KR101653897B1 - Eddy-current-type reduction gear - Google Patents

Abstract

In the adiabatic swing type eddy current type speed reducing apparatus, the number of parts is not so small, and the apparatus is made compact, while the cost is low, and the operation required force for switching between braking on and braking off is reduced. The magnet support member 4 which is a ferromagnetic substance in which the permanent magnets 3 are arranged at regular intervals so that the directions of the magnetic poles of the braking drums 2 attached to the rotary shaft 1 are opposite to each other, ), So that the required angle can be turned and moved. A group of pole pieces 5, which are basically the same angular positions as the permanent magnets 3, which are ferromagnetic bodies, are supported by a supporting member 6a provided between the pole pieces 5 via a supporting member 6a which is a non- 3) is provided between the permanent magnet group and the braking drum (2). The notches 5a are provided on the side of the front end of the plurality of pole pieces 5 in the moving direction of the magnet support member 4 and at the side opposite to the permanent magnet 3 at the time of switching from the braking off to the braking on .

Description

[0001] EDDY-CURRENT-TYPE REDUCTION GEAR [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an eddy current type vehicle decelerating device (hereinafter referred to as a retarder) mounted on a large-sized bus or truck, for example, as an auxiliary brake. (Hereinafter, referred to as " actuation force ") necessary for switching between braking on and braking off.

For example, in the case of a large vehicle such as a truck or a bus, an engine brake or an exhaust brake is mounted as an auxiliary brake in addition to a main brake foot brake (friction brake). In recent years, as the capacity of the engine mounted on the vehicle is reduced, the ability of engine brakes and exhaust brakes is lowered. Therefore, there are many cases in which retarders are introduced to reinforce the auxiliary brakes.

The retarder is largely classified into a system using an electromagnet and a system using a permanent magnet in order to generate a magnetic field for generating a braking force. In recent years, a permanent magnet type retarder which does not require energization at the time of braking is used as a mainstream . This permanent magnet type retarder is divided into two types, that is, drum type and disk type, depending on the shape of the braking member in which the braking force is generated.

For example, Patent Document 1 and Patent Document 2 disclose a general configuration of a permanent magnet type retarder mounted on a large-sized vehicle.

Among them, Patent Document 1 discloses a drum type retarder. As shown in Fig. 10, the retarder fixes a cylindrical braking drum 2, which is a braking member, to a rotating shaft 1 such as a propeller shaft.

A ring-shaped magnet support member 4 having a plurality of permanent magnets 3 arranged in the circumferential direction is disposed inside the braking drum 2. A pole piece 5 is disposed between the permanent magnet group 3 and the braking drum 2 and is a ferromagnetic substance disposed at the same angular position as the permanent magnet 3 basically. These pole pieces 5 are supported between the pole pieces 5 by a support 6 having a support member 6a which is a non-magnetic body interposed therebetween.

On the other hand, Patent Document 2 discloses a disc-shaped retarder. As shown in Fig. 11, this retarder fixes a disk-shaped brake disk 7, which is a braking member, to the rotating shaft 1. [

An annular magnet support member 4 is disposed so as to face the main surface 7a of the brake disk 7 and to which a plurality of permanent magnets 3 are provided in the circumferential direction. A pole piece 5 is disposed between the permanent magnet group 3 and the braking disk 7 and is a ferromagnetic substance disposed at the same angular position as the permanent magnet 3 basically. These pole pieces 5 are supported between the pole pieces 5 by a support 6 having a support member 6a which is a non-magnetic body interposed therebetween.

In the case of the drum-type or disk-type retarder, the magnet support member is moved to a predetermined position to switch between the braking on and the braking off.

In the case of these drum type and disk type retarders, both of them are opposed to the permanent magnet 3 by the action of the magnetic field from the permanent magnet 3 An eddy current is generated on the inner circumferential surface of the braking drum 2 or the main surface 7a of the brake disk 7. [ By this eddy current, a braking force is generated in the braking drum or the braking disc rotating together with the rotating shaft in the direction opposite to the rotating direction, and the rotating shaft is decelerated. Figs. 10 and 11 (c) are diagrams showing the configuration of a non-regenerative magnetic circuit. Fig.

However, in the case of the drum-type and disk-type retarders, both require a large actuation force for rotation of the magnet support member when switching between braking-on and braking-off, did.

Therefore, a retarder for the purpose of reducing the required actuation force required for rotating the magnet support member when switching between braking on and braking off has been proposed in Patent Document 3.

The retarder proposed in Patent Document 3 has an outer magnet ring and an inner magnet ring which are opposed to the inner peripheral surface of the braking drum and in which a plurality of permanent magnets are arranged at predetermined intervals in the circumferential direction from the braking drum side, , So that the permanent magnets are opposed to each other. In the outer magnet ring, the plurality of permanent magnets are arranged such that the magnetic poles face the circumferential direction and the magnetic poles facing each other in the circumferential direction are of the same polarity. On the other hand, in the inner magnet ring, the plurality of permanent magnets are disposed such that the magnetic poles are directed in the radial direction and the adjacent poles in the circumferential direction are alternately polarized. The inner peripheral surface of the outer magnet ring is provided with recesses extending in the circumferential direction extending from the permanent magnets in the circumferential direction extending along the permanent magnet. In addition, the outer peripheral magnet ring is further punched at positions at both ends of the recess, Respectively.

In the case of the retarder proposed in Patent Document 3, the operating force required to rotate the inner magnet ring when switching between braking on and braking off is reduced. However, there is a problem that the number of parts is increased from the structure and the manufacturing cost is increased.

Therefore, the applicant has found that the rotation of the magnet support member at the time of switching from the braking-off to the braking-ON is performed by the piston lot protruding in the rotational direction of the braking drum by supplying air to the larger piston- (Patent Document 4).

In the case of the retarder proposed in Patent Document 4, there is no problem that the manufacturing cost is increased because the number of parts does not change. However, when attempting to reduce the cost and size of the entire apparatus, the force of the air cylinder is insufficient in the retarder proposed in Patent Document 4. On the other hand, if an air cylinder satisfying a predetermined compression force is employed, low cost and small size can not be achieved.

Japanese Patent Application Laid-Open No. 1-298948 Japanese Patent Application Laid-Open No. 1-234044 Japanese Patent Application Laid-Open No. 2007-82338 Japanese Patent No. 4581186

A problem to be solved by the present invention is that a conventional retarder aiming at reducing the required actuation force at the time of switching between braking on and braking off has a large number of parts. In order to further miniaturize the apparatus, the force of the air cylinder is insufficient.

The retarder according to the present invention is intended to reduce the required operating force at the time of switching between braking-on and braking-off, while minimizing the number of parts and further reducing the size of the apparatus will be.

The retarder of the present invention is characterized in that,

In the case of a single row swivel type retarder having the structure shown in Fig. 10 or a disk type retarder having the structure shown in Fig. 11,

A cut-out portion is provided on the side of the front end side of the magnet support member in the turning movement direction of the magnet support member and in the side opposed to the permanent magnet, when switching from the braking-off to the braking-on side of the plurality of pole pieces among the pole piece groups arranged in the circumferential direction Which is the most important feature.

In the present invention, a plurality of pole pieces of the pole piece group arranged in the circumferential direction are arranged on the side of the front end side in the turning movement direction of the magnet support member and on the side opposed to the permanent magnet at the time of switching from braking- The flow of the magnetic flux from the permanent magnet to the pole piece for each individual or common electrode changes. As a result, the peak generating positions of the attractive force and the repulsive force acting between the permanent magnet and the pole piece for each individual pole or the pole are changed, and the operation force required for switching between the braking on and the braking off can be reduced.

In the present invention, among the pole piece groups arranged in the circumferential direction, a plurality of pole pieces are provided on the front end side in the turning movement direction of the magnet support member at the time of switching from the brake-off to the braking- It is possible to effectively reduce the operation force required for switching between the braking off and braking on.

As a result, it is possible to employ an actuator which is lower in cost than in the prior art, and which has a small operating force for switching between braking-off and braking-on. As a result, it is possible to reduce the overall size and weight of the device.

Figs. 1 (a) to 1 (d) are views for explaining an example of the shape of a pole piece employed in the retarder of the present invention, (e) are views showing an example of a combination of the pole pieces to be employed.
2 (a) is a graph showing the relationship between the operating force required for switching from the braking-off to the braking-on state by rotation of the braking drum in the direction opposite to the rotational direction of the braking drum (hereinafter simply referred to as reverse direction) (B) is a view similar to Fig. 3 (a) in the case of Fig. 3 (b). Fig.
Fig. 3 is a view showing an example of a pole piece shape of the heat insulating pivoting type retarder according to the present invention at the time of reverse rotation, wherein Fig. 3 (a) shows a pole piece provided with a cut- (B) shows a case in which the pole piece provided with the notch portion is disposed on the entire circumference.
FIG. 4A is a diagram comparing the braking torque of the technique of the present invention with the technique of Patent Document 4, and FIG. 4B is a diagram comparing the magnetic leakage loss torque in the same manner.
Fig. 5 is a view similar to Fig. 3 when the braking drum is rotated in the same direction as the rotational direction of the braking drum (hereinafter referred to as forward direction).
Fig. 6 is a view similar to Fig. 2 (a) during forward rotation.
Fig. 7 is a graph showing the results of numerical analysis of the required actuation force required for switching between braking off and braking on. Fig. 7 (a) is a graph showing the relationship between the braking- Is a time of switching from braking-on to braking-off by reverse rotation.
8 is a view for explaining the relationship between the pole piece and the permanent magnet when viewed from the cross-sectional direction of the rotating shaft.
Fig. 9 is an angle formed by the straight line connecting the front and rear ends on the inner circumferential side of the pawl piece (hereinafter referred to as the pole piece angle) in the case where the notch is not provided from the shaft center of the pivot shaft when viewed from the cross- (Hereinafter referred to as a magnet angle) formed by a straight line connecting the front and rear ends of the outer circumferential side of the permanent magnet at a position opposed to the pole piece, and a value obtained by dividing the operating force ratio and the braking torque ratio, Fig.
Fig. 10 is an explanatory view of a conventional drum type retarder of the adiabatic swing type, in which (a) is a sectional view in the direction of the rotation axis, (b) is an explanatory diagram of a magnetic circuit configuration at the same time, Fig. 7 is an explanatory diagram of the magnetic circuit configuration.
Fig. 11 is a view similar to Fig. 10 illustrating a conventional disk type retarder.
Fig. 12 is a view showing the moving direction of the magnet support member and the shape of the pole piece in the conventional retarder of the adiabatic swing type. Fig. 12 (a) shows the forward rotation and Fig. 12 (b) shows the reverse rotation.
FIG. 13 is a view for explaining a conventional pole piece shape employed in the retarder, and the left side of the drawing is viewed from the side, and the right side of the drawing is a perspective view seen from the front and lower side in the circumferential direction.
FIG. 14 is a graph showing the results of numerical analysis of the required actuation force required for switching between braking-on and braking-off in the adiabatic swing type retarder proposed in Patent Document 4, wherein (a) , and (b) show the reverse rotation time.

It is an object of the present invention to reduce the required operating force required at the time of switching between braking on and braking off while minimizing the number of parts and further reducing the size of the apparatus.

The above object is achieved by providing a cut-out portion of a plurality of pole pieces of the pole piece group arranged in the circumferential direction on the side opposite to the front end side of the magnet supporting member in the turning movement direction and on the side opposed to the permanent magnet.

Example

Fig. 12 is a view showing the moving direction of the magnet supporting member 4 in the conventional retarder of the adiabatic swirl type using the pole piece 5 having the shape shown in Fig. 14 is a graph showing the relationship between the operating force required for switching the braking on and the braking off in the case of applying the technique proposed in the patent document 4 to the conventional retarder of the adiabatic turning method shown in Fig. And Fig.

Fig. 14 is a view corresponding to Fig. 6 of Patent Document 4, and results equivalent to those of the adiabatic turning type retarder shown by the solid line in Fig. 6 of Patent Document 4 are obtained. As described above, in the technique proposed in Patent Document 4, when switching from braking-off to braking-ON, the demagnetizing field caused by eddy currents generated in the braking drum and the magnetic field from the permanent magnet are mutually repulsive, It is confirmed that the force by the air cylinder is small because the force for pressing the permanent magnet is added.

However, in response to the demand for improved fuel economy of the vehicle from the market, there is a demand from automobile manufacturers for further downsizing and weight reduction of retarders.

Thus, the inventors have repeatedly found that the flow of the magnetic flux between the permanent magnet and the pole piece, which is the source of the required actuation force required at the time of switching from the braking-off to the braking-on of the permanent magnet type retarder, Review.

If the peak can be suppressed by dispersing the flow of the magnetic flux between the permanent magnet and the pole piece, it is possible to employ an air cylinder which can be reduced in cost and size while satisfying a predetermined pressure force, I can do it.

As a result of repeated investigations made by the inventors, it has been found that when the pole piece is provided at the front end side in the turning movement direction of the magnet support member at the time of switching from the braking-off to the braking- The peak of the magnetic flux flow between the pole pieces can be suppressed.

That is, when the cut-out portion is provided at the above-mentioned position of the pole piece, the timing of the force acting at the moment when the lower end of the pole piece and the upper end of the permanent magnet move away from or approach each other when switching from braking- It is shifted relative to the pole piece having no joint.

This shift of the timing also makes it possible to reduce the required actuation force at the time of switching from the braking-off to the braking-on of the retarder. Therefore, it is possible to adopt an air cylinder of small size and light weight, and the cost and size of the entire apparatus can be reduced.

Figs. 1 (a) to 1 (d) show one example of a cut-out portion provided on the front end side of the pole piece in the pivot movement direction of the magnet support member when shifted from the braking-off to braking- .

1 (a) to 1 (c) show an example in which a cutout 5a having the same transverse section is provided in the axial direction of the rotary shaft. In FIG. 1a, the transverse section is a rectangle, ) The drawing is an example in which the cross section is circular arc.

Fig. 1 (d) shows an example in which a cut-out portion 5a having a larger cross-section in the shape of a rectangle in the axial direction of the rotary shaft is provided.

As described above, the cut-out portion 5a provided at the above-mentioned position of the pole piece 5 can be braked off in the braking off state compared to the conventional shape in which no cut-out portion is provided, The required operation force required for switching to ON is reduced.

Fig. 2 is a graph showing the results obtained when the operating force required for switching from braking-off to braking-on by reverse rotation is obtained under the same conditions as in Fig. 14 (b). 1 (a), the pole piece 5 provided with the notched portion 5a shown in Fig. 1 (a) and the pole piece 5 without the cutout portion shown in Fig. 13 are alternately arranged (See Fig. 3 (a)). The figure (b) shows a case in which the pole piece 5 provided with the notch 5a shown in Fig. 1 (a) is disposed around the entire periphery (see Fig. 3 (b)).

In comparison between Figs. 2 (a) and 2 (b) and Fig. 14 (b), in the case of adopting a pole piece provided with a notch portion, the operating force required for switching from braking- Compared with the case where a non-installed pole piece is employed.

2 (a) and 2 (b), FIG. 2 (b) in which the pole piece 5 provided with the cutout 5a is disposed on the entire periphery is shown in FIG. 2 2 (a) in which the pole piece 5 and the pole piece 5 without the cut-out portion are arranged alternately, the operation force is smaller.

However, as shown in Fig. 4, in the case of Fig. 3 (b) in which the pole piece 5 provided with the notched portion 5a is disposed all around, the braking torque is equivalent to that proposed in Patent Document 4 However, the magnetic leakage torque rises slightly.

3 (a) in which the pole pieces 5 provided with the notches 5a and the pole pieces 5 without the cutouts are alternately arranged, the braking torque and the self- As shown in Fig. 4, is equivalent to the technique proposed in Patent Document 4. Fig.

Fig. 6 is a graph showing the result of calculating the required actuation force required when switching from the braking-off to the braking-on by the forward rotation under the same conditions as in Fig. 14 (a) 5) and the pole pieces 5 not provided with cutouts are arranged alternately (see Fig. 5 (a)).

In comparison between Fig. 6 and Fig. 14 (a), the required actuation force for switching from braking-off to braking-on by forward rotation is smaller than that in the case of employing a pole piece without a cut- have.

Fig. 7 (a) is a graph showing a result obtained by numerical analysis of the required actuation force required for switching from braking-off to braking-on by forward rotation; Fig. 7 (b) Fig. 5 is a graph showing the results obtained by numerical analysis of the required actuation force required for switching. Fig.

Referring to Fig. 7 (a), the required actuation force required when switching from the braking-off to the braking-on by the forward rotation is the maximum number of revolutions (3600 rpm) It can be seen that it becomes maximum at the position immediately after the operation to ON.

On the other hand, in FIG. 7 (b), the required actuation force required when switching from the braking on to the braking off by the reverse rotation is the minimum number of revolutions (0 rpm) The maximum value is obtained.

The inventors of the present invention have found that when the switching from braking-off to braking-on and switching from braking-on to braking-off, the maximum actuation force is calculated by dividing the pole piece angle α1 by the magnet angle α2 / Magnet angle)) (refer to FIG. 8) was changed and found by numerical analysis.

The inventors have also found by numerical analysis that the ratio of the braking torque and the magnetic leakage torque (pole piece angle / magnet angle) when the number of revolutions is 3600 rpm (see FIG. 4), which is the maximum, is changed.

Fig. 9 shows the relationship between the actuation required force, braking torque and magnetic leakage torque, and (pole piece angle / magnet angle) ratio. 9, when the ratio of (pole piece angle / magnet angle) is in the range of 1.047 to 1.13, the balance between the switching from the braking-off to the braking-ON and the operating force required when switching from the braking- It can be understood that the drop of the braking torque can be reduced with a small magnetic leakage torque. A more preferable ratio (pole piece angle / magnet angle) is 1.09 to 1.13. The braking torque and the magnetic leakage torque shown in Fig. 9 were expressed as ratios to the torque ratio (= 1.0) in the case of 3600 rpm shown in Fig.

The results shown in Figs. 2, 4, 6, 7, 9 and 14 are obtained when 32 permanent magnets are installed in the circumferential direction. According to the numerical analysis of the inventors, The same tendency is obtained.

It is needless to say that the present invention is not limited to the above-described example, and it is needless to say that the embodiments may be appropriately changed as long as they are within the scope of the technical idea described in the claims.

For example, the notches 5a formed in the pole piece 5 may all have the same shape as in the example described earlier. However, as shown in Fig. 1 (e), for example, It may be a similar type. It is also possible to repeat the combination shown in Fig. 1 (e).

However, it is best to alternately arrange the pole piece having the cutout portion and the pole piece having no cutout portion capable of realizing the braking torque and the magnetic dropout loss torque equivalent to those of the prior art while effectively reducing the required operation force. Needless to say, it is a form.

The above example describes the drum-type retarder of the adiabatic revolution type shown in Fig. 10, but needless to say, the same action and effect can be obtained for the disk type retarder shown in Fig.

1: rotating shaft 2: braking drum
3: permanent magnet 4: magnet supporting member
5: pole piece 6: support
6a: Support member 7: Brake disk
7a:

Claims (11)

A braking drum integrally attached to the rotating shaft,
A magnet supporting member which is supported so as to face the braking drum and in which permanent magnets are arranged at regular intervals so that the directions of the magnetic poles are opposite to each other in the circumferential direction of the braking drum;
A support provided between the permanent magnet group and the braking drum and provided with a pole piece group which is a ferromagnetic substance disposed at the same angular position as the permanent magnets,
And,
The supporting member is provided with a supporting member, which is a non-magnetic material, between each of the pole pieces of the pole piece group,
Wherein the magnet supporting member is a single swing type eddy current type speed reducing device configured to be capable of turning at a required angle along a circumferential direction about a rotational axis,
Characterized in that a plurality of pole pieces of the pole piece group are provided with cutouts on the side of the front end of the magnet support member in the turning movement direction of the magnet support member when shifted from the braking-off to the braking- Speed reduction device. A brake disk integrally attached to the rotary shaft,
A ferromagnetic magnet supporting member provided so as to face the main surface of the brake disc and having permanent magnets arranged at regular intervals so that the directions of the magnetic poles are opposite to each other in the circumferential direction of the brake disc;
A support provided between the brake disk and the permanent magnet group and provided with a pole piece group which is a ferromagnetic substance disposed at the same angular position as the permanent magnets,
And,
The supporting member is provided with a supporting member, which is a non-magnetic material, between each of the pole pieces of the pole piece group,
Wherein the magnet support member is a disc-shaped eddy-current type speed-reducing device configured to be capable of turning at a predetermined angle along a circumferential direction about a rotation axis,
Characterized in that a plurality of pole pieces of the pole piece group are provided with cutouts on the side of the front end of the magnet support member in the turning movement direction of the magnet support member when shifted from the braking-off to the braking- Speed reduction device. The method according to claim 1 or 2,
Wherein the cut-out portions provided on the plurality of pole pieces have the same shape. The method according to claim 1 or 2,
Wherein the cut-out portions provided on the plurality of pole pieces have different shapes. The method of claim 3,
Wherein the pole piece is arranged alternately with the notched portion and without the cut-away portion. The method of claim 4,
Wherein the pole piece is arranged alternately with the notched portion and without the cut-away portion. The method according to claim 1 or 2,
The angle formed by the straight line connecting the front and rear ends on the inner circumferential side of the pole piece in the case of not providing the cut-out portion from the shaft center of the rotating shaft in the case where viewed from the cross- Wherein a value obtained by dividing the angle by an angle formed by the straight line connecting the front and rear ends of the outer periphery of the magnet is 1.047 or more and 1.13 or less. The method of claim 3,
The angle formed by the straight line connecting the front and rear ends on the inner circumferential side of the pole piece in the case of not providing the cut-out portion from the shaft center of the rotating shaft in the case where viewed from the cross- Wherein a value obtained by dividing the angle by an angle formed by the straight line connecting the front and rear ends of the outer periphery of the magnet is 1.047 or more and 1.13 or less. The method of claim 4,
The angle formed by the straight line connecting the front and rear ends on the inner circumferential side of the pole piece in the case of not providing the cut-out portion from the shaft center of the rotating shaft in the case where viewed from the cross- Wherein a value obtained by dividing the angle by an angle formed by the straight line connecting the front and rear ends of the outer periphery of the magnet is 1.047 or more and 1.13 or less. The method of claim 5,
The angle formed by the straight line connecting the front and rear ends on the inner circumferential side of the pole piece in the case of not providing the cut-out portion from the shaft center of the rotating shaft in the case where viewed from the cross- Wherein a value obtained by dividing the angle by an angle formed by the straight line connecting the front and rear ends of the outer periphery of the magnet is 1.047 or more and 1.13 or less. The method of claim 6,
The angle formed by the straight line connecting the front and rear ends on the inner circumferential side of the pole piece in the case of not providing the cut-out portion from the shaft center of the rotating shaft in the case where viewed from the cross- Wherein a value obtained by dividing the angle by an angle formed by the straight line connecting the front and rear ends of the outer periphery of the magnet is 1.047 or more and 1.13 or less.

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