Adjustable pneumatic brake and adjusting method

Abstract

The invention provides an adjustable pneumatic brake and an adjusting method, and relates to the technical field of brakes, the adjustable pneumatic brake comprises a box body, a power executing mechanism, a brake arm and a force amplifying mechanism, the power executing mechanism comprises an air cylinder and an elastic energy storage assembly, and the elastic energy storage assembly comprises a disc spring shaft, a disc spring set and a shaft seat; the disc spring shaft is connected with the air cylinder piston rod and penetrates through the shaft seat, and the disc spring set is sleeved at the tail end of the disc spring shaft. And two groups of symmetrically arranged brake arms are hinged in the box body, and one ends extend out of the bottom of the box body. The force amplifying mechanism comprises a connector, an adjustable connecting rod and an adjusting structure, the connector is fixed to the tail end of the disc spring shaft, and the two ends of the adjustable connecting rod are hinged to the connector and the brake arm respectively. When the air cylinder drives, the disc spring set is compressed to open the brake arm, and when pressure is released, the disc spring set drives the brake arm to clamp through the force amplifying mechanism. A force transmission path is adjusted through a mechanical structure, the adjusting range is expanded while the structural stability is kept, the braking force can be dynamically adjusted according to the friction coefficient, and the problem that the adjusting range of a traditional pneumatic brake is insufficient is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of brakes, and in particular, to an adjustable pneumatic brake and an adjustment method thereof. Background Art

[0002] In the field of special large-scale test equipment, test equipment running on tracks (such as a pool trailer) needs to be equipped with a safety braking system to cope with emergency conditions. During the operation of such equipment, if it gets out of control due to a sudden failure, it relies on the brake to quickly apply braking force. While ensuring the overall safety of the equipment, it is also necessary to avoid damage to key components such as precision test sensors caused by braking overload. Therefore, extremely high requirements are put forward for the performance stability and adjustment accuracy of the braking system, and precise control of the braking deceleration needs to be achieved.

[0003] As a common braking solution, traditional pneumatic brakes have significant limitations in their performance adjustment capabilities. Since the friction coefficient between the track and the brake block is affected by material properties, surface conditions, and environmental factors, there are often deviations between the actual friction coefficient and the design expectation. During the equipment commissioning stage, the braking force needs to be corrected through repeated tests, but the adjustment range of existing pneumatic brakes is usually less than ±50%, which is difficult to cover the friction coefficient fluctuation range under actual working conditions, resulting in the braking performance not meeting the high-precision control requirements. This problem is particularly prominent in situations where the requirements for braking deceleration are strictly limited, and it may pose a double risk of sensor damage or equipment braking failure. Summary of the Invention

[0004] In view of this, the present invention provides an adjustable pneumatic brake and an adjustment method to solve the problems of insufficient adjustment range of traditional brakes and difficulty in meeting high-precision braking requirements.

[0005] The technical solution of the present invention is realized as follows:

[0006] On the one hand, the present invention provides an adjustable pneumatic brake, including:

[0007] A box body;

[0008] A power execution mechanism, including a cylinder arranged on the top of the box body and an elastic energy storage component arranged inside the box body. The elastic energy storage component includes a disc spring shaft, a disc spring group, and a shaft seat. The shaft seat is fixedly arranged inside the box body. One end of the disc spring shaft movably passes through the shaft seat and is connected to the piston rod of the cylinder. The disc spring group is fixedly sleeved on the other end of the disc spring shaft, and the disc spring group abuts against the side of the shaft seat away from the cylinder;

[0009] Two groups of brake arms are symmetrically arranged relative to the elastic energy storage component, and are respectively hinged inside the box body. One end of the brake arm extends out of the bottom of the box body;

[0010] A force amplification mechanism is located inside the box body and includes a connection head, an adjustable connecting rod, and an adjustment structure. The connection head is located on the side of the shaft seat away from the disc spring group and is fixedly connected to the disc spring shaft. One end of the adjustable connecting rod is hinged to the connection head, and the other end is hinged to one end of the brake arm located inside the box body. The adjustment structure is used to adjust the connection position between the adjustable connecting rod and the brake arm.

[0011] Wherein, when the air cylinder is driven, it compresses the disc spring group and drives the brake arm to open through the force amplification mechanism. When the air cylinder is depressurized, the disc spring group drives the brake arm to clamp through the force amplification mechanism.

[0012] On the basis of the above technical solution, preferably, a fixed shaft is fixedly arranged at the lower part of the inner side of the box body. The brake arm is hinged to the fixed shaft to form a lever structure with the fixed shaft as the fulcrum. A brake block is detachably arranged at one end of the brake arm extending to the outside of the box body. The length of the force arm from the fixed shaft to the brake block is less than the length of the force arm from the fixed shaft to the connection point of the adjustable connecting rod.

[0013] On the basis of the above technical solution, preferably, the adjustment structure includes:

[0014] A chute is opened at one end of the brake arm away from the brake block along the length direction of the brake arm;

[0015] A slider is slidably arranged in the chute, and the slider is connected to the end of the adjustable connecting rod away from the connection head;

[0016] A first hinge shaft is rotatably installed in the slider, and a first internal threaded hole is provided in the radial direction thereof;

[0017] An adjustment screw rod penetrates through the brake arm along the direction parallel to the length of the brake arm and is in threaded cooperation with the first internal threaded hole.

[0018] On the basis of the above technical solution, preferably, the adjustable connecting rod includes:

[0019] A connecting rod body, with an operation part provided in the middle thereof;

[0020] A first threaded section and a second threaded section are respectively arranged at both ends of the connecting rod body, and the two threaded sections have opposite thread directions;

[0021] A second hinge shaft is rotatably arranged on the connection head, and a second internal threaded hole matching the first threaded section is provided in the radial direction of the second hinge shaft;

[0022] A third internal threaded hole matching the second threaded section is provided on the slider.

[0023] Based on the above technical solutions, preferably, the elastic energy storage component further includes a disc spring sheath, which is sleeved on the disc spring shaft and surrounds the outside of the disc spring group. The inner end face of the disc spring sheath abuts against the disc spring group, and the axial length of the disc spring sheath is configured to limit the maximum compression stroke of the disc spring group.

[0024] Based on the above technical solutions, preferably, a threaded joint is provided between the piston rod of the cylinder and the disc spring shaft. The disc spring shaft passes through the connector and is threadedly connected to the connector.

[0025] Based on the above technical solutions, preferably, an adjustable positioning bolt is provided at the top of the box body. The positioning bolt is axially movably inserted through the box body, and its lower end operably abuts against the end face of the connector inside the box body. Among them, when the cylinder drives the brake arm to be fully opened, tightening the positioning bolt can define the predetermined position of the connector.

[0026] Based on the above technical solutions, preferably, the sliding groove includes a mounting groove and a through groove. The mounting groove is provided on the side of the brake arm facing the adjustable connecting rod, and through grooves communicating with the mounting groove are respectively provided on both sides of the brake arm. The slider is accommodated in the mounting groove, and both ends of the first hinge shaft respectively extend to the outside of the through groove, and each extending end is limited by an anti-detachment member. Among them, a sliding fit gap is formed between the anti-detachment member and the side face of the brake arm.

[0027] Based on the above technical solutions, preferably, the box body includes a fixed frame and a debugging cover plate detachably provided on the side wall of the fixed frame. An installation space for accommodating the elastic energy storage component, the brake arm and the force amplification mechanism is defined between the fixed frame and the debugging cover plate.

[0028] In the second aspect, the present invention provides an adjustment method for the adjustable pneumatic brake as described in the first aspect, including the following steps:

[0029] Step 1. Pre-adjustment of braking force: Change the connection position between the adjustable connecting rod and the brake arm through the adjustment structure to adjust the braking force amplification ratio;

[0030] Step 2. Pressure setting: Adjust the working pressure of the cylinder to the set range;

[0031] Step 3. Initial adjustment: Start the cylinder to fully open the brake arm, rotate the adjustable connecting rod to adjust its effective length, so that a required opening gap is formed between the brake block and the track;

[0032] Step 4. Dynamic test: Start the cylinder to fully open the brake arm, and then start the emergency brake during the operation of the test equipment to quickly release the pressure of the cylinder and measure the actual braking force;

[0033] Step 5. Precise adjustment: Repeat steps 1 to 4 according to the test results until the braking force meets the requirements.

[0034] The present invention has the following beneficial effects compared with the prior art:

[0035] (1) By adjusting the mechanical structure, the present application directly changes the force transmission path, significantly expanding the adjustment range while maintaining the structural stability. The present application can dynamically adjust the braking force output according to the actual friction coefficient, and quickly match the target braking force through the adjustment structure during the equipment debugging stage to meet the high-precision braking requirements. It effectively solves the problem of insufficient adjustment range of traditional pneumatic brakes, can adapt to the friction coefficient fluctuations caused by material characteristics, surface conditions and environmental factors, avoids damage to precision sensors caused by braking overload, and ensures the reliability under emergency braking conditions.

[0036] (2) The present application realizes the linear continuous adjustment of the connection position between the brake arm and the adjustable connecting rod, and can quickly adapt to the braking force requirements under different friction coefficient conditions. The adjustment process can be completed only by rotating the screw, which is convenient to operate and has controllable precision. It solves the problem of insufficient adjustment range of traditional brakes and avoids the risk of component wear caused by repeated disassembly and assembly.

[0037] (3) The basic braking force is set by adjusting the position of the slider through the fine-tuning screw, and then the opening gap is accurately calibrated by rotating the adjustable connecting rod. This dual adjustment mechanism ensures the stability and reliability of the braking performance, which is completely realized based on the mechanical structure without additional control devices.

[0038] (4) The length of the adjustable connecting rod is effectively adjusted, which has a dual effect: on the one hand, the initial braking force is adjusted by directly changing the angle of the adjustable connecting rod, and on the other hand, it can automatically compensate when the brake block wears. When the brake block wears, when the brake is closed, the rotation amount of the brake arm will increase, the downward movement amount of the connecting head will automatically increase, and the angle α of the adjustable connecting rod will automatically increase, making the braking force stronger, forming a self-enhancing safety characteristic. This design not only ensures the adjustable range of the braking force, but also can automatically adapt to the performance changes caused by the wear of the brake block. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0040] Figure 1 It is a schematic diagram of the internal structure of the adjustable pneumatic brake disclosed by the present invention;

[0041] Figure 2 It is a plane cross-sectional view of the adjustable pneumatic brake disclosed by the present invention;

[0042] Figure 3 This is a partial cross-sectional view taken along the center of the adjustable link of the present invention;

[0043] Figure 4 This is a schematic diagram of the overall structure of the adjustable pneumatic brake disclosed by the present invention;

[0044] Figure 5 This is a schematic diagram of the principle of the brake in the open state under low performance of the present invention;

[0045] Figure 6 This is a schematic diagram of the principle of the brake in the closed state under low performance of the present invention;

[0046] Figure 7 This is a force decomposition diagram of the elastic force of the disc spring group decomposed onto the adjustable link of the present invention;

[0047] Figure 8 This is a schematic diagram of the principle of the brake in the closed state under high performance of the present invention;

[0048] Reference numerals:

[0049] 1, housing; 111, fixed shaft; 11, fixed bracket; 12, debugging cover plate; 10, installation space; 2, power actuator; 21, cylinder; 22, elastic energy storage component; 221, disc spring shaft; 222, disc spring group; 223, shaft seat; 224, disc spring sheath; 225, threaded joint; 3, brake arm; 31, brake block; 32, chute; 321, installation groove; 322, through groove; 4, force amplification mechanism; 41, connecting head; 42, adjustable link; 43, adjustment structure; 431, slider; 432, first hinge shaft; 4321, first internal thread hole; 433, adjustment screw; 421, link body; 4210, operation part; 422, first thread section; 423, second thread section; 411, second hinge shaft; 4110, second internal thread hole; 4311, third internal thread hole; 4322, anti-disengagement part; 5, positioning bolt; G, track. Detailed implementation manners

[0050] Next, in combination with the embodiments of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the protection scope of the present invention.

[0051] As Figure 1 shown, in combination with Figures 2 - 6, an embodiment of the present invention discloses an adjustable pneumatic brake, which includes a box body 1, a power execution mechanism 2, a brake arm 3 and a force amplification mechanism 4.

[0052] Among them, the box body 1 serves as an external support structure of the pneumatic brake, encapsulating and protecting all components inside the brake. In this embodiment, the box body 1 has an installation space 10 with an opening at the bottom. Specifically, the box body 1 includes a fixed frame 11 and a debugging cover plate 12 detachably arranged on the side wall of the fixed frame 11. An installation space 10 for accommodating the elastic energy storage component 22, the brake arm 3 and the force amplification mechanism 4 is defined between the fixed frame 11 and the debugging cover plate 12. Through the opening at the bottom of the box body 1, one end of the brake arm 3 extends out of the bottom of the box body 1 to participate in the braking operation.

[0053] By detachably arranging the debugging cover plate 12, it is convenient to confine the power execution mechanism 2, the brake arm 3 and the force amplification mechanism 4 in the installation space 10 to form a protection mechanism. In addition, when adjusting the braking force, the debugging cover plate 12 can be opened to enable the force amplification mechanism 4 to operate in the installation space 10, thereby realizing flexible adjustment of the braking force.

[0054] The power execution mechanism 2 includes a cylinder 21 and an elastic energy storage component 22. Among them, the cylinder 21 is fixedly arranged at the top outside the box body 1, and the elastic energy storage component 22 is arranged inside the box body 1. The function of the cylinder 21 is to provide power to drive the elastic energy storage component 22 to work, and the elastic energy storage component 22 provides an energy storage and release mechanism for the brake.

[0055] In this embodiment, the elastic energy storage component 22 includes a disc spring shaft 221, a disc spring group 222 and a shaft seat 223. Among them, the shaft seat 223 is fixedly arranged inside the box body 1. One end of the disc spring shaft 221 movably passes through the shaft seat 223 and is connected to the piston rod of the cylinder 21. The disc spring shaft 221 can move up and down relative to the shaft seat 223 under the drive of the piston rod of the cylinder 21. The disc spring group 222 is fixedly sleeved on the other end of the disc spring shaft 221, and the disc spring group 222 abuts against the side of the shaft seat 223 away from the cylinder 21.

[0056] When the rod chamber of the cylinder 21 is ventilated, the compressed air pushes the piston rod of the cylinder 21 to move upward. The disc spring shaft 221 pushes the disc spring group 222 by transmitting force. Under the cooperation of the shaft seat 223, the disc spring group 222 is compressed, thereby storing energy. When the cylinder 21 is depressurized, the disc spring group 222 releases the stored elastic energy to push the brake arm 3 to clamp, generating a braking effect. The disc spring group 222 provides the function of ensuring the braking effect when the cylinder 21 is depressurized.

[0057] The brake arm 3 is an actuating component of the brake that directly controls the braking effect. In this embodiment, there are two sets of brake arms 3 symmetrically arranged with respect to the elastic energy storage component 22, which are respectively hinged inside the box body 1, and one end of the brake arm 3 extends out of the bottom of the box body 1. Its function is to convert the power provided by the cylinder 21 into a braking action to realize the opening and closing of the brake.

[0058] In this embodiment, when the rod chamber of the cylinder 21 is ventilated, the cylinder 21 pushes the disc spring group 222 to compress, thereby transmitting the force to the brake arm 3 to release the brake. When the cylinder 21 is depressurized, the restoring force of the disc spring group 222 pushes the brake arm 3 to clamp, thereby generating a braking effect.

[0059] In order to enable the energy of the disc spring group 222 to drive the brake arm 3 to clamp and generate a braking effect, a force amplification mechanism 4 is provided between the elastic energy storage component 22 and the brake arm 3 in this embodiment.

[0060] Specifically, it includes a connecting head 41, an adjustable connecting rod 42 and an adjusting structure 43.

[0061] The connecting head 41 is located on the side of the shaft seat 223 away from the disc spring group 222 and is fixedly connected to the disc spring shaft 221. One end of the adjustable connecting rod 42 is hinged to the connecting head 41, and the other end is hinged to one end of the brake arm 3 inside the box body 1.

[0062] In this embodiment, the function of the connecting head 41 is to effectively transmit the driving force from the cylinder 21 to the adjustable connecting rod 42 to ensure that the force can be accurately transmitted to the brake arm 3.

[0063] The adjustable connecting rod 42 connects the connecting head 41 and the brake arm 3 and is one of the core components of the force amplification mechanism 4. By adjusting the length or connection position of the adjustable connecting rod 42, the force transmission mode is changed, the movement range of the brake arm 3 is adjusted, and the braking force is finely controlled.

[0064] The adjusting structure 43 is used to adjust the connection position between the adjustable connecting rod 42 and the brake arm 3. Specifically, the adjusting structure 43 adjusts the hinge position of the adjustable connecting rod 42 on the brake arm 3 to adjust the force transmission angle and the force arm ratio relationship, thereby controlling the braking force amplification multiple to ensure that the expected braking effect can be achieved.

[0065] The working principle of the adjustable pneumatic brake disclosed in this application is:

[0066] Opening process: When the cylinder 21 is driven, the piston rod drives the disc spring shaft 221 to move upward, compressing the disc spring group 222. A four-bar linkage is formed among the disc spring shaft 221, the connection head 41 assembly, the adjustable connecting rod 42, the brake arm 3, and the fixed bracket 11. At the same time, the connection head 41 drives the brake arm 3 to rotate through the adjustable connecting rod 42. One end of the brake arm 3 located inside the box body 1 rotates towards the center line of the brake, and the distance between the two ends of the brake arm 3 extending outside the box body 1 increases, and the brake is opened.

[0067] Closing process: After the cylinder 21 is depressurized, or both the rod chamber and the rodless chamber of the cylinder 21 are directly connected to the air, the driving force of the cylinder disappears. The disc spring group 222 releases elastic potential energy, pushing the disc spring shaft 221 downward. The disc spring shaft 221 drives the connection head 41 to move downward. A four-bar linkage is formed among the disc spring shaft 221, the connection head 41 assembly, the adjustable connecting rod 42, the brake arm 3, and the fixed bracket 11. During the downward movement of the connection head 41, it drives the brake arm 3 to rotate through the adjustable connecting rod 42. One end of the brake arm 3 located inside the box body 1 rotates towards the outside of the brake, and the distance between the two ends of the brake arm 3 extending outside the box body 1 decreases, and the brake is closed. When the brake arm 3 clamps the track G, the brake arm 3 will stop rotating, and accordingly the disc spring shaft 221 will also stop moving. The disc spring group 222 compresses the remaining elastic force and pushes the disc spring shaft 221 to have a downward movement trend. This elastic force is decomposed and amplified, acting on the adjustable connecting rod 42. After further amplification by the brake arm 3, it acts on the brake arm 3, causing the brake arm 3 to clamp the track G. This clamping force will be several times the elastic force of the disc spring group 222.

[0068] Compared with the prior art, the traditional brake realizes the transmission of braking force through a fixed lever ratio, while this application realizes the continuous adjustment of braking force through an adjustable force amplification mechanism 4. The prior art can only perform limited adjustment by replacing springs or adjusting air pressure. This application directly changes the force transmission path through mechanical structure adjustment, significantly expanding the adjustment range while maintaining the structural stability. This application can dynamically adjust the braking force output according to the actual friction coefficient, quickly match the target braking force through the adjustment structure 43 during the equipment debugging stage, meet the high-precision braking requirements, effectively solve the problem of insufficient adjustment range of traditional pneumatic brakes, adapt to the friction coefficient fluctuations caused by material characteristics, surface conditions, and environmental factors, avoid damage to precision sensors caused by braking overload, and ensure the reliability under emergency braking conditions.

[0069] As some embodiments, a fixed shaft 111 is fixedly arranged at the lower part inside the box body 1 to provide a stable rotation fulcrum for the brake arm 3. The brake arm 3 is hinged to the fixed shaft 111 to form a lever structure with the fixed shaft 111 as the fulcrum. The lever structure refers to the force transmission path formed when the brake arm 3 rotates around the fixed shaft 111. Specifically, the torque amplification can be realized by optimizing the hinge position and force arm ratio of the brake arm 3, so that a smaller input force can generate a larger clamping force.

[0070] One end of the brake arm 3 extending to the outside of the box body 1 is detachably provided with a brake block 31. The brake block 31 can be fixed to the clamping end of the brake arm 3 by bolts or pins. The brake block 31 is made of wear-resistant material. By being detachably arranged, it can be replaced or adjusted according to the wear condition of the friction material.

[0071] In this embodiment, the arm length from the fixed shaft 111 to the brake block 31 is less than the arm length from the fixed shaft 111 to the connection point of the adjustable link 42. According to the lever principle, the driving force applied to the adjustable link 42 is amplified and then transmitted to the brake block 31. When the brake block 31 contacts the track G, by adjusting the connection point position of the adjustable link 42 on the brake arm 3, the arm ratio can be changed, thereby changing the actually output braking torque.

[0072] This embodiment shows a structural form of the adjusting structure 43. Specifically, the adjusting structure 43 includes a chute 32, a slider 431, a first hinge shaft 432 and an adjusting screw 433.

[0073] Among them, the chute 32 is opened at one end of the brake arm 3 away from the brake block 31 along the length direction of the brake arm 3, and is used to restrict the movement track of the slider 431.

[0074] The slider 431 is slidably arranged in the chute 32. The slider 431 is connected to the end of the adjustable link 42 away from the connector 41. The first hinge shaft 432 is rotatably installed in the slider 431. In this embodiment, the first hinge shaft 432 penetrates through the slider 431 and allows the adjustable link 42 to rotate relative to the brake arm 3 around the first hinge shaft 432. A first internal threaded hole 4321 is provided radially on the first hinge shaft 432 for threadedly cooperating with the adjusting screw 433 to transmit rotational motion.

[0075] The adjusting screw 433 penetrates through the brake arm 3 along the direction parallel to the length of the brake arm 3 and is threadedly engaged with the first internal threaded hole 4321.

[0076] When adjusting the braking force, when the adjusting screw 433 is rotated, its external thread generates relative motion with the first internal threaded hole 4321 of the first hinge shaft 432, pushing the slider 431 to slide in the chute 32 along the length direction of the brake arm 3. The displacement of the slider 431 directly changes the connection point position between the adjustable link 42 and the brake arm 3, and further adjusts the arm ratio in the braking force transmission process. For example, when the slider 431 moves away from the brake block 31, the arm length between the fixed shaft 111 and the connection point of the adjustable link 42 and the brake arm 3 will be increased, thereby improving the braking performance of the brake. On the contrary, when the slider 431 approaches the brake block 31, the braking performance of the brake will be reduced. This adjustment process does not require disassembling the brake components and can be dynamically adjusted only by rotating the adjusting screw 433.

[0077] With the above technical solution, the present application realizes the linear continuous adjustment of the connection position between the brake arm 3 and the adjustable connecting rod 42, and can quickly adapt to the braking force requirements under different friction coefficient conditions. The adjustment process can be completed only by rotating the screw, which is convenient to operate and has controllable precision. It solves the problem of insufficient adjustment range of traditional brakes and avoids the risk of component wear caused by repeated disassembly and assembly.

[0078] The braking force of traditional brakes usually cannot be adjusted, or the adjustment depends on replacing connecting rods of different lengths or adjusting the position of hinge holes. The adjustment range is limited and the operation is cumbersome. In this solution, through the cooperation of the chute 32 and the adjusting screw 433, the position of the connection point can change continuously, significantly expanding the braking force adjustment range. At the same time, the screw thread transmission mechanism of the adjusting screw 433 has a self-locking characteristic, which can avoid the offset of the connection point caused by vibration during braking and ensure the stability of the braking force output.

[0079] As some embodiments, the chute 32 includes a mounting groove 321 and a through groove 322. The mounting groove 321 is arranged on the side of the brake arm 3 facing the adjustable connecting rod 42 for accommodating the slider 431. Through grooves 322 communicating with the mounting groove 321 are respectively arranged on both sides of the brake arm 3. The slider 431 is accommodated in the mounting groove 321. Both ends of the first hinge shaft 432 extend to the outside of the through groove 322, and each extended end is limited by an anti-detachment member 4322. Among them, a sliding fit gap is formed between the anti-detachment member 4322 and the side surface of the brake arm 3.

[0080] In this embodiment, the mounting groove 321 is opened on one side of the adjustable connecting rod 42, which provides an installation space for conveniently accommodating the slider 431. The through groove 322 is the one that defines the running track of the slider 431. Specifically, anti-detachment members 4322 are fixedly arranged on both end faces of the first hinge shaft 432 with screws or the like. There is a slight gap between the anti-detachment member 4322 and the side surface of the brake arm 3. When the first hinge shaft 432 slides along the through groove 322, the anti-detachment member 4322 restricts the first hinge shaft 432 from falling out of the through groove 322 and also ensures that the slider 431 can slide along the axial direction of the through groove 322.

[0081] As some embodiments, the change in the length of the adjustable connecting rod 42 has a certain impact on the braking force adjustment. This embodiment shows a structural form of the adjustable connecting rod 42. Specifically, the adjustable connecting rod 42 includes a connecting rod body 421, a first threaded section 422, and a second threaded section 423.

[0082] Among them, the connecting rod body 421 is a metal rod, and an operation part 4210 is provided in the middle of the connecting body. Preferably, the operation part 4210 is a hexagonal column, which is convenient for rotating and adjusting with tools.

[0083] The first threaded section 422 and the second threaded section 423 are respectively arranged at both ends of the connecting rod body 421, and the thread directions of the two sections are opposite, so that when the connecting rod body 421 rotates, the two ends can move synchronously and in opposite directions. A second hinge shaft 411 is rotatably arranged on the connector 41. A second internal threaded hole 4110 matching the first threaded section 422 is provided radially on the second hinge shaft 411, and a third internal threaded hole 4311 matching the second threaded section 423 is provided on the slider 431.

[0084] When it is necessary to adjust the effective action length of the adjustable connecting rod 42, the operating part 4210 of the connecting rod body 421 is rotated by a tool, driving the first threaded section 422 and the second threaded section 423 to be screwed into or out of the second hinge shaft 411 and the slider 431 synchronously. Since the thread directions of the two sections are opposite, axial displacements in opposite directions are generated at both ends when the connecting rod body 421 rotates, thereby changing the overall length of the adjustable connecting rod 42.

[0085] Locking nuts are respectively arranged on the threaded sections at both ends of the adjustable connecting rod 42 to lock the connection between the adjustable connecting rod 42 and the second hinge shaft 411 and the slider 431 to prevent loosening.

[0086] Refer to the appendix Figure 7 As shown, the position movement of the adjusting structure 43 mainly adjusts the braking force by changing the angle between the adjustable connecting rods. When the adjusting structure 43 moves upward along the sliding groove 32, the angle α between the adjustable connecting rods 42 will increase. According to the force decomposition formula f = 0.5F / cos(α / 2), the braking force will increase significantly. When α is closer to 180°, f will be larger. For example, when α = 120°, f = F; when α = 150°, f = 1.93F; when α = 160°, f≈2.88F; when α = 170°, f≈5.74F.

[0087] This adjustment mechanism has a dual function: on the one hand, it adjusts the initial braking force by directly changing the angle between the adjustable connecting rods 42, and on the other hand, it can automatically compensate when the brake block 31 wears. When the brake block 31 wears, during the closing of the brake, the rotation amount of the brake arm 3 will increase, the downward movement amount of the connector 41 will automatically increase, the angle α between the adjustable connecting rods 42 will automatically increase, making the braking force stronger, forming a self-enhancing safety feature. This design not only ensures the adjustable range of the braking force but also can automatically adapt to the performance changes brought about by the wear of the brake block 31.

[0088] Figure 6 It is a schematic diagram of the closing state of the brake in a low-performance state. At this time, the adjusting structure 43 is located at the lower part of the sliding groove 32, and the angle α1 between the adjustable connecting rod 42 and the horizontal plane is small. Figure 8 It is a schematic diagram of the closing state of the brake in a high-performance state. The adjusting structure 43 is located at the upper end of the sliding groove 32. When the gap between the brake block 31 and the track G is consistent in the released state, Figure 8The included angle α2 between the axes of the adjustable link 42 in the shown high-performance gate-closing state is close to 180°, and is significantly greater than Figure Six the included angle α1 between the axes of the adjustable link 42 in the shown low-performance gate-closing state. Therefore, the force on the adjustable link 42 in the high-performance gate-closing state will be significantly greater than that in the low-performance state. Since the vertical distance between the adjustable link 42 and the fixed shaft 111 changes little in both the high-performance and low-performance gate-closing states, that is, the driving force arm of the brake arm 3 changes little, the clamping force of the brake block 31 on the track G in the high-performance gate-closing state will be significantly greater than that in the low-performance state.

[0089] In this embodiment, for safety, when designing the dimensions of the brake structure, it should be ensured that for all possible positions of the connector 41, the included angle α between the axes of the adjustable link 42 should be less than 180°, preferably 150° - 170°. Under this condition, the braking force in the high-performance state of the brake can reach 2 - 3 times that in the low-performance state.

[0090] In this embodiment, the adjustment process needs to be completed by the cooperation of the adjustable link 42 and the position adjustment of the slider 431: first, the position of the slider 431 is finely adjusted by the adjusting screw 433 to set the basic braking force, and then the opening gap is accurately calibrated by rotating the adjustable link 42. This dual adjustment mechanism ensures the stability and reliability of the braking performance, which is completely realized based on the mechanical structure without the need for additional control devices.

[0091] As some embodiments, the elastic energy storage component 22 further includes a disc spring sheath 224. The disc spring sheath 224 is sleeved on the disc spring shaft 221 and surrounds the outside of the disc spring group 222. The inner end face of the disc spring sheath 224 abuts against the disc spring group 222. The axial length of the disc spring sheath 224 is configured to limit the maximum compression stroke of the disc spring group 222. When the piston rod of the cylinder 21 drives the disc spring shaft 221 to move upward, it drives the disc spring group 222 to be compressed. When the upper end of the disc spring sheath 224 contacts the bottom surface of the shaft seat 223, the disc spring group 222 cannot be further compressed. The inner depth length of the disc spring sheath 224 controls the minimum compression length of the disc spring group 222 to prevent the disc spring group 222 from being overcompressed and damaged.

[0092] As some embodiments, a threaded joint 225 is provided between the piston rod of the cylinder 21 and the disc spring shaft 221. The disc spring shaft 221 passes through the connector 41 and is threadedly connected to the connector 41. By setting the threaded joint 225, the axial displacement amount of the disc spring shaft 221 screwed into the threaded joint 225 can be adjusted.

[0093] Specifically, by turning the disc spring shaft 221 to adjust the screwing depth of the disc spring shaft 221 in the threaded joint 225, the pre-compression amount of the disc spring group 222 can be adjusted, and the remaining elastic force of the disc spring group 222 after the brake clamps the track G can also be adjusted. By adjusting the driving air pressure of the cylinder 21, the pre-compression amount of the disc spring group 222 can also be adjusted, so as to adjust the remaining elastic force of the disc spring group 222 after the brake clamps the track G.

[0094] As some embodiments, an adjustable positioning bolt 5 is provided at the top of the box body 1. The positioning bolt 5 is axially movably inserted through the box body 1, and its lower end is operably abutted against the end face of the connector 41 inside the box body 1. Among them, when the cylinder 21 drives the brake arm 3 to be fully opened, tightening the positioning bolt 5 can define the predetermined position of the connector 41.

[0095] When the brake debugging is completed, in the open brake state, rotate the positioning bolt 5 to make it abut against the connector 41, mark the working position of the connector 41. When subsequent brake maintenance is carried out, such as adjusting the open brake gap, the operation can be carried out at this position, thus simplifying the working procedure.

[0096] The present invention also discloses an adjustment method for an adjustable pneumatic brake, including the following steps:

[0097] Step 1, pre-adjustment of braking force: By adjusting the structure 43 to change the connection position between the adjustable link 42 and the brake arm 3, the braking force amplification ratio is adjusted;

[0098] Step 2, pressure setting: Adjust the working pressure of the cylinder 21 to the set range;

[0099] Step 3, initial adjustment: Start the cylinder 21 to fully open the brake arm 3, rotate the adjustable link 42 to adjust its effective length, so that a required open brake gap is formed between the brake block 31 and the track G;

[0100] Step 4, dynamic test: Start the cylinder 21 to fully open the brake arm 3, and then start emergency braking during the operation of the test equipment to quickly release the pressure of the cylinder 21, and measure the actual braking force;

[0101] Step 5, precise adjustment: Repeat steps 1 to 4 according to the test results until the braking force meets the requirements.

[0102] Specifically, during brake debugging, first remove the debugging cover plate 12, adjust the adjusting screw 433 to make the slider 431 in the middle position of the sliding groove 32, adjust the output pressure of the pneumatic control system, initially set the working pressure of the cylinder 21, operate the pneumatic control system to move the piston rod of the cylinder 21 upward to drive the brake block 31 to open the brake, rotate the adjustable link 42 to adjust the gap between the brake block 31 and the track G to meet the working requirements, and then conduct a braking test.

[0103] When it is necessary to increase the braking force, adjust the slider 431 to move upward in the chute 32; when it is necessary to reduce the braking force, adjust the slider 431 to move downward in the chute 32. After readjusting the gap between the brake block 31 and the track G, continue the test. If the maximum braking force is still on the low side, the pneumatic control system can be adjusted to increase the working pressure of the cylinder 21; if the minimum braking force is still on the high side, the pneumatic control system can be adjusted to reduce the working pressure of the cylinder 21, and then continue the test after readjusting the gap between the brake block 31 and the track G. When the braking force meets the requirements, in the open brake state, rotate the positioning bolt 5 to make it abut against the connector 41, mark the working position of the connector 41, and during subsequent maintenance of the brake, operations can be carried out at this position, thus simplifying the debugging work.

[0104] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims

1. An adjustable pneumatic brake, characterized in that, Comprising: A box body; A power actuator, including a cylinder arranged at the top of the box body and an elastic energy storage component arranged inside the box body. The elastic energy storage component includes a disc spring shaft, a disc spring group and a shaft seat. The shaft seat is fixedly arranged inside the box body. One end of the disc spring shaft movably passes through the shaft seat and is connected to the piston rod of the cylinder. The disc spring group is fixedly sleeved on the other end of the disc spring shaft, and the disc spring group abuts against the side of the shaft seat away from the cylinder; Brake arms, there are two groups symmetrically arranged relative to the elastic energy storage component, respectively hinged inside the box body, and one end of the brake arm extends out of the bottom of the box body; A force amplification mechanism, located inside the box body, including a connection head, an adjustable connecting rod and an adjustment structure. The connection head is located on the side of the shaft seat away from the disc spring group and is fixedly connected to the disc spring shaft. One end of the adjustable connecting rod is hinged to the connection head, and the other end is hinged to the end of the brake arm located inside the box body. The adjustment structure is used to adjust the connection position between the adjustable connecting rod and the brake arm; Wherein, when the cylinder is driven, it compresses the disc spring group and drives the brake arm to open through the force amplification mechanism. When the cylinder is depressurized, the disc spring group drives the brake arm to clamp through the force amplification mechanism.

2. The adjustable pneumatic brake according to claim 1, characterized in that: A fixed shaft is fixedly arranged at the lower part of the inner side of the box body. The brake arm is hinged to the fixed shaft to form a lever structure with the fixed shaft as the fulcrum. A brake block is detachably arranged at the end of the brake arm extending to the outside of the box body. The length of the force arm from the fixed shaft to the brake block is less than the length of the force arm from the fixed shaft to the connection point of the adjustable connecting rod.

3. The adjustable pneumatic brake according to claim 2, wherein, The adjustment structure includes: A chute, opened at one end of the brake arm away from the brake block along the length direction of the brake arm; A slider, slidably arranged in the chute, and the slider is connected to the end of the adjustable connecting rod away from the connection head; A first hinge shaft, rotatably installed in the slider, and a first internal threaded hole is provided in its radial direction; An adjustment screw, passing through the brake arm along the direction parallel to the length of the brake arm and threadedly cooperating with the first internal threaded hole.

4. The adjustable pneumatic brake according to claim 3, wherein: The chute includes an installation groove and a through groove. The installation groove is arranged on the side of the brake arm facing the adjustable connecting rod. Through grooves communicating with the installation groove are respectively arranged on both sides of the brake arm. The slider is accommodated in the installation groove. Both ends of the first hinge shaft respectively extend to the outside of the through groove, and each extended end is limited by an anti-disengagement member. Among them, a sliding fit gap is formed between the anti-disengagement member and the side surface of the brake arm.

5. The adjustable pneumatic brake according to claim 3, characterized in that, The adjustable connecting rod includes: A connecting rod body, with an operation part arranged in the middle; A first threaded section and a second threaded section, respectively arranged at both ends of the connecting rod body, and the two threaded sections have opposite thread directions; A second hinge shaft is rotatably arranged on the connection head, and a second internal threaded hole matching the first threaded section is provided in the radial direction of the second hinge shaft; A third internal threaded hole matching the second threaded section is provided on the slider.

6. The adjustable pneumatic brake according to claim 1, characterized in that: The elastic energy storage component further includes a disc spring sheath, which is sleeved on the disc spring shaft and surrounds the outside of the disc spring group. The inner end surface of the disc spring sheath abuts against the disc spring group, and the axial length of the disc spring sheath is configured to limit the maximum compression stroke of the disc spring group.

7. The adjustable pneumatic brake according to claim 1, characterized in that: A threaded joint is arranged between the piston rod of the cylinder and the disc spring shaft. The disc spring shaft passes through the connection head and is threadedly connected to the connection head.

8. The adjustable pneumatic brake according to claim 1, characterized in that: The top of the box body is provided with an adjustable positioning bolt, which is movably inserted into the box body along the axial direction, and its lower end is operably abutted against the end face of the connector inside the box body. Among them, when the cylinder drives the brake arm to be fully opened, tightening the positioning bolt can limit the predetermined position of the connector.

9. The adjustable pneumatic brake according to claim 1, characterized in that: The box body includes a fixed frame and a debugging cover plate detachably arranged on the side wall of the fixed frame. An installation space for accommodating an elastic energy storage component, a brake arm and a force amplification mechanism is defined between the fixed frame and the debugging cover plate.

10. A method for adjusting an adjustable pneumatic brake according to any one of claims 2-9, characterized in that, It includes the following steps: Step 1, preliminary adjustment of braking force: change the connection position between the adjustable connecting rod and the brake arm through the adjustment structure to adjust the braking force amplification ratio; Step 2, pressure setting: adjust the working pressure of the cylinder to the set range; Step 3, initial adjustment: start the cylinder to fully open the brake arm, rotate the adjustable connecting rod to adjust its effective length, so as to form a required opening gap between the brake block and the track; Step 4, dynamic test: start the cylinder to fully open the brake arm, and then start the emergency brake during the operation of the test equipment to quickly release the pressure of the cylinder and measure the actual braking force; Step 5, precise adjustment: repeat Steps 1 to 4 according to the test results until the braking force meets the requirements.

Images