CN219969652U

CN219969652U - Electromagnetic auxiliary brake, wheel body unit and carrier

Info

Publication number: CN219969652U
Application number: CN202320483391.1U
Authority: CN
Inventors: 聂英
Original assignee: Individual
Current assignee: Individual
Priority date: 2023-03-14
Filing date: 2023-03-14
Publication date: 2023-11-07
Anticipated expiration: 2033-03-14

Abstract

The utility model belongs to the technical field of brakes, and particularly relates to an electromagnetic auxiliary brake, a wheel body unit and a carrier, which comprise the following components: the brake seat is provided with an installation space, and a coil assembly is arranged in the installation space; the locking plate is connected with the working shaft and can be rotatably arranged on one side of the brake seat; the clutch plate can be in clutch contact with the locking plate; wherein the coil assembly is configured to generate an attractive force when energized such that the clutch plate and the locking plate are spaced apart or in close proximity to each other. The clutch plate and the locking plate are pressed to further prevent the working shaft connected with the locking plate from rotating so as to achieve the effect of auxiliary braking when the vehicle is parked, and the clutch plate is attracted to the locking plate by generating magnetic force for electrifying the coil assembly when the vehicle is required to travel so as to enable the working shaft to smoothly rotate.

Description

Electromagnetic auxiliary brake, wheel body unit and carrier

Technical Field

The utility model belongs to the technical field of brakes, and particularly relates to an electromagnetic auxiliary brake, a wheel body unit and a carrier.

Background

With the continuous maturity of the industry of clean energy application, the electric vehicle also particularly shows the advantage in different industries, such as in the car industry of riding instead of walk, wheelchair driving, moving car industry, shopping cart industry, tractor industry, AGV or AMR and similar various special drive industries, and in the application of the above, the requirements on safety guarantee are higher and higher, especially the electric vehicle is driven or has the scene of crossing with people in the no driving demand, so the electric vehicle is required to have the functions of parking or emergency braking.

The utility model aims to provide an auxiliary electromagnetic brake for improving braking safety of a vehicle when the vehicle stops.

Disclosure of Invention

In order to solve the above technical problems, the present utility model provides an electromagnetic auxiliary brake, including:

the brake seat is provided with an installation space, and a coil assembly is arranged in the installation space;

the locking plate is connected with the working shaft and can be rotatably arranged on one side of the brake seat;

the clutch plate can be in clutch contact with the locking plate;

wherein the coil assembly is configured to generate an attractive force when energized such that the clutch plate and the locking plate are spaced apart or in close proximity to each other.

In some embodiments, the clutch plate further comprises a spring unit, wherein the spring unit acts on the clutch plate to enable the clutch plate to be always spaced or always fit with the locking plate.

In some embodiments, a manual manipulation assembly having a clutch post cooperating with the clutch plate to manually switch a clutch state between the clutch plate and the locking plate is further included.

In some embodiments, the device further comprises a micro switch, which is in communication connection with the coil assembly and is arranged at the rotating position of the control rod of the manual control assembly;

the rotary position of the control rod is provided with a pre-pressing part matched with the micro switch, so that the pre-pressing part is pressed against the micro switch to generate an on-off signal in the rotary process of the control rod.

In some embodiments, the spacing width is between 0.05mm and 0.8mm.

In some embodiments, one end of the clutch post is abutted against the end surface of the clutch plate, and the other end of the clutch post is connected with the control rod;

the force of the elastic unit acts on the clutch post so that the clutch post pushes the clutch plate to be abutted with the locking plate;

the control rod can enable the clutch post to release the pushing force.

In some embodiments, the control rod is located at one side of the back of the brake seat, the back is opposite to the opening of the installation space, a sliding groove is formed in the rotating position of the control rod, and a protruding portion is arranged at a position corresponding to the back of the brake seat and the sliding groove; so that a height difference is generated between the sliding groove and the boss during the rotation of the lever, thereby generating a clutch gap.

In some embodiments, the boss is a support bead located between the lever and the brake pad, and the sliding groove has a narrow section and a wide section, the width of the wide section being smaller than the diameter of the support bead.

The utility model also provides a wheel body unit which comprises a wheel part and the electromagnetic auxiliary brake in any embodiment, wherein the rotating shaft of the wheel part is connected with the working shaft.

The utility model also provides a vehicle provided with an electromagnetic auxiliary brake or wheel unit according to any one of the embodiments.

According to the technical scheme provided by the utility model, the clutch plate and the locking plate are tightly pressed during parking so as to prevent the working shaft connected with the locking plate from rotating, so that the auxiliary braking effect is achieved, and when the vehicle needs to travel, the coil assembly is electrified to generate magnetic force to attract the clutch plate to be separated from the locking plate, so that the working shaft can smoothly rotate.

Drawings

In order to more clearly illustrate the embodiments of the present description or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments described in the embodiments of the present description, and other drawings may be obtained according to these drawings for a person having ordinary skill in the art.

FIG. 1 is an exploded view of an electromagnetic auxiliary brake according to the present utility model;

FIG. 2 is a schematic diagram of a brake pad structure according to an embodiment;

FIG. 3 is a schematic cross-sectional view of the structure of embodiment 1;

FIG. 4 is a schematic view of an exemplary stop screw;

FIG. 5 is a schematic cross-sectional view of a circumferentially distributed embodiment of a spring;

FIG. 6 is a schematic cross-sectional view of an embodiment of a brake pad with a manual operating assembly;

FIG. 7 is a schematic front view of a joystick structure according to an embodiment;

fig. 8 is a side view of an embodiment of a bent lever embodiment configuration.

1-a brake seat; 11-a spring; a 12-coil assembly; 121-a wire frame; 122-coil; 13-sidewalls; 131-a gap supporting seat; 132-sidewall end faces; 14-a spring groove; 15-a boss; 133-dust holes;

2-locking plates;

3-clutch plate;

4-a manual handling assembly; 41-a lever; 42-clutch post; 43-support beads; 44-bead groove; 411-slide groove; 421—a column portion; 422-end part; 412-a pre-press section; 45-micro switch; 411 a-narrow segment; 411 b-wide segment;

5-mounting plates;

6-limiting screws; 61-limit end face.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present utility model more apparent, the technical solutions of the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model, and it is apparent that the described embodiments are some embodiments of the present utility model, but not all embodiments of the present utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

For the purpose of facilitating an understanding of the embodiments of the present utility model, reference will now be made to the following description of specific embodiments, taken in conjunction with the accompanying drawings, which are not intended to limit the embodiments of the utility model.

The embodiment provides an electromagnetic auxiliary brake, which at least comprises a brake seat 1, a locking plate 2 and a clutch plate 3 as shown in fig. 1. The brake seat 1 is provided with an installation space, and a coil assembly 12 is arranged in the installation space;

the locking plate 2 is connected with the working shaft and can be rotatably arranged on one side of the brake seat 1;

the clutch plate 3 can be in clutch contact with the locking plate 2;

wherein the coil assembly 12 is configured to generate an attractive force when energized such that the clutch plate 3 and the locking plate 2 are spaced apart or in close proximity to each other.

Preferably, in some embodiments, the clutch plate further comprises a spring unit, and the spring unit acts on the clutch plate 3 to enable the clutch plate 3 to be in constant interval or constant fit with the locking plate 2. The elastic unit can be a spring, an elastic rope or a mechanical structure with a spring fit which acts on the clutch plate 3, and the clutch plate 3 is driven to be attached to or separated from the locking plate 2 by means of pulling, pressing and the like.

Specifically, in the illustrated embodiment, the brake seat 1 has an installation space in which the spring 11 and the coil assembly 12 are disposed, and as shown in fig. 2, the brake seat 1 has a bowl-shaped structure including a sidewall 13 and a seat bottom, and an interior is the installation space. The coil assembly 12 specifically includes a bobbin 121 and a coil 122, the coil 122 is wound on the bobbin 121, and the coil 122 is secured in the installation space by the bobbin 121. A locking plate 2 is located at one side of the brake housing 1 for connection to a working shaft (not shown). The locking piece 2 is as a component directly connected to the working shaft, which needs to form a good axial connection with the working shaft, in the illustrated embodiment a hexagonal through hole is provided in the centre of the locking piece 2, and the locking piece 2 needs to abut against the mounting plate 5 in the axial direction when mounted. The clutch plate 3 is provided between the locking plate 2 and the coil block 12. The mounting plate 5 is arranged on one side of the opposite locking plate 2 far away from the brake seat 1 and is connected with the brake seat 1.

Wherein a spring 11 is arranged between the clutch plate 3 and the brake seat 1, the spring 11 being configured such that the clutch plate 3 is pressed against the locking plate 2; the coil assembly 12 is configured to generate an attractive force when energized such that there is a space between the clutch plate 3 and the locking plate 2.

The spring 11 is present in this embodiment mainly to provide the force pressing the clutch plate 3 onto the lock plate 2. In this way, the spring 11 may not be disposed in the installation space, for example, on the side of the locking plate 2 away from the clutch plate 3 and the brake seat 1, and the spring 11 is in a stretched state to apply a tensile force to the clutch plate 3 to the locking plate 2. In addition, the spring 11 may be replaced by other structures, for example, coil assemblies 12 disposed on one side of the locking plate 2 far from the clutch plate 3, that is, coil assemblies 12 are disposed on two sides of the clutch plate 3 and the locking plate 2, and the interval or the fitting between the clutch plate 3 and the locking plate 2 is changed by controlling the energizing time sequence of the two sets of coil assemblies 12.

Preferably, the clutch plate 3 is not necessarily located between the locking plate 2 and the brake mount 1, either, based on the illustrated embodiment. In some embodiments, the locking plate 2 is located between the clutch plate 3 and the brake seat 1, the central opening of the clutch plate 3 allows the working shaft to pass through the clutch plate 3 to be connected with the locking plate 2, and the interval or the attached state between the clutch plate and the locking plate can be changed by adjusting the respective position distribution and contact relation of the spring 11 or the coil assembly 12.

Preferably, the product provided in this embodiment is a low voltage dc product, the coil 122 is dc-powered, and the coverage of the power-on voltage is less than 90 VDC. The parking torque of the product is generally below 80NM, the outer diameter of the brake seat 1 is selected to be 20-300 mm according to the different parking torque, and the height is 20-150 mm. In some embodiments, the sidewall 13 is perforated with wire holes for connection of the coil 122 to a power source.

Specifically, in some embodiments, as shown in fig. 3, the brake holder 1 has a side wall 13, the diameter of the clutch plate 3 is larger than the inner diameter of the side wall 13, the side wall 13 has a side wall end surface 132, a gap supporting seat 131 is provided on the side wall end surface, and the height of the gap supporting seat 131 relative to the side wall end surface 132 is larger than the sum of the thicknesses of the lock plate 2 and the clutch plate 3. Preferably, the width of the gap between the clutch plate 3 and the locking plate 2 is between 0.05mm and 0.8mm when the clutch plate 3 is brought into contact with the side wall end face 132 to the extreme position.

In this way, due to size constraints, the clutch plate 3 will not move closer to the coil assembly 12 than the side wall end surface 132 when subjected to the engaging force, in other words, the side wall end surface 132 acts as an axial stop for the clutch plate 3. So as to avoid excessive amplitude of movement of the clutch plate 3 and repeated substantial compression of the spring. Meanwhile, the clutch response speed is improved due to smaller interval.

In some embodiments, as shown in fig. 2-4, the mounting plate 5 is coupled to the brake mount 1 by a stop screw 6. Specifically, a plurality of threaded holes are formed in the side wall end face 132, a corresponding number of through holes are formed in the mounting plate 5, and the limit screw 6 penetrates through the through holes of the mounting plate 5 to be in threaded connection with the threaded holes in the side wall end face 132, so that the mounting plate 5 is abutted to the gap supporting seat 131, the limit screw 6 is provided with a limit end face 61, and the limit end face 61 is in contact with the side wall end face 132. Preferably, the side wall end surface 132 is further provided with a plurality of dust holes 133, and the wall thickness and the number of the gap holders 131 can be selected according to the magnitude of the parking torque, and in the illustrated embodiment, three gap holders 131 are provided. Since the limit height of the limit screw 6 is determined, the limit end surface 61 contacts with the side wall end surface 132 while the mounting plate 5 abuts against the gap supporting seat 131. In this way, the limiting screw 6 and the gap supporting seat 131 limit the locking plate 2 and the clutch plate 3 together, and double guarantee is provided for the formation of the clutch gap. Preferably, the number of the limit screws 6 is 3-6 and the specification is M3-M6 according to different parking torque.

Preferably, as shown in fig. 3, in the present embodiment, a boss 15 is provided at the center of the installation space, and the coil assembly 12 is provided in the annular space formed by the boss 15 and the brake mount 1. The boss 13 is provided with at least one spring groove 14, and the spring 11 is arranged in the spring groove 14. The spring 11 is arranged in the spring groove 14 in a compressed manner, the diameter of the spring groove 14 should be matched to the outer diameter of the spring 11, so that the spring 11 is firmly fixed between the brake mount 1 and the clutch plate 3, and the spring 11 is prevented from collapsing.

In some embodiments, there are at least two circumferential or axial distributions with respect to the arrangement of the springs 11 on the boss 15. In the circumferential distribution manner, the spring grooves 14 are circumferentially distributed on the boss 15 as seen in the axial direction of the brake seat 1, as shown in fig. 5, the springs 11 and the spring grooves 14 are arranged at positions deviating from the axial center, and the plurality of springs 11 jointly generate thrust force on the clutch plate to improve braking friction force. Preferably, the number of springs 11 and spring grooves 14 is between 3 and 8. With respect to the axial spring arrangement, as shown in fig. 3, the spring recess 14 is provided in the center of the boss 15.

In some application scenarios, the brake needs to have a manual control function, and the brake without a manual control component is described above. The utility model also provides an electromagnetic auxiliary brake with a manual operating assembly 4, as shown in fig. 6 and 1. Due to the structure of the manual handling assembly 4, the spring distribution in this embodiment should be a hub distribution. The manual operating assembly 4 is added to the brake structure shown in fig. 3 to form the embodiment.

Preferably, the brake with manual control function further comprises a manual control assembly 4, and the manual control assembly 4 is provided with a clutch post 42 matched with the clutch plate 3 to manually switch the clutch state between the clutch plate 3 and the locking plate 2. One end of the clutch post 42 abuts against the end face of the clutch plate 3, and the other end is connected with the control rod 41; the force of the elastic unit acts on the clutch post 42 so that the clutch post 42 pushes the clutch plate 3 to abut against the locking plate 2; the lever 41 can cause the clutch post 42 to release the pushing force.

A sliding slot 411 is formed at the rotation position of the control lever 41, wherein the rotation position is a position which can rotate around the rotation center except the rotation center, and a protruding part is arranged at the back of the brake seat 1 and at the corresponding position of the sliding slot 411; so that a height difference is generated between the sliding slot 411 and the boss during the rotation of the lever 41, thereby generating a clutch gap. Preferably, in some embodiments, the protruding portion is a supporting bead 43, located between the lever 41 and the brake seat 1, and the sliding slot 411 has a narrow section 411a and a wide section 411b, and the width of the wide section 411b is smaller than the diameter of the supporting bead.

Specifically, the manual handling assembly 4 comprises a handling rod 41, a clutch post 42 and a support bead 43; the control rod 41 is positioned at one side of the back of the brake seat 1, the back is opposite to the opening of the installation space, a sliding groove 411 is formed in the rotating position of the control rod 41, and the positions of the sliding grooves 411 are in one-to-one correspondence with the supporting beads 43; the clutch post 42 has a post 421 and an end portion 422, the end portion 422 is connected with one end of the post 421, the radial dimension of the end portion 422 is larger than that of the post 421, the other end of the post 421 passes through the spring 11 to be connected with the control rod 41, as shown in fig. 6, one end of the spring 11 abuts against the end portion 422, the other end abuts against the spring groove 14, a threaded hole is formed in the end portion of the post 421, the end portion is fixedly connected with the control rod 41 through a screw, and the specification of the screw is in a range between M4 and M12 according to the size of the parking torque. The support beads 43 are located between the operating lever 41 and the brake pad 1, and the sliding slot 411 has a narrow section 411a and a wide section 411b, the width of the wide section 411b being smaller than the diameter of the support beads 43 to prevent the support beads 43 from being removed from the sliding slot 43.

In addition, in order to stabilize the position of the support beads 43, as shown in fig. 1, a bead groove 44 is provided on the back of the brake seat 1, at least a portion of the support beads 43 are located in the bead groove 44, and the support beads 43 are restricted to the in-situ rolling movement in the bead groove 44. Preferably, in some embodiments, the back of the brake seat 1 is further provided with a pin, and the lever 41 is provided with a pin hole, through which the pin passes to limit the rotation angle of the lever 41.

Preferably, in some embodiments, as shown in fig. 7, a micro-switch 45 is further included, communicatively connected to the coil assembly 12, and disposed at a rotational position of the lever 41 of the manual control assembly 4; the rotating position of the control lever 41 is provided with a pre-pressing portion 412 matched with the micro switch 45, so that the pre-pressing portion 412 contacts the micro switch 455 to generate an on-off signal during the rotating process of the control lever 41.

Specifically, as shown in fig. 7, when the supporting bead 43 is located at the narrow section 411a of the sliding slot 411 during the rotation process of the control lever 41, the control lever 41 will be lifted up by the supporting bead 43, the control lever 41 drives the clutch post 42 to move backward and compress the spring 11, so that a space is left for the separation of the clutch plate 3 and the locking plate 2, meanwhile, the button of the micro switch 44 is also located in the notch of the pre-pressing portion 412, and is not pressed, the micro switch 44 is configured to send an energizing or de-energizing signal to the controller to control the on-off of the coil, so that the dual control of braking or releasing by manual and from mechanical and electric control is realized, and the use safety of the product is increased. It should be appreciated that the engagement of the microswitch 44 and the lever 41 can be provided in a variety of alternative ways, such as by the controller powering the coil 122 normally, i.e., when the button of the microswitch 44 is in the pre-compression notch 412, the support bead 43 being located in the narrow section 411a to disengage the locking tab; when the lever 41 is rotated, both sides of the pre-pressing portion 412 press the micro switch 44 button to turn off the coil, while the support bead 43 is located at the wide section 411b, so that the clutch plate 3 is pressed onto the locking plate 2.

In some embodiments, as shown in fig. 8, the joystick 1 may be a bent structure to accommodate some application space.

According to the utility model, the mounting plate and the brake seat provide mounting space and limit for the clutch brake component, the locking plate and the clutch plate are limited between the mounting plate and the brake seat, the clutch plate and the locking plate are pressed by the spring during parking, so that the rotation of a working shaft connected with the locking plate is blocked, the effect of auxiliary braking is achieved, and when the vehicle is required to travel, the clutch plate is attracted to the locking plate by generating magnetic force for electrifying the coil assembly, so that the working shaft can smoothly rotate.

The foregoing description of the embodiments has been provided for the purpose of illustrating the general principles of the utility model, and is not meant to limit the scope of the utility model, but to limit the utility model to the particular embodiments, and any modifications, equivalents, improvements, etc. that fall within the spirit and principles of the utility model are intended to be included within the scope of the utility model.

Claims

1. An electromagnetic auxiliary brake, comprising:

the clutch plate can be in clutch contact with the locking plate;

2. The electromagnetic auxiliary brake as defined in claim 1, wherein:

the clutch plate is characterized by further comprising an elastic unit, wherein the elastic unit acts on the clutch plate to enable the clutch plate to be always spaced or always attached to the locking plate.

3. The electromagnetic auxiliary brake as defined in claim 2, wherein:

the clutch plate is provided with a clutch post matched with the clutch plate, and the clutch plate is provided with a manual control assembly.

4. An electromagnetic auxiliary brake according to claim 3, wherein:

the micro switch is in communication connection with the coil assembly and is arranged at the rotating position of the control rod of the manual control assembly;

5. The electromagnetic auxiliary brake as defined in claim 1, wherein:

the interval width is between 0.05mm and 0.8mm.

6. The electromagnetic auxiliary brake as defined in claim 4, wherein:

one end of the clutch post is abutted against the end face of the clutch plate, and the other end of the clutch post is connected with the control rod;

the control rod can enable the clutch post to release the pushing force.

7. The electromagnetic auxiliary brake as defined in claim 6, wherein: the control rod is positioned at one side of the back of the brake seat, the back is opposite to the opening of the installation space, a sliding groove is formed in the rotating position of the control rod, and a protruding part is arranged at the position, corresponding to the sliding groove, of the back of the brake seat; so that a height difference is generated between the sliding groove and the boss during the rotation of the lever, thereby generating a clutch gap.

8. The electromagnetic auxiliary brake as defined in claim 7, wherein:

the protruding portion is a supporting bead and is located between the control rod and the brake seat, the sliding groove is provided with a narrow section and a wide section, and the width of the wide section is smaller than the diameter of the supporting bead.

9. A wheel unit, characterized in that: an electromagnetic auxiliary brake comprising a wheel member and the electromagnetic auxiliary brake of any one of claims 1-8, the rotational axis of the wheel member being connected to the working axis.

10. A vehicle, characterized by: an electromagnetic auxiliary brake as claimed in any one of claims 1 to 8 or a wheel unit as claimed in claim 9 is mounted.