WO2013147073A1

WO2013147073A1 - Eddy-current-type reduction gear

Info

Publication number: WO2013147073A1
Application number: PCT/JP2013/059359
Authority: WO
Inventors: 今西　憲治; 齋藤　晃; 裕野上; 野口　泰隆; 山口　博行; 洋三奥田
Original assignee: 新日鐵住金株式会社
Priority date: 2012-03-29
Filing date: 2013-03-28
Publication date: 2013-10-03
Also published as: KR101653897B1; JPWO2013147073A1; KR20140141612A; CN104205590A; JP5825428B2; CN104205590B

Abstract

A single-row rotating-type eddy-current-type reduction gear, wherein the number of components is not large, and low cost is achieved and the amount of operating power needed during switching between braking on and braking off is reduced while further reduction in the size of the device is achieved. A magnet support member (4) for a ferromagnetic material in which permanent magnets (3) are arranged with a constant interval therebetween is provided facing a braking drum (2) so as to be able to rotate through a necessary angle, so that magnetic poles are in opposite orientations to each other in the circumferential direction of the braking drum (2), which is attached to a rotating shaft (1). A support (3) in which a group of pole pieces (5) of a ferromagnetic material arranged at basically the same angle positions as the permanent magnets (3) is provided with support members (6a) of a non-magnetic material interposed between the pole pieces (5) is provided between the group of permanent magnets and the braking drum (2). Notch parts (5a) are provided in sides of the plurality of pole pieces (5) facing the permanent magnets (3), on front end sides in the direction in which the magnet support member (4) moves during switching from braking off to braking on.

Description

Eddy current reducer

The present invention relates to an eddy current type speed reducer (hereinafter referred to as a retarder) for vehicles mounted as an auxiliary brake on, for example, a large-sized / medium-sized bus or truck. In particular, it is intended to reduce the operating force required for switching between braking on and braking off (hereinafter referred to as the required operating force).

For example, in the case of large vehicles such as trucks and buses, an engine brake and an exhaust brake are mounted as auxiliary brakes in addition to a foot brake (friction brake) which is a main brake. In recent years, the capacity of engine brakes and exhaust brakes has been reduced as the engine mounted on a vehicle has been reduced in displacement, and therefore, the number of cases where a retarder has been introduced to strengthen the auxiliary brakes has increased.

Retarders are broadly divided into methods using electromagnets and methods using permanent magnets in order to generate a magnetic field that provides braking force. Recently, permanent magnet type retarders that do not require energization during braking have become mainstream. It has become. This permanent magnet type retarder is classified into two types, a drum type and a disk type, according to the shape of the braking member to which the braking force is provided.

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

Of these, Patent Document 1 discloses a drum-type retarder. In this retarder, as shown in FIG. 10, a cylindrical braking drum 2 as a braking member is fixed to a rotating shaft 1 such as a propeller shaft.

Further, a ring-shaped magnet support member 4 provided with a plurality of permanent magnets 3 in the circumferential direction is arranged inside the brake drum 2. A ferromagnetic pole piece 5 is disposed between the group of permanent magnets 3 and the braking drum 2 at the same angular position as the permanent magnet 3. These pole pieces 5 are supported by a support body 6 in which a nonmagnetic support member 6 a is interposed between the pole pieces 5.

On the other hand, Patent Document 2 discloses a disk-type retarder. As shown in FIG. 11, this retarder has a disc-shaped braking disk 7 as a braking member fixed to the rotating shaft 1.

Further, an annular magnet support member 4 provided with a plurality of permanent magnets 3 in the circumferential direction is disposed so as to face the main surface 7a of the brake disk 7. A ferromagnetic pole piece 5 is disposed between the group of permanent magnets 3 and the braking disk 7 at the same angular position as the permanent magnet 3. These pole pieces 5 are supported by a support body 6 in which a nonmagnetic support member 6 a is interposed between the pole pieces 5.

In the case of the above-mentioned drum type or disk type retarder, the brake support is switched on and off by moving the magnet support member to a predetermined position.

In the case of these drum-type and disk-type retarders, the inner circumference of the brake drum 2 facing the permanent magnet 3 by the action of the magnetic field from the permanent magnet 3 in both cases shown in FIGS. An eddy current is generated on the surface or the main surface 7 a of the braking disk 7. The eddy current causes a braking force in the direction opposite to the rotation direction on the brake drum or the brake disk that rotates together with the rotation shaft, and decelerates the rotation shaft. FIGS. 10 and 11 (c) are diagrams showing a magnetic circuit configuration during non-braking.

However, in the case of both the drum type and the disk type retarder, both require large operating force to rotate the magnet support member when switching between braking on and braking off. It was difficult.

Therefore, Patent Document 3 proposes a retarder for reducing the required operating force required for the rotation of the magnet support member when switching between braking on and braking off.

The retarder proposed in Patent Document 3 is configured such that an outer magnet ring and an inner side are arranged such that a plurality of permanent magnets are arranged at predetermined intervals in the circumferential direction from the brake drum side, facing the inner peripheral surface of the brake drum. Magnet rings are provided so that the permanent magnets face each other. Among these, in the outer magnet ring, the plurality of permanent magnets are arranged such that the magnetic poles are oriented in the circumferential direction and the magnetic poles facing in the circumferential direction are the same polarity. On the other hand, in the inner magnet ring, the plurality of permanent magnets are arranged such that the magnetic poles are directed in the diameter direction and the magnetic poles adjacent in the circumferential direction are alternately opposite in polarity. The inner circumferential surface of the outer magnet ring is formed with recesses extending from the permanent magnet at both ends in the circumferential direction extending along the permanent magnet, and the outer magnet ring is further provided at both ends of the recess. The dug-down part dug down is formed avoiding the permanent magnet.

In the case of the retarder proposed in Patent Document 3, the required 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 increases due to the structure and the manufacturing cost increases.

Therefore, the applicant performs rotation of the magnet support member when switching from braking-off to braking-on by causing the piston lot to protrude in the rotation direction of the braking drum by supplying air to the side having the larger piston pressure receiving area. A retarder configured as described above was proposed (Patent Document 4).

In the case of the retarder proposed in Patent Document 4, since the number of parts does not change, there is no problem that the manufacturing cost increases. However, when trying to further reduce the cost and size of the entire apparatus, the retarder proposed in Patent Document 4 lacks the force of the air cylinder. On the other hand, if an air cylinder that satisfies a predetermined pushing and pulling force is employed, the cost and size cannot be reduced.

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

The problem to be solved by the present invention is that the conventional retarder for reducing the required operating force required for switching between braking on and braking off has a large number of parts. Further, if the size of the device is further reduced, the air cylinder force is insufficient.

The retarder of the present invention aims to reduce the required force when switching between braking on and braking off at the lowest possible cost while reducing the number of parts and further reducing the size of the device. It was made.

The retarder of the present invention
In the single row swirl type retarder having the configuration shown in FIG. 10 or the disc type retarder having the configuration shown in FIG.
Of the plurality of pole piece groups arranged in the circumferential direction, a plurality of pole pieces are notched on the front end side in the turning direction of the magnet support member when switching from braking off to braking on and facing the permanent magnet. The main feature is that it has a department.

In the present invention, among the pole piece groups arranged in the circumferential direction, the plurality of pole pieces are opposed to the permanent magnet on the front end side in the turning movement direction of the magnet support member when switching from braking off to braking on. Since the notch is provided on the side, the flow of the magnetic flux from the permanent magnet to the pole piece for each or the same pole changes. This makes it possible to reduce the required force when switching between braking on and braking off by changing the peak position of the attractive force and repulsive force acting between the permanent magnet and pole piece for each or different poles. It becomes.

In the present invention, among the pole piece groups arranged in the circumferential direction, a plurality of pole pieces are arranged on the front end side of the turning direction of the magnet support member when switching from braking off to braking on and on the side facing the permanent magnet. By providing the notch, it is possible to effectively reduce the required operating force when switching between braking-off and braking-on.

As a result, it is possible to employ an actuator that is lower in cost than the conventional one and requires a smaller force required for switching between braking-off and braking-on. As a result, the entire device can be reduced in size and weight. Is possible.

(A)-(d) is a figure explaining the example of the shape of the pole piece employ | adopted as the retarder of this invention, The figure which looked at the paper surface left side from the side, respectively, The paper surface right side is the perspective view seen from the front lower direction of the circumferential direction (E) is the figure which looked at the example of the combination of the pole piece to employ | adopted from the side. (A) is an operation required force required for switching from braking off to braking on by rotation in the direction opposite to the rotation direction of the brake drum (hereinafter simply referred to as reverse direction) in the case shown in FIG. The figure which showed the result calculated | required by numerical analysis, (b) is a figure similar to (a) in the case shown in FIG.3 (b). It is a figure which shows an example of the pole piece shape of the retarder of the single row turning system of this invention at the time of reverse rotation, (a) is the pole piece which provided the notch part, and the pole piece which does not provide a notch part alternately (B) is a case where the pole piece provided with the notch is arranged all around. (A) is the figure which compared the braking torque of this invention and the technique of patent document 4, (b) is the figure which similarly compared the magnetic leakage loss torque. FIG. 4 is a view similar to FIG. 3 when the brake drum rotates in the same direction (hereinafter referred to as a forward direction). It is the same figure as Fig.2 (a) at the time of rotation of a forward direction. The figure which showed the result of calculating | requiring the required operation force required when switching a brake off and a brake on by numerical analysis, (a) is at the time of switching from the brake off by the forward rotation to a brake on, (b) is This is when switching from braking on to braking off due to rotation in the reverse direction. It is a figure explaining the relationship between a pole piece and a permanent magnet when it sees from the cross-sectional direction of a rotating shaft. An angle formed by a straight line connecting the front and rear ends on the inner peripheral side of the pole piece when the notch portion is not provided from the axis center of the rotation shaft when viewed from the cross-sectional direction of the rotation shaft (hereinafter referred to as the pole piece) Angle)) divided by the angle formed by the straight line connecting the front and rear ends of the permanent magnet at the position facing the pole piece (hereinafter referred to as magnet angle), the required operating force ratio and the braking torque. It is the figure which showed the relationship of ratio / magnetic leakage torque ratio. It is a figure explaining the conventional drum type retarder of a single row turning system, (a) is sectional drawing of a rotating shaft direction, (b) is explanatory drawing of the magnetic circuit structure at the time of braking, (c) is at the time of non-braking It is explanatory drawing of a magnetic circuit structure. It is a figure similar to FIG. 10 explaining the conventional disc type retarder. It is a figure which shows the moving direction of a magnet support member and the shape of a pole piece in the conventional retarder of a single row turning system, (a) shows the time of forward rotation, (b) shows the time of reverse rotation. It is a figure explaining the conventional pole piece shape employ | adopted as a retarder, the figure which looked at the paper surface left side from the side surface, and the paper surface right side is the perspective view seen from the front lower direction of the circumferential direction. The figure which showed the result of having calculated | required the required operating force required at the time of switching of braking-on and braking-off in the single row turning type retarder proposed by patent document 4 by the numerical analysis, (a) is the time of forward rotation , (B) shows the time of rotation in the reverse direction.

An object of the present invention is to reduce the required operating force when switching between braking on and braking off at as low a cost as possible without increasing the number of parts and further reducing the size of the device. To do.

The object is to provide notches on the front end side of the plurality of pole pieces in the turning direction of the magnet support member and on the side facing the permanent magnet of the group of pole pieces arranged in the circumferential direction. Realized by.

FIG. 12 is a view showing the moving direction of the magnet support member 4 in the conventional retarder of the single row swivel type using the pole piece 5 having the shape shown in FIG. FIG. 14 shows an operation necessary for switching between braking-on and braking-off in the case of applying the technique proposed by the applicant in Patent Document 4 in the conventional retarder of the single-row turning system shown in FIG. It is the figure which showed the result of having calculated | required required force by the numerical analysis.

FIG. 14 is a diagram corresponding to FIG. 6 of Patent Document 4, and a result equivalent to that of the single-row swirl type retarder shown by the solid line in FIG. 6 of Patent Document 4 is obtained. As described above, in the technique proposed in Patent Document 4, the demagnetizing field accompanying the eddy current generated in the braking drum and the magnetic field from the permanent magnet repel each other when switching from braking-off to braking-on. Since a force to push the permanent magnet is applied, it can be confirmed that the force by the air cylinder may be small.

However, automakers are demanding further reductions in the size and weight of the retarder in response to demands for improving the fuel efficiency of vehicles from the market.

Therefore, the inventors have suppressed the peak by dispersing the flow of magnetic flux between the permanent magnet and the pole piece, which is the source of the required operating force when switching from braking off to braking on of the permanent magnet type retarder. Repeated examination.

If the flow of magnetic flux between the permanent magnet and the pole piece can be dispersed and the peak can be suppressed, an air cylinder that satisfies the specified push / pull force and can be reduced in cost and size can be adopted. This is because the weight and weight can be reduced.

As a result of repeated studies by the inventors, when the notch portion is provided on the pole piece of the magnet support member when switching from braking off to braking on, on the front end side in the turning direction of the magnet support member and on the side facing the permanent magnet, It was found that the peak of the flow of magnetic flux between the permanent magnet and the pole piece can be suppressed.

That is, when a notch is provided at the 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 are separated or approached when switching from braking off to braking on is notched. It will deviate compared to the pole piece that is not provided.

And, due to this timing shift, the required operating force when the retarder is switched from braking off to braking on can be reduced. Therefore, it is possible to adopt a small and lightweight air cylinder, and the entire apparatus can be reduced in cost and size.

FIGS. 1A to 1D show examples of notches provided on the pole piece on the front end side in the turning direction of the magnet support member when switching from braking off to braking on and on the side facing the permanent magnet. .

1 (a) to 1 (c) are examples in which a notch 5a having the same cross section is provided in the axial direction of the rotating shaft, (a) the cross section is rectangular, and (b) the cross section is cross section. Is a triangular shape, and FIG. 6C shows an example in which the cross section is an arc shape.

FIG. 1 (d) shows an example in which a notch 5a having a rectangular cross section is provided in the axial direction of the rotation axis.

In this way, the notch 5a provided at the position of the pole piece 5 is braked as compared to the conventional shape shown in FIG. The required operating force is reduced when switching from off to braking on.

FIG. 2 is a diagram showing the result of obtaining the required operating force required when switching from braking-off to braking-on by rotating in the reverse direction under the same conditions as in FIG. 14 (b). Of these figures, (a) shows the case where the pole pieces 5 provided with the notches 5a shown in FIG. 1 (a) and the pole pieces 5 shown in FIG. 13 without the notches are alternately arranged. (See FIG. 3A). FIG. 3B shows the case where the pole piece 5 provided with the notch 5a shown in FIG. 1A is arranged all around (see FIG. 3B).

Comparing FIGS. 2 (a), 2 (b) and 14 (b), when a pole piece provided with a notch is used, the required operating force for switching from braking off to braking on is notch. It is smaller than the case where a pole piece without a part is adopted.

On the other hand, when comparing FIGS. 2 (a) and 2 (b), FIG. 2 (b) in which the pole piece 5 provided with the notch 5a is arranged around the entire circumference is different from the pole piece 5 provided with the notch 5a. The required force for operation is smaller than that of FIG. 2A in which the pole pieces 5 not provided with the notches are alternately arranged.

However, in the case of FIG. 3B in which the pole piece 5 provided with the notch 5a is arranged all around, as shown in FIG. 4, the braking torque is equivalent to the technique proposed in Patent Document 4. However, the magnetic leakage torque slightly increases.

On the other hand, in the case of FIG. 3A in which the pole pieces 5 provided with the notches 5a and the pole pieces 5 not provided with the notches are alternately arranged, the braking torque and the magnetic leakage torque are shown in FIG. As shown, this technique is equivalent to the technique proposed in Patent Document 4.

FIG. 6 is a diagram showing the result of obtaining the required operating force required for switching from braking-off to braking-on by forward rotation under the same conditions as in FIG. 14 (a), and provided with a notch 5a. This is a case where the pole pieces 5 and the pole pieces 5 not provided with notches are alternately arranged (see FIG. 5A).

When FIG. 6 is compared with FIG. 14A, the required operating force when switching from braking off to braking on by forward rotation is also greater than when using a pole piece without a notch. It is getting smaller.

FIG. 7A is a diagram showing the result of calculating the required force required for switching from braking-off to braking-on by forward rotation by numerical analysis, and FIG. 7B shows braking from braking-on by reverse rotation. It is the figure which showed the result of having calculated | required the required operating force required when switching to off by numerical analysis.

From FIG. 7 (a), the required operating force required to switch from braking off to braking on by forward rotation is from braking off to braking on at the maximum rotational speed (3600rpm) of the numerical analysis. It can be seen that the maximum is obtained immediately after the operation.

On the other hand, as shown in FIG. 7B, the required operating force when switching from braking on to braking off by reverse rotation is the position where braking is off in the case of the minimum number of revolutions (0 rpm) among the numerical analysis. It turns out that it becomes the maximum.

The inventors calculated the maximum required operating force at the time of switching from braking off to braking on and switching from braking on to braking off by dividing the pole piece angle α1 by the magnet angle α2 (hereinafter referred to as ( The pole piece angle / magnet angle) ratio (see FIG. 8) was changed and obtained by numerical analysis.

In addition, the inventors obtained the maximum braking torque and magnetic leakage torque when the rotational speed is 3600 rpm (see FIG. 4) by numerical analysis by changing the (pole piece angle / magnet angle) ratio.

FIG. 9 shows the relationship between the required operating force, braking torque, magnetic leakage torque, and (pole piece angle / magnet angle) ratio. As shown in FIG. 9, when the (pole piece angle / magnet angle) ratio is in the range of 1.047 to 1.13, the operation at the time of switching from braking off to braking on and the switching from braking on to braking off is performed. It can be seen that a reduction in braking torque can be reduced with a small magnetic leakage torque while balancing the required force. A more desirable (pole piece angle / magnet angle) ratio is 1.09 to 1.13. Note that the braking torque and magnetic leakage torque in FIG. 9 are expressed as a ratio to the torque ratio (= 1.0) in the case of 3600 rpm shown in FIG.

The results shown in FIG. 2, FIG. 4, FIG. 6, FIG. 7, FIG. 9 and FIG. 14 are obtained when 32 permanent magnets are installed in the circumferential direction. A similar tendency is obtained in the range of 16 to 48.

Of course, the present invention is not limited to the above-described example, and it is needless to say that the embodiments may be appropriately changed 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 above. However, as shown in FIG. 1 (e), for example, the similarity increases in order in the circumferential direction. It may be a shape. Further, the combination shown in FIG. 1E may be repeated.

However, a pole piece with a notch and a pole piece without a notch that can effectively reduce the required operating force and achieve the same braking torque and magnetic leakage loss torque as the prior art. It goes without saying that the alternate arrangement is the best embodiment.

In the above example, the single-row swirl type drum type retarder shown in FIG. 10 is described. Needless to say, the same effect can be obtained with the disk type retarder shown in FIG.

DESCRIPTION OF SYMBOLS 1 Rotating shaft 2 Brake drum 3 Permanent magnet 4 Magnet support member 5 Pole piece 6 Support body 6a Support member 7 Brake disc 7a Main surface

Claims

A braking drum integrally attached to the rotating shaft;
A ferromagnetic magnet support member that is supported opposite to the brake drum and has permanent magnets arranged at a certain interval so that the magnetic poles are opposite to each other in the circumferential direction of the brake drum,
A non-magnetic ferromagnetic pole piece group disposed between the permanent magnet group and the brake drum between each pole piece of the pole piece group. A support body installed with a body support member interposed therebetween,
Single-row swirl type eddy current reduction device configured to allow the magnet support member to swivel in the circumferential direction around the required angle and rotation axis,
Or
A braking disk integrally attached to the rotating shaft;
A ferromagnetic magnet support member provided so as to face the main surface of the brake disk and having permanent magnets arranged at a certain interval so that the magnetic poles are opposite to each other in the circumferential direction of the brake disk; ,
A non-magnetic ferromagnetic pole piece group disposed between the brake disk and the permanent magnet group between the pole pieces in the pole piece group. A support body installed with a body support member interposed therebetween,
A disk-type eddy current type decelerating device configured such that the magnet support member is pivotable in a circumferential direction around a predetermined angle and a rotation axis;
In
Of the group of pole pieces arranged in the circumferential direction, a plurality of pole pieces are cut on the front end side in the turning direction of the magnet support member when switching from braking off to braking on and on the side facing the permanent magnet. An eddy current type speed reducer characterized by providing a notch.
2. The eddy current type reduction device according to claim 1, wherein the notches provided in a plurality of pole pieces have the same shape.
2. The eddy current type reduction device according to claim 1, wherein the notch portions provided in the plurality of pole pieces have different shapes.
4. The eddy current type deceleration according to claim 2, wherein the pole piece has the notch portion and the pole piece that does not have the notch portion are alternately arranged. 5. apparatus.
When viewed from the cross-sectional direction of the rotating shaft, the angle formed by the straight line connecting the front and rear ends on the inner peripheral side of the pole piece when the notch is not provided from the axial center of the rotating shaft The value obtained by dividing by the angle formed by the straight line connecting the front and rear ends of the outer peripheral side of the permanent magnet at a position opposite to is in a range from 1.047 to 1.13. The eddy current type reduction gear according to any one of the above.