EP2094945A1 - Fluid motor having improved braking effect - Google Patents
Fluid motor having improved braking effectInfo
- Publication number
- EP2094945A1 EP2094945A1 EP07856909A EP07856909A EP2094945A1 EP 2094945 A1 EP2094945 A1 EP 2094945A1 EP 07856909 A EP07856909 A EP 07856909A EP 07856909 A EP07856909 A EP 07856909A EP 2094945 A1 EP2094945 A1 EP 2094945A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pressure chamber
- pressure
- motor
- rotor
- engine compartment
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000012530 fluid Substances 0.000 title claims description 50
- 230000000694 effects Effects 0.000 title abstract description 9
- 230000000670 limiting effect Effects 0.000 claims description 2
- 238000013022 venting Methods 0.000 description 9
- 238000010276 construction Methods 0.000 description 8
- 238000009423 ventilation Methods 0.000 description 6
- 230000008901 benefit Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 238000000926 separation method Methods 0.000 description 4
- 230000009471 action Effects 0.000 description 3
- 230000004323 axial length Effects 0.000 description 3
- 230000002441 reversible effect Effects 0.000 description 3
- 230000003247 decreasing effect Effects 0.000 description 2
- 230000003111 delayed effect Effects 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 230000002829 reductive effect Effects 0.000 description 2
- 238000012360 testing method Methods 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 238000005273 aeration Methods 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 239000000314 lubricant Substances 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000013011 mating Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 235000011837 pasties Nutrition 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
- F01C1/00—Rotary-piston machines or engines
- F01C1/30—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members
- F01C1/34—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members
- F01C1/344—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members with vanes reciprocating with respect to the inner member
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
- F01C21/00—Component parts, details or accessories not provided for in groups F01C1/00 - F01C20/00
- F01C21/008—Driving elements, brakes, couplings, transmissions specially adapted for rotary or oscillating-piston machines or engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
- F01C21/00—Component parts, details or accessories not provided for in groups F01C1/00 - F01C20/00
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
- F01C1/00—Rotary-piston machines or engines
- F01C1/30—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members
- F01C1/34—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members
- F01C1/344—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members with vanes reciprocating with respect to the inner member
- F01C1/3441—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members with vanes reciprocating with respect to the inner member the inner and outer member being in contact along one line or continuous surface substantially parallel to the axis of rotation
Definitions
- the invention relates to a motor drivable by a fluid pressure medium.
- the invention relates to a motor in which a runner arranged in an engine compartment can be driven with a pressure medium and in which an axially movable spring-loaded brake element forms a friction pairing with the end face of the rotor.
- Fluid motors are preferably operated with compressed air or with a hydraulic fluid.
- the work performed during the expansion of the used pressure medium is utilized.
- vane motor This comprises a rotating in an engine compartment rotor with radial lamellae. As the rotor rotates, the volumes of the interstices largely sealed by the fins and the wall of the engine compartment change. The introduced in these spaces print medium expands here and drives the runner so.
- Such motors have proven to be very reliable for a variety of applications, for example.
- a braking device is necessary, which can decelerate and shut down the vane rotor when no pressure medium is supplied. In particular, when used in hoists such a crash of the load is avoided.
- the braking device is coupled to the engine via a shaft, but is located as a separate part outside the engine compartment, d. H. outside the room where the pressure medium expands.
- EP 1 099 040 a operated by compressed air vane motor is described.
- a cylindrical motor sleeve is a vane rotor eccentrically rotatably mounted.
- the motor is driven by supplying compressed air, which relaxes when enlarging chambers formed between fins.
- a separate braking device is provided on a shaft of the motor.
- the vane rotor contains longitudinal bores, which are filled with a lubricant of pasty consistency.
- DE 1 102 488 discloses a compressed-air motor for hoists, the drive shaft of which is braked by a friction brake when stopping or missing the driving compressed air. For this is located on a motor shaft stub a
- Brake disc which has a centrally located pressure cylinder and is pressed by spring tension against a wear ring of the motor housing.
- the compressed air supplied from an inlet is fed into a pressure cylinder of the brake disk, whereby it lifts against the resistance of the springs from the wear ring and thus enables the operation of the engine.
- a hydraulic motor is shown.
- a rotor turns in an engine compartment.
- the rotor is axially movable and is pressed by springs with a conical portion against a housing-fixed friction surface.
- the engine compartment is connected to the cubic friction mating via ducts with valves arranged therein. In operation, the pressure medium from the engine compartment passes to the friction pair and causes an axial displacement of the rotor, which leads to the separation of the friction pair and thus to release the brake.
- a vane rotor with integrated braking device is shown.
- a vane rotor can be driven by compressed air in an engine compartment.
- a braking element is displaceable and loaded by springs arranged axially directly next to the vane rotor.
- the vane rotor thus forms on its front side with the braking element a friction pairing.
- the friction pairing is arranged in the engine compartment so that the compressed air acting there during operation acts on the brake element and displaces it against the spring action in such a way that the brake is released.
- the engine according to the invention has an inner engine compartment and a rotor rotatable therein. This is driven by a pressure medium. While the term “engine compartment” first refers to the entire outwardly closed inner region of the engine, the part (or the section of the axial length of the engine compartment) in which the pressure medium expands or relaxes (in the case of hydraulic pressure media, is the designation “relaxed” more exactly, but in the following is always to simplification of "expansion” spoken) and so the runner drives here referred to as workspace.
- the inner engine compartment is preferably cylindrical, d. H. it has - at least in sections - over its longitudinal axis a constant cross section, preferably (but not necessary) on a circular cross-section.
- the rotor is preferably a vane rotor; however, the concept may also be used for other types of fluid expansion motors with other types of rotors.
- a brake element for braking the rotor is arranged.
- Brake element and rotor are axially movable against each other, d. H. that either the rotor is movable in the direction of a (fixed) brake element, or a brake element with respect to an axially fixed rotor, or both elements are axially movable.
- One or both elements have springs that urge the elements toward one another to form a spring-loaded friction pair. Since the brake element is not rotatable about the axis, causes the friction pairing a braking, with sufficient friction up to the stopping of the rotor.
- the friction pairing is preferably formed on one or both end surfaces of the rotor. This need not be exclusively radial surfaces, but different fits, eg. B. a two-sided cone, are possible.
- the considerations leading to the invention include the recognition that the braking effect depends on the frictional force, and thus on the friction coefficient of the materials on the friction pair and the applied spring force. Of these, it is particularly preferred because of the good adjustability to increase the spring force.
- an increase in the spring force is limited by the fact that the pressure medium during operation of the engine must still be able to release the brake.
- the maximum force available for this purpose is determined by the pressure of the medium on the one hand and the effective area on the other hand. In order to achieve a higher force at constant pressure, it is proposed here to increase the area.
- a special pressure chamber is provided.
- the pressure chamber is formed so that its extension in cross-section is greater than the cross-sectional extent of the engine compartment at its working area, so it is at least partially disposed further outward with respect to the longitudinal axis.
- the pressure chamber is preferably designed as an annular space, wherein its outer diameter is then greater than the diameter of the engine compartment. The pressure chamber is thus located radially outside the working area of the engine compartment, so that a significantly larger area is provided.
- the pressure chamber is limited at least on one side by at least one of the elements of the friction pair (brake element / rotor).
- a pressure built up in the pressure chamber acts on this element or these elements and leads to a force on the brake element and / or the rotor.
- the pressure chamber is in this case arranged so that the applied force leads to the separation of the friction pair, that is directed against the spring force.
- Friction pair between the brake element and rotor can be achieved so that the deceleration of the rotor is canceled.
- the pressure chamber according to the invention is arranged so that the pressure medium passes during operation of the engine in the pressure chamber. So if pressure medium is supplied to drive the rotor, so this gets into the pressure chamber and causes the separation of the friction pair and thus the release of the brake.
- the pressure medium can pass from a suitable feed directly into the pressure chamber. It is also possible that the pressure medium passes through a connection from the working area of the engine compartment in the pressure chamber.
- the pressure space created according to the invention can in this case support a pressure chamber already arranged directly on the friction pair (i.e., between the brake element and the adjacent end face of the rotor). With sufficient dimensions, however, he can also apply alone the force that is needed to release the brake.
- a connection of the pressure chamber is provided in a manner that the function of the pressure chamber is ensured in a reversible motor when operating in both operating directions.
- the engine initially has a fluid port to which the pressure medium is supplied and an exhaust where the expanded medium is discharged.
- a reversible motor ie, a motor that is operable in two directions of rotation
- two different fluid connections when using the motor in a hoist called "lift side” and sink side
- the pressure chamber can be connected in various ways to the fluid connections (or the fluid connection, if the engine has only one single features):
- a fluid connection of the pressure chamber with a fluid connection is possible, preferably via a direct, valve-free supply line.
- a valve-free connection should only be made with one of two fluid connections to avoid a short circuit.
- the motor may be designed so that it is not symmetrical with respect to the two fluid ports, so that it provides a higher performance when operating on a first fluid port (in hoists this would be the lift side) than when operating on the second fluid port (drain side). It is possible to connect the pressure chamber with both the lift and the sink side. In this case, a connection with the sink side is preferred.
- One of the fluid connections can be connected via a throttle element for limiting the volume flow with a fluid supply.
- the pressure chamber can be connected to the corresponding supply line to the throttle element.
- the pressure chamber can be connected to both fluid connections, wherein at least one valve is provided in the connection to avoid a short circuit.
- a shuttle valve is used here, so that the Pressure chamber is always connected to the connection at the highest pressure and when venting always with one of the connections, so that when venting both connections via the control valve an immediate venting is ensured.
- the pressure chamber is connected to the working area of the engine compartment.
- the connection here is preferably a direct, valve-free connection, for example a puncture channel, a line or even a targeted leak of a fit.
- the pressure chamber is connected to the engine compartment via a conduit with only one opening to the engine compartment. This ensures even without valves that there is no short circuit (ie the pressure medium flows from the inlet directly via the pressure chamber to the outlet without driving the engine).
- connection opening which is arranged on the front side next to the rotor.
- this opening is formed in the brake element.
- the conduit may preferably be a direct, valve-free conduit.
- this - from the axial point of view - is arranged in the same quadrant of the engine compartment, as a (first) fluid connection.
- the opening is in the range of 0 +/- 30 arranged from the fluid connection (in each case measured at the center of the fluid connection and the opening).
- connection opening near one of the fluid connections is sufficient for trouble-free operation in both operating directions. If the engine has a preferential direction (usually the lifting side for hoists), then it makes sense to arrange the connection opening in the region of the corresponding preferred fluid connection. In the case of loaded hoists, when a load is lowered, compression results in the fluid exit, thereby providing the brake release required Printing is supported. In the case of a motor without a preferred direction, it has proved expedient to arrange the connection opening in the center, ie at the same distance from the fluid connections for both directions of rotation.
- connection opening on the front side next to the rotor As a further advantage of the arrangement of the connection opening on the front side next to the rotor, a good start-up behavior has been shown.
- the minimum time delay which results from the action of the pressure medium initially on the working area of the engine surface of the brake element and then only by starting the engine in the pressure chamber, allows a gradual, stepless driving the motor.
- the fit of the brake element with respect to a wall of the engine compartment so that the pressure medium passes between these two into the pressure chamber In this case, a gap or leaktightness can be deliberately left to connect the pressure chamber to the working area of the engine compartment. In this way - without special channels are necessary - a connection can be created in a very simple way. The necessary cross-section is low anyway, since it does not come to a constant flow through the connection in operation, but the pressure in the pressure chamber is maintained static.
- the pressure space is formed between the brake element (or an element connected with respect to the axial movement thereof) on the one hand and the housing (or a housing-fixed element) on the other hand.
- the brake element when exposed to the pressure medium, the brake element is moved relative to the housing.
- the pressure chamber is designed as an annular space.
- An annulus of relatively large diameter has the advantage that a uniform force is applied and thus the risk of a possible tilting of the thus displaced element is low. Due to the free choice of the diameter graduation of the stepped piston braking moments in the required size can be realized within achievable engine power.
- a wall is provided which encloses at least the working area of the engine compartment and the brake element. This wall has in longitudinal section at least one step. In the preferred case of a cylindrical working area, the wall preferably comprises two juxtaposed cylinder sections of different diameter connected by the step. Also, the braking element received within the area enclosed by the wall has a matching step. The pressure chamber is then formed between radially arranged surfaces of the stages.
- a pressure chamber can be formed in a structurally very simple manner, which leads to an axial displacement of the braking element when acted upon.
- Fig. L is a view of a longitudinal section through a first embodiment of a
- Fig. 2 is a view of a cross section through the vane motor of Fig. I taken along the line A .. A ';
- Fig. 3 is a view of a cross section through the vane motor of Fig. L along the line B .. B 'and
- 4a, 4b are schematic diagrams for releasing the brake in a comparable with the shown in Fig. 1 plate motor.
- Figure 5 is a schematic representation of a pneumatic circuit diagram of the engine of Figure 1 with a controller ..;
- Fig. 6 is a view of a longitudinal section through a second embodiment of a vane motor
- Fig. 7-10 are schematic representations as a pneumatic circuit diagram of the vane motor of Fig. 6 with a controller in different types of connection.
- a motor (vane motor) 10 according to a first embodiment is shown in longitudinal section.
- a housing 12 comprises a motor bush 14 and a front-side cover 16 and a further end-side cover 19 with a brake pad 21st
- the engine bushing 14 defines an inner engine compartment 18.
- a separate engine bushing may be omitted and the inner engine compartment 18 may be formed by the housing wall.
- a vane rotor 20 and a brake member 22 are arranged in the inner engine compartment 18.
- the motor socket 14 comprises a step 24 which is formed between two circular cylindrical sections of different diameters.
- a first portion 26 has a larger inner diameter than a second, subsequent thereto section.
- the vane rotor 20 is arranged in the region of the second portion with the smaller inner diameter. As is known to those skilled in the art of laminar motors, the vane rotor 20 is eccentrically located within this range. As shown in FIG. 1, the axis of rotation 28, which has a bearing journal 30 at one end and an output journal 32 at the other end, is displaced downward relative to the longitudinal central axis of the motor bushing 14. This can also be seen in the cross section shown in FIG. 2.
- the vane rotor 20 has a number of radially displaceable, outwardly spring-loaded fins 34.
- the lamellae abut the motor bushing 14 and thus delimit intermediate spaces 36.
- the lamellae are provided over the entire axial length of a working area 40 (see FIG. 1) of the motor 10.
- the motor bushing 14 has a first compressed air inlet 42, a second compressed air inlet 44 and an exhaust 46.
- compressed air is supplied through the compressed air inlet 42.
- the compressed air expands in the increasing with the rotation gaps 36 between the fins 34 until it is discharged at the exhaust 46 under a residual pressure.
- the brake element 22 is arranged axially directly next to the vane rotor 20. With a brake pad 48 mounted on the surface, it forms a frictional pairing with the end face 50 of the vane rotor 20.
- Spring elements 52 act on the brake element 22 and act on it with a force in the axial direction Direction that presses the elements of the friction pair 48, 50 each other.
- the brake element is held by pins 51, so that it can move axially, but can not rotate relative to the housing 12.
- Another friction pair is formed between the axially displaceable vane rotor 20 and provided with a brake lining 21 cover 19, so that the vane rotor 20 is braked on both sides.
- a pressure chamber 60 is formed between the axial surfaces of a stepped portion of the braking element 22 and the stage 24 of the motor bushing 14.
- the pressure chamber 60 has, as shown in FIG. 3, the shape of a circumferential annular space. As is apparent from the comparison of Fig. 2, Fig. 3, the pressure chamber 60 in the direction transverse to the longitudinal center axis of the motor bushing 14 has a greater extent than the working area 40 of the motor 10.
- the pressure chamber 60 extends to a radius R2 (Fig 3), while in the work area 40, the motor bush 14 has only a smaller inner diameter Ri (FIG.
- the connection of the pressure chamber 60 takes place in the first embodiment via a line 62 which is formed as a channel within the braking element 22. It connects the pressure chamber 60 with an opening 64 in the surface of the brake element 22 facing the slat rotor 20.
- the line 62 is designed as a direct, valve-free connection of only one opening 64 to the pressure chamber 60.
- Fig. 5 is shown in schematic form of the engine io with its pneumatic circuit. The wiring is shown here for the sake of clarity reduced to the essentials; Further control functions such as emergency stop and an overload protection for a hoist are therefore not shown here.
- the inner engine compartment 18 is connected with its first compressed air inlet 42 to the lifting side h of a control valve 70 and with its second compressed air inlet 44 on the sink side s.
- the vane rotor 20 is braked by the friction pairing between the brake pad 48 and the end face 50 shown symbolically here.
- the brake is released by compressed air supply to a gap 72 between the
- Brake element 22 and the end face 50 which is shown in Fig. 4b and explained below, and - through the channel 62 - to the pressure chamber 60, wherein the pressure built up in the two pressure chambers 60, 72, the brake element 22 against the spring 52 acts.
- the exhaust 46 of the engine is connected to a muffler 74.
- the control valve 70 has in the example shown via an actuating lever 76 which is displaceable s in a medium idle position in the operating mode s or opposite in the lifting mode h, wherein in a slide valve 80 by shifting with respect to the terminals different valve functions between see a compressed air supply P and a vent port R (connected to the muffler 74) on the one hand and a supply port A for the lift side and B for the drain side, on the other hand, are realized:
- the compressed air port of the lift side A is connected to the compressed air supply P while the drain side is vented (connection BR by crossing position of the valve 80).
- the supply A is connected to the valve output of the lifting side h via the parallel connection of a throttle element 82 with a check valve 84, wherein the check valve 84 acts so that in the lifting operation, the compressed air can flow through the check valve 84 to the lifting side h, so that the throttle 82 the Fluid flow is not limited, but next to the valve 84 acts as an additional connection.
- sink right valve function in Fig.
- the sink side s is directly connected to the compressed air supply P, while the lifting side h is vented via the throttle element 82 (connection AR, wherein the check valve 84 blocks).
- the throttle element limits the volume flow of the pressure medium. It can be realized in a very simple way as a bottleneck in the line path, for example as
- the throttle element 82 serves to limit the lowering speed. Because in this mode of operation, the motor is supplied with compressed air on the one hand by the compressed air connection 44, which expands to the outlet on the exhaust 46. On the other hand, the engine due to a load to be lowered on the hoist acts as a compressor that compresses the air from the exhaust 46 to the compressed air connection 42 (lifting side) with the decreasing blade interspaces 36. This compressed air is passed to the control valve to the port h and vented through the throttle element 82. Due to the limitation of the volume flow at the throttle element 82, this results in a braking effect due to the backflow, which leads to a braked lowering of the load.
- FIG. 4 a shows the braked motor 10.
- the vane rotor 20 is braked by abutment of the brake element 22.
- the motor 10 is thus stopped.
- compressed air is now supplied via the compressed air inlet 42.
- the compressed air passes into a blade interstice 36. Since the vane rotor 20 is stopped, it is initially not possible to rotate the vane. Instead, the pressure in the intermediate space 36 (and by leaks at the fins soon on the entire surface) acts on the axially displaceable brake element 22, so that this begins to dissolve against the force of the spring elements 52 from the vane rotor 20, so that a pressure chamber 72 (see Fig. 4b) forms.
- the compressed air also enters the pressure chamber 60.
- receptacles for seals 65 are provided. If no seal is used at this point, then a seal is omitted at this point and it comes to the way of the pressure medium in the pressure chamber 60 shown in Fig. 4a by dotted arrows.
- the pressure medium also passes through the opening 64 in the brake element 22 and the line 62 connected thereto in the pressure chamber 60. Although the opening 64 appears initially closed in the idle state (FIG. 4a). However, the pressure medium still passes through during operation, since on the one hand the contact between the vane rotor 20 and the brake element 22 is not completely sealed. On the other hand, the introduction of the pressure medium already causes a first movement of the brake element 22, so that then the opening 64 is free. In a preferred embodiment (not visible in Fig. 1 due to the small dimensions) can also be left in the manufacture of the vane rotor 22 at the end face 50 inside a slightly raised ring, which ensures the system against the brake element 22 that the opening 64 is not completely closed (not shown).
- the arrangement of the opening 64 is exactly apparent from the synopsis Fig.i, Fig. 2. In the radial direction, as can be seen in FIG. 1, it lies in the interior of the area facing the working area 40 of the engine compartment through the brake element 22, ie not right on the edge.
- the position of the opening 64 relative to the compressed air inlets 42, 44 and the exhaust 46 is shown in FIG. 2.
- the opening 64 is arranged in the region of the compressed air inlet 42 of the lifting side. As tests have shown, the arrangement is particularly well in the area of this compressed air inlet. It is therefore preferable that the opening 64 is arranged in the same quadrant of the engine compartment as shown in Fig. 2 as the compressed air inlet 42. More preferably, the angle between the center of the compressed air inlet 42 and the center of the opening 64 is not more than 30 °.
- This arrangement of the opening 64 is particularly for operation in the lifting direction
- the pressure medium acts on the radial surfaces of the brake element 22, namely on the one hand on the inner, on the friction pair 48, 50 involved surface and on the other hand on the formed on the step 54 additional annular surface.
- the total force acting on the brake element 22 corresponds to the product of the pressure of the pressure medium and the surface.
- the lifting of the braking element 22 - and the start of the engine 10 - takes place even with rapid application of the compressed air inlet 42 always gradually. Because first, the brake element 22 is slightly displaced by the pressure on the front side of the vane rotor 20 and thus reduces the braking effect. Only with (slight) time delay, the compressed air also flows into the pressure chamber 60, so that the braking effect can then be completely canceled. In operation, the brake element 22 remains spaced from the vane rotor 20 as long as the pressure medium is supplied. When switching off the pressure medium falls automatically by the force of the spring elements 52, the brake again.
- a second embodiment of a vane motor 100 is shown, which has proven in experiments to be particularly advantageous.
- the motor 100 according to the second embodiment largely corresponds to the motor 10 according to the first embodiment. It has predominantly the same elements as the motor 10. These elements are therefore designated by the same reference numerals. Reference is therefore made to the above description for these elements. In the following, only differences between the embodiments will be mentioned.
- the engine 100 unlike the engine 10, does not have an opening 64 in the end face of the brake member 22, and correspondingly, does not have a passage 62 connecting the engine inner space 18 to the pressure space 60. Instead, the pressure chamber 60 is closed by the fit and in particular the seals 65 with respect to the inner engine compartment 18.
- the subject of the considerations here is the operation of the engine of a hoist in the operating mode sinks with appropriate load.
- braking is carried out immediately with the load attached and, if possible, the engine does not run after the first embodiment discussed above in the case of insufficient connection of the pressure chamber 60 with the interior 18 of the engine to one - Y] -
- an external ventilation for the pressure chamber 60 is provided in the various types of connection according to FIGS. 7-10.
- the pressure chamber 60 is connected directly to the lifting side (compressed air connection 42). In the lifting operation of the pressure chamber 60 is vented from there and also vented when switching back to idle. In the lowering operation, the release of the brake is initially carried out mainly by aeration of the pressure chamber 72, and then by venting the pressure chamber 60 due to the before
- Throttle 82 resulting backlog.
- the slide valve 80 When interrupting the operating mode lowering the slide valve 80 is moved to the middle position, thus creating a vent before lifting and lowering side. In this case, venting of the pressure chamber 60 takes place via the lifting side as soon as the backflow upstream of the throttle element 82 is reduced.
- Fig. 8 For applications in which the backpressure before the throttle element 82 proves to be too large, so that there is an after-running of the engine after interrupting in the operating mode sinks, as shown in Fig. 8 alternatively shown the pressure chamber 60 also connected in front of the throttle element 82 be done so that a vent directly when switching the slide valve 80.
- the pressure space 60 is connected to the drain side (as shown in FIG. 9).
- the ventilation then takes place via the drain side as soon as the brake has released itself slightly due to pressure build-up in the pressure chamber 72.
- lowering mode takes place when interrupting and switching the slide valve 80 in the middle position a direct vent, since there is no throttle element on the sink side, but the sink side is vented directly to the exhaust 46 in the middle position.
- FIG. 10 As another possible type of connection, the connection of the pressure chamber 60 to both the lifting and the sink side is shown in FIG. 10.
- a shuttle valve 86 is provided here.
- lifting mode the Ventilation of the pressure chamber 60 directly from the lifting side, wherein the valve 86 prevents a short circuit to the drain side.
- the ventilation takes place directly from the drain side, whereby in turn the valve 86 prevents a direct short circuit to the lifting side.
- the venting of the pressure chamber 60 via the lifting or the sink side which are both directly vented at mid-position of the slide valve 80.
- a stepped, one-piece motor socket 14 is provided in the construction of a motor according to FIG. 1, a stepped, one-piece motor socket 14 is provided.
- the housing of the engine may be constructed differently to provide an internal engine compartment.
- the pressure chamber 60 is alternatively connected via the channel 62 or via an external supply line, both types of connection can be combined.
- the lever control shown schematically in Figs. 5 and 7-10 may be by others
- Control types eg. A compressed air control can be replaced, with the slide valve 80 is moved to the appropriate switching positions.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Hydraulic Motors (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Braking Arrangements (AREA)
- Superconductive Dynamoelectric Machines (AREA)
- Rotary Pumps (AREA)
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PL07856909T PL2094945T3 (en) | 2006-12-21 | 2007-12-19 | Fluid motor having improved braking effect |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102006061854A DE102006061854B4 (en) | 2006-12-21 | 2006-12-21 | Fluid motor with improved braking effect |
PCT/EP2007/011186 WO2008077561A1 (en) | 2006-12-21 | 2007-12-19 | Fluid motor having improved braking effect |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2094945A1 true EP2094945A1 (en) | 2009-09-02 |
EP2094945B1 EP2094945B1 (en) | 2014-07-02 |
Family
ID=39167586
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP07856909.2A Active EP2094945B1 (en) | 2006-12-21 | 2007-12-19 | Fluid motor having improved braking effect |
Country Status (13)
Country | Link |
---|---|
US (1) | US8221103B2 (en) |
EP (1) | EP2094945B1 (en) |
JP (1) | JP5052622B2 (en) |
KR (1) | KR101413034B1 (en) |
CN (1) | CN101578427B (en) |
BR (1) | BRPI0720373B1 (en) |
DE (1) | DE102006061854B4 (en) |
ES (1) | ES2498666T3 (en) |
NO (1) | NO339461B1 (en) |
PL (1) | PL2094945T3 (en) |
RU (1) | RU2451186C2 (en) |
TW (1) | TWI407009B (en) |
WO (1) | WO2008077561A1 (en) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102009055109A1 (en) | 2009-12-21 | 2011-06-22 | N&G Facility Management GmbH & Co.KG, 58455 | Drive unit for a hoist operated with a pressure medium |
US8821139B2 (en) * | 2010-08-03 | 2014-09-02 | Eaton Corporation | Balance plate assembly for a fluid device |
WO2012037580A2 (en) * | 2010-09-13 | 2012-03-22 | Graco Minnesota Inc. | Rotary air motor locking assembly |
CN102071974B (en) * | 2011-01-30 | 2013-04-24 | 陈树忠 | Braking integrated pneumatic motor |
US9212626B2 (en) * | 2013-07-10 | 2015-12-15 | Derrick T. Miller, Jr. | Engine propulsion system |
DE102018102392A1 (en) | 2018-02-02 | 2019-08-08 | J.D. Neuhaus Holding Gmbh & Co. Kg | Slat motor with adjustment possibility |
Family Cites Families (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3125200A (en) * | 1964-03-17 | Pneumatic hoist | ||
DE1102488B (en) * | 1957-07-09 | 1961-03-16 | Heinrich De Fries G M B H | Air motor for hoists or the like. |
US2927669A (en) * | 1957-07-09 | 1960-03-08 | Hans Putzer | Compressed-air motor for a hoisting gear |
US3602315A (en) * | 1969-07-15 | 1971-08-31 | Herman C Tuttle | Portable hand tool |
SU1204747A1 (en) * | 1980-02-14 | 1986-01-15 | Институт Горного Дела Со Ан Ссср | Pneumatic motor |
US4434974A (en) * | 1981-11-27 | 1984-03-06 | Cooper Industries, Inc. | Pneutmatic hoist brake and control |
US4981423A (en) * | 1989-10-03 | 1991-01-01 | Trw Inc. | Hydraulic motor with wobble-stick and brake assembly |
FI93764C (en) * | 1993-07-13 | 1995-05-26 | Finn Rotor Oy | rotator |
ES2113800B1 (en) * | 1994-11-08 | 1999-01-01 | Canosa Reboredo Elena | IMPROVEMENTS IN HYDRAULIC SPEED DRIVERS. |
US5486142A (en) * | 1994-11-21 | 1996-01-23 | Martin Marietta Corporation | Hydrostatic transmission including a simplified ratio controller |
DE29510799U1 (en) * | 1995-07-04 | 1996-10-31 | Neuhaus J D Fa | Lamellar rotor with brake |
WO2000004276A1 (en) | 1998-07-17 | 2000-01-27 | J. D. Neuhaus Gmbh & Co. Kg | Pneumatic motor lubrication |
US6068460A (en) | 1998-10-28 | 2000-05-30 | Eaton Corporation | Two speed gerotor motor with pressurized recirculation |
US6743002B1 (en) * | 2003-02-03 | 2004-06-01 | Eaton Corporation | Rotary fluid pressure device and improved integral brake assembly |
-
2006
- 2006-12-21 DE DE102006061854A patent/DE102006061854B4/en active Active
-
2007
- 2007-12-07 TW TW096146654A patent/TWI407009B/en not_active IP Right Cessation
- 2007-12-19 EP EP07856909.2A patent/EP2094945B1/en active Active
- 2007-12-19 RU RU2009128047/06A patent/RU2451186C2/en active
- 2007-12-19 CN CN2007800470772A patent/CN101578427B/en active Active
- 2007-12-19 WO PCT/EP2007/011186 patent/WO2008077561A1/en active Application Filing
- 2007-12-19 ES ES07856909.2T patent/ES2498666T3/en active Active
- 2007-12-19 US US12/520,438 patent/US8221103B2/en active Active
- 2007-12-19 JP JP2009541875A patent/JP5052622B2/en not_active Expired - Fee Related
- 2007-12-19 KR KR1020097015309A patent/KR101413034B1/en active IP Right Grant
- 2007-12-19 PL PL07856909T patent/PL2094945T3/en unknown
- 2007-12-19 BR BRPI0720373-0A patent/BRPI0720373B1/en active IP Right Grant
-
2009
- 2009-07-14 NO NO20092675A patent/NO339461B1/en unknown
Non-Patent Citations (1)
Title |
---|
See references of WO2008077561A1 * |
Also Published As
Publication number | Publication date |
---|---|
BRPI0720373A8 (en) | 2015-11-24 |
ES2498666T3 (en) | 2014-09-25 |
BRPI0720373B1 (en) | 2019-04-02 |
CN101578427B (en) | 2013-01-16 |
KR101413034B1 (en) | 2014-07-02 |
US8221103B2 (en) | 2012-07-17 |
RU2009128047A (en) | 2011-01-27 |
TW200840938A (en) | 2008-10-16 |
BRPI0720373A2 (en) | 2013-12-31 |
NO20092675L (en) | 2009-07-14 |
RU2451186C2 (en) | 2012-05-20 |
WO2008077561A1 (en) | 2008-07-03 |
CN101578427A (en) | 2009-11-11 |
DE102006061854B4 (en) | 2009-01-02 |
NO339461B1 (en) | 2016-12-12 |
JP2010513780A (en) | 2010-04-30 |
PL2094945T3 (en) | 2014-12-31 |
JP5052622B2 (en) | 2012-10-17 |
KR20090109092A (en) | 2009-10-19 |
DE102006061854A1 (en) | 2008-06-26 |
TWI407009B (en) | 2013-09-01 |
EP2094945B1 (en) | 2014-07-02 |
US20100178186A1 (en) | 2010-07-15 |
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