EP3433145A1 - Frein de stator - Google Patents

Frein de stator

Info

Publication number
EP3433145A1
EP3433145A1 EP17705592.8A EP17705592A EP3433145A1 EP 3433145 A1 EP3433145 A1 EP 3433145A1 EP 17705592 A EP17705592 A EP 17705592A EP 3433145 A1 EP3433145 A1 EP 3433145A1
Authority
EP
European Patent Office
Prior art keywords
brake
rotor
rotor brake
designed
hydrodynamic
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.)
Withdrawn
Application number
EP17705592.8A
Other languages
German (de)
English (en)
Inventor
Alexander BIRKLE
Hartmut Frenz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voith Patent GmbH
Original Assignee
Voith Patent GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Publication of EP3433145A1 publication Critical patent/EP3433145A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T10/00—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope
    • B60T10/02—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope with hydrodynamic brake
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
    • B60T1/062—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels acting on transmission parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/08—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium
    • B60T1/087—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium in hydrodynamic, i.e. non-positive displacement, retarders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D49/00—Brakes with a braking member co-operating with the periphery of a drum, wheel-rim, or the like
    • F16D49/20—Self-tightening brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D49/00—Brakes with a braking member co-operating with the periphery of a drum, wheel-rim, or the like
    • F16D49/20—Self-tightening brakes
    • F16D49/22—Self-tightening brakes with an auxiliary friction member initiating or increasing the action of the brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D57/00—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders
    • F16D57/04—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders with blades causing a directed flow, e.g. Föttinger type

Definitions

  • the invention relates to a rotor brake device for a hydrodynamic transmission unit with a brake pad and a contact element, designed such that upon actuation of the rotor brake, the contact pressure element presses the brake pad against a rotational element of the hydrodynamic gear unit and thus the rotational element can be braked.
  • the invention relates to a hydrodynamic transmission unit with a corresponding rotor brake device, wherein the transmission unit has a hydrodynamic coupling and / or a hydrodynamic converter, as well as at least one mechanical transmission stage.
  • the invention relates to a method for controlling such a transmission unit.
  • a mechanical switching element having a toothing brought by axial displacement into engagement with the toothing of a gear member to be switched;
  • a mechanical switching element having a toothing, brought by axial displacement into engagement with the toothing of a gear member to be switched;
  • a dog clutch is, for example, a dog clutch. It may happen that a so-called tooth-tooth position between switching element and gear member occurs; that is, the two gears do not slide into each other, but instead the teeth abut each other laterally, so that a proper switching is not possible. This state must be recognized and the switching process must be aborted and completely repeated, which is time consuming. A proper traction operation is then only very time-delayed possible.
  • the object of the invention is to develop a suitable rotor braking device for a hydrodynamic transmission unit, which enables a simplified and more reliable shifting without unnecessary time delay.
  • the rotor brake device is designed so that the brake pad can be moved from a starting position in which the rotor brake is open, first in a braking position in which the brake pad is in contact with the rotating member, and then while maintaining the contact Piece can be moved in the circumferential direction of the rotary member, wherein the rotary member can be moved accordingly.
  • the embodiment according to the invention thus offers the advantage that the rotation element can not only be decelerated by the actuation of the rotor brake, but can additionally be moved in a defined manner in the circumferential direction.
  • the rotor brake only has to be deactivated and activated a few times in a row, in order to prevent the meshing of the rotor brake. Sliding the circuit easily. The actual switching process so the application of axial force on the switching element does not have to be interrupted. As soon as the movement has taken place in the circumferential direction so far that the tooth-before-tooth position is resolved, the switching element moves automatically into the toothing of the gear member.
  • the length of the movement in the circumferential direction and / or the number of activations of the runner brake which are automatically executed when switching can be designed differently.
  • the number of activation deactivation change such a good reliability can be achieved that can be dispensed with a sensor for detecting the proper switching.
  • this offers an additional cost advantage.
  • the pressing element can act directly or indirectly on one or more force-transmitting intermediate elements, such as levers, connecting parts or the like, on the brake pad.
  • the pressing element can build up the necessary force, for example hydraulically, pneumatically, electromagnetically or electrically.
  • the closing principle The rotor brake is not activated when the rotation element is at a standstill. That is, the brake pad is not in contact with the rotary member, the rotor brake is open.
  • This principle is suitable for rotor brake devices with hydraulic contact pressure, especially for systems in which a pressure for the hydraulic system is built up only during operation by the transmission dynamics.
  • the opening principle Here, the rotor brake is closed when the rotation element is stationary, the brake pad is against the rotating element and holds it firmly. If you want to change to traction, the pressure on the contact pressure is reduced to move the brake pad away from the rotating element and to open the rotor brake.
  • a hydraulic contact pressure a system is required which can generate pressure in the hydraulic system independently of the transmission dynamics.
  • Brake lining is generally understood to mean an area which can be brought into contact with the rotating element and is suitable for generating a braking frictional force.
  • the material for the brake lining for example, an impregnated fabric of non-magnetic metal or resin-bonded magnetic metal or sintered friction material is particularly suitable.
  • the rotor brake device can be designed so that both the movement of the brake pad from the starting position to the braking position and the displacement along the circumferential direction of the one pressing member can be controlled.
  • no second actuator is needed, which makes the execution cheaper, more space-saving and easier to control.
  • the rotor brake device has a lever with the brake pad, a pivot point for the lever and a guide for the pivot point, in which it can be moved on. These are designed such that upon activation of the rotor brake by the rotation of the lever about the pivot point of the brake pad can be brought from the starting position to the braking position.
  • the pressing element initiates the force into the lever at an attack point. If the contact force continues to act, the pivot point in the guide may be be moved, whereby the brake pad can perform a movement in the circumferential direction of the rotary member. In this case, the rotation element is moved along by this movement in the circumferential direction.
  • the desired additional function of the rotor brake can be realized in a particularly simple and reliable.
  • the braking force exerted on the rotating element and the path of movement that the brake lining can perform can be selectively influenced constructively by the lever.
  • a simple way to reset the brake can be realized.
  • the lever may be designed so that the point of attack of the hydraulic cylinder is farther from the fulcrum than the brake pad. As a result, the braking force is increased with respect to the force exerted on the lever by the pressing element.
  • the lever may be designed so that the point of attack is located closer to the pivot point than the brake pad. As a result, a larger movement of the brake pad towards the rotational element is possible, as it corresponds to the pure displacement of the piston in the hydraulic cylinder.
  • the guide is present on the lever and the pivot point designed as a pin or pin, which is firmly connected to a support structure for the rotor brake.
  • the fulcrum may be formed as a bolt or pin fixedly connected to the lever, and the guide may be provided on a support structure.
  • a support structure a component is considered, via which the rotor brake can be firmly connected to the transmission unit, so that the contact pressure can be supported.
  • the support structure may be, for example, a kind of brake housing or part of a transmission housing. Or it can also be provided on the transmission unit channel plate as a support structure for the fulcrum.
  • Firmly connected in this context means only that the necessary forces can be transferred.
  • the guide may for example be designed as a slot or recess, as a rail or groove or in a similar manner. Particularly preferably, the guide is designed as a substantially linear guide groove. This can be done very easily.
  • the rotor brake device may have a slotted guide, which guides the movement of the brake pad from the starting position to the braking position and its displacement in the circumferential direction. Also, thus, the function of the device according to the invention can be realized in a simple and reliable manner.
  • the pressing element is designed as a linear-acting actuator, preferably as a hydraulic cylinder.
  • a hydraulic cylinder as a pressing element for the rotor brake offers the enormous advantage over an electromagnetic rotor brake that the already existing oil circuit can be used to control. This eliminates the separate and complex electromagnetic control of the rotor brake, as well as the separate cable harness for it.
  • the hydraulic control By the hydraulic control, a larger displacement and a greater contact pressure of the brake pad is possible, in particular, the two parameters are independent of the design of the magnet. It is only a standard solenoid valve to control and no specially adapted solenoid for the contact more necessary. At the same time the required space is significantly reduced.
  • Hydraulic cylinders are known per se. This has a piston and a housing in which the piston can move back and forth. The hydraulic cylinder is controlled via a pressure chamber into which hydraulic fluid can be supplied via the supply line, so that a pressure is exerted on the piston in order to displace it and apply the contact pressure. Hydraulic cylinders and solenoid valves are available as standard and standard parts, resulting in lower costs than individually designed and manufactured components. The provision of the brake can be realized in an advantageous manner with a hydraulic cylinder which is designed as a double-acting cylinder.
  • Such a hydraulic cylinder has a second pressure chamber, which can be filled with hydraulic fluid, so that the piston is moved in the opposite direction.
  • the brake can be activated or opened.
  • two solenoid valves or a suitable switching valve are used to control in this case.
  • the movement of the brake lining in the circumferential direction of the rotary element can be implemented advantageously if the rotor braking device is designed so that the line of action of the force of the pressing element and the line of action of the braking force of the brake lining in the braking position, with straight extension in the direction of the rotary element, a Include angles of less than 90 °.
  • the rotor braking device is designed so that the line of action of the force of the pressing element and the line of action of the braking force of the brake lining in the braking position, with straight extension in the direction of the rotary element, a Include angles of less than 90 °.
  • At least one restoring element in particular at least one restoring spring, is particularly preferably provided, which engages on the lever or on the contact pressure element such that it causes a movement of the brake lining opposite to the displacement in the circumferential direction and / or back to the starting position if the rotor brake is omitted can.
  • the brake pad is moved away from the rotational element, for example, when the pressure in the pressure chamber of a hydraulic cylinder falls below a certain threshold.
  • the invention therefore also relates to a hydrodynamic gear unit with a hydrodynamic coupling and / or a hydrodynamic converter, as well as with at least one mechanical gear stage.
  • the object is achieved by an embodiment according to claim 13, that is, characterized in that a rotor brake device according to the invention is provided.
  • the corresponding rotor wheel associated with the rotor brake can be held in place and twisted in the circumferential direction if no oil is present in the intermediate space.
  • the switching element connected to the rotary element can be slightly twisted, so that the teeth come in front of the gaps and a sliding into each other is possible. This enables reliable shifting in the mechanical gear stage.
  • the mechanical gear stage may be a reverse gear to reverse the direction of rotation at the same ratio or a mechanical transmission or a combination of both. It is advantageous if the rotor brake with its brake pad can act directly on the impeller of the hydrodynamic coupling or the hydrodynamic converter.
  • the embodiment may be designed such that the rotation element, on which the rotor brake can act, is formed by the rotor wheel on the secondary side of the hydrodynamic coupling or of the hydrodynamic converter.
  • the rotation element, on which the rotor brake can act is non-rotatably connected via a shaft and / or a gear stage with the impeller on the secondary side of the hydrodynamic coupling or the hydrodynamic converter.
  • the gear unit is designed so that the rotor brake device has a hydraulic cylinder as a pressing element and that the rotor brake device is integrated into the channel plate of the hydrodynamic transmission unit.
  • Another advantage results from the integration of the supply line of the hydraulic cylinder in the channel plate, which is already designed so that other transmission elements can be supplied with control pressure or lubricant or equipment.
  • This eliminates extra oil lines for controlling the hydraulic cylinder. Only further lines or channels in the channel plate are needed.
  • the channel plate is connected to the transmission housing. It is designed so that a connection to the oil passage in the gear housing is produced, thus ensuring a continuous supply of hydraulic fluid and a corresponding return.
  • metering or control valves such as solenoid valves, for the various channels, for example, control channels, or sub-circuits may be appropriate.
  • the channel plate can with a cover plate be provided, the channels and supply lines covers and tightly closes. Due to this multi-part design, the channel plate is easier to manufacture. It may be particularly advantageous if the supply line for controlling the hydraulic cylinder is completely integrated in the channel plate. In this case, both the supply of the hydraulic fluid and the pressure chamber is arranged on the piston of the hydraulic cylinder in the channel plate. This results in a particularly simple design without too many attachments. However, it is also according to the invention if only a part of this supply line is integrated in the channel plate.
  • the channel plate serves as a support structure for the brake components. Accordingly, the channel plate must be sufficiently dimensioned and reliably fixed to the transmission housing.
  • the rotor brake device can be preassembled on the channel plate and mounted as a unit with the channel plate, which is a great simplification.
  • a solenoid valve is preferably present, which controls the supply of hydraulic fluid into the pressure chamber or the pressure therein.
  • the hydraulic cylinder has a housing which is completely or at least partially formed by the channel plate. That is, the piston is guided in the channel plate and / or the pressure chamber is at least partially formed by the channel plate.
  • the hydraulic cylinder may comprise a sliding bush, which is completely or at least partially integrated in the channel plate. In this sliding bush, the piston of the hydraulic cylinder is guided.
  • a support which is part of the hydraulic cylinder and forms at least a part of the housing in which the piston can move back and forth, and which is connected to the channel plate.
  • the step b) is advantageously carried out after step a).
  • the step c) can already take place during or before or after step b). Due to the additional, defined rotation of the rotation element, it can be avoided that a tooth-to-tooth position blocks the switching.
  • Many advantages are already at the Rotor brake device described. With a suitable choice of the displacement in the circumferential direction, a single movement may already be sufficient. By free-spinning, it is meant that the rotating member is no longer actively driven and accelerated by a prime mover, such as a motor, but moves substantially only through inertial effects or as previously described by effects from a hydrodynamic transmission component that is already depleted.
  • the steps d) and e) can be repeated once or several times.
  • the switching device is preferably activated, that is, it still acts an axial force on the switching element, which leads to the properly switched when no tooth-before-tooth position is present.
  • a control can be performed, which in any case leads to trouble-free switching - no matter how the teeth are at the beginning of the switching process.
  • a sensor that monitors the successful circuit and confirms it to the controller can be dispensed with.
  • Rotor brake device integrated in the channel plate of a gearbox
  • Rotor brake device integrated in the channel plate of a gearbox
  • a schematic representation of a rotor brake device according to the invention for a hydrodynamic transmission unit is shown.
  • the rotation element 3 of the hydrodynamic transmission unit is shown.
  • Other existing transmission elements such as hydrodynamic components or mechanical transmission stages are not shown.
  • the rotary element 3 may preferably be the rotor wheel on the secondary side of a hydrodynamic coupling or a hydrodynamic converter. But it can also be a rotation element, with the Secondary side of the aforementioned hydrodynamic component via a shaft and optionally one or more mechanical gear stages is rotatably connected. It is important that the impeller can be held, in which the rotation element is braked.
  • This first embodiment has a lever mechanism and only a single pressing element 6.
  • FIG. 1 a represents the starting position of the rotor brake, in which the brake is open
  • FIG. 1 b shows the braking position, in which the brake lining 2 is in contact with the rotary element 3.
  • the pressing element 6 executed here as a hydraulic cylinder - via an attack point on the lever 1, whereby it is rotated about the pivot point 4.
  • the fulcrum 4 is a pin or bolt or the like and is fixed to a support structure.
  • the lever 1 has a guide 5 - here as a substantially rectangular recess, which forms a linear guide groove, executed -, via which it is mounted at the pivot point 4.
  • the support structure is connected to the transmission housing so that the braking forces can be absorbed. For example, it may be part of the transmission housing.
  • the force applied by the pressing element 6 braking force acts on the brake pad 2, which is present on the lever 1, on the still rotating rotary member 3, whereby this is braked.
  • the line of action w1 of the contact pressure element 6 and the line of action w2 of the braking force from the brake pad 2 on the rotary element 3 form an angle ⁇ of significantly less than 90 °, if the lines of action in the direction of the rotary element 3 are extended in a straight line.
  • Fig.1c now shows what happens when the braking force is applied further.
  • the lever 1 shifts along the guide 5 at the pivot point 4 and thereby the brake pad 2 is displaced while maintaining the contact in the circumferential direction.
  • the rotation element is thereby rotated accordingly.
  • the rotation of the rotary member 3 by the rotor braking device can be carried out with or against the normal direction of rotation in traction mode. Both movements, the pressing and the further rotation, are effected by the same pressure element 6.
  • the contact pressure element 6 is relieved, so that the restoring element 7, for example a spiral spring, moves the lever 1 back into the starting position.
  • the rotation element 3 which is connected to the secondary side of the hydrodynamic transmission component, is decelerated and then rotated by the rotor brake device by a defined length in the circumferential direction.
  • the switching device for the mechanical transmission stage is activated, for example, an axial force is applied to the switching member. Due to the active rotation during the braking process, a potentially occurring tooth-before-tooth position in the mechanical gear stage is resolved, so that the circuit can take place.
  • FIGS. 2a-c show a second variant for the embodiment according to the invention. Identical elements are identically labeled. The variant differs from the embodiment shown in FIGS. 1 ac, inter alia, in that the fulcrum 4 a is present on the lever 1 a and the guide 5 a on the supporting structure. In addition, the lever 1 a is designed simpler. Another difference is that the brake pad 2 between the pivot point 4a and the point of contact of the pressing element 6 is located. Due to the short lever arm for the brake pad 2, a high braking force is achieved. The function of the rotor brake device with braking and rotation of the rotary member 3 is similar and shown again in the individual figures ac.
  • Figure 3 illustrates the first embodiment integrated into the channel plate 8 of a gear unit.
  • the pivot point 4 is fixed to the channel plate.
  • the channel plate 8 is connected to the transmission housing so that the channels and supply lines for hydraulic fluid present in the channel plate 8 are connected to the oil supply in the transmission housing. So a continuous supply of hydraulic fluid is possible.
  • the channel plate 8 there is a network of different channels, supply lines or hydraulic circuits. As a result, various transmission element can be supplied with lubricant, with control means or resources.
  • a retarder or a converter can be filled or emptied with hydraulic fluid or a hydraulic cylinder can be controlled with pressure.
  • different valve body for example, for solenoid valves, be grown. There may also be other control elements.
  • the channels in the channel plate 8 are closed by a cover plate 9. As a result, the channel plate 8 can be made simpler and cheaper.
  • the piston of the hydraulic cylinder can be guided in a housing which is at least partially formed by the channel plate. It is equally possible to insert a hydraulic cylinder with its own housing in the channel plate 8.
  • the supply line for the control of the hydraulic cylinder runs completely or partially in the Channel plate. Through the supply line, the pressure chamber of the hydraulic cylinder is filled or emptied under the piston with hydraulic fluid.
  • FIG. 4 shows an illustration analogous to FIG. 3 for the integration of the second rotor brake device into the channel plate 8a of a hydrodynamic transmission unit.
  • Fig.5 and Fig.6 show even more variants for the arrangement of the linear guide 5, 5a.
  • the guide does not have to be linear either.
  • damping to dampen the displacement, or there may be a return element, in particular a spring, which allows the displacement only when a certain force is exceeded.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Braking Arrangements (AREA)

Abstract

Dispositif de freinage de stator et procédé pour commander une unité de transmission hydrodynamique, ledit dispositif de freinage de stator comprenant une garniture de frein (2) et un élément d'application de pression (6) et étant conçu de sorte que, lors de l'activation du frein de stator, l'élément d'application de pression (6) plaque la garniture de frein (2) contre un élément de rotation (3) de l'unité de transmission hydrodynamique, ce qui permet de freiner l'élément de rotation (3). Le dispositif de freinage de stator est conçu de sorte que la garniture de freinage (2) peut être déplacée d'une position initiale, dans laquelle le frein de stator est ouvert, tout d'abord dans une position de freinage, dans laquelle la garniture de frein (2) est en contact avec l'élément de rotation (3) puis, tout en maintenant le contact, la garniture de frein peut être déplacée sur une certaine distance dans le sens périphérique de l'élément de rotation (3) de sorte que ce dernier (3) peut être entraîné de manière correspondante.
EP17705592.8A 2016-03-24 2017-02-14 Frein de stator Withdrawn EP3433145A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016204919.4A DE102016204919A1 (de) 2016-03-24 2016-03-24 Läuferbremse
PCT/EP2017/053232 WO2017162373A1 (fr) 2016-03-24 2017-02-14 Frein de stator

Publications (1)

Publication Number Publication Date
EP3433145A1 true EP3433145A1 (fr) 2019-01-30

Family

ID=58054115

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17705592.8A Withdrawn EP3433145A1 (fr) 2016-03-24 2017-02-14 Frein de stator

Country Status (4)

Country Link
EP (1) EP3433145A1 (fr)
CN (2) CN109070849A (fr)
DE (1) DE102016204919A1 (fr)
WO (1) WO2017162373A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109780087B (zh) * 2019-01-11 2020-03-31 东南大学 一种起重机制动装置

Family Cites Families (13)

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Publication number Priority date Publication date Assignee Title
GB365998A (en) * 1930-09-25 1932-01-25 Harold Sinclair Improvements in or relating to power transmission systems
GB405960A (en) * 1932-05-05 1934-02-05 Andrew Gordon Wilson Improvements in or relating to variable speed gearing
DE1272646B (de) * 1962-06-30 1968-07-11 Grundig Max Aussenbackenbremse fuer eine in beiden Drehrichtungen abzubremsende Scheibe, insbesondere fuer Magnettonbandgeraete
GB1350759A (en) * 1970-07-24 1974-04-24 Girling Ltd Disc brakes for vehicles
AU2598277A (en) * 1976-08-06 1978-12-14 Massey Ferguson Services Nv Self energizing brake assembly
US4760685A (en) * 1981-08-07 1988-08-02 Outboard Marine Corporation Lawn mower with combined engine brake and ignition control
AT379914B (de) * 1984-07-13 1986-03-10 Philips Nv Bremsvorrichtung fuer eine wickeleinrichtung eines aufzeichnungs- und/oder wiedergabegeraetes fuer einen bandfoermigen aufzeichnungstraeger
DE4226665C2 (de) 1992-08-12 1996-05-23 Voith Gmbh J M Einrichtung zum integralen Steuern einer Brennkraftmaschine, insbesondere eines Dieselmotors, und eines mechanischen Schaltgetriebes während eines Schaltvorganges in einem Antriebsstrang für ein Schienenfahrzeug
DE102005052689A1 (de) * 2005-11-04 2007-05-16 Siemens Ag Keilbremse mit gegenläufig bewegten Keilelementen
CN102667241B (zh) * 2009-12-11 2015-11-25 沃尔沃拉斯特瓦格纳公司 用于机动车辆的多离合变速器
SE1050160A1 (sv) * 2010-02-19 2011-02-08 Scania Cv Abp Hydrodynamisk retarder och växellåda
CN102562889B (zh) * 2010-12-30 2016-05-25 洪涛 基于拨动式超越离合机构的通用驻车制动器及其操纵方法
DE102012205825A1 (de) * 2012-04-11 2013-10-17 Zf Friedrichshafen Ag Anfahr- und Retarderelement sowie Verfahren zum Betrieb eines Anfahr- und Retarderelements

Also Published As

Publication number Publication date
CN207634563U (zh) 2018-07-20
CN109070849A (zh) 2018-12-21
DE102016204919A1 (de) 2017-09-28
WO2017162373A1 (fr) 2017-09-28

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