WO2022032448A1 - 一种衔铁组件及其应用 - Google Patents

一种衔铁组件及其应用 Download PDF

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Publication number
WO2022032448A1
WO2022032448A1 PCT/CN2020/108255 CN2020108255W WO2022032448A1 WO 2022032448 A1 WO2022032448 A1 WO 2022032448A1 CN 2020108255 W CN2020108255 W CN 2020108255W WO 2022032448 A1 WO2022032448 A1 WO 2022032448A1
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WO
WIPO (PCT)
Prior art keywords
armature
brake
permanent magnet
magnetic
yoke
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PCT/CN2020/108255
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English (en)
French (fr)
Inventor
孙天夫
龙凌辉
梁嘉宁
石印洲
林定方
潘仲鸣
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深圳先进技术研究院
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Priority to PCT/CN2020/108255 priority Critical patent/WO2022032448A1/zh
Publication of WO2022032448A1 publication Critical patent/WO2022032448A1/zh

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/102—Structural association with clutches, brakes, gears, pulleys or mechanical starters with friction brakes

Definitions

  • the present application belongs to the field of automation technology, and in particular relates to an armature assembly and its application.
  • the motor brakes are mainly divided into electromagnetic power-off brakes, motor excitation brakes, permanent magnet brakes, and magnetic powder brakes.
  • the motor excitation brake and the magnetic powder brake need an external power supply to realize the braking of the motor when the motor is braked, while the electromagnetic power-off brake and the permanent magnet brake can make friction through the spring force or the magnetic force of the permanent magnet under the condition of external power failure.
  • the piece is in contact with the armature, which produces a braking torque.
  • the working condition of this application is braking when the external power supply is cut off, which is consistent with the electromagnetic power-off brake and the permanent magnet brake. Therefore, the innovation of the present application will mainly be compared with electromagnetic power-off brakes and permanent magnet brakes.
  • the working principle of the existing electromagnetic loss-of-power brake is as follows: when the motor starts to work, the coil of the brake generates current and generates a magnetic field on the yoke, and then the magnetic field on the yoke attracts the armature and leaves the friction plate on the brake disc , so that the motor can run without friction.
  • the power supply is cut off, the current on the coil attenuates, resulting in a drop in the magnetic force, and the armature bounces off by the spring force and contacts with the friction plate of the brake disc to generate braking torque, which makes the motor stop quickly.
  • the coil When the motor starts, the coil is fed with current, so that the current generates a magnetic field opposite to the permanent magnet and cancels the magnetic field generated by the permanent magnet, and then the armature is pulled back from the friction plate by the plate spring on the motor hub, so that the motor can Frictionless operation.
  • the motor starts to brake, the power supply is cut off, the current decays rapidly, and the armature contacts the friction plate under the attraction of the permanent magnet, so that the motor brakes quickly.
  • the electromagnetic brake responds slowly when the power is cut off; in the electromagnetic power-off brake and the permanent magnet brake, the magnetic attraction is generated due to the large current required.
  • the power caused by the armature is higher; the braking torque of the permanent magnet brake is reduced due to magnetic leakage during operation.
  • the electromagnetic brake Based on the traditional electromagnetic power-off brake or permanent magnet brake, due to the excessive mass of the armature, the electromagnetic brake responds slowly when the power is cut off; in the electromagnetic power-off brake and the permanent magnet brake, a large current is required to generate a magnetic force The power caused by attracting the armature is relatively high; the braking torque of the permanent magnet brake decreases due to magnetic leakage during operation.
  • the present application provides an armature assembly and its application.
  • the present application provides an armature assembly, including an armature, the armature is connected to a friction plate, the armature is connected to a magnetic yoke, the magnetic yoke is provided with a braking coil, and the armature is connected to the Permanent magnets are arranged between the yokes.
  • the armature is connected to a non-magnetically conductive ring, and the non-magnetically conductive ring is connected to the friction plate.
  • armature and the non-magnetically conductive ring are connected by means of gluing, welding, interference fit, pins, bolts or slots.
  • Another embodiment provided by the present application is that the armature is attached to the magnetic yoke through clearance fit.
  • the non-magnetically conductive ring is an aluminum block.
  • the armature is nested on the non-magnetically conductive ring, and the armature is made of a composite material of a non-magnetically conductive material and iron.
  • the present application also provides an application of the armature assembly, where the armature assembly is applied to a brake or a clutch.
  • the non-magnetic conductive ring is in clearance fit with the casing.
  • the length of the air gap between the armature and the magnetic yoke is equal to the length of the space distance between the armature and the magnetic yoke.
  • the present application also provides an application circuit of an armature assembly, comprising a DC voltage source, a switch, a first resistor, a braking coil, a second resistor and a diode connected in sequence, the diode is connected to the DC voltage source, and the switch is connected to the DC voltage source.
  • a capacitor is connected, the capacitor is connected to a third resistor, the third resistor is connected to the DC voltage source, and the third resistor is connected to the diode; the diode is connected to the normally closed delay disconnect switch, so The normally closed time delay disconnect switch is connected to the brake coil, and the normally closed time delay disconnect switch is connected to the second resistance resistor.
  • the application of the armature assembly provided by the present application is a new type of electromagnetic power-off brake.
  • the armature assembly provided by the present application can effectively reduce the quality of the armature, speed up the response time of the brake when braking, reduce the magnetic flux leakage of the permanent magnet, and solve the problem of the decrease in braking torque caused by the wear of the friction plate.
  • the armature assembly In the application of the armature assembly provided by the present application, when the motor is started, the armature is attracted by the electromagnetic force generated by the coil, so as to realize the frictionless operation of the motor. When the brake is powered off, the brake relies on the magnetic force of the permanent magnet to realize the contact between the armature and the friction plate to generate braking torque.
  • the armature and its magnetic circuit are individually designed, so that the lower surface of the armature and the magnetic yoke are radially fitted to reduce the air gap and increase the magnetic density, and then the other side of the armature is connected to the magnetic yoke. The other end is attached to generate an axial magnetic force.
  • the brake circuit is designed, and a normally closed time delay disconnect switch is added to the circuit, so that when the brake is turned on, the coil passes a large current and generates a large magnetic field to disconnect the armature. Suction; when the armature is successfully sucked and attached to the yoke, the normally closed time delay disconnect switch is automatically disconnected, so that the brake coil is connected in parallel with the large resistance, thereby reducing the working current of the brake, and realizing the brake power and Fever reduction.
  • the armature assembly provided by the present application realizes the mechanical structure of reducing the air gap of the magnetic circuit through the cooperation between the armature and the magnetic yoke.
  • the armature assembly uses permanent magnets instead of springs, and the permanent magnets are placed between the yoke and the armature; the permanent magnet flux linkages form a closed-loop structure through the permanent magnet-armature-yoke; meanwhile, the coil flux linkages pass through the yoke - The air gap - the armature forms a closed loop.
  • the armature pushes the friction plate through the non-magnetic conductive ring to form a brake.
  • the application circuit of the armature assembly provided by the present application relies on the normally closed time-delayed disconnect switch to realize the circuit for reducing the coil current.
  • the mass of the armature can be reduced by more than 50%, so that the system has a higher response speed when the brake is braking.
  • the application circuit of the armature assembly provided by the present application is especially aimed at the control circuit of the brake, so that when the brake works stably, the working current of the brake can be effectively reduced, thereby reducing the power and heat of the brake, and effectively preventing the local high temperature short circuit of the circuit and the high temperature of the permanent magnet. Demagnetization phenomenon.
  • Fig. 1 is the permanent magnet magnetic field circuit schematic diagram of the brake of the present application under the braking state
  • FIG. 2 is a schematic diagram of a coil magnetic field circuit when the brake of the present application is in a non-braking state (starting);
  • FIG. 3 is a schematic diagram of the partial structure of the brake of the present application.
  • FIG. 5 is a schematic diagram of the magnetic circuit air gap of the present application.
  • FIG. 6 is a schematic diagram of the brake working air gap braking state of the present application.
  • FIG. 7 is a schematic diagram of the non-braking state of the brake working air gap of the present application.
  • Fig. 9 is the second structural schematic diagram of the brake of the present application.
  • FIG. 10 is a schematic diagram of the first three-dimensional structure of the brake space of the present application.
  • 11 is a schematic diagram of the second three-dimensional structure of the brake space of the present application.
  • Fig. 12 is the force diagram of the brake armature of the brake of the present application.
  • Fig. 14 is the force diagram of the motor starting armature of the present application.
  • Fig. 15 is the armature displacement diagram when the motor of the present application is started
  • Fig. 16 is the magnetic field intensity distribution diagram of the motor starting brake of the present application.
  • Fig. 17 is the electric motor braking brake magnetic field intensity distribution diagram of the present application.
  • the traditional electromagnetic power-off brake will wear the friction plate due to repeated work, which will further increase the air gap between the armature and the yoke in the brake, reduce the magnetic field strength, reduce the magnetic force, and reduce the braking torque.
  • the permanent magnet brake releases the armature, the coil needs to generate a magnetic field opposite to that of the permanent magnet. Therefore, if the coil magnetic field is too large, the permanent magnet may be demagnetized.
  • the present application provides an armature assembly, including an armature 1, the armature 1 is connected with the friction plate 16, the armature 1 is connected with a magnetic yoke 3, and a braking coil 8 is disposed on the magnetic yoke 3 , a permanent magnet 4 is arranged between the armature 1 and the yoke 3 .
  • the brake coil 8 is wound on the yoke 3 .
  • the armature 1 is in direct contact with the friction plate 16 for braking.
  • the present application also provides an armature assembly, including an armature 1 , the armature 1 is connected to a non-magnetically conductive ring 2 , the non-magnetically conductive ring 2 is connected to the friction plate 16 , and the armature 1 is connected to a magnetic yoke 3 A braking coil 8 is arranged on the magnetic yoke 3 , and a permanent magnet 4 is arranged between the armature 1 and the magnetic yoke 3 .
  • the brake coil 8 is wound on the yoke 3 .
  • the armature 1 is nested on the non-magnetic conductive ring 2 .
  • armature 1 and the non-magnetically conductive ring 2 are connected by means of gluing, welding, interference fit, pins, bolts or slots.
  • the armature 1 is attached to the yoke 3 through clearance fit.
  • non-magnetic conductive ring 2 is an aluminum block.
  • the conventional brake armature 1 is in sufficient contact with the magnetic yoke 3 so that its cross-sectional area is substantially equal to that of the magnetic yoke 3 . Therefore, the traditional design significantly increases the mass of the armature 1 while ensuring the contact area between the armature 1 and the magnetic yoke 3 , sacrificing the response speed of the brake during the braking process.
  • the present application improves the structure of the brake armature 1 (as shown in the figure).
  • the armature, the outer ring of 1 is nested on the non-magnetically conductive ring 2, and the armature is connected with the light non-magnetically conductive ring 2 by gluing, welding, interference fit, pins, bolts, slots, etc. (in the motor During the braking process, the armature 1 is moved to the left by the attractive force of the permanent magnet 4 and squeezes the non-magnetically conductive ring 2 to make it contact with the friction plate 16 to realize braking.
  • the armature 1 and the non-magnetically conductive ring 2 The junction surface between them is subjected to compressive stress; in the working state of the motor (non-braking state), the armature 1 is subjected to the electromagnetic force to the right and is attached to the yoke 3 on the right side.
  • the armature 1 and the non-magnetic conductive circle The joint surface between the rings 2 is not subjected to force. Therefore, the joint surface between the armature 1 and the non-magnetically conductive ring 2 will not be structurally damaged due to excessive tensile stress; It specifically plays the role of increasing the braking area of the friction plate 16.
  • the end area of the armature 1 Since the end area of the armature 1 is small, it can only partially contact the friction plate 16, which will increase the compressive stress per unit area on the friction plate 16 and accelerate the friction plate 16. Therefore, by adding a non-magnetically conductive ring 2 to increase the contact area with the friction plate 16 to reduce the wear of the friction plate 16.
  • the size of the non-magnetically conductive ring 2 needs to be designed under the condition of ensuring structural strength. as small as possible).
  • the armature 1 is made of a composite material of non-magnetic conductive material and iron.
  • the present application also provides an application of the armature assembly, where the armature assembly is applied to a brake or a clutch.
  • the working principle is as shown in the figure: permanent magnet 4 (permanent magnet 4 is fixed on the yoke 3 and does not move during operation) to generate a magnetic field (as shown by the arrow) to attract the armature 1 to the left Move, and then the armature 1 pushes the aluminum block on the left so that the friction plate 16 on the motor output shaft is in contact with the aluminum block and the motor casing respectively, thereby generating braking torque to stop the motor from rotating (in the design, the application is in the permanent magnet A safety distance is designed between the armature, so that when the aluminum block and the friction plate 16 contact and brake, there is still a certain distance between the permanent magnet 4 and the armature 1, thereby ensuring that the permanent magnet 4 will not be damaged by impact).
  • the working principle is as shown in the figure: the current is applied to the coil to generate a magnetic field as shown in the figure (as shown by the arrow) on the yoke 3, and the magnetic field generated by the coil overcomes the magnetic field force generated by the permanent magnet and The armature 1 and the aluminum block are moved to the right, so that the aluminum block and the friction plate 16 are separated, so as to realize the frictionless rotation of the motor.
  • the armature 1 and the non-magnetically conductive ring 2 move to the right, the air gap between the permanent magnet 4 and the armature 1 in FIG. 1 increases, thereby increasing the reluctance of the magnetic field circuit shown in FIG. 1 and further reducing the The braking force due to the magnetic force of the permanent magnet 4 .
  • the non-magnetic conductive ring 2 is in clearance fit with the brake housing 15 .
  • the inner ring of the armature 1 is attached to the yoke 3 by means of clearance fit, thereby reducing the magnetic resistance and increasing the magnetic field strength.
  • the outer ring of the non-magnetically conductive ring 2 is in clearance fit with the inner wall of the brake housing 15 , and the armature 1 and the non-magnetically conductive ring 2 can slide normally in the inner wall of the brake housing 15 .
  • the length of the air gap between the armature 1 and the yoke 3 is equal to the length of the space distance between the armature 1 and the yoke 3 .
  • the present application significantly reduces the quality of the armature 1 .
  • the air gap between the armature 1 and the yoke 3 in the present application is significantly smaller than that of the traditional electromagnetic failure brake (in the traditional electromagnetic failure brake, the length of the air gap between the armature 1 and the yoke 3 is equal to the length of the armature 1 and the yoke 3 Twice the length of the space distance, the length of the air gap between the armature 1 and the yoke 3 in this application is equal to the length of the space distance between the armature 1 and the yoke 3), so this application reduces the air gap, thereby reducing the magnetic resistance and increasing the The magnetic field strength increases the magnetic field force between the armature 1 and the yoke 3 .
  • the present application also provides an application circuit of an armature assembly, including a DC voltage source 6, a switch 7, a first resistor 9, a braking coil 8, a second resistor 13 and a diode 10 connected in sequence, the diode 10 is connected to the DC voltage
  • the source 6 is connected, the switch 7 is connected to the capacitor 11, the capacitor 11 is connected to the third resistor 14, the third resistor 14 is connected to the DC voltage source 6, and the third resistor 14 is connected to the diode 10 connection;
  • the diode 10 is connected to the normally closed time delay disconnect switch 12, the normally closed time delay disconnect switch 12 is connected to the brake coil 8, and the normally closed time delay disconnect switch 12 is connected to the first Two resistors 13 are connected.
  • the circuit design of this scheme can be used not only in the brake with permanent magnet 4, but also in the traditional electromagnetic power-off brake.
  • the air gap between the permanent magnet 4 and the armature 1 is small, while the air gap between the yoke 3 and the armature 1 is large, so the brake coil 8 needs to pass a large current to attract the armature 1.
  • the air gap between the yoke 3 and the armature 1 is significantly reduced (as shown in the figure), while the air gap between the permanent magnet 4 and the armature 1 increases, so the brake only needs a small current
  • the yoke 3 can then attract the armature 1 to ensure smooth and frictionless operation of the motor.
  • the brake coil 8 will generate a lot of heat. If the temperature of the brake increases, the insulation layer of the brake coil 8 will be damaged due to overheating, and the permanent magnet 4 will be demagnetized due to excessive temperature. Therefore, in view of the above problems, the present application designs a new brake circuit.
  • the switch 7 is closed, the normally closed delay disconnect switch 12 is kept closed, and the current flows from the positive pole of the DC voltage source 6 into the first resistor 9, the control The moving coil 8 , the normally closed time delay disconnect switch 12 , the diode 10 and then to the negative electrode of the DC voltage source 6 .
  • the normally closed delay disconnect switch 12 is disconnected, the second resistor 13 is connected in series with the brake coil 8, and the resistance in the circuit increases, thereby reducing the working current of the circuit and reducing the power and heat of the brake.
  • the current can drop to the critical value faster (that is, the attractive force of the brake coil 8 to the armature 1 is equal to the attractive force of the permanent magnet 4 to the armature 1), thus Further reduce the braking time of the brakes.
  • the third resistor 14 acts as a protective capacitor, as shown in the formula:
  • the electromagnetic field finite element simulation of the brake is carried out by Maxwell, which confirms the feasibility of the application in the magnetic circuit design (as shown in Fig. 12, Fig. 13, Fig. 14, Fig. 15, Fig. 16, Fig. 17).
  • the brake can achieve braking response within 6ms, which is much lower than the traditional brake response time (30ms for the same size brake).
  • the permanent magnet 4 can generate a positive pressure of 1967N on the armature 1.
  • the friction coefficient of the friction plate 16 is selected as 0.43 according to the conventional standard, the brake can generate a braking torque of 102Nm, which is higher than the friction torque of 80Nm of the traditional brake of the same size.

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Abstract

本申请属于自动化技术领域，特别是涉及一种衔铁组件及其应用。在传统的电磁失电制动器或永磁制动器中，由于衔铁质量过大而导致电磁制动器在断电时响应较慢；在电磁失电制动器以及永磁制动器中，由于需要较大的电流产生磁力吸引衔铁而导致的功率较高；永磁制动器在工作中由于漏磁导致的制动转矩下降。本申请提供了一种衔铁组件，包括衔铁，所述衔铁与非导磁圆环连接，所述衔铁与磁轭连接，所述衔铁与所述磁轭之间设置有永磁体。可以有效降低衔铁质量，加快制动器制动时的响应时间，减小永磁体漏磁，并解决因为摩擦片磨损而导致制动转矩下降问题。

Description

一种衔铁组件及其应用 技术领域
本申请属于自动化技术领域，特别是涉及一种衔铁组件及其应用。
背景技术
目前在电机制动器主要分为电磁失电制动器，电机励磁制动器，永磁制动器，磁粉制动器。其中电机励磁制动器与磁粉制动器在电机制动时需要外接电源才能实现电机的制动，而电磁失电制动器与永磁制动器均可在外接电源断电条件下通过弹簧弹力或永磁体的磁力使摩擦片与衔铁接触，从而产生制动转矩。本申请的工作条件为外接电源断电时制动，同电磁失电制动器、永磁制动器一致。因此，本申请的创新性将主要同电磁失电制动器、永磁制动器进行对比。
其中，现有的电磁失电制动器工作原理如下：当电机开始工作时，制动器的线圈产生电流并在磁轭上产生磁场，然后磁轭上的磁场对衔铁吸引并离开制动盘上的摩擦片，从而电机可以无摩擦运转。当电机制动时候，电源断电，线圈上的电流衰减，导致磁力下降，衔铁靠弹簧弹力弹开并与制动盘的摩擦片接触产生制动转矩，使电机快速停止。当电机启动时，线圈通入电流，使电流产生与永磁体相反的磁场并与永磁体产生的磁场相抵消，然后靠电机轮毂上的板状弹簧将衔铁从摩擦片上拉回，从而使电机可以无摩擦运行。当电机开始制动时候，电源断电，电流迅速衰减，衔铁在永磁体的吸引下与摩擦片接触，从而使电机迅速制动。
在传统的电磁失电制动器或永磁制动器中，由于衔铁质量过大而导致电磁制动器在断电时响应较慢；在电磁失电制动器以及永磁制动器中，由于需要较大的电流产生磁力吸引衔铁而导致的功率较高；永磁制动器在工作中由于漏磁导致的制动转矩下降。
发明内容
1.要解决的技术问题
基于在传统的电磁失电制动器或永磁制动器中，由于衔铁质量过大而导致电磁制动器在断电时响应较慢；在电磁失电制动器以及永磁制动器中，由于需要较大的电流产生磁力吸引衔铁而导致的功率较高；永磁制动器在工作中由于漏磁导致的制动转矩下降的问题，本申请提供了一种衔铁组件及其应用。
2.技术方案
为了达到上述的目的，本申请提供了一种衔铁组件，包括衔铁，所述衔铁与摩擦片连接，所述衔铁与磁轭连接，所述磁轭上设置有制动线圈，所述衔铁与所述磁轭之间设置有永磁体。
本申请提供的另一种实施方式为：所述衔铁与非导磁圆环连接，所述非导磁圆环与所述摩擦片连接。
本申请提供的另一种实施方式为：所述衔铁与所述非导磁圆环通过胶合、焊接、过盈配合、销钉、螺栓或者卡槽方式连接。
本申请提供的另一种实施方式为：所述衔铁通过间隙配合与所述磁轭贴合。
本申请提供的另一种实施方式为：所述非导磁圆环为铝块。
本申请提供的另一种实施方式为：所述衔铁嵌套在所述非导磁圆环上，所述衔铁采用非导磁材料与铁的复合材料制成。
本申请还提供一种衔铁组件的应用，将所述衔铁组件应用于制动器或者离合器。
本申请提供的另一种实施方式为：所述非导磁圆环与机壳间隙配合。
本申请提供的另一种实施方式为：所述衔铁与所述磁轭间的气隙长度等于所述衔铁与所述磁轭空间距离长度。
本申请还提供一种衔铁组件应用电路，包括依次连接的直流电压源、开关、第一电阻、制动线圈、第二电阻和二极管，所述二极管与所述直流电压源连接，所述开关与电容连接，所述电容与第三电阻连接，所述第三电阻与所述直流电压源连接，所述第三电阻与所述二极管连接；所述二极管与常闭延时断开开关连接，所述常闭延时断开开关与所述制动线圈连接，所述常闭延时断开开关与所述第二电阻电阻连接。
3.有益效果
与现有技术相比，本申请提供的一种制动器的有益效果在于：
本申请提供的衔铁组件的应用，为一种新型的电磁失电制动器。
本申请提供的衔铁组件，可以有效降低衔铁质量，加快制动器制动时的响应时间，减小永磁体漏磁，并解决因为摩擦片磨损而导致制动转矩下降问题。
本申请提供的衔铁组件的应用，在电机启动时，通过线圈产生的电磁力吸住衔铁，实现电机无摩擦运行。当断电制动时，制动器依靠永磁体的磁力实现衔铁与摩擦片接触从而产生制动转矩。
本申请提供的衔铁组件的应用，对衔铁及其磁路进行了单独设计，使其下表面与磁轭间径向贴合，降低气隙，增大磁密，然后衔铁另一侧与磁轭另一端贴合产生轴向的磁力。通过该设计方案，可实现在衔铁体积减小的情况下，有效保证制动器的制动转矩。
本申请提供的衔铁组件的应用，对制动器电路进行了设计，在电路中加入了常闭延时断开开关，使制动器在电路导通时，线圈通入大电流并产生较大的磁场将衔铁吸住；当衔铁成 功被吸住且与磁轭贴合时，常闭延时断开开关自动断开，使制动线圈与大电阻并联，从而降低了制动器工作电流，并实现了制动器功率以及发热的降低。
本申请提供的衔铁组件，通过衔铁与磁轭间通过配合从而实现减小磁路气隙的机械结构。
本申请提供的衔铁组件，利用永磁体代替弹簧，将永磁体置于磁轭和衔铁之间；使得永磁体磁链通过永磁体-衔铁-磁轭形成闭环的结构；同时线圈磁链通过磁轭-气隙-衔铁形成闭环。
本申请提供的衔铁组件，衔铁通过非导磁圆环推动摩擦片形成制动。
本申请提供的衔铁组件应用电路，依靠常闭延时断开开关实现线圈电流减小的电路。
本申请提供的衔铁组件，通过对衔铁的优化设计，衔铁的质量可降低50％以上，使制动器在制动时，系统响应速度更高。
本申请提供的衔铁组件应用电路，特别针对本制动器的控制电路，使其在制动器稳定工作时，有效降低制动器工作电流，进而实现制动器功率以及发热降低，并有效防止电路局部高温短路，永磁体高温退磁现象。
附图说明
图1是本申请的制动器在制动状态下的永磁体磁场回路示意图；
图2是本申请的制动器非制动状态(启动)时线圈磁场回路示意图；
图3是本申请的制动器局部结构示意图；
图4是本申请的衔铁设计原理示意图；
图5是本申请的磁路气隙示意图；
图6是本申请的制动器工作气隙制动状态示意图；
图7是本申请的制动器工作气隙非制动状态示意图；
图8是本申请的制动器电路示意图；
图9是本申请的制动器第二结构示意图；
图10是本申请的制动器空间第一立体结构示意图；
图11是本申请的制动器空间第二立体结构示意图；
图12是本申请的制动器制动衔铁受力图；
图13是本申请的制动器制动衔铁位移图；
图14是本申请的电机启动衔铁受力图；
图15是本申请的电机启动时衔铁位移图；
图16是本申请的电机启动制动器磁场强度分布图；
图17是本申请的电机制动制动器磁场强度分布图；
图中：1-衔铁、2-非导磁圆环、3-磁轭、4-永磁体、5-机壳、6-直流电压源、7-开关、8-制动线圈、9-第一电阻、10-二极管、11-电容、12-常闭延时断开开关、13-第二电阻、14-第三电阻、15-制动器机壳、16-摩擦片。
具体实施方式
在下文中，将参考附图对本申请的具体实施例进行详细地描述，依照这些详细的描述，所属领域技术人员能够清楚地理解本申请，并能够实施本申请。在不违背本申请原理的情况下，各个不同的实施例中的特征可以进行组合以获得新的实施方式，或者替代某些实施例中的某些特征，获得其它优选的实施方式。
a.传统的电磁失电制动器以及永磁制动器均存在衔铁质量过大问题，导致相同吸引力作用下，衔铁的加速度减小。
b.传统的电磁失电制动器会因为多次工作而导致摩擦片磨损，进一步造成制动器中衔铁与磁轭的气隙增大，磁场强度减小，磁力减小，制动转矩减小。
c.永磁制动器在工作时会存在如图3所示的磁场回路，将增大永磁体的漏磁，尤其在衔铁与磁轭中的气隙增大时，漏磁将更加显著。
d.永磁制动器在释放衔铁时，需要线圈产生与永磁体相反的磁场，因此，若线圈磁场过大可能导致永磁体发生退磁现象。
参见图1～17，本申请提供一种衔铁组件，包括衔铁1，所述衔铁1与摩擦片16连接，所述衔铁1与磁轭3连接，所述磁轭3上设置有制动线圈8，所述衔铁1与所述磁轭3之间设置有永磁体4。制动线圈8缠绕在磁轭3上。
本方案中衔铁1与摩擦片16直接接触制动。
本申请也提供一种衔铁组件，包括衔铁1，所述衔铁1与非导磁圆环2连接，所述非导磁圆环2与所述摩擦片16连接，所述衔铁1与磁轭3连接，所述磁轭3上设置有制动线圈8，所述衔铁1与所述磁轭3之间设置有永磁体4。
制动线圈8缠绕在磁轭3上。
进一步地，所述衔铁1嵌套在所述非导磁圆环2上。
进一步地，所述衔铁1与所述非导磁圆环2通过胶合、焊接、过盈配合、销钉、螺栓或者卡槽方式连接。
进一步地，所述衔铁1通过间隙配合与所述磁轭3贴合。
进一步地，所述非导磁圆环2为铝块。
传统的制动器衔铁1为与磁轭3充分贴合，使其横截面积与磁轭3的横截面积基本相等。因此，传统设计在保障衔铁1与磁轭3之间接触面积的同时显著增大了衔铁1的质量，牺牲了制动器在制动过程中的响应速度。
针对传统设计的不足，本申请将制动器衔铁1的结构进行了改进(如图所示)。其中，衔，1外圈嵌套在非导磁圆环2上，并用胶合、焊接、过盈配合、销钉、螺栓、卡槽等方式将衔铁与轻质非导磁圆环2连接(在电机制动过程中，衔铁1受永磁体4的吸引力向左运动并挤压非导磁圆环2使其与摩擦片16接触从而实现制动，该过程中衔铁1与非导磁圆环2之间的结合面受到压应力；在电机工作状态(非制动状态)中，衔铁1受向右的电磁力并与右侧的磁轭3贴合，该过程中衔铁1与非导磁圆环2之间的结合面不受力。因此，衔铁1与非导磁圆环2之间的结合面不会因为受到过大的拉应力而导致结构破坏；；非导磁圆环2在该处具体起到增加摩擦片16制动面积的作用，由于衔铁1端面积较小，所以只能同摩擦片16局部接触，这样会增加摩擦片16上单位面积的压应力从而加速摩擦片16的磨损，因此通过增加一个非导磁圆环2去增大与摩擦片16的接触面积从而起到降低摩擦片16磨损的效果。非导磁圆环2的大小设计需要在保证结构强度的条件下尽可能减小体积)。
进一步地，所述衔铁1采用非导磁材料与铁的复合材料制成。
通过使用铝和铁的复合材料减低衔铁1质量的方法，其中铝可以替代为任何其他非导磁材料。
本申请还提供一种衔铁组件的应用，将所述衔铁组件应用于制动器或者离合器。
当电机静止或制动状态时，工作原理如图所示：永磁体4(永磁体4固定在磁轭3上，在工作中不发生位移)产生磁场(如箭头所示)吸引衔铁1向左移动，然后衔铁1推动左侧的铝块使电机输出轴上的摩擦片16分别与铝块以及电机机壳接触，从而产生制动转矩使电机停止转动(在设计中，本申请在永磁体与衔铁之间设计了安全距离，实现当铝块与摩擦片16接触制动时，永磁体4与衔铁1之间仍存在一定的距离，进而保证了永磁体4不会受到撞击而损坏)。
当电机处于启动状态时，工作原理如图所示：线圈通入电流使磁轭3上产生如图所示的磁场(如箭头所示)，由线圈产生的磁场克服永磁体产生的磁场力并使衔铁1与铝块向右移动，使得铝块与摩擦片16分离，实现电机无摩擦转动。同时，由于衔铁1与非导磁圆环2向右移动，使得图1中永磁体4与衔铁1之间的气隙增大，从而增大图1所示磁场回路的磁阻，进一步减小由于永磁体4磁力而产生的制动力。
进一步地，所述非导磁圆环2与制动器机壳15间隙配合。如图所示，衔铁1内圈通过间 隙配合的方式与磁轭3贴合，从而降低磁阻，提升磁场强度。非导磁圆环2外圈与制动器机壳15内壁间隙配合，衔铁1与非导磁圆环2可在制动器机壳15内壁中正常滑动。
进一步地，所述衔铁1与所述磁轭3间的气隙长度等于所述衔铁1与所述磁轭3空间距离长度。对比传统的电磁失电制动器以及永磁制动器，本申请显著降低了衔铁1的质量。此外，本申请中衔铁1与磁轭3间的气隙对比传统电磁失电制动器明显减小(传统电磁失电制动器中，衔铁1与磁轭3间的气隙长度是衔铁1与磁轭3空间距离长度的两倍，本申请中衔铁1与磁轭3间的气隙长度等于衔铁1与磁轭3空间距离长度)，因此本申请通过减小气隙，从而减小磁阻，增大磁场强度，实现衔铁1与磁轭3间的磁场力增大。
本申请还提供一种衔铁组件应用电路，包括依次连接的直流电压源6、开关7、第一电阻9、制动线圈8、第二电阻13和二极管10，所述二极管10与所述直流电压源6连接，所述开关7与电容11连接，所述电容11与第三电阻14连接，所述第三电阻14与所述直流电压源6连接，所述第三电阻14与所述二极管10连接；所述二极管10与常闭延时断开开关12连接，所述常闭延时断开开关12与所述制动线圈8连接，所述常闭延时断开开关12与所述第二电阻13连接。该方案的电路设计不仅可以用于带永磁体4的制动器中，同样可用于传统电磁失电制动器。
当电机准备启动时，永磁体4与衔铁1间的气隙较小，而磁轭3与衔铁1间的气隙较大，因此制动线圈8需要通入大电流将衔铁1吸住。当电机已经启动，制动器进入稳态时，磁轭3与衔铁1间气隙显著减小(如图所示)，而永磁体4与衔铁1间的气隙增大，因此制动器仅需要小电流即可将磁轭3将衔铁1吸住，从而保证电机平稳无摩擦运行。
此外，若制动器电流较大，根据焦耳热公式
Q＝I 2R
制动线圈8将产生大量热量。若制动器温度升高，将导致制动线圈8因为过热而绝缘层破坏，永磁体4因为温度过高而退磁等不利影响。因此，针对上述问题，本申请设计了新的制动器电路，当电机启动时，开关7闭合，常闭延时断开开关12保持闭合状态，电流由直流电压源6正极流入第一电阻9、制动线圈8、常闭延时断开开关12、二极管10再到直流电压源6负极。电路导通一定时间后，常闭延时断开开关12断开，第二电阻13与制动线圈8串联，电路中电阻增加，从而使电路的工作电流下降，制动器的功率以及发热降低。
此外，若制动器工作电流减小，当电机断电制动时，电流可更快下降到临界值(即制动线圈8对衔铁1的吸引力等于永磁体4对衔铁1的吸引力)，从而进一步减小制动器制动时间。
当电机制动时，开关7断开。制动器与电容11之间形成LC震荡电路，使制动线圈8能快速放电，制动器快速制动。其中第三电阻14为保护电容作用，如式：
Q＝ψ f/R
U＝Q/C
若电阻R增加，电荷量Q将下降，从而电容C两端电压U下降，因此起到保护电容的作用。
通过Maxwell对制动器进行电磁场有限元仿真，证实本申请在磁路设计上的可行性(如图12、图13、图14、图15、图16、图17所示)。如图12、图13所示，制动器可在6ms以内实现制动响应，远低于传统的制动器制动响应时间(同尺寸制动器需30ms)。制动器在制动过程中，永磁体4对衔铁1可以产生1967N的正压力。若摩擦片16的摩擦系数按常规标准选取0.43，制动器可产生102Nm的制动转矩，高于同尺寸传统制动器的80Nm摩擦转矩。如图14、图15所示，当电机启动时，制动器可在180ms左右实现衔铁1与摩擦片16的分离。因此，仿真验证本申请的电磁失电制动器可以实现快速制动响应，慢速启动的效果。
尽管在上文中参考特定的实施例对本申请进行了描述，但是所属领域技术人员应当理解，在本申请公开的原理和范围内，可以针对本申请公开的配置和细节做出许多修改。本申请的保护范围由所附的权利要求来确定，并且权利要求意在涵盖权利要求中技术特征的等同物文字意义或范围所包含的全部修改。

Claims (10)

  1. 一种衔铁组件，其特征在于：包括衔铁，所述衔铁与摩擦片连接，所述衔铁与磁轭连接，所述磁轭上设置有制动线圈，所述衔铁与所述磁轭之间设置有永磁体。
  2. 如权利要求2所述的衔铁组件，其特征在于：所述衔铁与非导磁圆环连接，所述非导磁圆环与所述摩擦片连接。
  3. 如权利要求2所述的衔铁组件，其特征在于：所述衔铁与所述非导磁圆环通过胶合、焊接、过盈配合、销钉、螺栓或者卡槽方式连接。
  4. 如权利要求1所述的衔铁组件，其特征在于：所述衔铁与磁轭间隙配合。
  5. 如权利要求2～5中任一项所述的衔铁组件，其特征在于：所述非导磁圆环为铝块。
  6. 如权利要求1所述的衔铁组件，其特征在于：所述衔铁嵌套在所述非导磁圆环上，所述衔铁采用非导磁材料与铁的复合材料制成。
  7. 一种衔铁组件的应用，其特征在于：将所述权利要求1～6中任一项所述的衔铁组件应用于制动器或者离合器。
  8. 如权利要求7所述的衔铁组件的应用，其特征在于：所述非导磁圆环与制动器机壳间隙配合。
  9. 如权利要求7所述的衔铁组件的应用，其特征在于：所述衔铁与所述磁轭间的气隙长度等于所述衔铁与所述磁轭空间距离长度。
  10. 一种衔铁组件应用电路，其特征在于：将所述权利要求1～9中任一项所述的衔铁组件应用于衔铁组件应用电路，包括依次连接的直流电压源、开关、第一电阻、制动线圈、第二电阻和二极管，所述二极管与所述直流电压源连接，所述开关与电容连接，所述电容与第三电阻连接，所述第三电阻与所述直流电压源连接，所述第三电阻与所述二极管连接；所述二极管与常闭延时断开开关连接，所述常闭延时断开开关与所述制动线圈连接，所述常闭延时断开开关与所述第二电阻连接。
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