates the polygonal outer contour of the bending ring (16). Furthermore, contact surfaces (BF) of the visible side can be seen.

[0051] Fig. 8.1 shows the front view of a bending ring (16) with a round cross-section and a round outer contour. In the axial direction, the ring describes a sine curve. The contact points resulting from this shape with the coil carrier (1) and the armature disk (2) are flat here, so that the contact surfaces (BF) can be seen.

[0052] Fig. 8.2 shows a side view in cross-section of the bending ring (16) from Fig. 8.1. This illustrates the sinusoidal shape of the bending ring (16). It can also be seen that the axial length (L) is greater than the width (B). Due to the shape of the bending ring (16), the contact surfaces (BF) are located alternately on both sides of the bending ring (16) around the circumference.

[0053] Fig. 9.1 shows a three-dimensional representation of a bending ring segment (18) with a rectangular cross-section. The contact surfaces are distributed alternately on both sides of the bending ring segment (18).

[0054] Fig. 9.2 shows a side view of the bending ring segment (18) from Fig. 9.1. It can be seen that the contact surfaces (BF) protrude by the raised portion (E).

[0055] Fig. 10 shows an angled full section through an electromagnetically released spring-loaded brake (FDB) of round design in a closed-circuit version with a brake circuit similar to the brake in Fig. 1. In contrast to Fig. 1, the groove (15) for the bending ring (16) is machined into both the coil carrier (1) and the armature disk (2). In addition, the position of the groove (15) is selected so that it directly adjoins the recess of the solenoid coil (3). This position has the advantage that the recess for the solenoid coil (3) and the groove (15) for the bending ring (16) can be manufactured in a single operation. In contrast to the form shown here, it is of course also possible to machine the groove (15) exclusively on the side of the coil carrier (1) or the armature disk (2).

[0056] Fig. 11 shows the representation of an angled full section through a Electromagnetically released spring-loaded brake (FDB) of a round design in a closed-circuit design with a brake circuit similar to the brake shown in Fig. 1. Unlike the previously presented embodiments, the groove (15) for the bending ring (16) is completely machined into the armature disk (2). Furthermore, the position of the groove (15) is selected so that it is located at the outer pole (AP) of the solenoid coil (3). The following paragraphs describe embodiments of the present invention which are part of the present disclosure. Paragraph 1 Electromagnetically switchable brake with at least one coil carrier (1) and at least one armature disk (2), wherein the axial distance between the coil carrier (1) and armature disk (2) is variable relative to one another, with at least one brake rotor (11) which is mounted in a rotationally fixed manner on at least one hub (14) or directly on a shaft (W) to be braked and with at least one bending ring (16) which is arranged between each coil carrier (1) and each armature disk (2). Paragraph 2 Electromagnetically switchable brake according to paragraph 1, characterized in that each bending ring (16) is inserted into a respective groove (15), wherein a groove (15) can also be divided into two components. Paragraph 3 Electromagnetically switchable brake according to paragraphs 1 to 2, characterized in that each groove (15) is incorporated into the coil carrier (1) or into the armature disk (2) or divided into the coil carrier (1) and the armature disk (2). Paragraph 4 Electromagnetically switchable brake according to one of the preceding paragraphs, characterized in that at least one bending ring (16) is arranged per magnetic coil (3). Paragraph 5 Electromagnetically switchable brake according to one of the preceding paragraphs, characterized in that the bending ring (16) has at least two contact surfaces (BF) per side. Paragraph 6 Electromagnetically switchable brake according to one of the preceding paragraphs, characterized in that the contact surfaces (BF) of the bending ring (16) are arranged alternately on both sides in the circumferential direction. Paragraph 7 Electromagnetically switchable brake according to one of the preceding paragraphs, characterized in that the areas of the bending ring (16) which are located between the contact surfaces (BF) are provided with tapers (17). Paragraph 8 Electromagnetically switchable brake according to one of the preceding paragraphs, characterized in that the regions of the bending ring (16) which do not constitute contact surfaces (BF) and which are opposite a contact surface (BF) in the circumferential direction are set back by a dimension (K) or by the increase (E) relative to the axial length (L) of the bending ring (16). Paragraph 9 Electromagnetically switchable brake according to one of the preceding paragraphs, characterized in that the axial length (L) of the bending ring (16) is longer than its radial width (B). Paragraph 10 Electromagnetically switchable brake according to one of the preceding paragraphs, characterized in that the bending ring (16) is made of a steel. Paragraph 11 Electromagnetically switchable brake with at least one coil carrier (1) and at least one armature disk (2), wherein the axial distance between the coil carrier (1) and armature disk (2) is variable relative to one another, with at least one brake rotor (11) which is mounted in a rotationally fixed manner on at least one hub (14) or directly on a shaft (W) to be braked and with at least one bending ring segment (18) which is arranged between each coil carrier (1) and each armature disk (2). Paragraph 12 Electromagnetically switchable brake according to paragraph 11, characterized in that each bending ring segment (18) is inserted into a groove (15), wherein the groove is introduced into the coil carrier (1) or into the armature disk (2) or partially into both components. Paragraph 13 Electromagnetically switchable brake according to paragraph 11 or 12, characterized in that at least two bending ring segments (18) are arranged per brake circuit. Paragraph 14 Electromagnetically switchable brake according to one of paragraphs 11 to 13, characterized in that each bending ring segment (18) has a total of at least three contact surfaces (BF). Paragraph 15 Electromagnetically switchable brake according to at least one of the preceding paragraphs, characterized in that the electromagnetically switchable brake is a brake according to the closed-circuit current principle (FDB), in which, when the magnetic coil (3) is deactivated, the armature disk (2) is repelled from the coil carrier (1) by a permanently acting force, preferably by compression springs (4), and thereby brakes the brake rotor (11) which is connected in a rotationally fixed manner to the shaft (W), and in which the armature disk (2) is attracted to the coil carrier (1) by the force of an electromagnet against the permanently acting force of compression springs (4). List of reference symbols: FDB spring-loaded brake W wave IP inner pole AP outer pole BF contact surface L length B Width E increase K dimension 1 coil carrier 2 anchor disc 3 Solenoid coil 4 compression spring 5 Flange plate 6 Motor bearing shield 7 Machine wall 8 mounting screw 9 spacer bolts 10 Air gap 11 Brake rotor 12 friction lining carriers 13 Friction lining 14 Hub 15 grooves 16 Jump ring 17 Rejuvenation 17.1 Area 17.2 Area 18 Jump ring segment 19 Brake caliper

Claims

AMENDED CLAIMS received by the International Bureau on 14 April 2025 (14.04.2025) Claim 1 Electromagnetically switchable brake with at least one coil carrier (1) and at least one armature disk (2), wherein the axial distance between the coil carrier (1) and the armature disk (2) is variable relative to one another, with at least one brake rotor (11) which is mounted in a rotationally fixed manner on at least one hub (14) or directly on a shaft (W) to be braked, characterized by at least one bending element which is designed as a bending ring (16) with at least two contact surfaces (BF) per side or as a bending ring segment (18) with at least three contact surfaces (BF) and is arranged between each coil carrier (1) and each armature disk (2), wherein the axial catch (L) of the bending element is longer than its radial width (B). Claim 2 Electromagnetically switchable brake according to claim 1, characterized in that each bending ring (16) or each bending ring segment (18) is still clamped between the coil carrier (1) and the armature disk (2) even when the brake is in the closed state. Claim 3 Electromagnetically switchable brake according to claim 1 or 2, characterized in that each bending ring (16) or each bending ring segment (18) is inserted into a respective groove (15), each groove (15) being incorporated into the coil carrier (1) or into the armature disk (2) or divided into the coil carrier (1) and into the armature disk (2). Claim 4 Electromagnetically switchable brake according to one of the preceding claims, characterized in that at least one bending ring (16) is arranged per magnetic coil (3). AMENDED SHEET (ARTICLE 19) Claim 5 Electromagnetically switchable brake according to one of the preceding claims, characterized in that the contact surfaces (BF) of the bending ring (16) are arranged alternately on both sides in the circumferential direction. Claim 6 Electromagnetically switchable brake according to one of the preceding claims, characterized in that the regions of the bending ring (16) which are located between the contact surfaces (BF) are provided with tapers (17). Claim 7 Electromagnetically switchable brake according to one of the preceding claims, characterized in that the regions of the bending ring (16) which do not constitute contact surfaces (BF) and which are opposite a contact surface (BF) in the circumferential direction are set back by a dimension (K) or by the elevation (E) relative to the axial length (L) of the bending ring (16). Claim 8 Electromagnetically switchable brake according to one of the preceding claims, characterized in that the bending ring (16) is made of steel. Claim 9 Electromagnetically switchable brake according to one of claims 1 to 3, characterized in that at least two bending ring segments (18) are arranged per brake circuit. Claim 10 Electromagnetically switchable brake according to at least one of the preceding claims, characterized in that the electromagnetically switchable brake is a brake according to the AMENDED SHEET (ARTICLE 19) Closed-circuit principle (FDB), in which, when the magnetic coil (3) is deactivated, the armature disk (2) is repelled from the coil carrier (1) by a permanently acting force, preferably from compression springs (4), and thereby brakes the brake rotor (11) which is connected in a rotationally fixed manner to the shaft (W), and in which the armature disk (2) is attracted to the coil carrier (1) by the force of an electromagnet against the permanently acting force of compression springs (4). AMENDED SHEET (ARTICLE 19)

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