DE102024116629A1 - Brake device, use of a brake device, vehicle with a brake device and vehicle test bench - Google Patents

Abstract

The invention relates to a braking device (100) comprising at least a stator part (10), a rotor part (16) rotatably arranged relative to the stator part (10) about an axis of rotation (12), and a shaft (14) arranged in the axis of rotation (12). The rotor part (16) and the stator part (10) are arranged concentrically to each other with an air gap (40) between them. The stator part (10) comprises an excitation device (18) designed to generate a primary magnetic field (68) directed in the radial direction (17). The rotor part (16) comprises an induction device (26) configured to induce eddy currents through the magnetic field (68), wherein the induction device (26) is configured to generate a secondary magnetic field (74) directed radially (17) opposite to the primary magnetic field (68) as a result of rotation of the rotor part (16) about the axis of rotation (12), at least in certain areas. A fan device (42, 112) for generating an airflow (78, 114) is rotatably arranged about the axis of rotation (12) and displaceably arranged along the axis of rotation (12), wherein the airflow (78, 114) is guided at least through the rotor part (16).
The invention further relates to the use of such a braking device (100), a vehicle with a braking device (100) and a vehicle test stand with such a braking device (100) for providing a braking torque (76).

Description

State of the art

The invention relates to a braking device, in particular an eddy current braking device, a use of the braking device, a vehicle with the braking device and a vehicle test bench with the braking device.

A braking device is installed in a vehicle, such as a car, truck, or rail vehicle, and serves to reduce or limit the vehicle's speed. If the braking device is installed in a machine, it serves to reduce or limit the speed of moving machine parts.

Braking devices are classified according to their function into mechanical brakes, which rely on friction between a stationary and a moving body, typically a disc, electric brakes, and magnetic brakes. Typical electric braking devices include electrodynamic brakes, particularly eddy current brakes, electromechanical brakes, and resistance brakes. In an electromechanical brake, a drive motor is used as a generator during braking, and the generated electrical energy is typically fed back into the vehicle's electrical system. Eddy current brakes utilize the eddy current effect, in which an electrically conductive material, typically a metal disc, is moved through a magnetic field. This induces eddy currents in the material, which in turn generate a magnetic field that opposes the torque generated, thus braking the disc.

The strength of the braking effect depends on several parameters, such as the conductivity of the brake disc, with the induced currents being directly proportional to the electrical conductivity of the material used.

A copper disc is therefore slowed down more strongly than an identical steel disc. Furthermore, the strength of the braking effect depends on the direction of the magnetic field, with the greatest braking effect achieved when the magnetic field passes perpendicularly through the moving disc; on the air gap, with the larger the air gap, the smaller the maximum braking effect; on the shape of the disc, with discs having a circumferentially comb-like structure or cracks exhibiting reduced braking effect, as the ring-shaped eddy currents can no longer form over a large area; on the area under the excitation pole, with the smaller the area under the pole, the lower the braking effect; on the speed, with the braking effect being strongly dependent on the relative speed between the field and the disc; and on the coil current, with the higher the current flowing through the magnet, the stronger the magnetic field and thus the braking force.

In the DE 102016108646 B4 An electrodynamic brake is described in which an induction device is used, characterized by both high permeability and high electrical conductivity. Due to the design of the induction device, these two properties are spatially separated. The induction device comprises a structure of several perforated metal sheets extending at least substantially parallel to one another, with aligned holes through which pins, particularly those made of metal, extend.

Disclosure of the invention

The object of the invention is to provide an improved braking device.

Another object of the invention is to specify a use for the improved braking device.

Another objective of the invention is to provide a vehicle with an improved braking system.

Another object of the invention is to provide a vehicle test bench with an improved braking device.

The problems are solved by the features of the independent claims. Favorable embodiments and advantages of the invention become apparent from the further claims, the description, and the drawings.

A braking device is proposed, in particular an eddy current braking device, comprising at least one stator part, a rotor part rotatably arranged relative to the stator part about an axis of rotation, and a shaft arranged in the axis of rotation, wherein the rotor part and the stator part are arranged concentrically to each other with an air gap between them, wherein the stator part comprises an excitation device configured to generate a primary magnetic field directed radially, and wherein the rotor part comprises an induction device configured to induce eddy currents by a magnetic field, wherein the induction device is configured to generate an eddy current directed radially to the primary magnetic field. A magnetic field resulting from a rotation of the rotor part around the axis of rotation is formed at least in some areas by a secondary magnetic field directed in the opposite direction, wherein a fan device for generating an airflow around the axis of rotation is rotatably arranged and displaceable along the axis of rotation, wherein the airflow is guided at least through the rotor part.

An air-cooled electrodynamic brake with radial flow guidance can be implemented using the fan assembly. The fan assembly can advantageously function as a cooling device, dissipating heat generated by eddy currents. The brake device can advantageously provide on-demand cooling, particularly forced cooling. This minimizes the thermal load on the brake device, resulting in improved brake safety. Air cooling can be advantageous because it avoids the need for a complex water cooling system with its associated disadvantages.

The fan assembly, which is rotatably and slidably arranged with respect to the axis of rotation, can advantageously be mounted on the shaft of the rotor part, or on the stator part, or on a stator-fixed return element of the fan assembly, and guided linearly. The stator-fixed return element can advantageously be a spring element, in particular a disc spring.

The rotor section can advantageously be implemented as an internal rotor within the stator section, thus enabling a smaller design. The radial flux routing allows for increased power density.

In the case of an external rotor, the stator-rotor arrangement can be reversed, with the stator section located inside the rotor section. Accordingly, all arrangements, geometries, and orientations, e.g., radially outward-facing pole elements, are also possible in reverse.

Radial flux routing avoids typical problems of axial flux machines, where the maximum rotational speed is limited by the material's yield strength or tensile strength due to the large rotor diameter, high rotor mass, and typical disk shape. Similarly, the large rotor diameter in axial flux machines causes axial deformation at high speeds, resulting in a significant change in the air gap. In the worst case, this increases the air gap, consequently reducing the power density at high speeds.

Similarly, the magnetic properties are altered, and the braking device behaves differently from the underlying (design) simulation model. The predictive power of the model is limited. Furthermore, axial flux machines require more complex manufacturing of the electrical steel laminations, as a single lamination stack consists of several laminations of varying sizes. Additionally, the rotors are manufactured from solid material, requiring a correspondingly high degree of machining.

In a favorable embodiment, the fan assembly can comprise an impeller that generates the airflow and a drive mechanism that powers the impeller. The impeller can advantageously be mounted to rotate freely on the shaft, on the stator, or on a spring element connected to the stator, in particular a disc spring. The impeller can, for example, be arranged on or attached to a bracket that is rotatably mounted on the shaft. Air can be set in motion by rotating the impeller, drawing air in at a suction side and expelling it at a pressure side, thus generating an airflow. The generated airflow can then pass through the rotor and dissipate any heat generated therein. Even when the rotor is not rotating, a small amount of air can still flow through the rotor when it is not powered.

The design of a fan can vary. For example, it can be a radial fan, an axial fan, or a diagonal fan. The design of the fan can influence both the direction from which the air is drawn in and discharged, as well as its design-related performance characteristics (e.g., volume flow, pressure, etc.). The direction from which the air is drawn in can be axial, radial, diagonal, or tangential. In an axial fan, for instance, the impeller, equipped with a blade assembly, can move the air parallel to the drive axis (axially) from the suction side to the discharge side. This allows for a high airflow with low pressure resistance. In a radial fan, the air is drawn in parallel to the drive axis (axially) and discharged radially, perpendicular to the axis of rotation. This allows for a relatively high pressure in the airflow. The diagonal fan has a compact design and is a hybrid between an axial and a radial fan, featuring conically shaped impeller blades. Air is drawn in axially and expelled diagonally to the axis of rotation. The air is then vented. This allows for high flow rates even in confined installation spaces.

By means of the drive device, the fan device, in particular the impeller with the rotor part, can be coupled in such a way that a distance between the fan device and the rotor part can be changed and thus adjusted.

The coupling can be friction-fit or form-fit. If the fan assembly is coupled to the impeller, the impeller can rotate with the rotor and generate an airflow with a high volume flow rate. This allows for a high heat transfer coefficient within an electrically conductive element and/or an electrical steel stack of the braking device, and an increased amount of heat can be dissipated. If the fan is decoupled from the rotor, pumping losses and inertial losses can be avoided when the fan is not powered.

In a favorable embodiment, the drive unit can include a return mechanism and an actuator. When energized, the drive unit can move the fan assembly along the axis of rotation towards the rotor, thus coupling the fan assembly to the rotor. When the power supply is interrupted, the return mechanism can decouple the fan assembly from the rotor using stored energy. This prevents losses, particularly inertial and pumping losses, when the power is off.

In a further advantageous embodiment, the return mechanism can include an elastic element, in particular a spring element. The elastic element can form the return mechanism. The position of the fan assembly can be determined by the interaction of the elastic element, in particular the spring element, and the actuator assembly. The actuator assembly allows the distance between the fan assembly and the rotor to be changed, and the fan can be moved axially along its axis of rotation. In this process, the elastic element, in particular the spring element, can act as a return spring.

The spring element can be a disc spring or a compression spring that, when the brake device is energized, can rotate with the rotor. This allows the fan assembly to be decoupled from the rotor and retracted to its initial position when the brake device is de-energized.

In a favorable embodiment, the return mechanism can have at least two magnetic return elements and/or two electromechanical and/or one piezoelectric return element. This can represent an alternative to elastic return elements such as spring elements. The fan assembly can thus be decoupled from the rotor part and retracted to a starting position when the braking device is not energized. This allows for greater flexibility in the design of the fan assembly.

In a favorable embodiment, the return mechanism can include a braking device. The braking device can be provided in addition to the return element. This allows the movement of the fan assembly away from the rotor to be dampened and the fan assembly to be slowed down. This helps prevent material wear. The braking element can be stationary, thus reliably braking the fan assembly and preventing unnecessary rotation of the impeller when de-energized.

In a favorable embodiment, the return mechanism, in particular the elastic element, especially the spring element, can include a ball bearing unit. Here, an actuator-side end of the return mechanism, for example of the elastic element, can have a ball bearing, by means of which better coupling of the elastic element to the actuator can be achieved if the elastic element does not rotate with the holder.

In a further advantageous embodiment, the actuator assembly can include actuator elements that form a magnetic and/or electromechanical and/or piezoelectric device. Advantageously, the actuator elements can be permanent magnets. In an alternative embodiment, the actuator elements can be piezoelectric actuator elements. Alternatively, the actuator elements can also be designed as electromagnets. All of the aforementioned actuator elements are compact and can therefore be easily integrated into the braking device.

Furthermore, the actuator assembly can have coupling elements that are designed to be friction-fit and/or positive-fit. This is advantageous because it allows coupling to the rotor part by means of a so-called driver. The axially displaceable fan assembly can be drawn towards the rotor part via the actuator elements. The fan assembly, in particular the impeller, can then be moved via the coupling. The impeller elements are coupled to the rotor section and thus driven along by friction and/or positive locking. This enables a reliable mechanical coupling with the rotating rotor section without requiring any additional energy. The impeller rotates at the speed of the rotor shaft, thereby generating a high airflow.

For example, using a magnetic device, attractive forces can be established between the magnetized electrical steel core and the magnetic device in the actuator assembly. These forces can displace the fan assembly along its axis of rotation, particularly towards the rotor. The magnetic flux density resulting from the induction can be utilized in this process. Due to the rotation of the rotor, an eddy current can be generated, which can produce a second magnetic field oriented opposite to the primary magnetic field and generate a braking torque.

In a favorable embodiment, the excitation device can comprise a substantially ring-shaped excitation base with a plurality of excitation pole elements, in particular each of which includes an electrical excitation coil. This allows the primary magnetic field to be generated. The excitation base can enclose the rotor part with an air gap. The excitation pole elements can be oriented radially to the rotor part. Each excitation pole element can include an electrical excitation coil. In this way, the eddy current brake can advantageously be implemented in the form of an asynchronous machine with 100% slip and constant current.

In a favorable embodiment of the braking device, the exciter body can comprise an electrical steel lamination stack with individual laminations arranged axially, or be designed as an electrical steel lamination stack with individual laminations arranged axially. In this way, the eddy current brake can advantageously be implemented as an asynchronous machine with 100% slip and constant current. The individual laminations can be spaced apart so that the airflow generated in the fan assembly can pass through and dissipate heat.

In a favorable embodiment of the braking device, the induction unit can comprise a base body with a plurality of pole elements oriented radially towards the rotor part and an electrically conductive element that at least partially surrounds the pole elements. In this way, an eddy current brake with radial magnetic flux guidance can advantageously be implemented.

The base body can comprise the second electrical steel sheet stack with electrical steel sheets stacked in the axial direction, or it can be designed as an electrical steel sheet stack with electrical steel sheets stacked in the axial direction. Electrical steel sheets are relatively easy to manufacture. This advantageously reduces a disruptive skin effect.

In a favorable embodiment of the braking device, the actuator elements can have at least one magnetizable element and a recess or cavity circumferentially surrounding the shaft in the second electrical steel lamination stack of the rotor part. The actuator element, arranged on the fan assembly's mounting, can be received in the recess. Advantageously, one of the actuator elements can interact with the recess, in particular having a geometric shape such that it can preferably be completely received in the recess. This allows for a favorable magnetic actuator action. When energized, the magnetizable element can be drawn into the circumferential recess.

In a favorable design of the braking device, the recess in the second electrical steel lamination stack and the magnetizable element can be rectangular or at least partially shaped with an inclined base or conically, as seen in a longitudinal section in the axial direction. This allows for a favorable magnetic actuator effect.

In a further advantageous embodiment of the braking device, the recess can have a geometric shape designed to generate a partial magnetic field of the primary magnetic field outside the electrical steel core. For this purpose, the recess can be smaller in the radial direction than the actuator element arranged opposite it. The magnetic field lines of the primary magnetic field can advantageously be displaced from the electrically conductive element and deflected, and are then present outside the electrical steel core. This allows the actuator element of the magnetic device to be dimensioned smaller. In this embodiment, the recess can, for example, be filled with a diamagnetic material.

In a favorable embodiment of the braking device, the electrically conductive element can comprise electrically conductive individual laminations that enclose the pole elements and are arranged essentially concentrically to one another in the radial direction. The distances between the individual electrical laminations in the radial direction allow for favorable flow with a current passing through the The fan device generated an airflow, particularly in the axial direction.

With a favorable design of the braking device, the electrically conductive individual laminations can be arranged in a ring shape. This allows for a simple construction. The radial spacing between the individual electrical laminations allows for efficient airflow.

According to a further advantageous embodiment of the brake device, the electrically conductive individual sheets can be designed as sheet metal strips, wherein adjacent sheet metal strips, in particular at end faces, are electrically connected to each other, in particular soldered or welded.

In a favorable embodiment of the braking device, the electrically conductive element can comprise at least one electrically conductive sheet metal strip, which has a plurality of through-holes for the plurality of pole elements, wherein the electrically conductive sheet metal strip is spirally wound around the axis of rotation with several turns onto the plurality of pole elements. The radial spacing between the individual electrical steel sheets allows for efficient airflow and good heat dissipation.

Advantageously, multiple layers of sheet metal can be arranged radially above one another. The radial spacing between the individual electrical steel sheets allows for efficient airflow. This facilitates good heat transfer, thus advantageously reducing thermal stress during operation of the braking device.

It is advantageous to implement a twisting of the electrical steel core. This can reduce the cogging torque.

According to a favorable design of the braking device, the electrically conductive element can have an electrically conductive foam which surrounds the majority of pole elements.

For the purposes of the present invention, an electrically conductive foam is understood to be a porous structure permeated by a multitude of pores. Within the structure, these pores form hollow bodies and/or cavities separated from one another by webs, in particular solid webs. The porous structure is, in particular, a two-phase system composed of a solid and a gaseous phase and/or a solid and a liquid phase.

The metallic electrically conductive material of the porous structure has, in particular, an electrical conductivity of at least 20·10 ⁶ S/m (based on room temperature) and is, for example, a metal.

Manufacturing the porous structure is possible in just a few steps. Properties of the porous structure, such as the size of the pores or the width of the webs, can be easily adapted to the requirements of a specific application. Furthermore, assembly steps can be reduced. For example, after completion of the stator lamination stack and/or the rotor lamination stack, it can be directly encased in metal foam without the need for prefabrication of the metal foam.

The porous structure exhibits particularly good mechanical properties, such as high specific strength and high specific stiffness. This allows for a smaller and lighter design of the braking device according to the invention.

Advantageously, the porous structure can be an aluminum foam, a copper foam, or a magnesium foam, or it can comprise an aluminum foam, a copper foam, or a magnesium foam.

The porous structure can be advantageously open-porous. Open-porous means that the pores and/or cavities of the porous structure are connected to each other and to the environment. In particular, the cavity volume of the porous structure is formed by the sum of the pores and/or cavities that are connected to each other and to the environment.

Advantageously, the axial side surfaces of the pole elements can run at an angle to the axial direction. This reduces the cogging torque.

With a favorable design of the braking device, the electrical excitation coils can be configured for electrical coupling with an electrical control unit. This allows the braking effect of the eddy current brake to be appropriately controlled and/or regulated.

Advantageously, the number of pole elements radially oriented towards the stator section and the number of excitation pole elements radially oriented towards the rotor section can differ by a maximum of 50%. This allows for a particularly favorable braking effect.

Advantageously, the electrically conductive element can be permeable to the airflow generated by the impeller.

This allows for axial airflow. The advantage here is that optimal heat dissipation can be achieved. This minimizes the thermal stress on the braking system, resulting in improved braking system safety.

According to another aspect of the invention, a use of a braking device comprising an eddy current braking device is proposed, wherein the braking device can be installed in a road vehicle, in particular a motor vehicle or truck, or a rail vehicle.

The advantage of the eddy current braking device with radial flow lies in its increased power density. This allows for optimization of the installation space required for the braking device.

According to a further aspect of the invention, a vehicle is proposed that includes a braking device, in particular an eddy current braking device. The vehicle can be a road vehicle or a rail vehicle. The braking device with radial flow guidance advantageously enables an improved power density of the braking device. This allows for optimized installation space and axial coolant flow.

According to a further aspect of the invention, a vehicle test bench is proposed that includes a braking device, in particular an eddy current braking device. This enables a test bench with high power density, which preferably provides only a braking torque. The braking device with radial flow guidance advantageously allows for improved power density of the braking device. This enables optimized installation space and axial coolant flow.

drawing

Further advantages will become apparent from the following description of the drawings. The figures illustrate exemplary embodiments of the invention. The figures, the description, and the claims contain numerous features in combination. A person skilled in the art will expediently consider the features individually and combine them into meaningful further combinations.

• 1 eine schematische Schnittdarstellung des Funktionsprinzips als Ausschnitt einer luftgekühlten Bremsvorrichtung mit radialer Flussführung nach einer ersten Ausführungsform in unbestromtem Zustand;
• 2 eine schematische Darstellung eines Segmentes der Bremsvorrichtung von 2 im Querschnitt;
• 3 eine schematische Schnittdarstellung als Ausschnitt des Funktionsprinzips einer luftgekühlten Bremsvorrichtung von 2 in bestromtem Zustand;
• 4 eine schematische Schnittdarstellung als Ausschnitt eines Statorteils und eines luftdurchströmten Rotorteils einer Bremsvorrichtung;
• 5 eine schematische Schnittdarstellung des Funktionsprinzips einer luftgekühlten Bremsvorrichtung als Ausschnitt nach einer zweiten Ausführungsform in bestromtem Zustand;
• 6 eine schematische Schnittdarstellung des Funktionsprinzips einer luftgekühlten Bremsvorrichtung als Ausschnitt nach einer dritten Ausführungsform in bestromtem Zustand;
• 7 eine schematische Schnittdarstellung des Funktionsprinzips einer luftgekühlten Bremsvorrichtung als Ausschnitt nach einer vierten Ausführungsform in bestromtem Zustand;
• 8 eine schematische Schnittdarstellung des Funktionsprinzips einer luftgekühlten Bremsvorrichtung als Ausschnitt nach einer fünften Ausführungsform in bestromtem Zustand;
• 9 eine isometrische Darstellung einer luftgekühlten Bremsvorrichtung nach einer sechsten Ausführungsform der Erfindung mit einer Schnittlinie A-A in unbestromtem Zustand;
• 10 ein Detail B der isometrischen Darstellung von 9;
• 11 einen Längsschnitt durch die Bremsvorrichtung entlang der Schnittlinie A-A nach 9;
• 12 ein Detail C des Längsschnitts von 11;
• 13 eine isometrische Darstellung einer luftgekühlten Bremsvorrichtung nach einer siebten Ausführungsform der Erfindung mit einer Schnittlinie A-A in unbestromtem Zustand;
• 14 ein Detail B der isometrischen Darstellung von 13;
• 15 einen Längsschnitt durch die Bremsvorrichtung entlang der Schnittlinie A-A nach 13;
• 16 ein Detail C des Längsschnitts von 15;
• 17 eine schematische Schnittdarstellung des Funktionsprinzips einer luftgekühlten Bremsvorrichtung als Ausschnitt nach einer achten Ausführungsform in bestromtem Zustand;
• 18 eine isometrische Darstellung einer luftgekühlten Bremsvorrichtung nach einer neunten Ausführungsform der Erfindung mit einer Schnittlinie A-A in unbestromtem Zustand;
• 19 ein Detail B der isometrischen Darstellung von 18;
• 20 einen Längsschnitt durch die Bremsvorrichtung entlang der Schnittlinie A-A nach 18;
• 21 ein Detail C des Längsschnitts von 20;
• 22 eine schematische Schnittdarstellung des Funktionsprinzips einer luftgekühlten Bremsvorrichtung als Ausschnitt nach einer zehnten Ausführungsform in bestromtem Zustand; und
• 23 eine schematische Schnittdarstellung der luftgekühlten Bremsvorrichtung nach der ersten Ausführungsform mit einem Radialventilator als Ausschnitt in bestromtem Zustand.

They show, for example:

• 1 a schematic sectional view of the operating principle as a section of an air-cooled brake device with radial flow guidance according to a first embodiment in an unenergized state;
• 2 a schematic representation of a segment of the braking device of 2 in cross-section;
• 3 a schematic sectional view as a section of the operating principle of an air-cooled brake device from 2 in a powered state;
• 4 a schematic sectional view as a section of a stator part and an air-flowed rotor part of a braking device;
• 5 a schematic sectional view of the operating principle of an air-cooled brake device as a section according to a second embodiment in the energized state;
• 6 a schematic sectional view of the operating principle of an air-cooled brake device as a section according to a third embodiment in the energized state;
• 7 a schematic sectional view of the operating principle of an air-cooled brake device as a section according to a fourth embodiment in the energized state;
• 8 a schematic sectional view of the operating principle of an air-cooled brake device as a section according to a fifth embodiment in the energized state;
• 9 an isometric representation of an air-cooled brake device according to a sixth embodiment of the invention with a section line AA in the unenergized state;
• 10 a detail B of the isometric representation of 9 ;
• 11 a longitudinal section through the braking device along the section line AA to 9 ;
• 12 Detail C of the longitudinal section of 11 ;
• 13 an isometric representation of an air-cooled brake device according to a seventh embodiment of the invention with a section line AA in the unenergized state;
• 14 a detail B of the isometric representation of 13 ;
• 15 a longitudinal section through the braking device along the section line AA to 13 ;
• 16 Detail C of the longitudinal section of 15 ;
• 17 a schematic sectional view of the operating principle of an air-cooled brake device as a section according to an eighth embodiment in the energized state;
• 18 an isometric representation of an air-cooled brake device according to a ninth embodiment of the invention with a section line AA in the unenergized state;
• 19 a detail B of the isometric representation of 18 ;
• 20 a longitudinal section through the braking device along the section line AA to 18 ;
• 21 Detail C of the longitudinal section of 20 ;
• 22 a schematic sectional view of the operating principle of an air-cooled brake device as a detail according to a tenth embodiment in the energized state; and
• 23 A schematic sectional view of the air-cooled brake device according to the first embodiment with a radial fan as a section in the energized state.

Before the invention is described in detail, it should be noted that it is not limited to the individual components of the device, as these components can vary. The terms used here are intended solely to describe particular embodiments and are not used restrictively. The features of the embodiments of the braking device shown in the figures can also be combined differently than depicted. Furthermore, whenever the singular or indefinite articles are used in the description or in the claims, this also refers to the plural of these elements, unless the overall context clearly indicates otherwise.

The directional terminology used below, including terms like "left," "right," "above," "below," "in front," "behind," "after," and the like, serves only to improve the understanding of the figures and is in no way intended to limit their generality. The components and elements depicted, their interpretation, and their use may vary according to the considerations of a person skilled in the art and be adapted to the specific applications.

Embodiments of the invention

In the figures, similar or equivalent components are numbered with the same reference symbols. The figures merely show examples and are not to be understood as limiting.

In the 1 to 8 , as well as in the 17 , 22 and 23 The figures shown are purely schematic representations of exemplary embodiments of the brake device 100. A realistic arrangement of the brake device 100 is shown in the respective exemplary embodiments of the brake device 100 in the 9 to 12 as in the 13 to 16, and 18 to 21 depicted.

1 The simplified schematic sectional view shows an air-cooled brake device 100 in the form of an eddy current brake device with radial flux guidance. Shown is one side of a stator part 10 and a rotor part 16 of the brake device 100.

The stator section 10 is arranged concentrically around a central axis, which is designed as a rotation axis 12. A shaft 14 is arranged on the rotation axis 12 and is radially surrounded by the rotor section 16. The stator section 10 has an excitation device 18 with at least one excitation pole element 20 (not shown), which is formed in an electrical steel lamination stack 22. The electrical steel lamination stack 22 forms an excitation base body 23. Preferably, several excitation pole elements 20 and several electrical steel lamination stacks 22 are provided. The excitation device 18 is arranged concentrically and radially around the shaft 14. The excitation device 18 has at least one excitation coil 24. Preferably, several excitation coils 24 are provided, which are arranged concentrically around the shaft 14. Different shapes for the stator section 10 are possible.

A radial direction originating from the axis of rotation 12 is indicated by an arrow 17.

The rotor part 16 has an induction unit 26 with an electrically conductive element 28 and a second electrical steel stack 30. The second electrical steel stack 30 forms a base body 35, which has at least one pole element 36. The electrically conductive element 28 can, for example, consist of several axially extending individual laminations 32. The individual laminations 32 are, for example, made of aluminum or copper, or have aluminum or copper components. The shape of the rotor part 16 can also vary.

In the exemplary embodiments, the brake device 100 is depicted as an internal rotor, in which the rotor part 16 is arranged radially inside the stator part 10. In the case of an external rotor configuration of the brake device 100, the stator- The rotor arrangement can be reversed, with the rotor part 16 positioned outside the stator part 10. Accordingly, all arrangements, geometries, and orientations are also possible in reverse, e.g., radially outward-facing pole elements.

1 Figure 1 shows the braking device 100 in its de-energized state. The excitation coil 24 of the stator part 10 is connected to a control unit 34 and regulates and/or controls a primary magnetic field 68 to be generated with field lines 66 (shown in Figure 1). 2 and 3 The rotor part 16 with the induction unit 26, which includes the second electrical steel stack 30, is spaced apart by an air gap 40 from the stator part 10 with the excitation unit 18, which includes the excitation coil 24. The shaft 14 is arranged on the axis of rotation 12. The shaft 14 is connected to the rotor part 16.

The electrical steel stack 22 comprises individual laminations (not shown). The rotor part 16 comprises the second electrical steel stack 30 with individual laminations (not shown) and the electrically conductive element 28, which are rotatably arranged with the rotor part 16 on the shaft 14. The electrically conductive element 28 comprises, in particular, several axially extending laminations (not shown individually). Pole elements (not shown) are also provided. The multiple laminations can be made of aluminum or copper. The second electrical steel stack 30 and the electrically conductive element 28 form the induction device 26.

A fan assembly 42 is arranged on shaft 14, comprising an impeller 46 mounted on a bracket 44 and a drive unit 48. The drive unit 48 and the impeller 46 are rotatably and slidably mounted on the shaft 14 by means of a bearing 90, in particular a linear bearing, for example with a freewheel, via the bracket 44. The design of the fan assembly 42 can vary. In the de-energized state, the fan assembly 42 is spaced apart from the rotor part 16 and is not coupled to the rotor part 16.

The fan assembly 42 can be, for example, a radial fan, an axial fan, or a diagonal fan. The design of the fan assembly 42 can influence both the direction from which the air is drawn in and discharged, as well as the design-related performance characteristics (e.g., volume flow, pressure, etc.). The direction from which the air can be drawn in can be axial, radial, diagonal, or tangential. In the case of an axial fan, as in the 1 As illustrated, for example, the impeller 46, equipped with a blade arrangement 47, can convey air parallel to a drive axis (axially) from the suction side to the pressure side. This allows high airflows to be conveyed with low pressure resistance. In the radial fan, as shown in the embodiment in 23 As shown, air can be drawn in parallel to the drive axis (axially) and expelled radially, perpendicular to the axis of rotation. This allows for a relatively high pressure to be achieved. The diagonal fan has a compact design and is a hybrid between an axial and a radial fan with conically shaped blades 47 in the impeller 46. Air can be drawn in axially and expelled diagonally to an axis of rotation of the fan assembly 42. This allows for high volume flows even in confined installation spaces.

The drive unit 48 has an actuator unit 50 and a reset unit 52, which are located in the 1 In the illustrated embodiment, the elastic element 54 is designed, in particular as a spring element, especially as a circumferential disc spring. The return mechanism 52 is configured to keep the fan assembly 42 and the rotor part 16 spaced apart from each other in the de-energized state.

In conjunction with the actuator device 50 and the reset device 52, which has the elastic element 54 and a brake element 56, the fan device 42 is rotatably and slidably arranged on the shaft 14.

The braking element 56 can, for example, be supported together with the elastic element 54 of the return device 52 on a stator-fixed part 55. The stator-fixed part 55 is mechanically connected to the stator part 10. The braking element 56 can, for example, have two friction elements, one of which is arranged on the stator-fixed part 55 and the other of which is connected to the fan assembly 42.

By rotating the rotor part 16, an airflow 58 is generated even in the unenergized state, which can flow through the braking device 100 and dissipate the heat generated by the induction device 26.

The actuator assembly 50 comprises actuator elements 62 and 82, which serve to linearly move the fan assembly 42 along the axis of rotation 12. The actuator elements 62 and 82 can advantageously be magnetizable, for example, as permanent magnets. When the brake device 100 is energized, the actuator assembly 50 moves the support 44 with the impeller 46 towards the rotor part 16, as the electrical steel core is magnetized. In this way, the magnetizable element 63 is The actuator element 62 is attracted to the rotor part 16, and the actuator element 62 can be received in the actuator element 82, which is designed as a circumferential recess 83, in such a way that the fan device 42 can then be coupled to the rotor part 16 by means of the coupling elements 60.

The coupling elements 60 function as drivers for the fan assembly 42. The actuator element 62, which engages in the recess 83, can also be designed to be circumferential. This allows the impeller 46 of the fan assembly 42 to receive the rotary motion of the rotor part 16 and the shaft 14 and, for example, to rotate at the speed of the shaft 14.

The coupling elements 60 can consist of an element arranged on the holder 44 and an element arranged on the rotor part 16, which can engage each other when the holder 44 is sufficiently close to the rotor part 16. The coupling can be friction-fit or positive-fit, depending on the design of the coupling elements 60.

The impeller 46 can optionally be connected to the bracket 44 via a gearbox, allowing the impeller 46 to be operated at a speed different from the speed of the shaft 14. A planetary gearbox can be advantageously used as the gearbox.

The actuator elements 62, 82 can be designed as magnetic, piezoelectric, or electromechanical elements. Advantageously, the actuator element 62 can be a permanent magnet. Permanent magnets are small, and depending on their size and material, the necessary forces can be adjusted to attract the fan assembly 42 and the rotor part 16 to each other when energized.

The air gap 40 is formed between the stator part 10 and the rotor part 16.

2 The schematic sectional view shows a segment-like section of the brake device 100, which is designed as an eddy current brake device. 1 in a sectional view in a plane spanned perpendicular to the axis of rotation 12. The stator section 10 has the excitation pole elements 20, along which field lines 66 of the primary magnetic field 68 run. The primary magnetic field 68 extends in both the stator section 10 and the rotor section 16. The magnetic field 68 runs in the excitation pole elements 20 and the pole elements 36 of the base body 35 of the second laminated core 30. An excitation current 70 shows the current flow in the excitation coils 24 and the pole elements 20.

The shaft 14 is drawn on the axis of rotation 12 at the tip of the segment and runs perpendicular to the drawing surface. A secondary magnetic field 74 is induced perpendicular to the primary magnetic field 68 in the rotor part 16. The magnetic flux B of the primary magnetic field 68 is generated by the electrical excitation. As a result of the rotational movement of the rotor part 16, an eddy current 72 is generated, which can produce the second magnetic field 74. This secondary magnetic field 74 opposes the primary magnetic field 68 and provides a braking torque 76.

3 Figure 1 shows a schematic sectional view of the brake device 100 in its energized state. The fan assembly 42 of the brake device 100 is coupled to the rotor part 16 such that the rotary motion of the shaft 14 is transmitted to the impeller 46, allowing the impeller 46 to rotate. This generates an airflow 78 that is significantly stronger than the airflow 58 when the brake device 100 is not energized. The heat generated by _eddy currents I is dissipated from the rotor part 16 by means of the airflow 78. The elastic element 54, in particular a spring element, of the return device 52 is tensioned, and the brake element 56 is spaced apart from the actuator element 62. The coupling elements 60 are coupled, and the actuator element 62 is received in the circumferential recess 83 of the electrical steel core 30. This couples the fan assembly 42 with the rotor part 16.

If the power supply to the brake device 100 is interrupted, the bracket 44 with impeller 46 can be retracted by means of the elastic element 54, in particular a spring element, of the return device 52, since no magnetic force is exerted on the actuator element 62 anymore. The coupling elements 60 disengage. The brake element 56, which can be fixedly arranged on the stator-mounted part 55, can, in conjunction with the actuator element 62, reliably brake the fan assembly 42 and prevent unnecessary rotation of the fan assembly 42 when de-energized.

Furthermore, a flow-guiding element 80 ensures optimized airflow 58 to the impeller 46 of the fan assembly 42, in order to generate a favorable cooling airflow 78 through the rotor section 16. The flow-guiding element 80 can advantageously be designed such that the airflow 58 is directed from the outside directly onto the impeller 46, thus achieving the most favorable airflow 78 possible. chen, which essentially flows onto or through the rotor part 16.

The operation of the drive unit 50 for driving the impeller 46, which replaces a drive motor of the fan assembly 42, is described below: When an excitation current 70 flows through the excitation coil 24, a magnetic flux density B is generated, by means of which the actuator element 62 and the actuator element 82 can move the fan assembly 42, mounted on the shaft 14, towards the rotor part 16 and attract it to the rotor part 16. The electrically conductive element 28 with the actuator element 82 designed as a recess 83 can attract the actuator element 62. This can be received into the recess 83. Once the actuator element 62 is received in the recess 83, the coupling elements 60 can engage and couple the fan assembly 42 to the rotor part 16. The actuator element 62 can be designed as a magnetizable element 63, in particular as a permanent magnet. The elastic element 54, in particular a spring element, of the return device 52 is tensioned and thus stores potential energy, which, when the excitation is switched off, allows the fan assembly 42 to be moved back into the position spaced apart from the rotor part 16. The braking element 56, which may, for example, comprise two friction elements acting together for braking, brakes the impeller 46 of the fan assembly 42 when the braking device 100 is de-energized, so that the impeller 46 no longer rotates, thus preventing pumping losses and inertial losses. This makes it possible to use a generously dimensioned fan assembly 42.

The impeller 46 of the fan assembly 42, coupled to the brake assembly 100 when energized, rotates at the speed of the shaft 14 and can generate a high volume flow of the airflow 78. The airflow 78 enables a high heat transfer coefficient within the electrically conductive element 28 and the electrical steel stack 30. This allows an increased amount of heat to be dissipated.

4 shows a schematic sectional view of a stator part 10 and an air-flowing rotor part 16 of a brake device 100.

The stator part 10 comprises the excitation device 18 with the excitation base body 23 and the excitation coil 10 arranged around the excitation pole elements 20 (not shown). Individual laminations of the electrical steel core 22 of the excitation base body 23 are shown schematically.

The rotor part 16 comprises the induction unit 26 with the base body 35 and the electrically conductive element 28. The base body 35 is represented as a second electrical steel stack 30 with individual laminations. The electrically conductive element 28 is formed from individual laminations 32.

The airflow 78 generated by the fan device 42 (not shown) can flow between the individual sheets 32 of the electrically conductive element 28 and thus effectively cool the rotor part 16 of the brake device 100.

5 Figure 1 shows a schematic sectional view of another embodiment of the braking device 100 in an energized state. The actuator element 62, as a magnetizable element 64, has a conical shape, at least partially, in longitudinal section in the axial direction 12. The circumferential recess 84 in the electrical steel stack 30 also has a conical shape, at least partially, in longitudinal section. Except for the geometric design of the recess 84 and the actuator element 64, the two embodiments of the braking device 100 are otherwise identical.

6 Figure 1 shows a schematic sectional view of another embodiment of the braking device 100 in the energized state. The fan assembly 42 is coupled to the rotor part 16. The return mechanism 50 has two return elements 88, each exerting a force on one another. Furthermore, the return mechanism 52 has the braking element 56, as in the previous embodiments. The actuator assembly 50 has a modified actuator element 62 and a modified recess 85. When the excitation coil 24 is energized, the recess 85 generates a modified flux density profile 96 in the electrically conductive element 28 and in the second electrical steel stack 30. The recess 85 has a smaller geometric extent in the radial direction 17 than in the previously described embodiments, which allows for a deflection of the field lines B and the partial displacement of a magnetic field from the second electrical steel stack 30. The actuator element 62, as a magnetizable element 65, cannot be accommodated in the recess 85 and borders the electrical steel stack 30.

7 Figure 1 shows a further modified embodiment of the brake device 100. The reset device 52 has two reset elements 98, which are designed as magnets, in particular as permanent magnets.

A minimum remanent flux density of permanent magnets depends on the design and the resulting required force. Depending on the Depending on the available surface area, a magnet such as a hard ferrite without rare earth elements can be used. A neodymium-iron-boron magnet can also be used advantageously.

8 Figure 1 schematically shows another embodiment of a braking device 100 with a modified mounting of the return element 52, in particular the elastic element 54, especially a spring element, on the actuator assembly 50. The elastic element 54 has a ball bearing unit 99 by means of which the elastic element 54 is coupled to the actuator assembly 50 and/or the holder 44. This allows for advantageous coupling of the elastic element 54 to the actuator assembly 50 when the elastic element 54 does not rotate with the holder 44.

9 Figure 1 shows an isometric representation of an air-cooled braking device 100 in the form of an eddy current braking device with radial flow guidance according to a further embodiment of the invention in a de-energized state. 10 is detail B of the isometric representation of 9 depicted. 11 shows a longitudinal section through the brake device 100 along the section line AA to 9 , while in 12 Detail C of the longitudinal section of 11 is shown.

The brake device 100 comprises the stator part 10, which is arranged concentrically around the central axis, designed as the axis of rotation 12. The shaft 14 is arranged on the axis of rotation 12 and is radially surrounded by the rotor part 16. The stator part 10 includes the excitation device 18 with a plurality of excitation pole elements 20, which are formed in an electrical lamination stack 22 (not shown as individual laminations). The electrical lamination stack 22 forms the excitation base body 23. Preferably, several electrical lamination stacks 22 are provided. The excitation device 18 is arranged concentrically and radially around the shaft 14. The excitation device 18 has excitation coils 24 arranged around the excitation pole elements 20. The excitation coils 24 are arranged concentrically around the shaft 14. Different shapes for the stator part 10 are possible. A radial direction originating from the axis of rotation 12 is indicated by an arrow 17.

The rotor part 16 has an induction unit 26 with an electrically conductive element 28 and a second electrical steel stack 30. The second electrical steel stack 30 forms a base body 35, which has a plurality of pole elements 36. The electrically conductive element 28 can, for example, consist of several axially extending individual laminations 32. The individual laminations 32 are, for example, made of aluminum or copper, or have aluminum or copper components. The shape of the rotor part 16 can also vary.

The brake device 100 has a fan assembly 42 with an impeller 46 arranged on the shaft 14, which can be coupled to the rotor part 16 if required and can rotate with the rotor part 16.

In this way, an airflow 78 can be generated through the rotor part 16 by means of blades 47 arranged on the impeller 46, which can effectively cool the rotor part 16.

Details of the fan assembly 42 are shown in the enlarged view of detail B in 10 recognizable.

The fan assembly 42, with the impeller 46 mounted on the bracket 44 and the drive assembly 48, is arranged on the shaft 14. The drive assembly 48 and the impeller 46 are rotatably and slidably mounted on the shaft 14 by means of a bearing 90, in particular a linear bearing in the form of a needle bearing without an inner ring, and a ball bearing 99. A connecting element 91 connects the elastic element 54 of the return mechanism 52, in the form of a diaphragm spring, to the ball bearing 99. This prevents the elastic element 54 from rotating with the actuator assembly 50. The needle bearing 90 ensures free movement by allowing axial displacement on the shaft 14.

The impeller 46 of the fan assembly 42 is designed as an axial fan with blades 47 pointing outwards in the radial direction 17 and tilted in the axial direction 12.

When the brake device 100 is de-energized, the fan assembly 42 is arranged at a distance from the rotor part 16 and is not coupled to the rotor part 16. The elastic element 54 is not deflected.

In the 9 to 12 The fan assembly 42 is shown in the unpowered state of the brake device 100 and is therefore not coupled to the rotor part 16.

When energized, the drive unit 48 and the impeller 46 are moved towards the rotor part 16. The elastic element 54 of the return unit 52, in the form of a diaphragm spring, is deformed and/or deflected. The elastic element 54 is supported against a circumferential outer edge of a stator-fixed part 55.

The reset device 52 is set up, the fan device 42 and the rotor part 16 are in to keep them spaced apart from each other in the unenergized state. In conjunction with the actuator device 50 and the return device 52, which has the elastic element 54, the fan device 42 is rotatably and slidably arranged on the shaft 14.

The actuator assembly 50 comprises actuator elements 62 and 82, which serve to linearly move the fan assembly 42 along the axis of rotation 12. The actuator elements 62 and 82 can advantageously be magnetizable, for example, as permanent magnets. When the brake device 100 is energized, the actuator assembly 50 moves the support 44 with the impeller 46 towards the rotor part 16, as the electrical steel core is magnetized. In this way, the actuator element 62, designed as a magnetizable element 64, is attracted to the rotor part 16, and the actuator element 62 can be received in the actuator element 82, designed as a circumferential recess 84, such that the fan assembly 42 can then be coupled to the rotor part 16 by means of the coupling elements 60 (not shown).

The actuator element 62, which engages in the recess 83, can be designed to be circumferential. This allows the impeller 46 of the fan assembly 42 to receive the rotary motion of the rotor part 16 and the shaft 14 and, for example, to rotate at the speed of the shaft 14.

The actuator element 62, as a magnetizable element 64, has a conical shape, at least in some areas, in longitudinal section in the axial direction 12. The circumferential recess 84 in the electrical steel stack 30 also has a conical shape, at least in some areas, in longitudinal section.

The actuator elements 62, 82 can be designed as magnetic, piezoelectric, or electromechanical elements. Advantageously, the actuator element 62 can be a permanent magnet. Permanent magnets are small, and depending on their size and material, the necessary forces can be adjusted to attract the fan assembly 42 and the rotor part 16 to each other when energized.

The bracket 44 is located in the 9 to 12 In the illustrated embodiment, a ball bearing unit 99, which is connected to the elastic element 54 via the connecting element 91, is mounted relative to the elastic element 54. This ensures smooth rotation of the wheel 46 against the stationary elastic element 54.

If the current supply to the brake device 100 is interrupted, the holder 44 with wheel 46 can be moved by means of the elastic element 54 of the return device 52, which, as in the exemplary embodiment shown in the 9 to 12 which can be represented, for example as a diaphragm spring, can be withdrawn again, since no magnetic force is exerted on the actuator element 62.

The stator-mounted part 55 exhibits the following characteristics in the 9 to 12 In the illustrated embodiment, an end stop 57 is provided, which limits axial displacement of the fan assembly 42 in the direction of the rotor part 16 when the brake device 100 is energized. The elastic element 54 arranged on the connecting element 91 can serve this purpose; it is supported on the end stop 57 and thus limits the axial travel of the fan assembly 42 even when the elastic element 54 is deformed.

13 Figure 1 shows an isometric representation of a braking device 100 according to a further embodiment of the invention in an unenergized state. 14 is detail B of the isometric representation of 13 depicted. 15 shows a longitudinal section through the brake device 100 along the section line AA to 13 , while in 16 Detail C of the longitudinal section of 15 is shown.

The in the 13 to 16 The illustrated embodiment has the same features as the one described in the 9 to 12 The illustrated embodiment is shown. However, the brake element 56 and the clutch elements 60 are also shown. To avoid unnecessary repetition, reference is made to the corresponding description of the previous embodiment.

When the brake device 100 is energized, the actuator element 62, designed as a magnetizable element 64, is attracted to the rotor part 16, and the actuator element 62 can be received in the actuator element 82, designed as a circumferential recess 84, in such a way that the fan device 42 can then be coupled to the rotor part 16 by means of the coupling elements 60.

The coupling elements 60 function as drivers for the fan assembly 42. The actuator element 62, which engages in the recess 83, can be designed to be circumferential. This allows the impeller 46 of the fan assembly 42 to receive the rotary motion of the rotor part 16 and the shaft 14 and, for example, to rotate at the speed of the shaft 14. The coupling elements 60 can be made of a [missing information - likely a specific material or component] attached to the holder 44. The friction element consists of a friction element arranged on the rotor part 16, which can interact and/or interlock when the holder 44 is sufficiently close to the rotor part 16.

The coupling can be force-fit and/or form-fit, depending on the design of the coupling elements 60.

If the power supply to the brake device 100 is interrupted, the bracket 44 with impeller 46 can be retracted by means of the elastic element 54 of the return device 52, which, as shown, can be designed as a diaphragm spring, since no magnetic force is exerted on the actuator element 62. The coupling elements 60 disengage. The brake element 56, which can, for example, have two friction elements and, together with the elastic element 54 of the return device 52, can be fixedly supported on a stator-mounted part 55, can, in conjunction with the actuator element 62, reliably brake the fan assembly 42 and prevent unnecessary rotation of the fan assembly 42 when de-energized.

17 Figure 1 shows a schematic representation of another embodiment of a brake device 100 with a modified bearing of the actuator device 50 in the energized state.

In this embodiment, the linear bearing 90 of the previously described embodiments is omitted, and only a ball bearing unit 99 is used, which is connected to the elastic element 54 designed as a diaphragm spring. The elastic element 54 is in turn supported on the stator-fixed part 55. The ball bearing unit 99 is, on the other hand, connected to the bracket 44 of the actuator assembly 50. In this way, the fan assembly 42 is guided linearly in the direction of the axis of rotation 12 by the elastic element 54.

The elastic element 54 can, as shown, have several membrane springs which are arranged in parallel to provide the necessary restoring force.

Optionally, the several parallel diaphragm springs can be arranged so that they encompass, in particular clamp, the ball bearing unit 99 on one side, so that one part of the ball bearing unit 99 is firmly connected to the elastic element 54.

The other features of the brake device 100 correspond to the features of the one described in 8 The illustrated embodiment. The drive unit 48 also includes a brake element 56 and clutch elements 60.

18 shows an isometric representation of a braking device 100 according to one that is in 17 a similar embodiment shown in the unenergized state. 19 is detail B of the isometric representation of 18 depicted. 20 shows a longitudinal section through the brake device 100 along the section line AA to 18 , while in 21 Detail C of the longitudinal section of 20 is shown.

The in the 18 to 21 The illustrated embodiment has essentially the same features as the one described in the 13 to 16 the illustrated embodiment, but without the bearing 90 designed as a linear bearing.

The actuator assembly 50 is mounted via the ball bearing unit 99 and the connecting element 91, which is connected to the elastic element 54 designed as a diaphragm spring. The elastic element 54, in turn, is supported against the end stop 57 of the stator-fixed part 55. Thus, the actuator assembly 50 is also mounted on the stator-fixed part 55 via the ball bearing unit 99 and the elastic element 54.

In this way, the axial displacement of the actuator device 50 along the axis of rotation 12 is also limited, or the restoring force is exerted to move the drive device 48 back to its initial position when the current to the brake device 100 is removed.

The drive unit 48 can be coupled to the rotor part 16 via the coupling elements 60, which are designed as friction elements, when energized. When the energization of the brake device 100 is interrupted, the actuator unit 50 can be braked via the brake element 56, which is also designed as a friction element, so that the impeller 46 no longer rotates.

22 Figure 1 shows a schematic representation of another embodiment of a brake device 100 with a different type of mounting of the actuator device 50 in the energized state.

In this embodiment, the actuator assembly 50 is mounted on the stator-fixed part 55, not on the shaft 14, via a bearing 90 designed as a linear bearing. The bracket 44 further includes a ball bearing unit 99 for mounting the elastic element 54 of the return mechanism 52. The elastic element 54 can, for example, be designed as a diaphragm spring or a coil spring.

The actuator assembly 50 further comprises the coupling elements 60 for coupling the actuator assembly 50 to the rotor part 16 when the brake device 100 is energized. The reset device 52 has the brake element 56 for braking the actuator assembly 50 when the energization of the brake device 100 is interrupted.

23 Figure 1 shows a schematic representation of another embodiment of the brake device 100 with a fan assembly 112 designed as a radial fan. An airflow 114 is generated by the impeller 46, whose blades 47 are aligned in the axial direction parallel to the axis of rotation 12, and flows through the rotor part 16.

The embodiment corresponds in its other features, in particular the drive unit 48, to that described in 1 illustrated embodiment.

The brake device 100 can be advantageously used for vehicles or stator-fixed machines, for example home trainers or engine or machine test benches.

The brake device 100 can advantageously be installed in a vehicle, the vehicle being either a motor vehicle or a rail vehicle.

Reference sign

10

Stator section

12

axis of rotation, central axis

14

Wave

16

Rotor part

17

radial direction

18

Pathogen facility

20

Excitation pole elements

22

Electrical steel sheet metal package

23

pathogen basic body

24

Excitation coil

26

Induction device

28

electrically conductive element

30

second electrical steel sheet package

32

single sheet

34

Control unit

35

basic body

36

Polar element

40

air gap

42

Fan system

44

bracket

46

balance bike

47

shovel

48

drive unit

50

Actuator setup

52

Reset device

54

elastic element

55

stator-mounted part

56

Brake element

57

End stop

58

airflow

60

Coupling element

62

actuator element

63

magnetizable element

64

magnetizable element

65

magnetizable element

66

Field lines

68

primary magnetic field

70

Excitation current

72

Eddy current

74

secondary magnetic field

76

Braking torque

78

airflow

80

flow-guiding element

82

actuator element

83

Exclusion

84

Exclusion

85

Exclusion

88

reset element

90

Storage

91

Connecting element

96

Field lines

98

reset element

99

ball bearing unit

100

Brake device

112

Fan unit, radial fan

114

airflow

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions.

Cited patent literature

• DE 102016108646 B4 [0006]

Claims (23)

Braking device (100), in particular eddy current braking device, comprising at least: a stator part (10), a rotor part (16) rotatably arranged relative to the stator part (10) about an axis of rotation (12), with a shaft (14) arranged in the axis of rotation (12), in which the rotor part (16) and the stator part (10) are arranged concentrically to one another with an air gap (40) between them, in which the stator part (10) comprises an excitation device (18) configured to generate a primary magnetic field (68) directed in the radial direction (17), in which the rotor part (16) comprises an induction device (26) configured to induce eddy currents through the magnetic field (68), in which the induction device (26) is configured to generate a primary magnetic field (68) directed in the radial direction (17) as a result of a rotation of the rotor part (16) about the The axis of rotation (12) is formed at least in some areas opposite the secondary magnetic field (74), whereby a fan device (42, 112) for generating an airflow (78, 114) is rotatably arranged about the axis of rotation (12) and displaceably arranged along the axis of rotation (12), wherein the airflow (78, 114) is guided at least through the rotor part (16). Brake device according to Claim 1 , wherein the fan device (42, 112) comprises an impeller (46) generating the airflow (78, 114) and a drive device (48) driving the impeller (46). Brake device according to Claim 2 , wherein the drive device (48) comprises a reset device (52) and an actuator device (50). Brake device according to Claim 3 , wherein the return device (52) comprises an elastic element (54), in particular a spring element (54), for example a compression spring or a disc spring. Brake device according to Claim 3 or 4 , wherein the resetting device (52) has at least two resetting elements (88, 98), in particular magnetic resetting elements (98) and/or electromechanical and/or piezoelectric resetting elements (88). Brake device according to one of the Claims 3 until 5 , wherein the return device (52) has a brake element (56). Brake device according to one of the Claims 3 until 6 , wherein the restoring device (52), in particular the elastic element (54), in particular spring element, comprises a ball bearing unit (99). Brake device according to one of the Claims 3 until 7 , wherein the actuator device (50) comprises actuator elements (62, 82) which form a magnetic device and/or an electromechanical device and/or a piezoelectric device, and wherein the actuator device (50) comprises coupling elements (60) which are designed to be force-fit and/or form-fit. Braking device according to one of the preceding claims, wherein the excitation device (18) comprises a substantially ring-shaped excitation base body (23) with a plurality of excitation pole elements (20), in particular each of which excitation pole element (20) comprises an electrical excitation coil (24). Brake device according to Claim 9 , wherein the exciter base body (23) comprises an electrical steel sheet stack (22) with individual sheets stacked in the axial direction (12). Braking device according to one of the preceding claims, wherein the induction device (26) comprises a base body (35) with a plurality of pole elements (36) directed radially (17) to the rotor part (16) and an electrically conductive element (28) which at least partially surrounds the pole elements (36), wherein the base body (35) comprises a second electrical steel stack (30) with electrical steel sheets (32) stacked in the axial direction (12), or is designed as a second electrical steel stack (30) with electrical steel sheets (32) stacked in the axial direction (12). Brake device according to one of the Claims 8 until 11 , wherein the actuator elements (62, 82) have at least one magnetizable element (63, 64, 65) and a circumferential recess (83, 84, 85) in the second electrical steel stack (30) of the rotor part (16). Brake device according to Claim 12 , wherein in a longitudinal section in axial direction (12) the recess (83, 85) in the second electrical steel stack (30) and the magnetizable element (63, 65) are rectangular or at least partially conical. Brake device according to Claim 12 or 13 , wherein the recess (85) has a geometric shape which is configured to generate or form a partial magnetic field of the primary magnetic field (68) outside the second electrical steel stack (30). Brake device according to one of the Claims 11 until 14 , wherein the electrically conductive element (28) comprises electrically conductive individual sheets which are arranged in a radial direction (17) substantially concentric to each other. Brake device according to Claim 15 , wherein the electrically conductive individual sheets are formed in a ring shape. Brake device according to Claim 15 or 16 , wherein the electrically conductive individual sheets are formed as sheet metal strips, wherein adjacent sheet metal strips, in particular at end faces, are electrically connected to each other, in particular soldered or welded. Brake device according to one of the Claims 11 until 14 , wherein the electrically conductive element (28) comprises at least one electrically conductive sheet metal strip which has a plurality of through-holes for the plurality of pole elements (36), wherein the electrically conductive sheet metal strip is applied spirally around the axis of rotation (12) with several turns to the plurality of pole elements (36). Braking device according to one of 11 to 14, wherein the electrically conductive element (28) has an electrically conductive foam which surrounds the majority of pole elements (36). Brake device according to one of the Claims 9 until 19 , wherein the electrical excitation coils (24) are designed for electrical coupling with an electrical control unit (34). Use of a braking device (100) according to one of the preceding claims, in particular an eddy current braking device in a road vehicle, in particular a motor vehicle or truck, or a rail vehicle. Vehicle with a braking device (100) according to one of the Claims 1 until 20 . Vehicle test stand with a braking device (100) according to one of the Claims 1 until 20 to provide a braking torque (76).