JPS5828460Y2 - clutch motor - Google Patents

Description

[Detailed description of the invention] The present invention consists of a clutch plate and a brake plate that are attached to the output shaft of a clutch motor in parallel with each other and rotationally fixedly connected to the same shaft, and a flywheel that is attached to the rotor shaft of the motor. a first electromagnet for engaging the clutch plate with the brake plate, a second electromagnet for engaging the brake plate with the brake receiver, and means for generating at least one cooling air flow flowing through the clutch brake device. Related to clutch motor.

Clutch motors having this structure are known (US Pat. No. 3,581,855 (Japanese Patent Publication No. 49-18129) and German Publication No. 2155423 (JP-A No. 47-12506, US Pat. No. 3,777,864)).

This clutch motor basically offers the advantage that the friction surfaces of the clutch and brake are kept relatively large, while the axial installation space of the clutch-brake device is small.

An even shorter magnetic path can be obtained.

In conjunction with the small axial air gap required, this results in a magnet system that responds quickly and nevertheless requires relatively little electrical power.

This magnet system uses a rotation speed controlled clutch motor to minimize the mechanical inactivation required for rapid follow-up of the adjustment amount, and furthermore allows accurate positioning due to the short control time.

However, in a clutch motor, a significant amount of heat is generated due to friction in addition to the heat generated from the electromagnetic coil.

That is, the rotational speed is adjusted by slippage between the motor flywheel and the clutch plate, by intermittent actuation of the clutch and brake, or by controlling the clutch and brake simultaneously in opposite directions.

Furthermore, when braking the output shaft, high temperatures are likewise reached in a short time, ie all the kinetic energy present in the system is converted into heat.

Furthermore, since the service life of the clutch lining and brake lining as one friction part is a function of the heat generated in the lining, cooling of the clutch-brake system is of great practical importance.

It is a particular object of the invention to reduce the thermal load by means of effective cooling and thus also to reduce the mechanical power transmitted from the rotor shaft of the motor to the drive shaft or output shaft, even with significantly shorter acceleration and braking times. It is to cause it to rise.

This purpose, according to the present invention, includes a motor casing; a stator provided in the casing, a rotor rotatable with respect to the stator, and a rotor shaft that rotates together with the rotor; a rotor shaft that is attached to the rotor shaft. a flywheel rotating together with the rotor shaft; an output shaft spaced from the rotor shaft; a stationary brake receiver mounted in the casing and surrounding the output shaft with a space; a clutch plate attached to the output shaft adjacent to the clutch; a brake plate attached to the output shaft axially spaced apart from the clutch plate and adjacent to the brake in the axial direction; a first electromagnet associated with the brake plate and energized to frictionally engage the clutch plate with the flywheel; an electromagnet associated with the brake plate that is energized to frictionally engage the clutch plate with the brake receiver; a second electromagnet which is energized into engagement; the magnets being located in the space between the clutch plate and the brake plate and radially spaced from each other and continuous with each other; and air flow generating means for generating an air flow through the casing and through the air gap between the two types of magnets.

That is, by arranging both electromagnets radially and axially apart, and by directing the cooling air between the electromagnets, the cooling air can be brought very close to the heat generation point.

Advantageously, both electromagnets together with the brake pad form an assembly unit, which unit is fixed in the housing.

In a further embodiment of the invention, the brake pad is accommodated in the annular space between the clutch plate and the brake plate, and thus in the region of the cooling air flow passing through the clutch-brake arrangement.

The main source of heat generation is when the cooling air first passes radially inward behind the brake pad, then axially between the electromagnets, then behind the clutch plate and further radially. inwardly, then axially past the clutch plate and finally radially outwardly again behind the portion of the flywheel that is in frictional engagement with the clutch plate, substantially over its entire surface. Cooling air passes through.

The brake receiver itself rotates in a known manner (
(see FIG. 1 of DE 2155423) or fixedly assembled on the casing.

In the latter case, it is expedient if the brake pad is formed from a carrier.

The brake pad or carrier is fixed to the outer bearing plate.

The assembly unit formed by the electromagnet and the carrier is advantageously supported via bearings on the output shaft of the motor.

In this way, a structurally simple, easy to assemble and particularly stable device is obtained.

The bearing is mounted on an assembly unit consisting of an electromagnet and a carrier and/or on a rung forming an air gap of the output shaft, so that a second cooling air flow is directed in the radial direction of the clutch/brake device. You can pass through the inner parts.

It is advantageous if the electromagnet is connected to the carrier of the brake pad by crimping.

This not only provides high mechanical strength, but also
The electromagnet and brake pad ensure particularly effective heat transfer between the electromagnet and the carrier.

By arranging the brake pad between the clutch disc and the brake disc, it is possible to provide further vanes for generating a further cooling air flow on the side of the brake disc facing away from the brake disc.

In particular, the flywheel carries on its front side facing towards the clutch plate a flywheel ring made of magnetically conductive material, which ring forms an air gap through which the cooling air flow of the flywheel body passes. is placed on top.

This provides the advantage that the heavy parts of the flywheel can be made from inexpensive castings and at the same time the cooling air flow can be brought close to the frictional heat generating parts of the clutch.

Advantageously, a wing shaft is fixed on the shaft of the motor, especially at the end remote from the flywheel, the air flow generated by this wing shaft passing between the electromagnets as follows. The airflow is directed to scrape the inlet and outlet openings.

This protects the air flow inlet and outlet openings from the ingress of dust.

The clutch disc and the brake disc each have a rim fixed on the output shaft, through which a free spring element, e.g. a split or perforated spring disc, is attached to a magnetically permeable anchor via a cooling air passage. combined with a ring.

By using such a spring element, a bistable relationship between the clutch plate and the brake plate can be obtained.

When the coil current of the arranged electromagnet is interrupted, the clutch plate or brake plate immediately returns to the predetermined "0" position.

Advantageously, the anchor ring is surrounded by a support made of a light alloy or synthetic resin and carrying a friction lining.

Due to this, the inertia ratio of the clutch plate and the brake plate is kept small despite the large friction surface, and thus the small surface load and small friction.

This in itself is of substantial importance in order to obtain short shut-off times.

The support is fixed onto the anchor ring.

It is also expedient if the carrier of the clutch plate is surrounded by a magnetically permeable ring.

The magnetically permeable ring surrounding the anchor ring and support of the clutch plate is constructed in such a way that the magnetic flux generated by the arranged clutch electromagnet is divided.

Two mutually concentric friction linings are provided between the magnetic paths.

The advantage of splitting the magnetic flux is that the risk of elastic deflection of the clutch plate whose friction lining is uniformly pressed against the flywheel is reduced.

In a further advantageous embodiment of the invention, the driven or output shaft is moved axially relative to the casing of the motor.

In conjunction with the feature that the brake receiver is accommodated in the annular space between the clutch plate and the brake plate, this results in an axial air gap between the clutch plate and the flywheel as well as a brake. The axial air gap between the plate and the brake pad is also adjusted in the same direction.

Adjustment of the air gap after partial wear of the hemp lining is therefore particularly simple.

In particular, the motor shaft moves axially relative to the motor casing.

This allows the clutch air gap to be adjusted independently of the brake air gap, especially for initial adjustment.

In order to move said shaft in the axial direction, a threaded bushing is provided which surrounds said shaft and is screwed into the bearing plate, and it is expedient if the setting movement of said bushing is transmitted axially to said shaft.

In order to reduce wear on the friction surfaces, in particular in the flywheel and/or brake holder, on the side facing the clutch plate or brake plate at least one piece of axially burnished plastic with lubricating properties is provided. It has been inserted.

The present invention will now be described in detail with reference to the accompanying drawings relating to embodiments.

The clutch motor shown in FIGS. 1 to 4 includes a stator 1 and a rotor 2, and the rotor is a shaft 3 of the motor that rotates at a constant rotation speed of 3000 rpm during motor operation.
is rotationally fixedly connected to the

The motor shaft 3 is supported in ball bearings 4, 5 and carries a wing shaft 6 at its left end in FIG.

The ball bearing 4 is mounted in the bearing plate 7.

Motor shaft 3 is attached to the outer race of ball bearing 4.
A concentric threaded bushing 8 adjoins the bearing plate 7, which bushing is screwed from the front side of the bearing plate 7 into a threaded hole in the bearing plate.

A compression spring 9, supported on the outer race of the ball bearing 5, applies an axial pretension to the motor shaft 3, pointing to the left in FIG.

A flywheel 10 is keyed onto the other end of the motor shaft 3.

The flywheel 10 includes a flywheel body 11 made of a cast part, for example, and a flywheel ring 12 made of a magnetically permeable material.

The flywheel 12 rests on a crosspiece 13 of the flywheel body at the end face of the flywheel opposite the wing axis 6, said crosspiece forming an air gap 14 for the passage of the cooling air flow 15. .

The radially outward ends of the bars 13 form a foot 16 for sucking in the cooling air stream 15.

The output shaft 18 of the clutch motor is a ball bearing 19
．． It is supported in 20.

A clutch plate 21 and a brake plate 22 are placed on the driven shaft 18.
is placed.

The clutch plate 21 has a rim 23 which is keyed onto the end of the driven shaft facing towards the flywheel 10 and held by a reset nut 24.

Anchor ring 2 made of a magnetically conductive material coaxially with the rim 23
6 is attached, and the ring is connected to the rim 23 via a spring ring 27.

A slit for passing the cooling air 15 through the spring ring 27 in the region of the annular space remaining between the radially outward part of the outer peripheral surface of the rim 23 and the radially inward part of the anchor ring 26. Or perforations are provided.

The anchor ring 26 carries on its front side facing towards the flywheel 10 an annular groove into which a friction lining 29 is inserted.

A support 30 in the form of an aluminum ring is fixed on the anchor ring 26, and a magnetically conductive ring 31 is fixed on the support itself.

The anchor ring 26, the support 30 and the ring 31 form an annular groove on the front side of the clutch plate 21 facing towards the flywheel 10, into which a further friction lining 32 is inserted. The friction lining 29 is arranged concentrically with the friction lining 29 and axially aligned therewith.

Similarly, the brake plate 22 is provided with a rim 34,
The rim is keyed onto the driven shaft 18 and fixed with a reset nut 35.

The rim 34 is connected to a spring ring 36 with an anchor ring 37 made of a magnetically permeable material, onto which a support 38, in particular made of aluminum, is fixed.

The support 38 carries a friction lining 39 on its front side facing towards the flywheel 10 .

There are blades 40 on the other front side of the support body 38 for generating cooling air 41, and the cooling air is supplied to the bearing plate 42.
It enters through the opening 43 and runs out through the opening 44.

The bearing plate 42 has a rim 45 into which a threaded bushing 46 is screwed, which bushing itself accommodates the ball bearing 20.

A spring ring 47 fixes the ball bearing 20 axially inside the threaded bushing 46 .

Furthermore, the ball bearing ring 20 is connected to another spring ring 48.
is held on the shoulder 49 of the driven shaft 18.

A set nut 50 locks the threaded bushing 46 to the bearing plate 42.

A carrier 52 is inserted into the side of the bearing plate 14 facing towards the flywheel 10 .

The carrier 52 comprises a radially extending bar 53 and an axially extending bar 54, which pass openings 55 for the cooling air 15.
form 56.

A housing 57 of a brake magnet 58 is fixed in the carrier 52, while a housing 57 of a clutch electromagnet 60 is fixed on the crosspiece 53.

The housing 57, 59 accommodates a brake coil 61 and a clutch coil 62.

A fixing ring 63 is mounted on the magnetic casing 59.

The carrier 52, the magnet casing 57, 59 and the fixing ring 63 form a unit in the assembled state (see FIGS. 3 and 4), which together with the bearing plate 42 is screwed together. casing part 65 by 64
and a ball bearing 19 is mounted within said unit.

Friction lining 39 of the brake plate 22 on the front side of the carrier
The part facing away forms a brake receiver 66 which is firmly fixed to the casing.

The axially projecting portion 57 of the anchor ring 26 engages in the magnet casing 59 while forming a radial air gap.

The above device operates as described above.

In a stationary state, a width of, for example, several tenths of a millimeter is formed not only between the friction lining 29/32 of the clutch plate 21 and the flywheel ring 12 but also between the friction lining 39 of the brake plate 22 and the brake holder 66. There is an axial air gap.

Spring rings 27 and 36 hold clutch plate 21 or brake plate 22 in a predetermined "O" position.

The motor shaft 3 and flywheel 10 rotate.

The driven shaft 18 is stationary.

When the clutch coil 62 is excited, the lines of magnetic force are 7 in Fig. 2.
This occurs as shown in 0.

These lines of force are divided inside the clutch plate 21 into two mutually concentric parts.

These lines of force try to reduce the air gap.

Due to this, the clutch plate 21 has a friction lining 29.
32 is pressed against the flywheel ring 12 which rotates together with the flywheel body 11.

A clutch plate 21, which is frictionally connected to the output shaft 18 via a spring ring 27 and a rim 23, is entrained by the flywheel 10 and rotates the output shaft 18 itself.

When a current passes through the brake coil 61, a magnetic flux 71 is formed, which causes the brake plate 22 to move against the friction lining 39.
At the same time, it is pressed against the brake receiver 66.

The output shaft 18 is braked. The constantly rotating flywheel 10 sucks in a cooling air stream 15 which, via passage openings 55, 56, passes over the unit formed by the carrier 52 and the electromagnetic housing 57,59. 57, 59 in the direction of the clutch plate 21 and then between the clutch plate 21 and the electromagnet casing 57.
Further, the output shaft 1 passes between the mutually opposing front sides of the
It flows in the direction of 8.

The cooling air flow 15 then passes through the spring ring 27 and the annular space between the rim 23 and the anchor ring 26 and passes into the air gap 14 between the flywheel body 11 and the flywheel ring 12.

On leaving the casing of the motor, the cooling air 15 is deflected by a section 65 of the casing.

While the output shaft 18 is rotating, the vanes 40 of the brake plate 22 also supply cooling air 41 into the space between the brake plate 22 and the front side of the bearing plate 42.

Due to the impeller 6 sitting on the shaft 3 of the motor, which is constantly rotating, a further air flow 73 is generated which flows towards the flywheel 10 and towards the casing part 75 of the motor.
As it exits the motor casing through the axial groove 74 of the cooling air 15, it scrapes the inlet and outlet openings of the cooling air 15 and thus protects it from the ingress of dust.

When the set nut 50 is loosened, the threaded bushing 46 rotates and moves axially relative to the rim 45 of the bearing plate 42.

At this time, the output shaft 18, clutch plate 21, and brake plate 22 are moved in the same direction via the ball bearing 20.

In this way, the axial air gap between the clutch and brake is similarly adjusted.

Therefore, if the friction linings 29, 32 and 39 become worn out over time, a subsequent adjustment can be easily carried out.

Furthermore, especially for the initial adjustment, the axial air gap of the clutch can be adjusted independently by turning the threaded bushing 8 of the bearing plate 7.

In the modified embodiment according to FIG. 5, instead of the housing 57 of the electromagnet, a housing 79 is provided,
The casing includes a series of crosspieces 78 facing toward the output shaft 18.
These crosspieces form an air gap T9, and a ball bearing 19 is inserted between the crosspieces.

The bearing plate 80 is provided with an air inlet opening 81 .

An additional cooling air flow 82 is drawn in from the flywheel 10 through this opening, which flows through the space between the brake plate 22 and the bearing plate 80 and passes through the opening in the spring ring 36. After passing through the air gap 79 it merges with the cooling air stream 15.

In this embodiment, the wings 40 are omitted.

In the clutch motor described above, all heat generating surfaces are directly in the cooling air stream inside the clutch-brake system.

Cooling air channels can easily have very large cross sections so that no air stagnation can occur.

For the output shaft, a sturdy two-point support is obtained by using the electromagnetic unit as the seat of the bearing.

The mass of the clutch and brake plates is small due to the light support 30.38 for the large area of the friction lining.

The dimensions of the electromagnets 58, 60 can be selected to be large without requiring too much installation space in the clutch motor.

This results in a large force in the axial air gap.

The friction surface of the friction lining can be particularly large in this electromagnetic arrangement, resulting in low surface loads and therefore low wear.

In the flywheel ring 12, several plug-shaped pieces 84, for example, made of a lubricating plastic, especially polytetrafluoroethylene, are divided in the outer circumferential direction.
is inserted.

The piece 84 is the piece 8 facing axially on the front side not covered by the friction lining 29 of the anchor ring 26.
The length in the axial direction of 4 is determined so that the front surface of the assembled piece 84 of the motor facing the direction of the anchor ring 26 rests on the anchor ring 26 when the clutch coil 62 is de-energized.

During the first connection operation the piece 84 rubs against the anchor ring 26.

As a result, a thin polytetrafluoroethylene film is formed on the engagement surfaces of the flywheel and clutch plate.

Such a coating, which in practice generally has a thickness of only a quarter, substantially reduces the wear of the friction surfaces, and in particular of the friction lining 29, 32.

The clutching process is particularly smooth.

Corresponding to the wear and tear of the friction lining, the plastic coating is constantly compensated for by the joint wear of the pieces 84.

A piece 85 having the same structure is divided in the outer circumferential direction and inserted into the hole of the brake receiver 66.

Said piece engages the part of the support 38 that is free from the friction lining 39.

The action of piece 85 corresponds to that of piece 84.

The plastic pieces with the structure of pieces 84 and 85 are shown in Figures 1 and 2.
Of course, it is also advantageous to provide it in the embodiment according to the figures.

The embodiments of the present invention will be described as follows.

(1) The stationary brake receiver is fixed within the casing, and both electromagnets 58 and 60 form an assembly unit together with the stationary brake receiver, and the unit is fixed within the casing. Clutch motor according to the utility model registration claims.

(2) The clutch motor according to claim 1 and item (1) above, wherein the brake receiver 66 is housed in an annular space between the clutch plate and the brake plate.

(3) The cooling air stream 15 first passes radially inwardly behind the brake pad 66 and then axially between the two electromagnets 58,60 and then passes behind the clutch plate 21 and further radially. the preceding clause, characterized in that it is guided radially inwardly, then axially past the clutch plate and finally again radially outwardly behind the part of the flywheel 10 that is in frictional engagement with the clutch plate. Clutch motor described in .

(4) The clutch motor according to items (1) to (3) above, wherein the brake receiver 66 is firmly fixed to the casing and formed by the carrier 52.

(5) The clutch motor according to items (1) to (4) above, wherein the carrier 52 is fixed to the outer bearing plates 42 and 80.

(6) The structural unit formed by the electromagnets 5B, 60 and the carrier 52 is supported on the output 18 of the motor via a bearing 19.
Clutch motor according to items 1) to (5).

(7) The bearing 19 is connected to the electromagnet 58, 60 and the carrier 52
Clutch motor according to the preceding item, characterized in that it is mounted on a crosspiece 78 that forms an air gap 79 of the output shaft 18 and/or the output shaft 18.

(8) Items (1) to (8) above, characterized in that the electromagnets 58 and 60 are connected to the carrier 52 by caulking.
Clutch motor as described in section.

(9) The brake plate 22 further carries blades 40 for generating another cooling air flow 41 on the side facing away from the brake receiver 66.
Clutch motor according to items 2) to 8).

00) The flywheel 10 carries a flywheel ring 12 made of a magnetically permeable material on its front side facing the clutch plate 21, and this ring allows the cooling air flow 15 of the flywheel body 11 to pass through. The utility model registration claim and the above-mentioned item (1) are characterized in that the utility model is placed on a crosspiece 13 forming an air gap 14.
Clutch motor according to items (9) to (9).

0υ The wing shaft 6 is fixed on the motor shaft 3,
It is characterized in that the air flow 73 generated by the wing shaft is guided in the following manner, namely to rub against the inlet opening and the exit aperture of the air flow 15 passing between the electromagnets 58 and 60. Scope of utility model registration claims and paragraphs (1) to (10) above
) Glue latch motor listed in section.

a2) one rim 23.24 with a clutch plate and a brake plate 21.22 each fixed on the output shaft 18;
a spring element 2, the rim of which forms a cooling air passage groove;
Anchor ring 26 with magnetic permeability via 7, 36.
37. The clutch motor according to claim 1 and paragraphs (1) to (11) above, characterized in that the clutch motor is coupled to a clutch motor according to claim 37.

03) The anchoring ring 26.37 is surrounded by a support 30.38 made of light metal or plastic and carrying a friction lining 32.39.

04) The clutch motor according to the preceding paragraph, characterized in that the support 30.38 is fixed by caulking on the anchor ring 26.37.

(1) The clutch motor according to item (13) or item (14), wherein the support body 30 of the clutch plate 21 is surrounded by a ring 31 having magnetic conductivity.

(16) A magnetically conductive ring 31 surrounding the anchor ring 26 and support body 30 of the clutch plate 21 is configured so that the magnetic flux TO generated by the disposed clutch electromagnet 60 is divided into three parts. The clutch motor described in the preceding section, characterized in that:

゛The output shaft 18 moves in the axial direction with respect to the motor's casing 7.42゜65.75, 80, and by moving it in this way, not only the air gap in the axial direction on the clutch side but also the air gap on the brake side The clutch motor according to items (2) to (16) above, wherein the gap is also adjusted at the same time.

(18) Motor shaft 3 is motor casing 7゜4
2.65.75.80 The clutch motor according to the utility model registration claim and items (1) to (17) above, characterized in that the clutch motor moves in the axial direction with respect to 65.75.80.

(L9) In order to move the shafts 3, 18 in the axial direction, a threaded bushing 8; 46 is provided which surrounds the shafts and is screwed into the bearing plate 7.42.80, the axial setting movement of the bushing being screwed into the bearing plate 7.42.80. A clutch motor for distributing paper as set forth in items (17) and (18) above, characterized in that the information is transmitted to the shaft.

(20) At least one piece 84,85 made of lubricating plastic and protruding in the axial direction is inserted on the side of the flywheel 10 and/or brake receiver 66 facing the clutch plate or brake plate. The scope of claims for utility model registration and the above-mentioned (
Clutch motor according to items 1) to (19).

[Brief explanation of drawings]

Figure 1 is a longitudinal sectional view of the clutch motor, Figure 2 is a partially enlarged view of the clutch-brake device of the clutch motor in Figure 1, and Figure 3 is the electromagnet casing and support of the clutch motor in Figures 1 and 2. FIG. 4 shows a left side view of the structural unit of FIG. 3, and FIG. 5 shows a front view similar to FIG. 2 of a modified embodiment of the clutch motor. 3... Drive shaft, 10... Flywheel, 15... Cooling air flow, 2]... Clutch plate, 22... Brake Board, 58, 60・
·····electromagnet.

Claims (1)

[Claims for Utility Model Registration] A motor casing; a stator provided within the casing; a rotor rotatable relative to the stator; and a rotor shaft that rotates together with the rotor; attached to the rotor shaft. a flywheel that rotates together with the rotor shaft;
an output shaft separate from the rotor shaft; a stationary brake receiver mounted in the casing and surrounding the output shaft with a space; mounted on the output shaft axially adjacent to the flywheel; a brake plate mounted on the output shaft axially spaced apart from the clutch plate and axially adjacent to the brake receiver; an electromagnet belonging to the clutch plate; a first electromagnet that is energized to bring the clutch plate into frictional engagement with the flywheel; an electromagnet belonging to the brake plate that is energized so as to bring the brake plate into frictional engagement with the brake receiver; a second electromagnet; in which case the brake receiver and the electromagnets are located in the space between the clutch plate and the brake plate, and the electromagnets are radially separated from each other and are continuous with each other. an air gap; and air flow generating means for generating air flow through the casing and through the air gap between the dual chamber magnets. ”