JPS6325889Y2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a clutch motor having a power transmission mechanism operated by an electromagnet.

In a conventional electromagnetic clutch motor, as shown in Fig. 1, a clutch electromagnet 1 and a brake electromagnet 2 are fixed to a bracket 3, and a plurality of pins 5 are fixed to a flywheel 4 driven at a constant speed by a motor. A plurality of metal bearings 7 fixed to the clutch ring 6 are provided with the pin 5 so as to be fixed in the rotational direction and movable in the axial direction.
Similarly, a pin 5 is fixed to the bracket 3, and a metal bearing 7 is fixed to the brake ring 8.
is fixed to the pin 5 in the rotational direction and movable in the axial direction. Furthermore, a clutch rotor 11 having a lining 10 is fixed to the output shaft 9.

When the clutch electromagnet 1 is energized now, the magnetic flux is 10
The clutch ring 6 is attracted through the magnetic path 1 and comes into pressure contact with the lining 10, and rotational force is transmitted to the output shaft 9.

Further, when the brake electromagnet 2 is energized, the magnetic flux passes through the magnetic path 102, attracts the brake ring 8 and presses against the lining 10, and the output shaft 9 rapidly decelerates and stops.

This type of electromagnetic clutch motor is often used as a drive source for industrial sewing machines, and is required to accelerate and decelerate the output shaft 9 extremely quickly in order to increase its working efficiency. In addition, it is common for industrial sewing machines to have a function to stop the needle at a fixed position, and in order to accurately determine the stopping accuracy, the sliding angle from when a stop signal is given until the needle stops is determined. What is required is something as small as possible. In order to satisfy these requirements, it is necessary that the rotational force and braking force due to electromagnetic force be large, and in order to increase them, the gap between the clutch electromagnet 1 and the clutch ring 6, that is, the G in FIG. ₁ ,
Just make G ₂ smaller. (Also, the same applies to the brake side, so it is omitted here.) The conventional type has a gap G ₁
and _G2 are the same, that is, the clutch electromagnet 1 is configured such that the widths of the inner and outer circumferential portions of the iron core are the same. Here, in order to increase the rotational force,
As G ₁ (G ₂ ) is made smaller, the clutch ring 6, which is a rotating part, and the outer periphery of the iron core of the clutch electromagnet 1, which is a stationary part, will eventually come into contact with each other, causing heat generation and danger. The reason why the outer periphery of the core starts to come into contact with each other before the inner periphery of the core is due to the surface runout of the lining 10, and the combination of the surface runout of each component results in a considerably large value. If this surface runout is to be controlled to a small level, the processing accuracy of each component must be increased, which impairs economic efficiency. Therefore, in the conventional type, the total gap length (the sum of G ₁ and G ₂ ) has to be increased, and in order to increase the rotational force, the current flowing through the clutch electromagnet 1 must be increased. It was inefficient.

The present invention solves the above-mentioned drawbacks of the conventional art, and will be described below with reference to FIG. 2 showing an embodiment thereof. In FIG. 2, the width L 2 of the inner periphery of the core 13 is greater than the width L ₁ of the outer periphery 12 of the clutch electromagnet 1 _.
Since the gap G2 is wider than the gap _G1 , the gap _G2 is narrower than the gap G1. Here, the gap G ₁ is caused by the surface runout of the lining 10 at the outer peripheral part of the core 12.
The clutch ring 6 is set so as not to come into contact with the clutch ring 6. Moreover, the air gap G ₂ is the outer peripheral part 12 of the iron core.
and the diameter of the core inner peripheral portion 13 and the lining 1
It is determined by the size of the surface runout of G 0 and is narrower than G ₁ . Thus the voids G ₁ and G ₂
By setting , the total gap length (the sum of G ₁ and G ₂ ) can be made shorter than the conventional one, so
It becomes possible to increase rotational force (or braking force).

As is clear from the above description, the present invention can prevent contact accidents between the clutch electromagnet, which is a stationary part, and the clutch ring, which is a rotating part, without reducing the rotational force.

[Brief explanation of the drawing]

FIG. 1 is a sectional view of an electromagnetic clutch/brake portion of a conventional electromagnetic clutch motor, and FIG. 2 is a sectional view of an electromagnetic clutch portion according to an embodiment of the present invention. 1...Clutch electromagnet, 2...Brake electromagnet, 3...Bracket, 6...Clutch ring,
8... Brake ring, 9... Output shaft, 10...
Lining, 12... Core outer periphery, 13... Iron core inner periphery.

Claims (1)

[Scope of utility model registration request] A clutch electromagnet or a brake electromagnet having an iron core having a U-shaped cross section is fixed to a bracket, and a clutch ring or a brake ring forming an armature of the electromagnet is supported for axial movement,
In an electromagnetic clutch motor that transmits the rotational force of the motor to the output shaft or stops the rotation of the output shaft via the lining by the electromagnetic force of the electromagnet, a gap between the U-shaped end face of the iron core and the clutch ring or brake ring is provided. An electromagnetic clutch motor characterized in that the outer circumference is larger than the inner circumference.