WO2015040130A2

WO2015040130A2 - Retarding device

Info

Publication number: WO2015040130A2
Application number: PCT/EP2014/069930
Authority: WO
Inventors: Benedikt Bitzer; Martin Göring; Henning Schütz; Michael Wall; Raphael Weidemann; Tillman Zumstein
Original assignee: Wittenstein Ag
Priority date: 2013-09-20
Filing date: 2014-09-18
Publication date: 2015-03-26
Also published as: DE102013110430A1; WO2015040130A3

Abstract

The invention relates to a retarding device (1), in particular a retarding device (1) for mechanically detecting an overload and retarding a drive output when an overload is detected, comprising: an overload clutch, which comprises a drive element (3) and an output element (5), in order to connect a drive to a drive output for torque transmission, wherein the drive element (3) and the output element (5) are designed to execute a rotary relative movement in the event of an overload; a brake, which can be connected detachably via a brake coupling to the output element (5) for torque transmission; and a conversion device, which is designed to convert the rotary relative movement of the drive element (3) and output element (5) of the overload clutch mechanically into an engagement movement of the brake coupling, wherein the conversion device comprises a conversion element (15), which passes through the output element (5) and through the drive element (3).

Description

Field of the invention

The invention relates to a braking device and the use of a braking device.

State of the art

Electromechanical brakes are known from the prior art, which can be triggered for example by a controller or by a power failure. Such brakes usually have the task of causing axles to stop in the event of a power failure or other fault. Furthermore, brakes are known which trigger in an overload case, for example via a controller which detects an overload case and then activates an electromagnetically actuated brake.

The electrical control of the brake in case of overload is considered to be complicated and complicated in some applications. Furthermore, the dependence on an electronic system can cause difficulties.

Disclosure of the invention

The object of the invention is to improve known from the prior art brake devices or to provide a braking device, which allows in particular by an electrical control independently in an overload case setting at least one axis. The braking device is preferably simple in construction and reliable to operate.

The object is achieved with a braking device according to claim 1. Typical embodiments of brake devices include an overload clutch for connecting a drive to an output. The overload clutch comprises for this purpose a drive element and an output element. The braking device typically includes means for causing rotational relative movement between the input member and the output member in case of overload. The drive element is typically rotatably connected to a drive and the output element is typically rotatably connected to an output, so that from the drive element to the output element, a torque transmission from the drive to the output takes place. An overload case can occur, for example, if the output of a braking or holding torque is so large that a certain limit for a maximum torque to be transmitted through the overload clutch is exceeded. Such a case may be, for example, a fixed shaft or a damage on the output side. Typically, the drive element or the output element each comprise a plurality of components.

Typical overload clutches include bodies, particularly engagement bodies or rolling elements, which provide engagement between the drive member and the output member. In typical embodiments, the drive element and the output element for torque transmission via rolling elements engage with each other. Usually, the rolling elements or Engaging body by a overload clutch spring force. In embodiments, the rolling elements are pressed by an overload clutch spring in recesses in the surface of the drive element or in depressions in the surface of the driven element. The rolling elements are guided in embodiments in the respective other element of the drive element or output element in recesses. Furthermore, it is possible that in both elements, drive element and output element, recesses are provided, in which the rolling elements are accommodated. In such embodiments, in an overload case, a disengagement of the output element or the drive element takes place against an overload clutch spring. The overload clutch spring is mounted in typical embodiments on the drive element or on the driven element or on a housing. As rolling elements, for example, balls or rollers are used, which are received in depressions or recesses respectively of the drive element or the driven element. In an overload case typically occurs a disengagement of the rolling elements from the wells.

Overload clutches of typical embodiments is typically common that a rotational relative movement of the drive element to the output element occurs in the event of an overload case. Such overload clutches offer in the invention the advantage that a mechanical relative movement is present, which can be used to drive a releasable brake coupling.

Typical embodiments include a brake, which is releasably connectable via a brake coupling with the output member for transmitting torque. Typical brakes of embodiments include a permanently frictional friction disc. The friction disc is usually connected to the brake clutch or with a brake-side engagement part of the brake clutch fixed for torque transmission. The permanent friction engagement offers the advantage that a defined braking force can be adjusted or that can be dispensed with in normal operation co-rotating parts of the friction disc. Also, it is not necessary to activate particularly large forces only when an overload occurs, since the friction disc can already be obtained permanently under bias.

Usually, the friction washer, which is permanently in frictional engagement, is permanently pressed under pretension against a counter covering. In typical embodiments, the brake comprises a counter covering, which is pressed by a pressure spring permanently against the friction disc. Preferably, the pressure spring is adjustable, for example by an adjustable in the direction of the force of the spring abutment for the pressure spring. Another possibility used in embodiments is an exchangeable pressure spring, so that the pressure spring can be exchanged for another pressure spring with other elastic properties. In further typical embodiments, the friction engagement is releasably designed, for example, to prevent the brake from becoming stuck or damage to the friction disc by permanently pressed counter-covering. Advantageous brakes, however, are permanently closed. These offer the advantage of a simpler structure.

Typical embodiments comprise a transmission device, which is set up to mechanically transmit the rotational relative movement of the drive element relative to the output element of the overload clutch into an engagement movement of the brake coupling. In typical embodiments, the transmission device comprises a transmission element, which is guided by the output element and by the drive element. Such guides, which may be provided in the output element and the drive element, include grooves, scenes or pins. Generally, transmission devices typically include a slotted guide system which engages the output member and the drive member. Typically, a transmission element of the transmission device is guided in a guide of the output element and the drive element, wherein the guide has a groove and a backdrop for Guide the transmission element comprises. The transmission element may be, for example, a pin or a bolt. In typical embodiments, the transmission element is mounted such that a relative rotation of the drive element to the output element causes an axial displacement of the transmission device or of the transmission element.

Typically, the transmission element is fixedly connected to a transmission-side engaging part. The transmission-side engaging part is typically part of the transmission device. Typical transmission-side engaging parts comprise a first toothing or formations, which are suitable for a positive connection. Typical transmission-side engagement parts are designed as an axially displaceable sleeve, which is also referred to herein as a sliding sleeve. In further embodiments, transmission-side engagement parts are designed as multipart engagement elements, which are connected to the transmission element or the transmission elements. In general, in this application, as far as the term "element", in particular "transmission element" is used, assume that the respective element can also be performed several times, so for example, the "transmission element" comprise a plurality of pins or a plurality of bolts.

Typically, the brake clutch includes a brake-side engaging part which is engaged with the transmission-side engaging part in a closed state. In typical embodiments, the transmission-side engagement member is axially slidably mounted to perform the engagement movement. The brake-side engagement part is typically mounted axially non-displaceable. In other embodiments, the storage is reversed. The transmission-side engaging part is typically fixedly connected to the transmission element. The engagement members are formed in typical embodiments for positive engagement with each other. Typically, a positive connection between the transmission element via the transmission-side engagement part and the brake-side engagement part with the friction disc. In typical embodiments, the transmission-side engagement part comprises a first toothing and the brake-side engagement part comprises a second toothing. Typically, the first toothing is formed as an external toothing and the second toothing as an internal toothing. In further embodiments, wave-shaped or oval forms of engagement are provided on the engagement parts instead of the teeth.

Typically, the transmission device is non-rotatably connected for torque transmission with the output. Such a connection can be made for example via a pin or a bolt, which is guided in a backdrop. In this case, the pin or the pin or the transmission element can be fixedly connected to the other parts of the transmission device and the output element or another part of the output drive having a link. In further embodiments, the transmission device has a connecting link and a pin or a bolt is fixedly connected to the output or the driven element. Typically, the transmission device is rotatable relative to the drive element and axially displaceably mounted. The transmission element is in typical embodiments, resting on a surface of the drive element, said surface may have grooves with inlet slopes or chamfers to effect upon rotation of the drive element relative to the transmission device, an axial displacement of the transmission device via the transmission element.

Typically, the input member and the output member are pressed together by an overload clutch spring. In this way, the rolling elements of the overload clutch are held in depressions and only when a certain torque is exceeded disengagement of the rolling elements and, accordingly, a relative rotation of the drive element relative to the driven element, since the rolling elements can not impart the intervention, since they are no longer in the respective recesses are engaged. In typical embodiments, the transmission means comprises a return spring. The return spring is preferably designed as an axially acting spring which presses the transmission-side engagement part or the transmission element together with the transmission-side engagement part against a guide surface or a surface of the drive element.

Typically, the brake clutch comprises a synchronization spring. The synchronization spring typically acts in the circumferential direction. The synchronization spring may be formed as a torsion spring or springs may be arranged in the circumferential direction. Typically, the synchronization spring is provided between the brake-side engagement part and the brake disk. In further embodiments, the synchronization spring is a part of the transmission device and decouples, for example, a movement of the transmission element relative to the transmission-side engagement part. The synchronization spring has the advantage that the brake torque increase of the brake when closing the brake clutch is not abrupt but is cushioned by the synchronization spring.

Typical embodiments include a sensor for detecting an overload case. The sensor can be used to notify a controller of an occurrence of an overload.

Another independent aspect of the invention relates to the use of a braking device in one of the typical embodiments described herein.

Brief description of the drawings

Further advantages and features of preferred embodiments of the invention will be explained below with reference to the accompanying drawings, in which: Fig. 1 shows a schematic sectional view of an embodiment of the invention;

Fig. 2 shows in a perspective view the drive element of the embodiment of Fig. 1; and

3 shows an exploded view of the brake-side engagement part with synchronization spring of the embodiment of FIG. 1.

Description of typical embodiments

In Fig. 1 a typical embodiment is shown in a sectional view. The brake device 1 of FIG. 1 comprises a drive element 3 of a drive and an output element 5 of an output drive. The output element 5 is connected via rolling elements 7 to the drive element 3 for torque transmission. In this case, both the drive element 3 and the output element 5 each comprise a plurality of components. The rolling elements 7 are pressed by a Uberlastkupplungsfeder 9 in recesses 43 in the surface of the drive element 3. The overload clutch spring 9 is held by a cap 10 which is fixed on the drive member 3.

Between the rolling elements 7 and the overload clutch spring 9, an axial bearing for supporting a rotational relative movement between a pressure disc and the overload clutch spring 9 is provided. This allows a correct rolling of the rolling elements in case of overload. In addition, an adjustment of the contact pressure of the overload clutch spring is avoided by the relative movement in case of overload.

In addition, the rolling elements 7 are received in recesses 44 of the output element 5. Overload clutches, which is a transmission of Torque provided by means of spring-loaded elements, body or rolling elements can be removed, for example, DE 28 53 803 A1 or other documents of the prior art. In further embodiments, the rolling elements are pressed in the radial direction in recesses of the drive element or the output element. Basically, a reversal of depressions and recesses is possible as well as a provision exclusively of depressions in the drive element and output element.

A relative rotation of the drive member relative to the output member thus occurs, if the force of the overload clutch spring 9 is no longer sufficient to keep the rolling elements 7 in the recesses. In such a case, also referred to as an overload case, the rolling elements 7 roll or slide out of the recesses, for example via ramps with defined inclinations.

The relative rotation of the output element and of the drive element relative to one another is detected mechanically by a transmission device. This transmission device comprises as transmission elements a plurality of pins or bolts 15, which are guided in a slot 17 of the driven element. The gate 17 has a width in the circumferential direction corresponding to the diameter of the pin 15 and a length which is greater than the diameter of the pin 15. In this way, the pin 15 is rotatably coupled as a transmission element to the output element 5, whereas in the axial direction in the backdrop 17 of the output element 5 movable. The transmission device further includes a transmission-side engagement part with a sliding sleeve 19 with a first toothing 21. In an axial movement of the pin 15 as a transmission element, which is fixedly connected to the sliding sleeve 19, the first toothing 21 is axially displaced. This results in an engagement of the first toothing 21 with a second toothing 23, which is part of a brake-side engagement part 25. Between the brake-side engagement part 25 and a friction plate 27 is also a Synchronization spring installed, which allows complete engagement of the teeth before the full moment load of the teeth and circumferentially acting forces or torques in a transmission to the friction plate 27 partially absorbs. The operation of the synchronization spring will be explained in more detail in connection with FIG. The friction plate 27 may also be referred to as a brake disk.

The friction plate 27 is permanently loaded with a counter-covering 29, which is pressed by a pressure spring 31 against the friction plate 27. The brake is activated via the brake coupling with braking-side engagement part 25 and the transmission device-side engagement part with the sliding sleeve 19 only when the first toothing is engaged in the second toothing. Closed is the brake with the friction plate 27, however, permanent, except that it is decoupled except in the case of overload of the output element 5. The first toothing 21 and the second toothing 23 form a positive connection between the transmission device and the brake with the friction disk 27. In other embodiments, instead of the toothings other elements are provided for positive connection, for example, in holes engaging pins or undulating form-fitting connections.

The drive element 3 has a surface 33 with grooves 35, wherein the surface 33, in particular its shape, in connection with the following Fig. 2 will be explained in more detail. In the event of an overload case and a relative movement of the output element 5 relative to the drive element 3, the pin 15 is pushed out of the groove 35 as a transmission element and displaced in the axial direction. In this case, a return spring 37 is compressed, which is mounted on the output element 5. The return spring 37 moves after an overload case at a return of the rolling elements 7 in the recesses 43 and a corresponding rotation of the pins 15 in the link 17, the sliding sleeve 19 in its initial position. In this case, the engagement of the first toothing 21 of Sliding sleeve 19 from the second toothing 23 of the brake-side engagement part 25 is released. For this purpose, a mounting sleeve 38 is attached to the sliding sleeve 19, which produces the mechanical contact to the return spring 37. About the return spring 37 and the mounting sleeve 38, the pins 15 are acted upon by a force and always pressed in the direction of the output. This ensures in normal operation, ie not in case of overload, a secure separation of the first teeth 21 of the second toothing 23. The sliding sleeve 19 is slidably but non-rotatably mounted relative to the output element 5.

The pins 15 (only one of which is shown in FIG. 1) are distributed asymmetrically over the circumference of the transmission device in the embodiment shown. Accordingly, the grooves 35 of the drive element 3 are distributed asymmetrically over the circumference of the drive element 3. This causes only in exactly one angular position of the drive element 3 relative to the transmission means with the pins 15, an engagement of the pins 15 in the grooves 35 is possible. An example of such an establishment of an angle can be taken from DE 28 53 803 A1. To reset the return spring 37 pushes the sliding sleeve 19 back out of engagement with the other parts of the brake, in particular from the engagement with the brake-side engagement member 23, once the drive and output are connected to each other again. In this case, drive element 3 and the output element 5 rotate again at the same speed. By starting a drive connected to the drive element 3, the engagement of the transmission device is load-free and released by the omitted friction by the return spring engagement of the teeth and thus eliminated the engagement of the brake and the brake clutch.

To control the relative movement of drive element 3 and output element 5, an electronic sensor 41 is provided, which can detect the relative movement. However, the sensor 41 is optional. However, that makes it easier Sensor 41 may be in embodiments, a restart of the braking device after the occurrence of an overload case.

In Fig. 2A the drive element of Fig. 1 is shown in perspective. In the following description of Figures 2A, 2B and 3, the same reference numerals as in the description of FIG. 1 are used for the same parts, some parts will not be discussed again in detail or under certain circumstances reference numerals are omitted for clarity.

As shown in FIGS. 2A and 2B, on the surface 33, on both sides of the grooves 35 of the drive element 3, inlet and outlet bevels 36 are provided, via which, during a relative movement of the drive element 3 relative to the output element 5 (FIG Sliders 15 from the grooves 35 slide or roll. The grooves 35 are distributed irregularly or asymmetrically over the circumference of the drive element 3, as can be seen in particular in Fig. 2B.

Furthermore, the depressions 43 of the drive element 3 are arranged on a second surface, which lies axially opposite the surface 33, and shown in FIG. 2A. These depressions 43 are provided for receiving the rolling bodies 7 (FIG. 1) and serve for torque transmission in normal operation, ie not in the event of overload. In case of overload, the rolling elements 7 are pushed out of the recesses 43, wherein at the same time a relative rotation of the drive element 3 takes place relative to the output element 5.

FIG. 3 is shown as an exploded view, wherein numerous remaining parts of the embodiment of the brake device 1 of FIG. 1 are omitted for clarity. 3 synchronization springs 47 are shown with the above-mentioned function, which allow the complete engagement of the brake-side engagement part 25 with the second toothing 23 to the friction disc 27. For this purpose, the brake-side engagement part 25 first abutment 51, whereas friction plate 27 is fixedly connected to second abutments 53. The synchronization springs 47 are clamped between the first abutments 51 and the second abutments 53 and allow a relative movement of the brake-side engagement member 25 to the friction disc 27. Two covers 55 and 56 guide the synchronization springs 47 and prevent breaking in the axial direction. With a full compression of the synchronization springs, a force transmission forms analogous to a positive connection.

The invention has been described with reference to an embodiment. However, the scope of the invention is not limited to the described embodiment, but rather is determined by the claims.

Typical embodiments of the invention have various advantages, for example, embodiments can optionally dispense with an electromechanical brake actuation, so that the brake device can be made simpler. Typical embodiments of the invention are used solely to intercept an overload case. Typical embodiments are used together with other safeguards against power failure or with holding brakes, which are provided for holding a drive or output at standstill. The output side of the invention brake devices remains under control even with a separation of drive and output in case of overload. A possible place of use for embodiments are therefore drives for vertical axes, to which special security requirements are made. However, other embodiments are also used on horizontal axes or for other applications. The fact that the brake disc or the friction disc is permanently in frictional engagement or permanently stationary or at least stands still during normal operation, the mass moment of inertia is reduced. This can increase the dynamics of the drive. A manual intervention in the braking device for restoring after an overload case is included typical embodiments not required. A provision can be made for example by operating the drive in certain directions or in a specific sequence after removal of the overload case.

Claims

claims

1 . Braking device (1), in particular brake device (1) for

mechanical detection of an overload case and deceleration of a driven output in the case of a detected overload case, with:

- An overload clutch, which a drive element (3) and a

Output element (5) comprises, in order to connect a drive with a drive for torque transmission, wherein the drive element (3) and the output element (5) are arranged to perform a relative rotational movement in case of overload,

- A brake, which via a brake clutch releasably with the

Output element (5) is connectable for transmitting torque, and

a transmission device which is set up to handle the

Rotational relative movement of the drive element (3) and the

Output elements (5) of the overload clutch mechanically into a

To transmit engagement movement of the brake coupling,

- wherein the transmission device is a transmission element (15)

comprising, which by the output element (5) and by the

Drive element (3) is guided.

2. Braking device (1) according to claim 1, wherein the brake is a

having permanently frictionally engaged friction disc (27) which is connected to the brake coupling for transmitting torque.

3. Braking device (1) according to claim 2, wherein the brake is a

Counter-covering (29) which is pressed by a contact pressure spring (31) permanently against the friction disc (27).

4. Braking device (1) according to one of the preceding claims, wherein the transmission element is mounted such that a relative rotation of the drive element (3) to the output element (5) causes an axial displacement of the transmission device and / or the transmission element.

5. Braking device (1) according to one of the preceding claims, wherein the output element (5) and the drive element (3) comprise a guide with a groove and a link for guiding the transmission element.

6. Braking device (1) according to one of the preceding claims, wherein the transmission device and / or the transmission element (15) is non-rotatably and axially displaceably connected to the output element (5).

A brake device (1) according to any one of the preceding claims, wherein the brake clutch comprises a brake-side engagement part (25), and wherein the transmission means comprises a transmission-side engagement part which engages when the brake-clutch is in a closed state.

8. Braking device (1) according to claim 6, wherein the transmission-side engaging part comprises a sliding sleeve (19) with a first toothing (21) and / or wherein the brake-side engaging part (25) comprises a second toothing (23).

9. Braking device (1) according to one of the preceding claims, wherein the brake coupling comprises a synchronization spring (47).

10. Brake device (1) according to one of the preceding claims, wherein the overload clutch rolling elements (7), which mediate an engagement between the drive element (3) and the output element (5).

11. Braking device (1) according to one of the preceding claims with a sensor (41) for detecting an overload case.

12. Use of a braking device (1) according to one of claims 1 to 11, determining an output connected to the output element (5) output when an overload occurs.