CN102906446B - Self energizing effort break - Google Patents

Abstract

A self-boosting brake applies a braking force to the working surface of the brake member (119) and especially the brake disc (119) during braking. The self-boosting brake has a brake head (100) adjustable between a brake position and a brake release position, the brake head has a brake body (112) acting on a brake member (119) in the brake position ). The brake body walks through a section of adjustment stroke along the working surface of the brake part (119) during braking and is thus hinged on the adjustment part ( 113), the adjustment member is adjusted to move against the action of the clamping mechanism (331) acting on the brake head (100). The adjusting piece (113) forms a braking force acting on the braking body (112) and further acting on the braking piece (119). In this case, the adjustment stroke of the adjustment element (113) can be adjusted via the stop (115) acting on the brake body (112).

Description

self-boosting brake

technical field

The invention relates to a self-boosting brake having a brake head with a brake body connected to an adjusting element, which acts on a brake element such as a brake disc or a brake drum during braking . As a result, a path occurs between the braking body and the adjusting part, and the stop acting on the braking body limits the movement of the adjusting part. The movement of the adjusting part is carried out against the action of a clamping mechanism, such as a spring, which thus exerts a defined constant braking force on the brake head and thus on the brake body.

Background technique

Industrial brakes are used in different work drive trains. They stop loads weighing tons or seconds and must work reliably. Industrial brakes have to meet many stringent requirements due to harsh environmental conditions and due to safety technology considerations. Depending on the field of application, these requirements vary considerably. As a rule, very high braking torques must not be applied for the purpose of stabilizing falling weights, for example in cranes. Other braking systems must be able to withstand high energies, especially in conveyor engineering plants such as surface mining. Other braking systems in turn keep the rotational speed or torque constant of a working machine, for example in a production plant.

If there is a failure such as a power failure, the braking system should automatically stop the machine (failsafe protection: FAILSAFE).

Regardless of the respective field of application, there is a need for more robust, low-maintenance and low-energy consumption braking systems, which are characterized by a compact and thus space-saving and/or low production cost and have simple components. It is therefore an object to provide a brake with a high braking torque which requires as little as possible an external energy source, such as an energy-intensive hydraulic actuation, in order to close the brake or keep the brake open.

In the case of high braking force, a large steering device is mostly required, because if the steering force is small, the lever group stroke is long to obtain a large enough transmission ratio, or if the lever transmission ratio is small, then for the same braking force must be required Great manipulation.

An alternative solution is the self-energizing principle.

In the case of self-energization, part of the existing energy obtained from the braked system through the braking process is used to enhance the braking effect. For example, the frictional force of a brake disc acting on a friction pad is used to increase braking force. This so-called servo effect (SERVO effect) can be realized using structural technology, for example with levers or wedges. Compared with the lever principle, the wedge principle has been basically recognized. Although self-energizing brings many advantages, it has been rarely used in modern industrial braking technology until now. Instead, the braking force is essentially generated with the aid of powerful springs and correspondingly powerful hydraulic drives.

The principle of self-energizing brakes has been studied in the automotive field. Here, sophisticated control technology is used in order to better meter the self-boosting braking action and prevent the brake wedges from locking up (self-locking). See for this: "Modelling and Validation of the Mechatronic Wedge Brake" by Bernd Gumbert (SAE International: 2003-01-3331, March 2003), "Modelling Testing the Mechatronic Wedge Brake" (SAE International: 2004-01-2766, January 2004) and "Modelling and Control of a Single Motor Electronic Wedge Brake" " (SAE International: 2007-01-0866, January 2007).

Furthermore, German Patent Application Laid-Open No. DE 10350225 A1 discloses a brake (KSP configuration from the company SITEMA) for elevators or conveyors, which utilizes the self-energizing principle. The brake is placed on the conveying rod to hold, protect or emergency brake the descending weight. For this purpose, a clamping sleeve with an outer conical shape is clamped on the circumference of the delivery rod in the braking position. The clamping sleeve is movable in a conical-bore collet which is also movable. In the released position, the clamping sleeve is held in the released position by the pressure exerted by the annular piston against the force of the coil spring. The collet is held against a stop by means of a corresponding spring. When the pressure is off, the coil spring overcomes the spring force of the collet to press the clamping sleeve into the inner tapered hole. Thus, the brake acts on the transport rod. If a load is applied to the rod, a self-energizing action occurs which pulls the clamping sleeve further into the inner tapered bore. However, the movement of the clamping sleeve is limited by the annular piston, which is in a stop position without pressure. To this end, a defined pressing force acts on the rod. But the brake cannot be released smoothly under load. In addition, a pneumatic device for releasing the brake is required.

Other self-energizing systems are known from the publications DE 10 2008 036 033 A1 and DE 10 2006 036 278 B3.

Contents of the invention

It is therefore the object of the present invention to provide a simple self-energizing brake for generating a defined contact force, which is especially suitable for rotating brake elements (disks, drums) and which can also be easily disengaged under load. Open, and at least partially overcome the above-mentioned disadvantages of known brakes.

A first aspect of the invention relates to a self-boosting brake which, during braking, exerts a braking force on a running surface of a brake element, in particular a brake disc. The self-boosting brake has a brake head that is adjustable and movable between a brake position and a brake release position, the brake head having a brake body that acts on a brake element in the brake position. During braking, the brake body travels through an adjustment path along the working surface of the brake part and is thus articulated on an adjustment part that can be adjusted relative to the brake body and perpendicular to the work surface, that is, the adjustment part It is adjusted to move in a manner that overcomes the action of the clamping mechanism acting on the brake head. The adjusting element forms a braking force acting on the braking body and thus on the braking element. In this case, the adjustment path of the adjusting element can be set by a stop acting on the brake body and can be changed by adjusting this stop.

Through the stop and the clamping mechanism (which is subjected to the potential energy generated by the movement of the adjusting part), the specified braking force can be generated despite certain fluctuations in the friction value, that is, the self-energizing effect is limited to the brake head. This acts as a fixed value for the brake. Complete self-locking of the brake body is effectively prevented and simple release of the brake is possible. Therefore, the brake structure allows a large self-amplification multiplier. In order to reduce the impact effect of the brake body on the stop, damping elements can also be arranged in the stop.

In addition, since the stop defines the tightening force of the clamping mechanism, the prescribed braking force can be adjusted by adjusting the position of the stop without complicated structural changes to the brake. The clamping mechanism can also be adjusted as described below for the same purpose.

In a further embodiment of the invention, the brake body and the adjustment element engage each other via a wedge-shaped structure inclined relative to the direction of adjustment travel. The inclination (α) of the wedge-shaped structure is between 0 degrees and arctan (μmin), wherein μmin represents the minimum friction coefficient or friction value of the braking device. The relationship between the inclination (α) and the friction value μmin results from the operation of the brake according to the self-locking mode, in which mode, as soon as the brake body touches the brake disc, it passes without additional force by acting on the brake part and the brake disc. The frictional forces between the brake bodies are jointly entrained in the direction of rotation of the brake parts, which results in a travel between the brake bodies and the adjustment part. Thus, the brake actuation in self-locking mode in combination with the stop on the brake body achieves a defined braking force without complex control technology.

This engagement takes place, for example, by means of rolling bearings or slide bearings. Plain bearings are used, for example, using corresponding lubricants.

According to another embodiment, the self-boosting brake comprises a wedge-shaped structure with two wedge-shaped sections acting in different directions from each other.

As a result, the brake can be used independently of the direction of movement of the brake parts (rotation of the brake disc or brake drum), because it is thus possible to achieve Prescribed and possibly varying amounts of braking force.

A further embodiment of the invention is directed to a self-boosting brake, wherein the wedge-shaped structure has at least one roller by means of which the wedge-shaped segments engage one another. For this purpose, the frictional interaction between the brake body and the adjustment element is optimized.

The rollers are, for example, cylindrical needle rollers. The needle rollers provide a large contact area between the wedge segments. As a result, a uniform force distribution on the friction pad can be achieved. The evenly distributed force action on the wedge section reduces wear in the bearing and increases the operational reliability of the brake. Alternatively, balls are used as rollers.

According to another embodiment, the braking body and the adjusting element are engaged by means of rollers, for example oval or elliptical in cross-section, the adjustment travel between the braking body and the adjusting element being achieved or converted by means of the eccentric action of the rollers.

According to an alternative embodiment of the self-energizing brake, the brake body is connected in an articulated manner to the adjustment part via a thrust part, which optionally allows a particularly shock-resistant engagement.

In this way, it is possible to dispense with more expensive, maintenance-intensive or less durable types of bearings connecting the braking body and the adjustment member.

According to a further development of the invention, the self-energizing brake comprises two stops for adjusting the adjustment travel of the brake body in two opposite directions of movement of the brake element.

As a result, a defined self-energizing braking effect can be achieved, independent of the direction of rotation of the brake disc.

According to another embodiment, the self-energizing brake comprises an elastic member, preferably a spring, as clamping means.

The spring is a standard part with defined mechanical properties and also allows a compact construction of the brake. As a result, the brake is especially suitable for industrial applications in smaller locations. Furthermore, in the case of springs, the braking force to be achieved can also be easily adjusted.

According to another embodiment, this is done by spring pretension.

This spring (mostly a compression spring) is compressed or stretched (extension spring) to change its preload. By virtue of the preload of the spring, the brake can be adapted to different loads to be braked without complex structural modifications, so that the brake can be used in a wide variety of applications. This adaptation of the braking force may be possible over a wide force range.

As an alternative or supplement, the elastic member can also be one or more parts of the brake system, especially the brake lever or the linkage group connected to the brake lever can take on the function of the elastic member through its inherent elasticity, as will be described below as described. Pretensioning can also be achieved here by a suitable selection of the components used depending on the required elasticity.

In another embodiment of the invention, the brake head is rotatably arranged on the brake lever set for adjustable movement between the brake position and the brake release position. In this way, the advantages of a perfect brake lever system (lever brake, caliper brake) and self-energized brakes can be integrated.

The brake lever set now includes a brake lever with a fixed center of rotation of the lever and a fixed transmission ratio. The brake head is arranged on one end of the brake lever or between the two ends of the brake lever. Movement of the brake lever about its center of lever rotation rotates the brake head from the brake release position to the brake position.

According to an alternative embodiment, the self-energizing brake comprises two brake heads, each located on a brake lever, which act on two opposing pairs of the brake element in the braking position. face, and the clamping mechanism acts between the brake levers. According to a preferred embodiment, the self-boosting brake is a lever brake, wherein the brake lever is arranged approximately tangentially to the direction of movement of the brake element, or the self-boosting brake is a caliper brake, wherein the brake lever is arranged The radial arrangement of the moving direction of the parts.

The symmetrical and uniform application of the braking force on both sides prevents a bending effect transverse to the direction of movement of the braking element to be braked. Furthermore, fast braking is enabled because twice as much friction acts on the brake. Due to the central arrangement of the clamping mechanism between the brake levers and since the clamping mechanism acts on both brake levers simultaneously, a compact construction of the brake can be obtained.

In another embodiment, the brake is in the form of a floating caliper brake or a fixed caliper brake.

A further embodiment of the invention describes a self-energizing brake in which a centering mechanism for centering the brake head is provided between the two brake levers.

The centering mechanism acts symmetrically on the brake lever and, by positive guidance, causes an equal but opposite movement of the brake lever and an equal release gap between the brake element and the friction pad on both sides of the brake element. In this way, the brake head can be brought into its released position and moved again identically and symmetrically towards the brake disc during the next braking process. Therefore, the brake can be used independently of the installation position. The centering mechanism is also used to make the participating working faces have the same wear.

Description of drawings

Hereinafter, embodiments of the present invention will be described in detail in conjunction with schematic diagrams, wherein:

Figure 1 is a perspective view of a braking system comprising a brake according to the invention in the form of a caliper brake, an adjusting device according to the invention, a holding mechanism and a brake release device;

Figure 1b is a detailed perspective view of the holding mechanism;

Figure 1c is a schematic diagram of the holding mechanism;

Fig. 2 is a sectional view of the brake head in the brake release position of the brake of the present invention;

Figure 3 is a view of the brake of the invention in the form of a caliper brake;

Figure 3b is a schematic illustration of the brake of the present invention in the form of a lever brake;

Figure 3c is a perspective cutaway view of the brake of the present invention in the form of a floating caliper brake;

Fig. 4 is the view of adjusting device;

Figure 5 is a perspective sectional view of the brake release device;

Figure 6a is a schematic diagram of a brake system comprising a brake of the present invention, an adjustment device, a holding mechanism and a brake release device in a brake release position;

Figure 6b shows the braking system shown in Figure 6a in the braking position;

Figure 6c shows the braking system shown in Figure 6a in the braking position;

Figure 6d shows the braking system shown in Figure 6a in the braking position;

Figure 6e shows the brake system shown in Figure 6a in the released position;

Figure 6f shows the braking system shown in Figure 6a in the braking position;

Figure 6g shows the braking system shown in Figure 6a in the braking position;

Figure 7 shows a control diagram for the operation of a braking system comprising the inventive brake, adjusting means, holding means and brake releasing means;

Figure 8 is a schematic diagram of a centering mechanism according to one embodiment of the present invention; and

Fig. 8b is a schematic diagram of a centering mechanism according to an embodiment of the present invention.

Detailed ways

Figures 1, 2 and 3 show the basic structure and function of a braking system 10 comprising an embodiment of the brake of the present invention. The brake system 10 shown has a brake lever set 200 in the form of a caliper brake, which is connected at its adjusting end 225 to the adjusting device 300 and is equipped with the brake head 100 at its braking end 226 . The centering mechanism 600 functions between the brake rods 220 , and the structure and function of the centering mechanism will be described below in conjunction with FIG. 8 . One end of the adjustment device 300 is connected to the adjustment end 225b of the brake lever 220b through the adjustment block 224, and the brake lever is composed of two connecting plates arranged in parallel. The other end of the adjusting device 300 is connected to the holding mechanism 400, which together with the brake release device 500 constitutes an adjusting assembly 700, which is hingedly connected to the adjusting end 225a of the brake lever 220a through its housing frame 710. By means of the adjustment assembly 700 and the adjustment device 300 , the brake system 10 can be adjusted and displaced between its braking position and its brake release position. The whole braking system 10 is firmly fixed at the center of rotation 221 of the rod in such a way that it can rotate relative to the brake disc that constitutes the brake member 119. To be precise, the radial surface ( See FIG. 3 ) Pass centrally between mutually opposing brake heads 100 .

The brake head 100 shown in Figure 2 comprises a brake body 112 and a friction pad 116 fixed on the brake body, the friction surface of the friction pad acting as a working surface acts on the brake disc 119 during braking. The radial surface transmits the braking effect to the brake shaft via the brake disc 119 .

The braking body 112 is configured to be movable relative to the adjustment member 113 and is held on the adjustment member 113 at an initial position ( FIG. 2 ) by a total of four springs 120 ( FIGS. 1 and 3 ). The adjustment part 113 itself is screwed to the hinge body 121 , which is centered relative to the adjustment part 113 by means of a cylindrical centering pin 122 . Through the two pins 123 protruding from the hinge body 121, the whole brake head 100 is respectively hinged and accommodated on the brake ends 226a and 226b of the brake levers 220a, 220b, and the ends of these two pins extend into the fixed In the support angle iron 124 on the adjustment piece 113 .

The tension force of the spring 120 can be adjusted through an adjusting plate 125 that is adjustable and fixed on the hinge body 121 .

The joint surfaces facing each other of the braking body 112 and the adjustment element 113 each have a plurality of wedge-shaped grooves 118 running parallel to each other, which are delimited by relatively inclined wedge surfaces 114 as adjustment surfaces. Between the adjusting surfaces 114 , according to the number of wedge-shaped grooves 118 (here four), there are rollers 117 in the form of rollers or needles. Through the position of the wedge-shaped groove 118 and the roller 117, the initial position (as shown in FIG. 2 ) of the brake body 112 relative to the adjustment member 113 is defined, and the initial position is elastically fixed by the spring 120, so that the brake body 112 It can be adjusted and displaced relative to the adjustment member 113 in the arrow direction P.

The available adjustment path s is now limited by an adjusting screw 115 serving as a stop, the position of which can be fixed by a locknut.

The brake pads described above function as follows when braking:

Firstly, the brake head 100 rests with the running surface of the friction pad 116 against the radial surface of the brake disk 119 rotating in the direction P. The applied frictional action moves the brake body 112 against the stop 115 in the manner acting on the friction pad 116 . Here, the wedge surfaces 114 move relative to each other, to be precise, the rollers 117 roll against each other. When the brake body 112 moves in the direction P, these rollers 117 leave the notch bottom surface to reach the slope of the wedge surface 114 when rolling, and clamp the brake body 112 to the radial direction of the brake disc 119 at this time. face. As a result, the force acting on the brake head 100 is enhanced, thereby enhancing the braking effect.

At this time, the slope of the wedge surface 114 is set such that the wedge surface 114 and the rollers 117 are in self-locking engagement with each other, that is, these rollers 117 are adjusted and displaced relative to the adjustment member 113 by the brake body 112 during the braking process. Under the action of the force perpendicular to the arrow direction P from the brake disc 119 , it will not slide into the wedge-shaped groove 118 .

In order to adjust the braking force produced by the wedging action, the following measures are provided:

On the one hand, the stop 115 serves to limit the adjustment travel s and thus also the adjustment displacement of the adjustment element 113 perpendicular to the direction of the arrow P caused by the wedging action.

In order to obtain a definable braking force, an adjustment assembly 700 is provided together with the adjustment device 300 . Here, according to FIG. 4 , the adjustment device 300 comprises a push rod-shaped transmission element 330 which acts between the adjustment end 225 b and the housing frame 710 connected to the adjustment end 225 a. Furthermore, the push rod 330 protrudes through the end plate 720 of the housing frame 710 into the holding mechanism 400 (see below and FIGS. 1 b and 1 c ). A compression spring 332 (also referred to below as an adjustment spring) embodied as an adjustment mechanism acts between the end plate 720 and a stop ring 336 which is adjustable via a thread along the push rod axis.

The push rod 330 itself can be fixed or released relative to the housing frame 710 by means of the holding mechanism 400 . When the push rod 330 is fixed, the adjustment spring 332 has no effect. When the push rod 330 is released, the adjustment spring 332 stretches the brake lever 220 on the adjustment end 225 in such a way that the adjustment spring is supported between the stop ring 336 and the front end plate 720 of the housing frame 710, Here, it acts via the housing frame 710 on the adjustment end 225a and thus on the adjustment end 225b. The adjusting force of the adjusting spring 332 is now transmitted via the stop ring 336 to the push rod 330 and via the push rod to the other stop ring 335 which is connected with the other stop ring formed as clamping mechanism. A compression spring 331 (hereinafter also referred to as clamping spring) abuts, this other compression spring is also guided on the push rod 330 . The other end of the clamping spring 331 acts on the adjustment block 224 , which is hingedly accommodated in the adjustment end 225b of the adjustment rod 220b via a hinge pin (see also FIG. 1 ). In addition, the push rod 330 is movably passed through the adjustment block 224 and locked by the locking member so as not to slip out of the adjustment block 224 . The spring force of the compression spring as the clamping mechanism 331 is significantly greater than the spring force of the compression spring 332 as the adjusting mechanism. In this way, the adjustment effect of the adjustment spring 332 is transmitted to the adjustment end 225b through the clamping spring 331 and the adjustment block 224, and is introduced into the housing frame 710 through the housing front plate 720, and then also transmitted to the adjustment end 225a. When the push rod 330 is released, the adjustment ends 225 a and 225 b are thereby spread apart, and the brake head 100 rests with the brake body 112 or the friction pad 116 against the radial surface of the brake disk 119 .

In this position, the push rod 330 is fixed by the retaining mechanism 400 relative to the housing frame 710 and thus relative to the adjustment end 225a. By an adjusting force acting in direction P on brake body 112 via friction pad 116 , brake body 112 is adjusted in direction P relative to adjustment element 113 . The roller wedging action of the rollers 117 rolling into the wedge grooves 118 causes the adjustment member 113 to move away from the brake disc 119 perpendicular to the radial face of the brake disc. That is, the detent ends 226a and 226b are forced apart, specifically, against the clamping spring 331 acting between the adjustment ends 225a and 225b. At the adjustment end 225b, the force is transmitted via the adjustment rod 220b into the adjustment block 224 and transmitted to the clamping mechanism 331 and the stop ring 335 and thus to the push rod 330 . At the adjustment end 225 a , force is transmitted via the housing frame 710 into the holding mechanism 400 and the push rod 330 fixed relative to the holding mechanism 400 , and thus to the stop 335 .

In this way, the braking force is produced by a defined deformation of the clamping spring 331 . The braking force can be adjusted by corresponding pretensioning of the clamping spring 331 via the stop ring 335 or by selecting a compression spring with a different spring constant. The braking force is limited by the adjustment travel s of the brake body 112 relative to the adjustment element 113 and can be varied by adjusting the stop 115 . By adjusting this stop in different ways, it can also be changed depending on the direction of rotation.

A plurality of needle rollers 117 with a circular cross section, in particular with opposing planar wedge surfaces 114 , results in a linear relationship between the degree of spreading of brake head 100 and the adjustment travel traveled by brake body 112 . Rollers 117 having an oval, in particular elliptical, cross-section allow various expansion/adjustment travel characteristics. By means of the eccentrically acting rollers 117, the flat running surfaces can engage one another without wedging.

The number of wedge grooves 118 depends on a number of sometimes conflicting factors, such as surface pressure, wear of associated components, manufacturing expense and/or production cost.

Alternatively, the braking body 112 and the wedge-shaped section of the adjustment element 113 in the form of the wedge surface 114 lie directly one above the other and are formed as a slide bearing. Suitable lubricants or coated sliding surfaces allow the use of plain bearings which are especially capable of withstanding high static loads (e.g. during long braking cycles where the brake is engaged for a long time), with essentially cylindrical or spherical rollers Or the rolling bearings of the transmission element 117 are suitable for dynamic loads (high braking frequency).

There are also embodiments with non-planar wedge sections. By selecting an advantageous wedge segment shape, the brake can be optimally adapted to the application. For example, the braking effect can be reduced gradually or gradually.

According to another alternative embodiment (not shown), the brake body 112 and the adjustment piece 113 are connected to each other by pushers. The push piece and the brake body 112 are connected at one end of the push piece by a rotatable hinge, so that the adjustment angle between the push piece and the brake body 112 is variable. The adjusting piece 113 is arranged at the other end of the pushing piece. The pushing member is, for example, a lever or a connecting rod, which is rotatably hinged on the braking body 112 and the adjusting member 113 . The self-energizing action depends on the deflection angle of the line of action running through the joint point relative to the adjustment stroke. Through the adjustment stroke of the brake body 112 when the self-energizing effect is adopted, similar to the above-mentioned embodiment, the displacement of the adjustment member 113 is realized by overcoming the action of the clamping mechanism 331 .

The special shape, arrangement and construction of the brake body 112 and the adjustment piece 113 allow an adjustable constant braking torque in any direction of movement of the brake disk 119 without complex retrofitting of the brake. This allows the brake to have many uses.

Other embodiments for the positioning of the stop are possible, for example a plurality of screws 115 on one side. Furthermore, the stop 115 can be arranged on the guide rail in a movable and lockable manner. Spacers can also be used to adjust the stop position. Preferably, a damping element is also integrated in the stop in order to absorb the shock effect of the brake body when the brake is engaged. As a result, the service life of the stop is significantly increased.

The clamping spring 331 is mounted on a guide mechanism 333 that is physically and firmly connected with the push rod 330 , such as by means of threads, and the guide mechanism prevents the clamping spring 331 from bending under force. The stop ring 335 is arranged on the spring guide 333 .

The adjustment mechanism 332 or the adjustment spring 332 can also be arranged on the spring guide mechanism 334, and the spring guide mechanism prevents the adjustment spring 332 from bending under force. The adjusting spring 332 acts between a stop ring 336 arranged on the spring guide mechanism 334 and an adjusting block 224 arranged on the rod end 225b. The spring guide 334 is also locked on the push rod 330 , for example by means of a thread. The two spring guides can have threaded sections, whereby the position of the stop ring 335 or 336 can be changed in order to prestress the adjusting spring 332 or the clamping spring 331 .

Leverage implementation

Figure 3b shows a schematic view of a passive brake in the form of a lever brake. The brake is shown without a brake member 119 or brake disc 119 .

The brake also has two mutually symmetrical and opposite brake heads 100 (see FIG. 1 ), which can be abutted against the brake heads 100 on both sides with the active surfaces of the friction pads 116 by means of a lever set 200 On the brake disc 119 that passes between. To this end, the brake lever 220 is rotated about a fixed lever center of rotation 221 , which in this embodiment is located at a fixed end 227 a or 227 b of the brake lever 220 , respectively. The brake heads 100 are each rotatably centrally mounted on the brake lever 220 by means of pins 222 via a structure (similar to that described in conjunction with FIG. Regardless of the inclination of the lever 220 , in the braking position, it always lies flat against the brake disk 119 .

At the adjustment ends 228 a and 228 b of the brake levers 220 opposite to the hinge point 221 , the two brake levers 220 are connected to the push rod-shaped transmission member 330 through the link group 223 . The push rod 330 is connected with the adjustment rod 223a at the center through the adjustment block 223b movably arranged on the push rod 330 . The adjustment block 223b is rotatably disposed on the end of the adjustment rod 223a of the link group 223 by means of a hinge pin (not shown). The push rod 330 acting on the adjustment assembly 700 via the front end plate 720 is supported axially displaceably in the adjustment assembly and projects into the holding mechanism 400 via the stop 338 (see below and FIGS. The housing frame 710 of 700 fixes or releases the push rod 330 .

In order to adjust the push rod 330, that is, for braking and releasing the brake, similar to a brake in the form of a caliper brake, a clamping mechanism 331 and an adjusting mechanism 332 are arranged on the push rod 330 in the axial direction, which are respectively Formed as a spring. These two springs are in the form of compression springs. Here too, the spring force of the compression spring as clamping means 331 is significantly greater than the spring force of the compression spring 332 as adjusting means. The clamping mechanism 331 is arranged on the part of the push rod 330 protruding from the adjustment assembly 700 and is supported between the "stop 337 at the end of the push rod 330" and "the side of the adjustment block 223b", which will clamp the action It is transmitted to the brake disc (not shown) through the connecting rod group 223 and the brake head 100 . The adjustment mechanism 332 is located within the adjustment assembly 700 and functions between the "stop 338 at the end of the push rod 330" and the "front end plate 720 of the housing frame 710 of the adjustment assembly 700".

In this embodiment, the braking process is designed like this:

When the push rod 330 is released, the adjustment spring 332 stretches between the stop 338 and the end plate 720 and pulls the push rod 330 into the adjustment assembly 700 . Adjustment block 223b acts on linkage set 223 which causes brake lever 220 to oscillate about lever center of rotation 221 so that brake lever ends 228a and 228b approach each other and brake head 100 rests against the brake disc. The adjustment spring 332 now acts on the adjustment block 223 b via the stop 337 and the clamping spring 331 .

In this position, the push rod 330 is secured in the housing frame 710 by the retaining mechanism 400 . Due to the frictional force acting in direction P at this position of the braking body 112 , the braking body 112 and the adjustment element 113 are spread apart. The brake lever ends 228a and 228b are now pressed apart and the linkage assembly 223 compresses the clamping spring 331 via the adjusting block 223b towards the stop 337 . In this way, the braking force is also produced here by a defined deformation of the clamping spring 331 . The braking force variation can be adjusted by a corresponding pretensioning of the clamping spring 331 by means of the stop 337 and/or by selecting a compression spring with a certain spring constant. Any brake head 100 design is similarly applicable.

Between the brake rods 220, a centering mechanism 600 is also preferably provided, which synchronizes the movement of the brake rods 220 and matches the movement distance (see FIG. 8).

Floating caliper implementation

Figure 3c shows a cutaway perspective view of a brake in the form of a floating caliper brake.

Unlike the previous embodiments, the brake shown in Figure 3c is an active brake, which closes and holds the brake in the event of energy input, and releases once the energy input is interrupted.

It comprises a caliper body assembly 900 and a brake piston 800 each having a brake head 100a or 100 which are opposed to each other and which act on a brake disc extending between the brake heads 100a and 100 ( not shown). The caliper body assembly 900 is equipped with a caliper head 100a without a self-energizing mechanism. The caliper body assembly 900 is movably floating and elastically supported by the caliper linear guide mechanism relative to the brake disc and the piston 800, where a constant air gap between the caliper brake head 100a and the brake disc can be adjusted by holding springs. The structure and function of the caliper assembly correspond to that of conventional floating caliper brakes. Therefore, the description of the action of the pliers will be omitted below.

Piston 800 replaces the hydraulic cylinder employed in the usual configuration. The piston includes an adjustment assembly 700 acting on the brake head 100 for tightening and releasing the brake. Brake head 100 has a brake body 112 , which includes a friction pad 116 facing the brake disk, and an adjustment element 113 , which have wedge-shaped grooves 118 with wedge surfaces 114 on opposite sides. The brake body 112 is articulated to the adjustment piece 113 via needle rollers (not shown) arranged between the wedge surfaces 114 and functioning as rollers.

The peripheral surface of the cylindrical cup slide 340 is inserted on the top side into a groove provided for it of the adjustment part 113 . The slider 340 is movably disposed in the housing part 704 of the adjustment assembly 700 and its movement is controlled by the adjustment assembly. The push rod 330 is movable along its longitudinal axis 715 relative to the slider 340 and the fixedly connected housing parts 704 , 703 and acts on the brake body 100 in a manner that acts on the adjusting part 113 via the push rod stop 330 a. on, and centered across the bottom surface of slider 340. Between the underside of the slide 340 and the clamping disc 339 , which is fastened firmly to the push rod 330 , a clamping mechanism 331 is supported, which here is in the form of a plate spring pack.

In order to adjust the displacement push rod 330 , an adjustment mechanism 332 is installed in the other housing part 702 , which acts on the push rod 330 via a roller screw 558 (Kagelumlaufspindel) passing through the adjustment mechanism 332 in the longitudinal direction as an adjustment element. . To this end, the threaded rod 558 is fixedly connected to the end of the push rod 330 . The adjustment mechanism 332 is constituted as a rotating nut 332 whose rotatable inner nut ring (not shown) is rotatably hinged to an outer nut ring (not shown) fixedly anchored in the housing part 702 through a ball bearing (not shown). out) on. Rotation of the inner race of the nut causes the roller screw 558 to perform axial movement that adjusts the push rod 330 .

The spacer 407 and the drive shaft 408 accommodated in the housing part 702 connect the inner ring of the nut to the rotor 560a of the torque motor 560, the stator 560b of which is fixedly held on the housing part 701 via corresponding flanges .

Furthermore, the drive shaft 408 passes through the retaining mechanism 400, which comprises a clamping body freewheel 433 and a clutch 444 connected via the outer hub 443b of the freewheel, as described in connection with FIG. 1c. The clutch 444 is an electromagnet-spring pressure jaw clutch, which is engaged by means of an electromagnet as soon as the electromagnet is energized and opened again by means of a spring force in the deenergized state. It serves to absorb the moment load in the braking position and to transmit it to the housing part 702 . The inner hub 443a of the freewheel mechanism is connected to the drive shaft 408, while the outer hub 443b is connected to the clutch. The motor 560, the holding mechanism 400 and the roller screw 558 together form a brake release device 500".

To close the brake, the motor 560 and freewheel mechanism 443 (clutch/magnet) are activated. The rotation of the rotor 560a is transmitted to the inner ring of the nut through the intermediate piece 407 and the drive shaft 408, and makes the roller screw 558 and the push rod 330 move along the braking direction B, and the push rod acts on the adjustment piece 113 to brake The head 100 abuts with the friction pad 116 against the brake disc. The free wheel mechanism 443 allows the inner hub 443a to rotate in the braking direction B according to the rotation of the drive shaft 408 relative to the outer ring 443b.

Due to the friction effect exerted by the rotating brake disc on the friction pad 116 in the direction P, the brake body 112 is moved for an adjustment stroke s, which is determined by the stop 115 laterally arranged on the adjustment member 113 defined. The needle roller in the wedge-shaped groove 118 now rolls on the wedge surface 114 , as a result, the brake body 112 and the adjustment member 113 travel through a certain stroke and at the same time spread the brake head 100 according to the adjustment stroke s. The adjusting part 113 makes the slide block 340 move to the leaf spring group 331, which is supported on the chuck 339, and the chuck 339 is fixed by a free wheel mechanism 443 which plays a locking role in the direction L of releasing the brake. In this case, the clamping effect caused by the adjustment stroke s will be transmitted to the brake disc via the slider 340 and the brake head 100 . The floating caliper embodiment then allows the brake to be centered on the brake disc and used to brake the brake disc between the friction pads 116 and 116 a without bending effects.

To release the brake, the power supply to motor 560 and clutch 444 is interrupted. Clutch 444 is open. The disk spring assembly 331 pushes the push rod stop 330 a away from the adjustment element 113 via the chuck 339 , which is now displaceable in the release direction L. Turn nut 332 and rotor 560a are now free to turn and allow disengagement movement of push rod 330 by screw 558 . An adjustment element 126 , for example in the form of a compression spring, acting between the housing part 704 and the adjustment element 113 pushes the brake head 100 away from the brake disk. The tension spring 120 acting between the brake body 112 and the adjustment part 113 now also holds the brake body 112 on the adjustment part 113 in the released position.

The adjustment assembly 700 does not require large, maintenance-intensive electro-hydraulic controls. The use of a torque motor 560 allows for a very compact and low maintenance "brake by wire" configuration.

The principle of operation of the piston 800 described in connection with Fig. 3c can also be used in fixed caliper brakes and/or similar self-centering brakes.

As an alternative to the illustrated embodiment of the brake, the clamping mechanism 331 does not have to be a spring, but can also be an elastic component of the brake system. For example, a brake lever can be used as a clamping mechanism (see FIG. 6f ), whose clamping force on the brake disc is generated by its elastic deformation (bending) in the braking state. However, other components can also generate braking forces by counter-upsetting, stretching and/or twisting. Multiple components can also work together to produce the required clamping action.

keep the body

The holding mechanism 400 (see FIGS. 1 and 1 b ) includes a sliding seat 410 that moves linearly within the housing frame 710, the sliding seat is connected to one end of the push rod 330, so that the sliding seat is adjusted (braked/released) Follow the linear motion of the putter. A shaft 412 mounted rotatably on the slide 410 extends transversely of the push rod 330 and on which a gear wheel 445 is mounted in a rotationally fixed manner. The gear 445 engages on the rack 446 fixedly connected to the housing frame 710, so that the slide 410 moves linearly in the housing frame 710 during the adjustment movement (brake/release) of the push rod 330 and makes the shaft 412 and the gear 445 turns.

The shaft 412 extends out of the slide seat 410 at one end. At this end there is a freewheel 443 which is fixedly connected via its inner hub to the shaft 412 and whose outer hub is connected to an adjusting clutch 444 (here a magnetic jaw clutch) via a torque disc. 449 is arranged in a rotationally fixed manner relative to the housing frame 710 but relatively linearly movable. This rotationally fixed connection is achieved by means of guide projections 448 which move in corresponding guide grooves 712 which extend in the adjustment direction.

Adjustment clutch 444 is closed by an adjustment spring (not shown) and opened by an electromagnet when the electromagnet is energized. When the adjustment clutch 444 is closed, the outer hub of the freewheel mechanism 443 is fixedly connected with the torque disc 449 and locked against rotation. In the disengaged position of the adjustment clutch 444, the shaft 412 can only be adjusted in the freewheeling direction of the freewheel 443 for this purpose, while the other direction of rotation is via the clamping body (not shown) acting on the outer hub with the aid of the adjustment clutch 444 Locked. At this time, the freewheel mechanism 443 is oriented in such a way that the push rod 330 and the sliding seat 410 fixed on the push rod can only be adjusted and moved relative to the housing frame 710 in the direction B (braking direction), which is exactly the same as adjusting the clutch The position of the 444 is irrelevant. Movement in direction B is only possible when clutch 444 is closed. Therefore, the adjustment ends 225 a and 225 b can be stretched under the action of the adjustment spring 332 .

When braking, the self-energized brake head 100 generates a reaction force, which is transmitted to the push rod 330 through the clamping spring 331, and then to the sliding seat 410, which slides in the arrow direction L (brake release direction) under pressure. But in this direction, the gear 445 is fixed by the shaft 412, the freewheel mechanism 443 and the locked clutch 444, thus, the slide 410 is locked relative to the rack 446 and the housing frame 710, thus also locking the push rod The movement of the 330, results in maintaining the braking action.

When the adjustment clutch 444 is released, the hub of the freewheel mechanism is released, and the shaft 412 or the gear 445 is unlocked, so that the push rod 330 can then move in the direction L and allow the slide 410 to move in the direction L when the braking force is released. direction to move. At this time, the gear 445 rotates on the rack 446 while driving the free wheel mechanism 443 . The sliding seat 410 moves in the direction L in the housing frame 710 under the action of the clamping spring 331 , and the braking effect is reduced. In this embodiment, the slide 410 is designed as an engagement part 447 .

The clutch 444 is designed, for example, as a form-fitting clutch 444 , in particular as a magnetic jaw clutch closed by a spring in a currentless manner. Clutch 444 is electric. In this case, it implements the fail-safe protection principle (FAILSAFEPrinzip), ie safe closing of the brake in the case of a typical de-energization of industrial brakes. In other embodiments, the power transmission path is generated by a plate clutch. These alternative embodiments also implement the fail-safe protection principle.

FIG. 1 c shows a schematic illustration of an alternative embodiment of the retaining mechanism 400 .

The holding mechanism 400 includes a turning nut 441 as a conversion unit, which is freely rotatable relative to the housing frame 710 . It has an internal thread and is passed through by a screw 440 (which acts as an adjustment element and has an external thread), where the two threads mesh with each other. The screw is fixedly connected at one end to the push rod 330 in the longitudinal direction, ie is axially parallel to the push rod 330 . During the adjustment movement (brake/release) of the push rod 330, the threaded rod 440 is also moved longitudinally. Simultaneously, the turning nut 441 is turned by threads.

The inner hub 443a of the clamping body of the freewheel mechanism 443 is anti-rotatably arranged on the rotating nut 441 , while the outer hub 443b of the freewheel mechanism 443 is screwed to the clutch 444 . The U-shaped piece 449 acting as a torque support creates a rigid connection between the holding mechanism 400 and the housing frame 710 and takes up the moment load transmitted by the turning nut 441 through the clutch 444 and transmits it to the housing frame 710 . To this end, the U-shaped piece 449 is connected to a tube 451 also guided by the screw 440 at the central opening through which the screw 440 passes, and the clutch 444 is fixed on this tube by means of a shaft-hub connection 450 (such as a key) so that Moment loads are transferred from clutch 444 to clevis 449 .

At the end of the clutch 553 of the brake release device 500 away from the push rod 330, the threaded rod 440 has an engagement member 447 (not shown) such as a magnetizable metal plate 447 (see FIG. 6a), which can be connected with the clutch 553 such as an electromagnet.

Adjustment clutch 444 is closed by an adjustment spring (not shown) and opened by an electromagnet when the electromagnet is energized. When the adjustment clutch 444 is closed, the outer hub 443b of the freewheel mechanism 443 is firmly connected with the torque support 449 and thus fixed against rotation. For this reason, at this switching position of the adjustment clutch 444, the turning nut 44 can only be adjusted and moved in the idle direction of the freewheel mechanism 443, while the other direction of rotation is clamped by the freewheel mechanism 443 acting on the outer hub 443b. The body is locked using clutch 444. At this time, the freewheel mechanism 443 is oriented in such a way that the push rod 330 and the threaded rod 440 fixed on the push rod can only be adjusted and moved in direction B (braking direction) relative to the housing frame 710, to be exact, regardless of the adjustment. What about the position of the clutch 444. That is, movement in direction B is only possible when clutch 444 is closed. In this way, the adjustment end 225 can be stretched under the action of the adjustment spring 332 .

When braking, the self-energizing brake head 100 generates a reaction force, which is transmitted to the push rod 330 through the clamping spring 331, and then to the screw rod 440, and the screw rod is thus subjected to pressure in the direction of the arrow L. pressure. But in this direction, the turning nut 441 is fixed by the freewheel mechanism 443 and the locking clutch 444, thereby locking the threaded rod 440 with respect to the housing frame 710 and thus also locking the movement of the push rod 330, thus maintaining Braking action.

When the adjusting clutch 444 is disengaged, the hub of the freewheel mechanism is released and the turning nut 441 is unlocked so that the threaded rod 440 can then move in the direction L together with the push rod 330 when the braking force is released. The braking effect is reduced.

The clamping body freewheel mechanism has a clamping body with a small inertial mass, which responds quickly, can withstand large moments, and has little slippage. However, other equally effective embodiments of the freewheel mechanism 443 are possible. Furthermore, the freewheel mechanism 443 used should be suitable to withstand the torque generated by turning the nut 441 in the locking direction.

The structure of the retaining mechanism 400 using the screw 440 and the turning nut 441 is compact, and thus can save weight and space.

The clutch 444 to which the invention is applied can always be shifted under load, since otherwise the brake according to the described operating principle would not be able to be released.

In addition, the holding mechanism 400 can automatically compensate for friction pad wear, for example by means of a fine adjustment mechanism, so that the air gap and thus the braking behavior are kept constant.

Brake release device

FIG. 5 shows a perspective sectional view of a brake release device 500 for a caliper or lever brake.

The brake release device 500 has a housing 550, which is composed of a cylindrical sleeve 510, and the two ends of the opening are closed by a front end plate 511 and a rear end plate 512. Housing 550 itself is supported linearly displaceably in housing frame 710 . For this purpose, projections 513 formed on the end plates 511 and 512 are used which, like the carriage 410 , are guided in grooves 713 of the housing frame 710 .

The rear end plate 512 is connected with the screw rod 558 , passes through the rear end 721 of the housing frame 710 and can be linearly adjusted and moved by the stepping motor 560 installed there. The screw drive is of the self-locking construction type, so that the screw is not adjusted only in direction L when the motor 560 is switched off. The brake release device 500 is movable in directions L and B within the housing frame 710 by the screw 558 and the stepping motor 560 .

A switching clutch in the form of a holding electromagnet 553 is provided on the front end of the brake release device 500, which can be linearly engaged with the engagement member 447 or the slide seat 410 by magnetic force and in accordance with the direction L of the brake release when the holding mechanism 400 is released. Adjust and move the push rod 330 in a manner that overcomes the force of the adjustment spring 332 .

The brake release device 500 also includes a clamping mechanism for applying the adjustment force obtained as follows: the clutch 553 is firmly connected with a slide block 557 passing through the front end plate 511 for this purpose, and the slide block is connected to the clamp at its rear end by a traction member 554. Disc 556 is connected, the outer contour of which corresponds to the inner contour of cylindrical sleeve 510 , so that slide 557 , traction member 554 and chuck 556 are linearly displaceable inside cylindrical sleeve 510 or front end plate 511 . Between the inward facing surface of the front end plate 511 and the opposite end surface of the chuck 556, a compression spring 551 acts as a clamping member, which compresses the chuck 556 to the inner bottom surface of the rear end plate 512, and thus passes the traction member 554 holds slider 557 in the position shown.

The traction element 554 is connected via a guide head 555 to a cup-shaped slide 557 , which itself rests on the underside of the slide 557 via a bearing shoulder. The traction member 554 passes through a corresponding opening on the bottom surface of the slider 557, where the damping spring 552 around the traction member 554 acts between the chuck 556 and the bottom surface of the slider 557, so that the bottom surface of the slider 557 is pressed to The shoulder of the guide head 555. But look vertically, the guide head 555 does not completely occupy the cavity 561 in the slide block 557, as a result, there can be relative movement along the longitudinal direction between the guide head 555 and the slide block 557, and now the damping spring 552 is on the bottom surface of the slide block 557 and between the chucks 556 is compressed. The housing 550 , the slider 557 , the guide head 555 , the traction member 554 , the chuck 556 , the damping spring 552 and the clamping spring constitute a clamping device 559 .

Release or release of the brake is accomplished by the clamping device 559 together with the clutch 553 from the position shown in FIG. 6b to the position shown in FIG. 6c by a stepper motor 560 driving the screw 558 . The clutch 553 abuts against the slide 410 with its end face.

The magnetic clutch 553 is activated and engaged with the sliding seat 410 , and further engaged with the push rod 330 . Now, by actuation of the stepper motor 560 in the opposite direction, the screw 558 pulls the housing 550 backwards (direction L) into the position shown in Figure 6d. At this point, the front end plate 511 moves rearwardly relative to the slider 557 and clamps the clamping spring 551 to the chuck 556 , which is separated from the rear end plate 512 . The clamping device 559 is now clamped and causes a pulling force to act rearwardly on the slide 410 which is still locked relative to the housing frame 710 .

To release the brake, the adjustment clutch 444 is now switched to disengaged (activated), so that the shaft 412 and the gear wheel 445 are rotatable, with the result that the linear movement of the slide 410 in direction L is released and the slide passes through the clutch 553, the slide 557 , the traction member 554 and the clamping or disengaging spring 551 acting on the chuck 556 are pulled backwards, and as a result, the chuck 556 abuts against the rear end plate 512 again. In this way, the pull rod 330 is moved in the direction L against the action of the adjustment spring 332 by means of the slide 410 and the brake is released (see FIG. 6 a ).

When the slider 410, which is connected to the slider 557 by the clutch 553, returns quickly, the damping spring 552 inhibits the return movement of the slider 557 beyond the position shown in FIG. 554 moves, and damping spring 552 is compressed this moment. This prevents such snapback from being directly and uninhibited from being transmitted to the rear end plate 512 through the traction member 554 and the chuck 556 , and then to the adjustment device 562 including the screw 558 and the stepping motor 560 .

According to an alternative embodiment, the adjusting element 558 is designed in the form of a rod, which is driven by means of a hydraulic or pneumatic adjusting cylinder. Other equivalent alternatives for the adjusting device are rack-and-pinion assemblies or rack-and-worm gear assemblies, which are each driven by a motor.

Alternatively, clutch 553 is an electromechanical clutch that only engages when energized and disengages when de-energized as well.

The working process of a complete brake-release cycle

FIG. 7 shows a control diagram for the operation of the brake system 10 comprising the brake, the adjusting device 300 , the holding mechanism 400 and the brake release device 500 . The individual control steps will be described in detail with reference to Figures 6a, 6b, 6c, 6d and 6e.

Figures 6a, 6b, 6c, 6d, 6e, 6f and 6g schematically show all the main components of the braking system 10 in different control steps.

The brake system 10 , here in the form of a caliper brake, comprises a set of brake levers comprising two brake levers 220 arranged radially along the brake disc 119 , which brake levers 220 have The two brake heads 100. Each brake lever 220 is articulated at a fixed lever center of rotation 221 . Between the adjustment ends 225 of the brake lever 220 there is an adjustment device 300 comprising spring assemblies 331 , 332 and a push rod 330 . The push rod 330 is inserted into the retaining mechanism 400 , which together with the brake release device 500 forms an adjustment assembly 700 , here the retaining mechanism 400 and the brake release device 500 including the clamping device 559 are arranged in a housing frame 710 . The brake lever 220a is rotatably connected to the housing frame 710 by its adjusting end 225a. The coupling 447 on the push rod 330, the magnetizable end plate or the slide 441 of the retaining mechanism 400 is used to connect the adjusting device 300 with a clutch 553 (such as an electromagnet) which is connected to the stepper via an adjusting member in the form of a screw 558. A motor 560 is connected, which is used to move the electromagnet 553 and thereby also the push rod 330 , which results in an alternation of the braking position and the releasing position of the brake head 100 .

Regarding Figure 6a:

The brake system 10 is in the released position against the action of the pretensioned clamping spring 331 . The brake head 100 is released and forms an air gap relative to the brake disc 119 . The retention mechanism 400 is unlocked so that the push rod 330 is free to move in both directions. However, the end plate 447 is connected to the connected electromagnet 553, and the clamping device 559 is in the clamping position (the farthest on the right side), which overcomes the action of the adjustment spring 332 to keep the brake head in the release position. .

Both the clamping spring 551 and the damping spring 552 are inactive in this state.

The following will describe in detail the different control steps shown in Figure 7 obtained by the close cooperation of various system components:

In Figure 6b (step 0 of Figure 7), the braking system is in the braking position:

During braking, for example from the position shown in FIG. 6a due to de-energization, the connection between the electromagnet 553 and the end plate 447 is broken. At the same time, the retaining mechanism 400 is locked, which prevents the movement of the push rod 330 in the direction L.

By the action of the adjustment spring 332 , the push rod 330 is moved away from the housing frame 710 and the adjustment end 225 of the brake lever 220 is braced apart, whereby the brake head 100 abuts against the radial face of the brake disc 119 . Due to the applied frictional effect, the brake body 112 is moved in the direction P relative to the adjustment element 133 by the adjustment distance s, which in turn spreads the brake head 100 apart. Only the clamping mechanism 331 receives the spreading action of the brake head 100 transmitted by the brake lever 220 because the push rod 330 is locked in the direction L relative to the housing frame 710 . The stop 115 on the brake head 100 limits the adjustment stroke s of the brake body 112, thereby preventing the brake body 112 from locking or locking during braking, and also together with the clamping spring 331 limits 331 The magnitude of the self-energizing force applied.

Via the holding mechanism 400 , a braking force is obtained which is generated by the self-energizing action of the brake head 100 by means of the clamping spring 331 .

Since the connection between the electromagnet 553 and the end plate 447 is automatically disconnected in the event of a power failure, the brake system 10 is suitable as a safety brake or emergency brake (FAILSAFE).

In Figure 6c (step 1 in Figure 7), the brake is still in the braking position:

The stepper motor 560 moves the clamping device 559 together with the switched electromagnet 553 in the direction B by means of the screw 558 . The electromagnet is engaged to end plate 447 . The clamping spring 331 is stressed and the holding mechanism 400 is locked. Damping spring 552 and clamping spring 551 of clamping device 559 are relieved.

In Figure 6d (step 2 in Figure 7), the brake is also closed:

Now, the stepper motor 560 moves in the direction L with the holding mechanism 400 locked and the electromagnet 553 connected to the plate 447, as a result, only the housing 550 of the brake release device 500 acts against the clamping spring or the opening spring 551 against the slider 557 and tractor 554 return. In order to obtain a reliable working mode, the holding force of the electromagnet 553 should be greater than the force of the clamping spring 551 .

In step 3 ( FIG. 7 ), the braking system 10 is in a waiting position with the holding mechanism 400 locked and the stepper motor 560 not actuated, according to an electronic signal for releasing the holding mechanism 400 or releasing the brake. Electromagnet 553 is turned on. The clamping spring 331 and the release spring 551 are tensioned.

The holding mechanism 400 is released in Figure 6e (step 4 of Figure 7) when the electromagnet 553 is switched on. The push rod 330 moves relative to the housing frame 710 in the direction L against the action of the adjustment spring 332 by the action of the clamping spring 331 and the release spring 551 . The adjustment end 225 of the brake lever 220 is jointly guided and the brake head 100 on the brake end 226 of the brake lever 220 is lifted.

In order to obtain a reliable working mode, the force action of the clamping spring 551 should be greater than the force action of the adjustment spring 332 .

The brake system 10 is now in the released position again and can be activated again.

The clamping spring 551 in the clamping device 559 serves to momentarily release the brake. The stepper motor 560 must exert large adjustment forces at high feed rates in order to release the brakes. Releasing the brakes will still cause some delay. On the other hand, the clamping spring 551 can be pretensioned in the braking position, so that the brake can be released immediately by releasing the push rod 330 if required.

Figure 6e (step 5 in Figure 7) shows the brake released when the retaining mechanism 400 is locked. Engagement signal (ie electromagnet 553 off or de-energized) may again cause push rod 330 to be disengaged, which push rod is then moved in direction B by the action of adjustment spring 332 . The brake will already be in its braking position as described for Figure 6b. Steps 6, 7, 8 and 9 in Fig. 7 are performed in a similar manner as steps 1, 2 and 3 above.

Said controlling step is preferably carried out automatically. In this case, the user only has to give the commands "disengage" and/or "close". Alternatively, manual operation may be performed, in which case any individual component is individually controlled by the user. Switching between these two modes is for example by pressing a button. A standard power supply and standard components such as a microstepper drive for the stepper motor 560 are used for controlling the system components.

Hereinafter, the working mode of the damping member 552 will be described:

The clamping spring 331 can be clamped by the self-energizing action of the brake head 100 in the braking position. As a result, tensioning of the release spring 551 can be prevented in preparation for brake release. If now the holding mechanism 400 is unlocked to release the brake system 10, then the entire stroke of all elastic elements, especially the force action of the clamping spring 331, may be directly transmitted to the stepper motor 560 via the screw rod 558, which may lead to The motor 560 is suddenly subjected to a large load, which may easily damage the motor 560 .

A simple protection mechanism for this situation provides a damping element 552, which according to FIG. .

If the holding mechanism 400 is now unlocked as shown in FIG. 6g under the unstressed situation of the clamping spring 551, the push rod 330, the electromagnet 553 and the slider 557 are relatively drawn against the traction member 554 and the housing by the action of the clamping spring 331. The body 550 moves in the direction L. This is done against the action of the damping spring 552, whereby the motor 560 remains unaffected and effectively protected against overload.

Alignment agency

FIG. 8 shows a schematic diagram of a self-centering centering mechanism 600 .

The housing 662 of the centering mechanism 600 is positioned between opposing webs 669 (see FIG. 1 ) in the brake lever group 200 by means of two elongated holes 668 and screws guided in the elongated holes. Via the protruding sides of the web 669 , the web 669 is fastened together with the centering mechanism 600 on the brake lever 220 . The elongated holes allow precise positioning of the centering mechanism relative to the brake disc 119 .

The housing 662 of the centering mechanism 600 serves to guide two toothed racks 663 . They are, for example, in the form of round rods, so that simple lateral holes in the housing are sufficient as guides. The two connecting rods 666 are located on the same longitudinal axis parallel to the rack 663 , and each connecting rod is fixedly connected to a rack 663 through a universal joint fork 667 . The connecting rods 666 are each inserted with their outer ends into a brake lever, to be precise, into a pin which is arranged between two webs of a brake lever 220, and are fixed there, for example by means of nuts 664 (see figure 1).

In the center of the housing 662 there is a seat for a gear 665 rotatably supported therein, the axis of rotation of which gear intersects the axis of the connecting rod 666 and whose teeth mesh precisely with the rack 663 .

When the brake system 10 and/or the centering mechanism 600 is put into operation, the horizontal displacement of the position of the centering mechanism 600 along the long hole 668 relative to the brake lever 220 causes preliminary centering, so that the center point of the gear 665 is centered on the on the brake disc 119 and the position is locked by means of the nut 664.

When the brake system is working, the centering of the brake lever is always obtained as follows:

When the brake lever 220a moves, the connecting rod 666a locked thereon moves together with the rack 663a. The gear 665 converts this movement into a rotation, which is transmitted to the rack 663b and link 666b, specifically in an equal but opposite translational motion. In this way, the second brake lever 220b moves completely opposite to the first brake lever 220a. Thus, a consistent distance from the brake head 100 to the brake disc 119 is always guaranteed.

An additional integral overload prevents the brake lever 220 from jamming when the rack and pinion assembly pinches. This overload decouples the "movement of the brake lever 220" from the "centring of the brake when going from the released position into the braking position or vice versa". The overload element is preferably designed as an ideal breaking element.

The centering mechanism 600 together with the automatic wear fine adjustment or the electromechanical wear fine adjustment makes complicated routine maintenance work superfluous. The brake system 10 can thus be used particularly well if maintenance is very expensive and/or complicated, for example in drilling platforms, wind or tidal or hydroelectric power stations.

A low cost alternative to the centering mechanism 600 as shown in Figure 8b comprises a rotatable lever 661, instead of the gear 665 and rack 663, the center of rotation 661a of which is located in the center of the housing (not shown). Each connecting rod 666 is fixed on the end of the lever 661 respectively. If one of the links 666a moves due to the movement of the brake lever, this causes a rotational movement of the lever 661 which causes a reverse movement of the second link 666b.

other instructions

The described brake release concept is based on electromechanical components and is characterized by its simplicity, compactness and lightness. Alternatively, the stepping motor 560 may be replaced by other types of motors according to an embodiment not shown. Therefore, the compatibility of the brake release device 500 with other existing braking systems can be improved. This brake release solution can also be used in other lever brake systems with any brake head design. The brake release solution can save space and energy and replace the currently commonly used brake release devices such as the electrohydraulic brake release device 5 or the lifting magnet. This is based on the stepper motor 560 acting in the return direction to release the brake. Alternatively, the stepper motor 560 can realize the release of the brake through a structural change in the forward direction. A dedicated control mechanism for engaging and/or maintaining the brake normally closed with a constant applied force is not necessary.

The brake system 10 described can have an electromechanical friction pad wear fine adjustment mechanism, which keeps the gap between the brake head 100 and the brake part 119 always constant. To this end, the clutch 553 is moved as far as the engagement member 447 when the brake is in the braking position. When the brake is released, the push rod 330 now moves the prescribed distance along with the screw 558, thus creating an always consistent air gap. The determined distance is stored, for example, in the controller. Complicated and expensive maintenance work on the brake system 10 can be reduced or even avoided after the initial adjustment of the air gap.

The brake can also be used as a manual brake, e.g. for maintenance work on industrial plants. For this purpose, a disengagement signal can also be issued manually, which leads to a disconnection of the connection between the electromagnet 553 and the end plate 447 .

Up to a 9-fold increase in braking torque can be achieved with the braking system 10 described in connection with Figures 6a-6g. Depending on the size of the components used, the degree of reinforcement can be increased at the expense of a compact structure.

Other embodiments and modifications will occur to those skilled in the art from the following claims.

List of reference signs

10 braking system; 100 brake head; 100a non-self-energizing brake head; 112 brake body; 113 adjustment piece; 114 wedge surface; ; 118 wedge groove; 119 brake piece; 120 spring; 121 hinge body; 122 centering pin; 123 pin; 124 support angle iron; 125 adjustment piece; 126 adjustment piece; 220b brake lever; 221 lever rotation center; 222 pin; 223 connecting rod group; 223a adjustment lever; 223b adjustment piece; 224 adjustment piece; Adjustment end of b; 226 brake end; 226a brake end of brake lever a; 226b brake end of brake lever b; 227 fixed point end; 227a fixed point end of brake lever a; 227b fixed point of brake lever b 228 adjustment end; 228a adjustment end of brake lever a; 228b adjustment end of brake lever b; 300 adjustment device; 330 push rod; 330a push rod stopper; 331 clamping mechanism/clamping spring; 332 adjustment mechanism /adjusting spring; 333 spring guide mechanism; 334 spring guide mechanism; 335 stop ring; 336 stop ring; 337 stop; 338 stop; 339 chuck; 340 slider; Shaft; 410 sliding seat; 412 shaft; 440 adjusting member/screw; 441 conversion unit/rotating nut; 443 freewheel mechanism; 443a inner hub of freewheel mechanism; 443b outer hub of freewheel mechanism; 444 clutch; 445 gear; 446 Rack; 447 joint; 448 guide protrusion; 449 torque plate/torque support; 450 bearing; 451 tube; 500, 500 "brake release device; 510 sleeve; 512 front end plate; 550 shell; 551 clamping part/opening spring; 552 damping part/protection spring; 553 clutch/electromagnet; 554 traction part; 555 guide head; 556 chuck; 557 slider; Device; 560 motor; 560a rotor; 560b stator; 561 cavity; 562 adjustment mechanism; 600 centering mechanism; 659a connecting rail; 659b connecting rail; 661 lever; Bar b; 664 nut; 665 gear; 666 connecting rod; 666a connecting rod a; 666b connecting rod b; 667 universal joint fork; ; 703 shell parts; 704 shell parts; 710 shell frame; 712 guide groove; 713 groove; 715 longitudinal axis; 720 front end plate;

Claims (16)

1. A self-energizing brake, which applies a braking force to the working surface of the braking member (119) when braking, The self-energizing brake has a brake head (100), which can be adjusted and moved between a braking position and a brake release position, and the brake head has a brake body (112), which brakes Act on the brake (119) at the position, The brake body walks through a section of adjustment stroke along the working surface of the brake member (119) during braking, and The brake body is hinged on an adjustment piece (113) that can be adjusted relative to the brake body (112) and perpendicularly to the working surface, that is, the adjustment piece is adapted to overcome the force acting on the brake head (100). The mode of action of the clamping mechanism (331) is adjusted and moved, and thus forms a braking force acting on the braking body (112), and then acting on the braking member (119), Wherein, the adjustment stroke of the adjustment piece (113) can be set by the stopper (115) acting on the brake body (112), and the adjustment stroke of the adjustment piece (113) can be set by adjusting the stopper (115) ) to change. 2. The self-boosting brake according to claim 1, wherein the brake body (112) and the adjustment member (113) are connected to each other by a wedge-shaped structure inclined relative to the adjustment stroke. 3. The self-boosting brake according to claim 2, wherein the inclination of the wedge-shaped structure is approximately 90 degrees relative to the adjustment travel direction of the adjustment member. 4. Self-energizing brake according to claim 2 or 3, wherein the wedge-shaped structure has two wedge-shaped sections acting in different directions from each other. 5. Self-energizing brake according to claim 2 or 3, wherein the wedge-shaped structure has at least one roller (117) by means of which the wedge-shaped segments are coupled to each other. 6. Self-energizing brake according to claim 5, having at least one roller (117) with an oval cross-section. 7. The self-boosting brake according to claim 1, wherein, the brake body (112) is connected to the adjusting member (113) in a hinged and rotatable manner through a pushing member. 8. The self-energizing brake according to claim 1 or 7, having two stops (115) for adjusting the brake element (119) in mutually opposite directions of movement The adjustment stroke of the brake body (112). 9. The self-boosting brake according to any one of claims 1 to 3, wherein the clamping mechanism (331 ) is an elastic member (331 ). 10. The self-boosting brake according to claim 9, wherein the braking force transmitted to the braking member (119) can be adjusted by means of the pretension of the elastic member (331). 11. The self-boosting brake according to any one of claims 1 to 3, wherein the brake head (100) is rotatably mounted on the brake lever set (200) so as to be Adjust movement between gate positions. 12. The self-energizing brake according to claim 11, which has two brake heads (100), which are respectively located on a brake lever (220), wherein the brake heads (100 ) acts on both working surfaces of the brake member (119) in the braking position, and the clamping mechanism (331) acts between the two brake levers (220). 13. A self-boosting brake as claimed in claim 11 in the form of a lever brake or a caliper brake. 14. A self-boosting brake as claimed in claim 9 in the form of a floating caliper brake. 15. The self-boosting brake according to claim 12, wherein a centering mechanism (600) for centering the brake heads (100) is provided between the two brake levers (220). 16. The self-energizing brake of claim 6, said at least one roller having an elliptical cross-section.