Normally closed brake with superimposed braking

Abstract

Normally closed brake with superimposed braking. The electric push device (2) includes a push rod device (4), a motor (5) and a one-way control mechanism (9). The rotating shafts in the transmission system of the electric push device are the motor shaft (5a), the threaded rotating shaft (4a) in the push rod device (4) and the connecting shaft (9a) in the one-way control mechanism (9). There are various matching connection methods between the connecting shaft (9a) and the inner ends of the motor shaft and the threaded rotating shaft; there is a double-stage braking force source component composed of a first braking spring component (7) and a second braking spring component (16) in the push rod device. The end of the electric push rod device has a connecting ear (8a) that is hinge-connected to the driving end (3c) of the brake arm in the braking mechanism (1). The first braking spring component realizes primary braking, and the second braking spring component realizes superimposed braking, which can overcome the deficiency that affects the braking effect when the braking gap increases in the prior art, improve the reliability and stability of the braking effect, and reduce the maintenance workload.

Description

Technical Field

[0001] The present invention relates to a normally-closed brake, specifically a normally-closed brake with superimposed braking. Background Art

[0002] Normally-closed brakes mainly include two major parts: a braking mechanism and a driving device. Figure 1 The figure is a schematic structural diagram of an existing normally-closed brake, including a braking mechanism 1' and an electric pushing device 2'; the braking mechanism 1' includes symmetrically arranged braking arms 3', and the two braking arms 3' are respectively hinged to two fixed components on the machine base to form the fulcrum Z' of the braking arms. The braking arms 3' can swing around the fulcrum Z'. One end of the braking arm 3' is the braking end 3a', and the other end is the driving end 3c'. Symmetrically structured braking components 3b' are provided at the braking ends 3a' of the two braking arms 3'. Braking friction pads 3d' are provided on the inner sides of the brake blocks on the braking components 3b'; the electric pushing device 2' includes a push rod device 4', a motor 5' and a reduction mechanism 6'; the rotating shafts in the transmission system of the electric pushing device 2' include a motor shaft 5a', an input shaft 6a' and an output shaft 6b' of the reduction mechanism 6', and a threaded rotating shaft 4a' of the push rod device 4'; when the motor 5' is energized and running, the motor shaft 5a' drives the input shaft, output shaft and threaded rotating shaft of the reduction mechanism 6' to rotate forward; a normally-open clutch 2a' is provided at the outer end of the input shaft 6a' of the reduction mechanism. Its function is to lock the input shaft of the reduction mechanism in a non-rotatable state when the braking mechanism is in the open state and energized and closed, so as to maintain the braking mechanism in the open state;

[0003] The push rod device 4' includes a housing 4e'. The inner end of the housing 4e' is connected to the inner side wall of the box body of the reduction mechanism 6'. The threaded section 4b' of the threaded rotating shaft 4a' is located in the inner cavity of the housing 4e'. A nut 4c' is provided on the threaded section 4b'. The nut 4c' and the threaded section 4b' form a screw transmission pair. A flange 4d' is provided in the middle of the nut 4c'. The outer end of the flange 4d' is a push rod 8'. The outer section of the push rod 8' extends outside the end wall of the housing 4e'. A braking spring member 7' is provided between the flange 4d' and the inner side wall of the box body of the reduction mechanism 6'. The tension of the braking spring member 7' acts on the push rod 8' through the flange 4d'. Connecting ears 8a' located on the same axis are provided at the end of the push rod 8' and on the outer side wall of the box body of the reduction mechanism 6'. The connecting ears 8a' are hinged to the driving end 3c' of the braking arm in the braking mechanism.

[0004] The working process of this normally closed brake is as follows: When the motor is powered on and running, the output shaft of the speed reduction mechanism drives the threaded rotating shaft 4a' to rotate. Then the nut 4c' displaces inward along the threaded section 4b', compressing the brake spring member 7'. At the same time, the nut 4c' and the push rod 8' retract inward. The connecting ears 8a' at both ends of the push rod device drive the driving ends 3c' of the two brake arms 3' to swing inward, and the braking members 3b' at the braking ends 3a' of the two brake arms 3' open outward until the Figure 1 braking state shown is released. The clutch 2a' is powered on and closed to lock the input shaft of the speed reduction mechanism in a non-rotating state, so as to maintain the brake mechanism in an open state, and the motor then powers off and stops running. When braking is required, the clutch 2a' is powered off and reset to the open state to release the lock on the input shaft of the speed reduction mechanism. The motor shaft, the input shaft and the output shaft of the speed reduction mechanism 6', and the threaded rotating shaft of the push rod device 4' in the rotating shaft system are all in a rotatable state. In this state, under the tension of the brake spring member 7', the threaded rotating shaft 4a', the gear shaft of the speed reduction mechanism and the motor shaft rotate in reverse. The nut 4c' displaces outward along the threaded section 4b', and the push rod 8' extends outward. The push rod device 4' respectively pushes the driving ends 3c' of the two brake arms 3' to swing outward through the connecting ears 8a' at both ends, and the braking members 3b' at the braking ends 3a' of the two brake arms 3' close inward until they are in the Figure 1 braking state shown.

[0005] The following deficiencies exist in this normally closed brake:

[0006] 1) During the braking process, due to the frequent engagement and braking between the friction plate and the braking surface of the piece to be braked, the friction plate is worn, resulting in an increase or excessive gap between the friction plate and the braking surface of the piece to be braked. The stroke of the brake spring member 7' stretching increases accordingly, and the stretching force of the brake spring member 7' decreases, affecting the braking effect and leading to a decline in the braking reliability and working stability. Especially when using a brake spring member with high stiffness, a slight wear of the friction plate will cause the braking force to drop rapidly, seriously affecting the braking effect and even posing a safety hazard. To solve the problem of the gap between the friction plate and the braking surface of the piece to be braked becoming larger or excessive due to wear of the friction plate, the usual approach is to adjust the gap in a timely manner or replace the new friction plate. Frequent gap adjustment results in a large amount of maintenance work for the brake.

[0007] 2) During the braking process, due to the tension of the braking spring member 7', the nut 4c' is pushed to quickly displace outward along the threaded section 4b'. The push rod device 4' pushes the driving ends 3c' of the two braking arms 3' to quickly swing outward through the connecting ears 8a' at both ends. The braking members 3b' at the braking ends of the two braking arms 3' quickly close inward, and the friction plates 3d' on the brake blocks are quickly engaged with the piece to be braked. In addition, the kinetic energy formed by the rotation of the rotating member causes an impact on the piece to be braked, resulting in vibrations of the brake and the equipment, affecting the stability of the braking process, and even causing damage to the components. Summary of the Invention

[0008] Aiming at the deficiencies of the prior art, the purpose of the present invention is to propose a normally closed brake with superimposed braking. This brake realizes superimposed braking by setting a double-stage braking force source member, which can improve the reliability of the braking effect and the stability of the operation process, and can effectively reduce the maintenance workload of the brake.

[0009] Technical solution of the present invention:

[0010] For easy reading and understanding, the technical solution of the present invention will be described with the aid of the drawings.

[0011] The solution of the present invention includes a braking mechanism 1 and an electric push device 2; see Figure 2 , Figures 5 to 7 , Figure 13 ;

[0012] The braking mechanism 1 includes symmetrically arranged braking arms 3. The two braking arms 3 are respectively hinge-connected to two fixed members on the machine base to form the fulcrum Z of the braking arms. The braking arms 3 can swing around the fulcrum Z. One end of the braking arm 3 is the braking end 3a, and the other end is the driving end 3c. The braking ends 3a of the two braking arms 3 are provided with symmetrically structured braking members 3b. The inner side of the brake blocks on the braking members 3b has braking friction plates 3d;

[0013] The electric push device 2 includes a push rod device 4, a motor 5, and a one-way control mechanism 9 for controlling the braking operation condition;

[0014] The one-way control mechanism 9 includes a second housing 17 and a connecting shaft 9a located in the housing. The connecting shaft 9a is provided with a normally closed one-way braking mechanism 10 and a normally open one-way braking mechanism 11; the "one-way braking mechanism" refers to a braking mechanism that has a braking function only in one movement direction. The function of the normally open one-way braking mechanism 11 is: when energized and closed, it locks the connecting shaft 9a, the threaded rotating shaft 4a, and the motor shaft 5a from reversing, so as to effectively maintain the brake in the open state; the function of the normally closed one-way braking mechanism 10 is: when de-energized and closed, it locks the connecting shaft 9a, the threaded rotating shaft 4a, and the motor shaft 5a from rotating forward, so as to effectively maintain the brake in the braking state;

[0015] The rotating shafts in the transmission system of the electric propulsion device 2 include the motor shaft 5a, the threaded rotating shaft 4a in the push rod device 4, and the connecting shaft 9a in the one-way control mechanism 9; when the motor 5 operates, the motor shaft 5a can drive the connecting shaft 9a and the threaded rotating shaft 4a to rotate forward (in this specification, the rotation of the motor shaft 5a driving the connecting shaft 9a and the threaded rotating shaft 4a is called forward rotation). During the operating condition, when the threaded rotating shaft 4a rotates reversely, the connecting shaft 9a and the motor shaft 5a rotate reversely accordingly.

[0016] The push rod device 4 has a connecting plate 12 and a first housing 13. The inner end of the first housing 13 is connected to the connecting plate 12. One end of the threaded rotating shaft 4a is connected to the connecting plate 12 and supported by the connecting plate 12. The threaded section 4b at the other end of the threaded rotating shaft 4a is located inside the first housing 13. A nut 14 is provided on the threaded section 4b. The threaded section 4b and the nut 14 form a screw transmission pair, and the thread angle is greater than the self-locking angle. A flange 14a is provided on the nut 14. When the threaded rotating shaft 4a rotates, the nut 14 can axially displace along the threaded section 4b, and the flange 14a on the nut 14 displaces accordingly.

[0017] A sleeve-type push rod 8 with an end wall 8b is provided at the outer end of the first housing 13. A disc member 15 is provided at the inner end of the sleeve-type push rod 8. The disc member 15 is connected and fixed to the inner end of the sleeve-type push rod 8. The disc member 15 has an inner hole 15a. The wall surface of the sleeve-type push rod 8 is matched with the hole on the end wall 13a of the first housing 13. The outer end of the sleeve-type push rod 8 extends outside the end wall 13a of the first housing 13. The flange 14a on the nut 14 is located in the lumen of the sleeve-type push rod 8. The diameter of the inner hole 15a on the disc member 15 is larger than the outer diameter of the nut 14. Under the action of an external force, the sleeve-type push rod 8 can axially extend or retract relative to the first housing 13.

[0018] A first braking spring member 7 is provided inside the first housing 13, between the disc member 15 at the inner end of the sleeve-type push rod 8 and the connecting plate 12. See Figure 2 、 Figures 5 to 12 , or the first braking spring member 7 is between the disc member 15 at the inner end of the sleeve-type push rod 8 and the end wall 13a of the first housing 13. See Figure 13 . The tension of the first braking spring member 7 acts on the sleeve-type push rod 8.

[0019] A second braking spring member 16 is provided in the push rod device 4, between the flange 14a on the nut 14 and the end wall 8b of the sleeve-type push rod 8. See Figure 2 、 Figures 5 to 12, or the second braking spring member 16 is located between the flange 14a on the nut 14 and the disc member 15 at the inner end of the sleeve-type push rod 8, see Figure 13 , the tension of the second braking spring member 16 acts on the sleeve-type push rod 8; the first braking spring member 7 and the second braking spring member 16 constitute the force source members for the dual-stage braking of the present invention;

[0020] In the electric driving device 2, connecting ears 8a on the same axis are respectively provided at the outer end of the sleeve-type push rod 8 and the outer end of the other member coaxial with the sleeve-type push rod 8, see Figure 2 、 Figures 5 to 13 ; the connecting ear 8a is hinge-connected to the driving end 3c of the braking arm 3 in the braking mechanism.

[0021] Furthermore:

[0022] The connecting shaft 9a in the one-way control mechanism 9 can be of an integral structure, see Figure 2 、 Figure 5 、 Figure 6 , or can be a split structure of a first segmented body 9a01 and a second segmented body 9a02, see Figure 7 ; there are various matching connection methods between the integral structure connecting shaft 9a or the first segmented body 9a01 and the second segmented body 9a02 and the inner ends of the motor shaft 5a and the threaded rotating shaft 4a;

[0023] When the connecting shaft 9a is of an integral structure, the integral structure connecting shaft 9a can be located between the motor shaft 5a and the threaded rotating shaft 4a, or at the rear end of the motor shaft 5a. When the integral structure connecting shaft 9a is located between the motor shaft 5a and the threaded rotating shaft 4a, see Figure 2 、 Figure 5 , the front end of the motor shaft 5a is connected to one end of the connecting shaft 9a, and the other end of the connecting shaft 9a is connected to the inner end of the threaded rotating shaft 4a; when the integral structure connecting shaft 9a is located at the rear end of the motor shaft 5a, see Figure 6 , the rear end of the motor shaft 5a is connected to the inner end of the connecting shaft 9a, and the front end of the motor shaft 5a is connected to the inner end of the threaded rotating shaft 4a; both the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 are provided on the integral structure connecting shaft 9a, and their positions on the connecting shaft 9a can be interchanged with each other.

[0024] When the connecting shaft 9a is of a segmented structure of a first segmented body 9a01 and a second segmented body 9a02, the first segmented body 9a01 is located between the motor shaft 5a and the threaded rotating shaft 4a, and the second segmented body 9a02 is located at the rear end of the motor shaft 5a, see Figure 7; The first segmented body 9a01 located between the motor shaft 5a and the threaded rotating shaft 4a, one end of which is connected to the front end of the motor shaft 5a, and the other end of which is connected to the inner end of the threaded rotating shaft 4a, and the second segmented body 9a02 located at the rear end of the motor shaft 5a, the inner end of which is connected to the rear end of the motor shaft 5a, and the positions where the first segmented body 9a01 and the second segmented body 9a02 are arranged can be transposed with each other; Any one of the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 can be arranged on the first segmented body 9a01, and the other can be arranged on the second segmented body 9a02, and the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 respectively connected to the segmented body 9a01 and the segmented body 9a02 can be transposed with each other;

[0025] The second housing 17 in the one-way control mechanism 9 can be an integral structure corresponding to the connecting shaft 9a, or a split housing structure of a first sub-housing 1701 and a second sub-housing 1702 corresponding to the first segmented body 9a01 and the second segmented body 9a02 of the connecting shaft 9a.

[0026] Figure 2 The working process of the shown structural embodiment:

[0027] Figure 2 The first braking spring member 7 shown is located between the disc 15 at the inner end of the sleeve-type push rod 8 and the connecting plate 12, and the second braking spring member 16 is located between the flange 14a on the nut 14 and the end wall 8b of the sleeve-type push rod 8.

[0028] 1) The process of releasing the brake:

[0029] Figure 2 In the shown braking state, the first braking spring member 7 is in the stretched state after achieving the primary braking, and the second braking spring member 16 is in the superimposed braking state of being further compressed and storing energy. In this state, the normally closed one-way braking mechanism 10 is in the closed state and locks the connecting shaft 9a from rotating forward, maintaining the second braking spring member 16 in a stable and reliable superimposed braking state. The sleeve-type push rod 8 is in the state of protruding outward. There is a distance as shown between the inner side surface of the flange 14a on the nut 14 and the inner side surface of the disc 15 at the inner end of the sleeve-type push rod 8, and between the outer end of the threaded section 4b and the inner side surface of the end wall 8b of the sleeve-type push rod 8. Figure 2 shown distance.

[0030] When the brake needs to be released, the normally closed one-way brake mechanism 10 is powered on to open, releasing the forward locking state of the connecting shaft 9a, and the normally open one-way brake mechanism 11 is powered on and closed at the same time (the normally open one-way brake mechanism 11 is powered on and closed only has a one-way brake function that controls the connecting shaft 9a to be unable to reverse, and does not affect the forward rotation of the connecting shaft 9a), so that the connecting shaft 9a is in a state where it can rotate forward. In this state, the compressed second brake spring member 16 releases energy and stretching force when the threaded shaft 4a can rotate forward, and drives the nut 14 to move toward the inner end along the threaded section 4b through the flange 14a on the nut 14, so that the threaded shaft 4a can rotate forward. a produces positive rotation, the motor 5 is energized, and the motor shaft 5a drives the connecting shaft 9a and the threaded shaft 4a to rotate forward, that is, the second brake spring component 16 releases energy and stretches to assist the motor shaft 5a in driving the threaded shaft 4a to rotate forward. The combined force of the two allows the threaded shaft 4a to rotate forward quickly, thereby accelerating the displacement of the nut 14 along the threaded section 4b toward the inner end until the inner side surface of the flange 14a on the nut 14 is attached to and pressed against the inner side surface of the disk 15 at the inner end of the sleeve-type push rod 8. At this point, the extension stroke of the second brake spring component 16 is completed, and the extension tendency of the second brake spring component 16 acting on the sleeve-type push rod 8 is eliminated, and the superimposed braking is completed. Release; in the process of releasing the superimposed brake, the second brake spring member 16 releases energy and stretches to assist the motor shaft 5a in driving the threaded shaft 4a to rotate forward, which is beneficial to shorten the time of releasing the brake and assist in the start-up of the motor, and can reduce the energy consumption of the motor; as the motor shaft 5a continues to drive the connecting shaft 9a and the threaded shaft 4a to rotate forward, the nut 14 continues to move inward along the threaded section 4b, and the flange 14a on the nut 14 drives the sleeve-type push rod 8 to retract inward, and the connecting ears 8a at both ends of the electric push device 2 pull the driving ends 3c of the two brake arms to swing inward, and the end points of the braking ends 3a of the two brake arms move toward The first brake spring component 7 is in a stable compressed state, thereby effectively maintaining the brake in a stable open state. In this state, the inner side surface of the flange 14a on the nut 14 and the inner side surface of the disk 15 at the inner end of the sleeve-type push rod 8 are in a fitted and pressed state.

[0031] 2) Realize the braking process:

[0032] When braking is required, the normally open one-way brake mechanism 11 is powered off and reset to the normally open state, that is, the lock on the connecting shaft 9a is released, so that the connecting shaft 9a is in a reversible state, and the normally closed one-way brake mechanism 10 is in the power-off closed state without affecting the reversal of the connecting shaft 9a. In this state, the first brake spring member 7 in the compressed state is extended, and the disc 15 acting on the inner end of the sleeve-type push rod 8 pushes the sleeve-type push rod 8 to extend outward. At the same time as the sleeve-type push rod 8 extends outward, due to the flange 14 on the nut 14 The inner side surface of a and the inner side surface of the disk 15 at the inner end of the sleeve push rod 8 are in a fitted and pressed state, and the disk 15 at the inner end of the sleeve push rod 8 pushes the flange 14a of the nut 14 to move outward, and the nut 14 moves outward along the threaded section 4b. In the process of the nut 14 moving outward, the threaded shaft 4a is driven to enter a reverse state, and the connecting shaft 9a and the motor shaft 5a are in a reverse state accordingly; under the action of the first brake spring component 7 continuing to stretch, as the sleeve push rod 8 continues to extend outward, the connection at both ends of the electric driving device 2 The ears 8a drive the driving ends 3c of the two brake arms to swing outwards, and the brake components 3b of the brake ends of the two brake arms are quickly closed inwards until the friction plate 3d and the brake surface of the braked part are quickly attached and pressed. In the process of the friction plate 3d and the brake surface of the braked part being quickly attached and pressed, the sleeve push rod 8 stops extending outwards. Due to the continuous extension of the first brake spring component 7 and the kinetic energy generated by the rotating component during the rotation process, the threaded shaft 4a continues to reverse, and the nut 14 continues to move toward the outer end along the threaded section 4b. , the flange 14a on the nut 14 is then disengaged from the disc 15 at the inner end of the sleeve push rod 8, and the flange 14a begins to compress the second brake spring member 16. After the flange 14a is disengaged from the disc 15 at the inner end of the sleeve push rod 8, the force of the first brake spring member 7 that continues to stretch acts on the sleeve push rod 8, and pushes the driving end 3c of the brake arm to swing outward through the connecting ear 8a, so that the friction plate 3d and the braking surface of the braked member are quickly attached and pressed to enter the first-level braking state until the first-level braking is achieved;

[0033] When the first braking spring member 7 achieves the state of primary effective braking, or during the process of the first braking spring member 7 implementing primary braking through the stretching action, when the braking gap becomes larger due to the wear of the friction plate, the first braking spring member 7 will continue to stretch a certain stroke. Although the continued stretching stroke generated by the first braking spring member 7 will affect the braking effect to a certain extent, the continued stretching stroke of the first braking spring member 7, on the one hand, enables the relevant rotating members to continue to form kinetic energy, and on the other hand, compensates for the enlarged braking gap so that the friction plate and the member to be braked still remain in a state of being fitted and pressed; in this state, due to the kinetic energy formed by the rotating members such as the threaded rotating shaft 4a, the connecting shaft 9a, and the motor shaft 5a in the reverse rotation state, the threaded rotating shaft 4a continues to rotate in reverse, and the nut 14 continues to move outward along the threaded section 4b. As the nut 14 continues to displace further outward along the threaded section 4b, the second braking spring member 16 is further compressed, and the distance between the flange 14a on the nut 14 and the disk member 15 at the inner end of the sleeve-type push rod 8 after being disengaged increases accordingly, until when the threaded rotating shaft 4a stops rotating in the reverse direction and the nut 14 stops moving outward, the inner side surface of the flange 14a on the nut 14 is disengaged from the disk member 15 at the inner end of the sleeve-type push rod 8 to such an extent as Figure 2At the shown spacing, the second braking spring member 16 is in a state of being further compressed and storing energy. When the reverse rotation of the threaded rotating shaft 4a stops, the normally closed one-way braking mechanism 10 in the closed state locks the connecting shaft 9a and prevents it from rotating forward (consequently, the threaded rotating shaft 4a, the connecting shaft 9a, and the motor shaft 5a also cannot rotate forward), keeping the second braking spring member 16 in a stable state of being further compressed and storing energy. In this state, the acting force of the stretching tendency generated by the second braking spring member 16 after being further compressed and storing energy acts on the sleeve-type push rod 8, causing the sleeve-type push rod 8 to continue to have a tendency to extend outward, thereby further pushing the driving ends 3c of the two braking arms to swing outward. That is, on the basis of the primary braking, the braking members 3b at the braking ends 3a of the two braking arms obtain a braking power source again and further close inward, enabling the friction plates to obtain a superimposed braking acting force to achieve superimposed braking on the piece to be braked. The normally closed one-way braking mechanism 10 in the closed state locks the connecting shaft 9a and prevents it from rotating forward, thus effectively maintaining the stable state of the reliable braking effect of this brake. The superimposed braking achieved by the second braking spring member 16 in the state of being further compressed and storing energy is as follows: Firstly, it further obtains superimposed braking in the state where the first braking spring member 7 achieves primary effective braking, thereby improving the reliability of the braking effect. Secondly, when the braking gap becomes larger due to wear of the friction plates, the superimposed braking achieved by the second braking spring member 16 is obtained when the friction plates are in a state of being in contact and pressed against the piece to be braked. Moreover, although the increased braking gap will to a certain extent affect the braking effect of the continued stretching stroke of the first braking spring member 7, the continued stretching stroke of the first braking spring member 7 enables the relevant rotating members to continue to form kinetic energy, and the continuously formed kinetic energy can increase the effect of further compression and energy storage of the second braking spring member 16, that is, increase the effect of the superimposed braking achieved by the second braking spring member 16, enabling the normally closed brake of the present invention to still be in a stable and reliable braking state. Compared with the prior art, the reliability of the braking effect is improved.

[0034] The technical effects of the present invention:

[0035] 1. Since the first braking spring member 7 and the second braking spring member 16 are simultaneously provided in the present invention, during the braking process, after the first-level braking is achieved by the tension effect when the first braking spring member 7 extends, due to the kinetic energy formed by the relevant rotating members during the first-level braking, the second braking spring member 16 is further compressed and stores energy. The second braking spring member 16 that has been further compressed and stores energy realizes superimposed braking due to the extending tendency it generates, and the normally-closed one-way braking mechanism 10 in the closed state effectively maintains the brake of the present invention in a stable state with a reliable braking effect; the reliable braking effect of the brake of the present invention is in a stable state. Compared with the prior art, the reliability of the braking effect is improved; moreover, the further compression and energy storage of the second braking spring member 16 during the realization of superimposed braking are achieved by making full use of the kinetic energy formed by the reverse rotation of the relevant rotating members during the implementation of the first-level braking. That is, when the second braking spring member 16 meets the effect of realizing superimposed braking, no energy needs to be consumed.

[0036] 2. During the implementation of the first-level braking in the present invention, when the braking gap becomes larger due to the wear of the friction plate, the first braking spring member 7 will continue to extend a certain stroke. Although the continued extension stroke of the first braking spring member 7 will affect the braking effect to a certain extent, the continued extension stroke of the first braking spring member 7 enables the relevant rotating members to continue to form kinetic energy, and at the same time compensates for the enlarged braking gap, so that the friction plate and the piece to be braked still remain in a state of being tightly pressed against each other to achieve the first-level braking; after the first-level braking is achieved, due to the kinetic energy formed by the relevant rotating members during the implementation of the first-level braking, the second braking spring member 16 is further compressed and stores energy. The second braking spring member 16 that has been further compressed and stores energy realizes superimposed braking due to the extending tendency it generates; moreover, although the enlarged braking gap makes the continued extension stroke of the first braking spring member 7 affect the effect of the first-level braking to a certain extent, the continued extension stroke of the first braking spring member 7 enables the relevant rotating members to continue to form kinetic energy, and the continuously formed kinetic energy can increase the effect of the further compression and energy storage of the second braking spring member 16, that is, increase the braking effect of the superimposed braking realized by the second braking spring member 16. When the normally-closed brake of the present invention is in a state where the braking gap becomes larger due to the wear of the friction plate, stable and reliable braking can still be achieved during braking; compared with the prior art, the reliability of the braking effect is improved, and the defect that the prior art needs to frequently adjust the braking gap is overcome.

[0037] 3. When the present invention is in the braking state after achieving superimposed braking, when the friction plate becomes thinner due to wear and shows a tendency to loosen from the braking surface of the piece to be braked, since in this state, there is a certain spacing between the inner side surface of the flange 14a on the nut 14 and the inner side surface of the disc member 15 at the inner end of the sleeve-type push rod 8, or between the outer side surface of the flange 14a on the nut 14 and the inner side surface of the end wall 8b of the sleeve-type push rod 8. This enables the first braking spring member 7 and the second braking spring member 16 in the braking state to quickly generate a tendency to continue to stretch, and by acting on the sleeve-type push rod 8, it can push the sleeve-type push rod 8 to extend outward or retract inward, compensating for a certain gap in the tendency of the friction plate and the braking surface of the piece to be braked to loosen, so that the friction plate 3d and the braking surface of the piece to be braked maintain a tightly attached and effective braking state. This allows the normally closed brake of the present invention to still maintain an effective braking state when the friction plate wears in the braking state after achieving superimposed braking.

[0038] 4. When the present invention implements primary braking, during the process in which the friction plate 3d quickly fits and presses against the braking surface of the piece to be braked and enters primary braking, when the flange 14a is disengaged from the disc member 15 at the inner end of the sleeve-type push rod 8 or the flange 14a is disengaged from the end wall 8b of the sleeve-type push rod 8, the stretching force generated by the compression of the second braking spring member 16 acts on the flange 14a on the nut 14 and the disc member 15 at the inner end of the sleeve-type push rod 8 or the end wall 8b of the sleeve-type push rod 8 that is still in contact with the flange 14a. This causes the stretching force generated by the compression of the second braking spring member 16 to buffer the stretching force of the first braking spring member 7 acting on the disc member 15, that is, to buffer the impact generated when the friction plate 3d quickly combines and presses against the braking surface of the piece to be braked, reducing the impact on the piece to be braked, reducing the vibration of the brake and the equipment to be braked, avoiding damage to components, and thus improving the stability of the braking operation process.

[0039] 5. During the process of releasing the brake of the present invention, after the normally closed one-way braking mechanism 10 is energized to release the positive locking of the connecting shaft 9a, since the second braking spring member 16 in the compressed state and storing energy begins to release energy and stretch and acts on the flange 14a on the nut 14, the nut 14 begins to displace inward or outward along the threaded section 4b, thereby driving the threaded rotating shaft to rotate forward. After the motor 5 is energized, the motor shaft 5a also drives the connecting shaft 9a and the threaded rotating shaft 4a to transmit forward. That is, during the process of releasing the superimposed braking, the action of the second spring member 16 releasing energy and stretching helps the motor shaft 5a drive the threaded rotating shaft 4a to rotate forward. The combined force of the two can cause the threaded rotating shaft 4a to rotate forward quickly, accelerating the displacement of the nut 14 along the threaded section 4b inward or outward, which is beneficial to shortening the time of releasing the brake and assisting the start of the motor, and can reduce the energy consumption of the motor.

[0040] Other technical effects will be further described in the specific embodiments. Brief Description of the Drawings

[0041] Figure 1 is a schematic structural view of an existing normally-closed brake;

[0042] Figure 2 is a schematic structural view of Embodiment 1 of the present invention;

[0043] Figure 3 is Figure 2 a schematic A-A sectional structure view of the push rod device 4 in

[0044] Figure 4 relative to Figure 3 another implementation structure of the sectional structure;

[0045] Figure 5 is a schematic structural view of Embodiment 2;

[0046] Figure 6 is a schematic structural view of Embodiment 3;

[0047] Figure 7 is a schematic structural view of Embodiment 4;

[0048] Figure 8 is a schematic structural view of Embodiment 5;

[0049] Figure 9 is a schematic structural view of Embodiment 6;

[0050] Figure 10 is a schematic structural view of Embodiment 7;

[0051] Figure 11 is a schematic structural view of Embodiment 8;

[0052] Figure 12 is a schematic structural view of Embodiment 9;

[0053] Figure 13 is a schematic structural view of Embodiment 10, showing a variant structure of the solution of the present invention;

[0054] Figure 14 The figure shows the connection manner of the electric push device 2 and the brake mechanism 1 in another structural form.

[0055] Figures 5 to 13 The sectional schematic structure of the push rod device 4 in Figure 3 、 Figure 4 refers to the shown structure. Detailed Description of the Invention

[0056] Embodiment 1, refer to Figures 2 - 4 .

[0057] It includes a braking mechanism 1 and an electric propulsion device 2;

[0058] The braking mechanism 1 includes symmetrically arranged braking arms 3. The two braking arms 3 are respectively hinge-connected to two fixed members on the machine base to form the fulcrum Z of the braking arms. The braking arms 3 can swing around the fulcrum Z. Figure 2 As shown, the fulcrum Z is located at a position slightly below the middle of the braking arm. One end of the braking arm 3 is the braking end 3a, and the other end is the driving end 3c. Symmetrically structured braking members 3b are provided at the braking ends 3a of the two braking arms 3. There are braking friction plates 3d on the inner sides of the braking blocks on the braking members 3b; The braking mechanism 1 is a prior art and is not limited to Figure 2 the shown structure, and the connection structure form between the braking mechanism 1 and the electric propulsion device 2 is not unique either;

[0059] The electric propulsion device 2 includes a push rod device 4, a motor 5, and a one-way control mechanism 9 for controlling the braking operation condition;

[0060] The one-way control mechanism 9 includes a second housing 17 and a connecting shaft 9a located inside the housing. A normally closed one-way braking mechanism 10 and a normally open one-way braking mechanism 11 are provided on the connecting shaft 9a; The "one-way braking mechanism" refers to a braking mechanism that has a braking function only in one movement direction. The function of the normally open one-way braking mechanism 11 is: when energized and closed, it locks the connecting shaft 9a, the threaded rotating shaft 4a, and the motor shaft 5a from reversing, so as to effectively maintain the brake in the open state; The function of the normally closed one-way braking mechanism 10 is: when de-energized and closed, it locks the connecting shaft 9a, the threaded rotating shaft 4a, and the motor shaft 5a from rotating forward, so as to effectively maintain the brake in the braking state;

[0061] The rotating shafts in the transmission system of the electric propulsion device 2 include the motor shaft 5a, the threaded rotating shaft 4a in the push rod device 4, and the connecting shaft 9a in the one-way control mechanism 9; The motor shaft 5a can drive the connecting shaft 9a and the threaded rotating shaft 4a to rotate forward. When the threaded rotating shaft 4a rotates reversely, the connecting shaft 9a and the motor shaft 5a can rotate reversely accordingly;

[0062] Figure 2 In the shown Embodiment 1, the connecting shaft 9a is of an integral structure and is located between the motor shaft 5a and the threaded rotating shaft 4a. The front end of the motor shaft 5a is connected to one end of the connecting shaft 9a, and the other end of the connecting shaft 9a is connected to the inner end of the threaded rotating shaft 4a, and all adopt a coupling connection structure; During the process of releasing the brake, when the motor 5 operates, the motor shaft 5a can drive the connecting shaft 9a and the threaded rotating shaft 4a to rotate forward. During the operation condition, when the motor is powered off and stops running, when the threaded rotating shaft 4a rotates reversely, the connecting shaft 9a and the motor shaft 5a rotate reversely accordingly;

[0063] Figure 2In the shown Embodiment 1, the normally-closed one-way braking mechanism 10 and the normally-open one-way braking mechanism 11 are both arranged on the connecting shaft 9a of the integral structure. Their positions on the connecting shaft 9a can be mutually transposed, and their respective functions can still be realized after transposition;

[0064] The push rod device 4 has a connecting plate 12 and a first housing 13. The inner end of the first housing 13 is connected to the connecting plate 12. One end of the threaded rotating shaft 4a is connected to the connecting plate 12. The connection part between them is in bearing contact fit to form a support for the threaded rotating shaft 4a. The threaded section 4b on the threaded rotating shaft 4a is located inside the cavity of the first housing 13. A nut 14 is arranged on the threaded section 4b. The threaded section 4b and the nut 14 form a screw transmission pair, and the thread angle is greater than the self-locking angle. A flange 14a is arranged on the nut 14. When the threaded rotating shaft 4a rotates, the nut 14 can axially displace along the threaded section 4b, and the flange 14a on the nut 14 displaces accordingly;

[0065] The outer end of the first housing 13 is provided with a sleeve-type push rod 8 with an end wall 8b. The inner end of the sleeve-type push rod 8 is provided with a disc part 15. The disc part 15 is connected and fixed to the inner end of the sleeve-type push rod 8. The disc part 15 has an inner hole 15a. The tube wall surface of the sleeve-type push rod 8 is in fit with the hole on the end wall 13a of the first housing 13. They are in bearing contact fit. The outer end of the sleeve-type push rod 8 extends beyond the end wall of the first housing 13. The flange 14a on the nut 14 is located inside the tube cavity of the sleeve-type push rod 8. The diameter of the inner hole 15a on the disc part 15 is greater than the outer diameter of the nut 14. Under the action of an external force, the sleeve-type push rod 8 can axially extend or retract relative to the first housing 13;

[0066] In practice, the flange 14a is preferably made into an integral structure with the nut 14. A first keyway fitting structure 18 composed of a sliding key and a sliding groove is arranged on the outer wall surface of the nut 14 and the inner hole 15a of the disc part 15. Figure 2 、 Figure 3 As shown, a sliding key 14b is arranged on the outer wall surface of the nut 14, and a sliding groove 15b is arranged on the inner hole 15a of the disc part 15. The sliding key 14b is located in the sliding groove 15b to form the first keyway fitting structure 18. In practice, the sliding key 14b can also be arranged on the inner hole 15a of the disc part 15, and the sliding groove 15b is then arranged on the outer wall surface of the nut 14. Under the action of an external force, the sliding key 14b can displace along the sliding groove 15b. Due to the guiding and limiting effect of the sliding groove 15b on the sliding key 14b, the nut 14 can only axially displace along the threaded section 4b;

[0067] In addition, a second keyway fitting structure 19 composed of a groove and a key is arranged on the outer edge of the disc part 15 at the inner end of the sleeve-type push rod 8 and the inner wall surface of the first housing 13. Figure 2 、 Figure 3As shown, a groove 15c is provided on the outer edge of the disk member 15, and a key 13b is provided on the inner wall surface of the first housing 13. The key 13b is located within the groove 15c to form the second keyway mating structure 19. In practice, the key 13b can also be provided on the outer edge of the disk member 15, and the groove 15c is then provided on the inner wall surface of the first housing 13. Under the action of an external force, the groove 15c can displace along the key 13b. The guiding and limiting action of the key 13b on the groove 15c causes the telescopic push rod 8 to only displace axially relative to the first housing 13;

[0068] A first braking spring member 7 is provided within the first housing 13. The first braking spring member 7 is located between the disk member 15 at the inner end of the telescopic push rod 8 and the connecting plate 12, or the first braking spring member 7 is located between the disk member 15 at the inner end of the telescopic push rod 8 and the end wall 13a of the first housing 13. The tension of the first braking spring member 7 acts on the telescopic push rod 8; As Figure 2 shown in Embodiment 1, the first braking spring member 7 is located between the disk member 15 at the inner end of the telescopic push rod 8 and the connecting plate 12. The tension of the first braking spring member 7 acts on the telescopic push rod 8 through the disk member 15 integrally connected to the telescopic push rod 8. In practice, the first braking spring member 7 can be in a structural form of several pieces evenly distributed along the circumference, Figure 3 as shown, there are 6 first braking spring members 7 evenly distributed along the circumference; The first braking spring member 7 can also be Figure 4 the single coil spring member shown, or a coil structure formed by several disc springs;

[0069] A second braking spring member 16 is provided in the push rod device 4. The second braking spring member 16 is located between the flange 14a on the nut 14 and the end wall 8b of the telescopic push rod 8, or the second braking spring member 16 is located between the flange 14a on the nut 14 and the disk member 15 at the inner end of the telescopic push rod 8. The tension of the second braking spring member 16 acts on the telescopic push rod 8; As Figure 2 shown in Embodiment 1, the second braking spring member 16 is located between the flange 14a on the nut 14 and the end wall 8b of the telescopic push rod 8. The tension of the second braking spring member 16 acts on the telescopic push rod 8 through the end wall 8b of the telescopic push rod 8. In practice, the second braking spring member 16 located within the inner cavity of the telescopic push rod 8 can be similar to Figure 3 the structural form of several second braking spring members 16 evenly distributed along the circumference shown, or can be similar to Figure 4 the structural form of a single coil spring shown, etc.;

[0070] The first braking spring member 7 and the second braking spring member 16 are the force source members for the double-stage braking of the present invention;

[0071] The second housing 17 in the one-way control mechanism 9 is of an integral structure. Corresponding to the connecting shaft 9a of the integral structure, one end of the second housing 17 is connected to the front end of the housing of the motor 5, and the other end is connected to the connecting plate 12; the connecting shaft 9a, the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 provided on the connecting shaft are located inside the second housing 17; in a specific implementation, a wall plate 17b can be provided in the second housing 17 for auxiliary support of the connecting shaft 9a;

[0072] In the electric push device 2, connecting ears 8a on the same axis are respectively provided at the outer end of the sleeve-type push rod 8 and the outer end of the other member coaxial with the sleeve-type push rod 8, and the connecting ears 8a are used for hinge connection with the driving end 3c of the brake arm 3 in the braking mechanism; Figure 2 In the shown Embodiment 1, the other member coaxial with the sleeve-type push rod 8 is the motor 5, that is, connecting ears 8a on the same axis are respectively provided at the outer end of the sleeve-type push rod 8 and the rear end (i.e., the outer end) of the housing of the motor 5 coaxial with the sleeve-type push rod 8, and the two connecting ears 8a are respectively hinge-connected to the driving ends 3c of the two brake arms in the braking mechanism 1;

[0073] The normally-closed one-way braking mechanism 10 and the normally-open one-way braking mechanism 11 are off-the-shelf existing products with electromagnetic structures. In this embodiment, both the normally-closed one-way braking mechanism 10 and the normally-open one-way braking mechanism 11 are fixed on the plate 17a in the second housing 17, and the positioning screw 10a of the normally-closed one-way braking mechanism 10 is connected to the plate 17a; there is a bushing with a sliding key fit in the central hole of the brake disc of the normally-closed one-way braking mechanism 10, and there is a one-way bearing in the central hole of the bushing. The bushing is supported and fixed on the connecting shaft 9a through the one-way bearing. The brake disc can move axially along the bushing through the sliding key fit with the bushing. The connecting shaft 9a can only rotate reversely relative to the brake disc; when the normally-closed one-way braking mechanism 10 is closed, the axial movement of the brake disc is pressed and the brake disc cannot rotate. Due to the effect of the one-way bearing, the connecting shaft 9a cannot rotate forward and can only rotate reversely. When the normally-closed one-way braking mechanism 10 is opened, the axial movement of the brake disc is reset and can rotate freely, and the connecting shaft 9a can rotate freely; the normally-open one-way braking mechanism 11 is also provided with a brake disc. There is a bushing with a sliding key fit in the central hole of its brake disc, and there is a one-way bearing in the central hole of the bushing. The bushing is supported and fixed on the connecting shaft 9a through the one-way bearing. The brake disc can move axially along the bushing through the sliding key fit with the bushing. The connecting shaft 9a can only rotate forward relative to the brake disc. When the normally-open one-way braking mechanism 11 is closed, the axial movement of the brake disc is pressed and the brake disc cannot rotate. Due to the effect of the one-way bearing, the connecting shaft 9a can only rotate forward and cannot rotate reversely. When the normally-open one-way braking mechanism 11 is opened, the axial movement of the brake disc is reset and can rotate freely, and the connecting shaft 9a can rotate freely. It should be noted here that according to the change of the installation positions of the normally-closed one-way braking mechanism 10 and the normally-open one-way braking mechanism 11, the connection and fixing methods are not unique, but the connection and cooperation relationships with the connecting shaft 9a or with the first segmented body 9a01 and the second segmented body 9a02 are the same. In Embodiment 1, the normally-closed one-way braking mechanism 10 and the normally-open one-way braking mechanism 11 are fixed on the plate 17a in the second housing 17. In specific implementation, they can also be fixed on other components in the electric pushing device.

[0074] Embodiment 2, see Figure 5 。

[0075] The structure of Embodiment 2 is deformed based on the Figure 2 shown structure. The push rod device 4 in this example is the same as that described in Embodiment 1. The connecting shaft 9a is also an integral structure and is located between the motor rotating shaft 5a and the threaded rotating shaft 4a. One end of the connecting shaft 9a is connected to the motor shaft 5a, and the other end of the connecting shaft 9a is connected to the inner end of the threaded rotating shaft 4a. And one end of the connecting shaft 9a and the front end of the motor shaft 5a are connected by a coupling structure; the difference between this example and the Figure 2 shown Embodiment 1 is that as Figure 5As shown, the other end of the connecting shaft 9a and the inner end of the threaded rotating shaft 4a are integrally formed, that is, the connection between the other end of the connecting shaft 9a and the inner end of the threaded rotating shaft 4a is a connection structure form in which the two are integrally formed. In addition, when the connection between the other end of the connecting shaft 9a and the inner end of the threaded rotating shaft 4a is a connection structure form in which the two are integrally formed, the wall plate 17b shown in Figure 2 the second housing 17 may not be provided. Refer to Figure 5 and Figure 2 ;

[0076] In specific implementation, Figure 5 the connection relationship of the connecting shaft 9a with the integral structure shown in Figure 5 can be deformed as follows: one end of the connecting shaft 9a is integrally connected to the front end of the motor shaft 5a, and the other end of the connecting shaft 9a is connected to the inner end of the threaded rotating shaft 4a by a coupling; the connecting shaft 9a can also be deformed into a structure form of two segmented bodies. One end of one segmented body can be integrally formed with the front end of the motor shaft 5a, and one end of the other segmented body can also be integrally formed with the inner end of the threaded rotating shaft 4a. The two segmented bodies are connected by a coupling. The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 are respectively connected to the two segmented bodies, and their positions can be interchanged with each other.

[0077] Other aspects are the same as those in Embodiment 1.

[0078] Embodiment 3. Refer to Figure 6 。

[0079] The implementation structure of the push rod device 4 in Embodiment 3 is the same as that in Embodiment 1. Refer to Figure 6 and Figure 2 the shown structure and the relevant description in Embodiment 1;

[0080] The one-way control mechanism 9 includes a second housing 17 and a connecting shaft 9a located inside the housing. The connecting shaft 9a is provided with a normally closed one-way braking mechanism 10 and a normally open one-way braking mechanism 11;

[0081] The connecting shaft 9a in the one-way control mechanism 9 is of an integral structure and is located at the rear end of the motor shaft 5a. The rear end of the motor shaft 5a is connected to the inner end of the connecting shaft 9a, and the front end of the motor shaft 5a is connected to the inner end of the threaded rotating shaft 4a. In implementation, as Figure 6As shown, the front end of the motor shaft 5a is connected to the inner end of the threaded rotating shaft 4a by a coupling. The inner end of the connecting shaft 9a is integrally formed with the rear end of the motor shaft 5a. It can also be said that "the extension section at the rear end of the motor shaft 5a is equivalent to the connecting shaft 9a", that is, the rear end of the motor shaft 5a and the inner end of the connecting shaft 9a are in an integrally formed connection form. In implementation, the integrally formed connection structure between the inner end of the connecting shaft 9a and the rear end of the motor shaft 5a can also be deformed into a coupling connection. In specific implementation, the front end of the housing of the motor 5 is connected to the connecting plate 12 through the auxiliary connecting member 5b, which is beneficial to the stability of the structure of this part and protects the coupling connection part between the front end of the motor shaft 5a and the inner end of the threaded rotating shaft 4a.

[0082] During the process of releasing the brake, when the motor 5 is running, the motor shaft 5a can drive the connecting shaft 9a and the threaded rotating shaft 4a to rotate forward. During the process of applying the brake, when the threaded rotating shaft 4a rotates reversely, the motor shaft 5a and the connecting shaft 9a rotate reversely accordingly.

[0083] Both the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 are arranged on the integrally formed connecting shaft 9a, and their positions on the connecting shaft 9a can be interchanged with each other.

[0084] The second housing 17 in the one-way control mechanism 9 is of an integrally formed structure. Corresponding to the integrally formed connecting shaft 9a, the connecting shaft 9a and the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 arranged on this connecting shaft are located inside the second housing 17. The inner end of the second housing 17 is connected to the rear end of the housing of the motor 5. The positioning screw 10a in the normally closed one-way braking mechanism 10 is connected to the rear end of the housing of the motor 5. The connection and the effect of the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 with the connecting shaft 9a are the same as those described in Embodiment 1.

[0085] In the electric push device 2 described above, connecting ears 8a are respectively provided on the outer end of the sleeve-type push rod 8 and the outer end wall of the other component coaxial with the sleeve-type push rod 8 and are on the same axis. Figure 6 In the structure of Embodiment 3 shown, the other component coaxial with the sleeve-type push rod 8 is the second housing 17 in the one-way control mechanism 9, that is: connecting ears 8a on the same axis are respectively provided on the outer end of the sleeve-type push rod 8 and the outer end wall of the second housing 17 at the other end coaxial with the sleeve-type push rod 8.

[0086] Embodiment 4, see Figure 7 .

[0087] The implementation structure of the push rod device 4 in Embodiment 4 is the same as that in Embodiment 1, see Figure 2 the structure shown therein and the relevant description in Embodiment 1;

[0088] The one-way control mechanism 9 includes a second housing 17 and a connecting shaft 9a located within the housing. A normally closed one-way braking mechanism 10 and a normally open one-way braking mechanism 11 are provided on the connecting shaft 9a;

[0089] The connecting shaft 9a has a split structure of a first segmented body 9a01 and a second segmented body 9a02. The first segmented body 9a01 is located between the motor shaft 5a and the threaded rotating shaft 4a, and the second segmented body 9a02 is located at the rear end of the motor shaft 5a. One end of the first segmented body 9a01 located between the motor shaft 5a and the threaded rotating shaft 4a is connected to the front end of the motor shaft 5a, and the other end is connected to the inner end of the threaded rotating shaft 4a. The inner end of the second segmented body 9a02 located at the rear end of the motor shaft 5a is connected to the rear end of the motor shaft 5a. During the process of releasing the brake, when the motor 5 operates, the motor shaft 5a can drive the first segmented body 9a01, the second segmented body 9a02, and the threaded rotating shaft 4a to rotate forward. During the process of applying the brake, when the threaded rotating shaft 4a rotates reversely, the first segmented body 9a01, the second segmented body 9a02, and the motor shaft 5a rotate reversely accordingly;

[0090] Figure 7 As shown, one end of the first segmented body 9a01 is integrally provided with the front end of the motor shaft 5a, that is, the two are of an integral connection structure. The other end of the first segmented body 9a01 and the inner end of the threaded rotating shaft 4a are connected by a coupling. In practice, it can also be deformed into: one end of the first segmented body 9a01 is connected to the front end of the motor shaft 5a by a coupling, and the other end of the first segmented body 9a01 is integrally provided with the inner end of the threaded rotating shaft 4a. The inner end of the second segmented body 9a02 is integrally provided with the rear end of the motor shaft 5a. In practice, the inner end of the second segmented body 9a02 and the rear end of the motor shaft 5a can also be connected by a coupling. The installation positions of the first segmented body 9a01 and the second segmented body 9a02 can be interchanged with each other;

[0091] Either the normally closed one-way braking mechanism 10 or the normally open one-way braking mechanism 11 can be provided on the segmented body 9a01, and the other can be provided on the segmented body 9a02. The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 respectively connected to the first segmented body 9a01 and the second segmented body 9a02 can be interchanged with each other;

[0092] The second housing 17 is a split housing structure of a first sub-housing 1701 and a second sub-housing 1702, corresponding to a first segmented body 9a01 and a second segmented body 9a02 of the connecting shaft 9a. One end of the first sub-housing 1701 is connected to the front end of the housing of the motor 5, and the other end is connected to the connecting plate 12. The inner end of the second sub-housing 1702 is connected to the rear end of the housing of the motor 5. The installation positions of the first sub-housing 1701 and the second sub-housing 1702 can be mutually interchanged; the first segmented body 9a01 and the normally closed one-way braking mechanism 10 connected to this segmented body are located in the first sub-housing 1701, and the second segmented body 9a02 and the normally open one-way braking mechanism 11 connected to this segmented body are located in the second sub-housing 1702;

[0093] Figure 7 As shown, the positioning screw 10a in the normally closed one-way braking mechanism 10 is connected to the front end of the housing of the motor 5; the connection and action effects of the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 with the first segmented body 9a01 and the second segmented body 9a02 are the same as those described in Embodiment 1;

[0094] In the electric push device 2, connection ears 8a are respectively provided on the outer end wall of the sleeve-type push rod 8 and on the outer end wall of the other member coaxial with the sleeve-type push rod 8 and located on the same axis; Figure 7 As shown, the other member coaxial with the sleeve-type push rod 8 is the second sub-housing 1702 in the second housing 17, that is: connection ears 8a located on the same axis are respectively provided on the outer end of the sleeve-type push rod 8 and on the outer end wall of the second sub-housing 1702 at the other end coaxial with the sleeve-type push rod 8.

[0095] Embodiment 5, see Figure 8 .

[0096] Such as Figure 8 Embodiment 5 with the structure shown includes a braking mechanism 1 and an electric push device 2;

[0097] The structure of the braking mechanism 1 is the same as that described in Embodiment 1;

[0098] Figure 8 In the shown embodiment, a speed reduction mechanism 6 is provided in the electric push device 2, that is, on the basis of the "push rod device 4, motor 5, one-way control mechanism 9 for controlling the braking operation condition" in the foregoing embodiment, a speed reduction mechanism 6 is additionally provided. The speed reduction mechanism 6 is a prior art structure, and the speed reduction mechanism 6 has an input shaft 6a and an output shaft 6b;

[0099] Figure 8The rotating shafts in the transmission system of the electric propulsion device 2 shown include the motor shaft 5a, the threaded rotating shaft 4a in the push rod device 4, the connecting shaft 9a in the one-way control mechanism 9, and the input shaft 6a and output shaft 6b of the reduction mechanism 6; when the motor 5 operates, the motor shaft 5a can drive the connecting shaft 9a, the input shaft 6a and output shaft 6b of the reduction mechanism 6, and the threaded rotating shaft 4a to rotate forward. During the operating conditions, when the threaded rotating shaft 4a rotates reversely, the output shaft 6b, the input shaft 6a, the connecting shaft 9a, and the motor shaft 5a of the reduction mechanism 6 rotate reversely accordingly;

[0100] Figure 8 The implementation structure of the push rod device 4 shown in is the same as that in Embodiment 1, see Figure 8 And Figure 2 The structure shown in and the relevant descriptions in Embodiment 1;

[0101] The one-way control mechanism 9 includes a second housing 17 and a connecting shaft 9a located inside the housing. A normally closed one-way braking mechanism 10 and a normally open one-way braking mechanism 11 are provided on the connecting shaft 9a; the function of the normally open one-way braking mechanism 11 is: it closes when energized and locks the connecting shaft 9a, the threaded rotating shaft 4a, the input shaft 6a, the output shaft 6b, and the motor shaft 5a from rotating reversely, effectively maintaining the brake in the open state; the function of the normally closed one-way braking mechanism 10 is: it closes when de-energized and locks the connecting shaft 9a, the threaded rotating shaft 4a, the input shaft 6a, the output shaft 6b, and the motor shaft 5a from rotating forward, effectively maintaining the brake in the braking state;

[0102] The connecting shaft 9a in the one-way control mechanism 9 can be of an integral structure or a split structure of a first segmented body 9a01 and a second segmented body 9a02; there are various matching connection methods between the integral structure connecting shaft 9a or the first segmented body 9a01 and the second segmented body 9a02 and the motor shaft 5a, the inner end of the threaded rotating shaft 4a, the input shaft 6a and the output shaft 6b of the reduction mechanism;

[0103] The second housing 17 in the one-way control mechanism 9 can be of an integral structure. Corresponding to the integral structure connecting shaft 9a, the second housing 17 can also be a split housing structure of a first sub-housing 1701 and a second sub-housing 1702, corresponding to the first segmented body 9a01 and the second segmented body 9a02 of the connecting shaft 9a;

[0104] Figure 8As shown, the connecting shaft 9a is of an integral structure and is located between the motor shaft 5a and the input shaft 6a of the reduction mechanism. One end of the connecting shaft 9a is connected to the front end of the motor shaft 5a, and the other end of the connecting shaft 9a is connected to the input shaft 6a of the reduction mechanism. The output shaft 6b of the reduction mechanism is connected to the inner end of the threaded rotating shaft 4a. In a specific implementation, the front end of the motor shaft 5a and one end of the connecting shaft 9a are connected by a coupling. The other end of the connecting shaft 9a and the input shaft 6a of the reduction mechanism are set as one body, that is, the connection between the other end of the connecting shaft 9a and the input shaft 6a of the reduction mechanism is a connection structure set as one body. In implementation, it can also be changed to set one end of the connecting shaft 9a and the front end of the motor shaft 5a as one body, while the other end of the connecting shaft 9a and the input shaft 6a of the reduction mechanism are of a coupling connection structure. The output shaft 6b of the reduction mechanism and the inner end of the threaded rotating shaft 4a are of a coupling connection structure. The motor shaft 5a can drive the connecting shaft 9a, the input shaft 6a and the output shaft 6b of the reduction mechanism, and the threaded rotating shaft 4a to rotate forward. When the threaded rotating shaft 4a rotates reversely, the output shaft 6b and the input shaft 6a of the reduction mechanism, and the connecting shaft 9a and the motor shaft 5a rotate reversely accordingly.

[0105] The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 are both arranged on the connecting shaft 9a of the integral structure, and their positions on the connecting shaft 9a can be mutually transposed. The positioning screw 10a in the normally closed one-way braking mechanism 10 is connected to a side wall of the reduction mechanism. The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 are both off-the-shelf existing products of electromagnetic structure as described in Embodiment 1, and their connection to the connecting shaft 9a and the action effects are the same as those described in Embodiment 1.

[0106] The second housing 17 in the one-way control mechanism 9 is of an integral structure, corresponding to the integral connecting shaft 9a. One end of the second housing 17 is connected to the front end of the housing of the motor 5, and the other end is connected to a side wall of the reduction mechanism 6. The connecting shaft 9a and the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 arranged on this connecting shaft are located inside the second housing 17. In a specific implementation, a transition connector 6c can be arranged on the other side wall of the reduction mechanism 6 to be connected to the connecting plate 12. The connection between the transition connector 6c and the connecting plate 12 is beneficial to the integrity and stability of the external shape structure of this electric push device, and plays a protective role for the coupling structure between the output shaft 6b of the reduction mechanism and the inner end of the threaded rotating shaft 4a.

[0107] In the electric push device 2, connecting ears 8a are respectively arranged at the outer end of the sleeve-type push rod 8 and the outer end of the other component coaxial with the sleeve-type push rod 8 and located on the same axis. Figure 8As shown, the component at the other end coaxial with the sleeve-type push rod 8 is the motor 5, that is, the outer end of the sleeve-type push rod 8 and the rear end (i.e., outer end) wall of the casing of the motor 5 at the other end coaxial with the sleeve-type push rod 8 are respectively provided with the connecting ears 8a on the same axis.

[0108] The rest is the same as in Example 1.

[0109] Example 6, see Figure 9 .

[0110] Figure 9 Embodiment 6 of the structure shown is Figure 8 A modified structure of embodiment 5 is shown.

[0111] The structure of embodiment 6 includes a brake mechanism 1 and an electric push device 2; the electric push device 2 includes the push rod device 4, a motor 5, a one-way control mechanism 9 for controlling the braking operation condition, and a speed reduction mechanism 6;

[0112] The rotating shafts in the transmission system of the electric propulsion device 2 include the motor shaft 5a, the threaded rotating shaft 4a in the push rod device 4, the connecting shaft 9a in the one-way control mechanism 9, and the input shaft 6a and the output shaft 6b of the reduction mechanism 6; when the motor 5 is running, the motor shaft 5a can drive the input shaft 6a and the output shaft 6b of the reduction mechanism 6 and the connecting shaft 9a and the threaded rotating shaft 4a to rotate in the forward direction. In the operating condition, when the threaded rotating shaft 4a rotates in the reverse direction, the connecting shaft 9a, the output shaft 6b of the reduction mechanism 6 and the input shaft 6a and the motor shaft 5a rotate in the reverse direction accordingly;

[0113] The implementation structure of the push rod device 4 is the same as that of embodiment 1, see Figure 9 and Figure 2 The structure shown in and the related description in Example 1;

[0114] The one-way control mechanism 9 includes a second housing 17 and a connecting shaft 9a located in the housing, and the connecting shaft 9a is provided with a normally closed one-way brake mechanism 10 and a normally open one-way brake mechanism 11;

[0115] Figure 9In Embodiment 6 shown, the connecting shaft 9a is of an integral structure and is located between the output shaft of the speed reduction mechanism and the threaded rotating shaft 4a. The front end of the motor shaft 5a is connected to the input shaft 6a of the speed reduction mechanism. The output shaft 6b of the speed reduction mechanism is connected to one end of the connecting shaft 9a, and the other end of the connecting shaft 9a is connected to the inner end of the threaded rotating shaft 4a. In this example, the connection between the front end of the motor shaft 5a and the input shaft 6a of the speed reduction mechanism, the connection between the output shaft 6b of the speed reduction mechanism and one end of the connecting shaft 9a, and the connection between the other end of the connecting shaft 9a and the inner end of the threaded rotating shaft 4a are all coupling connection structures. During implementation, one end of the connecting shaft 9a can be integrally formed with the output shaft 6b of the speed reduction mechanism, and the other end of the connecting shaft 9a and the inner end of the threaded rotating shaft 4a are coupling connection structures. Or one end of the connecting shaft 9a and the output shaft 6b of the speed reduction mechanism are in the coupling connection structure as shown in the figure, while the other end of the connecting shaft 9a and the inner end of the threaded rotating shaft 4a are integrally formed connection structures. The motor shaft 5a can drive the input shaft 6a and the output shaft 6b of the speed reduction mechanism, the connecting shaft 9a, and the threaded rotating shaft 4a to rotate forward. When the threaded rotating shaft 4a rotates in the reverse direction, the connecting shaft 9a, the output shaft 6b of the speed reduction mechanism, the input shaft 6a, and the motor shaft 5a rotate in reverse accordingly.

[0116] The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 are provided on the integral connecting shaft 9a. Their connection to the connecting shaft 9a and the effect are the same as those described in Embodiment 1, and their positions on the connecting shaft 9a can be interchanged with each other.

[0117] The second housing 17 is of an integral structure and corresponds to the integral connecting shaft 9a. One end of the second housing 17 is connected to one side wall of the speed reduction mechanism 6, and the other end is connected to the connecting plate 12. The integral connecting shaft 9a and the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 connected to this shaft are located inside the integral second housing 17. During specific implementation, a wall plate 17b can be provided in the second housing 17 for auxiliary support of the connecting shaft 9a. The positioning screw 10a in the normally closed one-way braking mechanism 10 is connected to the plate member 17a.

[0118] In the electric push device 2, connecting ears 8a are respectively provided at the outer ends of the sleeve-type push rod 8 and the outer end of the other component coaxial with the sleeve-type push rod 8 and are on the same axis. Figure 9 As shown, the other component coaxial with the sleeve-type push rod 8 is the motor 5. That is, connecting ears 8a on the same axis are respectively provided on the outer end of the sleeve-type push rod 8 and the rear end (i.e., the outer end) wall of the motor 5 coaxial with the sleeve-type push rod 8.

[0119] Others are the same as in Embodiment 5, see Figure 9 and Figure 8 the relevant descriptions in Embodiment 5.

[0120] Example 7, refer to Figure 10 .

[0121] Figure 10 Example 7 of the structure shown is Figure 8 another deformed structure of Example 5 shown.

[0122] The structure of Example 7 includes a braking mechanism 1 and an electric driving device 2; the electric driving device 2 includes the push rod device 4, a motor 5, a one-way control mechanism 9 for controlling the braking operating conditions, and a reduction mechanism 6;

[0123] The rotating shafts in the transmission system of the electric driving device 2 include the motor shaft 5a of the motor 5, the threaded rotating shaft 4a in the push rod device 4, the connecting shaft 9a in the one-way control mechanism 9, and the input shaft 6a and output shaft 6b of the reduction mechanism 6; when the motor 5 operates, the motor shaft 5a can drive the connecting shaft 9a, the input shaft 6a and output shaft 6b of the reduction mechanism 6, and the threaded rotating shaft 4a to rotate forward. In the operating conditions, when the threaded rotating shaft 4a rotates reversely, the output shaft 6b, input shaft 6a of the reduction mechanism 6, the motor shaft 5a, and the connecting shaft 9a rotate reversely accordingly;

[0124] The implementation structure of the push rod device 4 is the same as that of Example 1, refer to Figure 10 and Figure 2 the structure shown therein and the relevant descriptions in Example 1;

[0125] The one-way control mechanism 9 includes a second housing 17 and a connecting shaft 9a located inside the housing. A normally closed one-way braking mechanism 10 and a normally open one-way braking mechanism 11 are provided on the connecting shaft 9a;

[0126] Figure 10 In the shown Example 7, the connecting shaft 9a is of an integral structure and is located at the rear end of the motor shaft 5a. The inner end of the connecting shaft 9a is connected to the rear end of the motor shaft 5a, the front end of the motor shaft 5a is connected to the input shaft 6a of the reduction mechanism, and the output shaft 6b of the reduction mechanism is connected to the inner end of the threaded rotating shaft 4a; in this example, the inner end of the connecting shaft 9a and the rear end of the motor shaft 5a are set as one body, and it can also be said that "the extended section at the rear end of the motor shaft 5a is equivalent to the connecting shaft 9a", that is, the inner end of the connecting shaft 9a and the rear end of the motor shaft 5a are in a connected form of being set as one body. The connection between the front end of the motor shaft 5a and the input shaft 6a of the reduction mechanism and the connection between the output shaft 6b of the reduction mechanism and the inner end of the threaded rotating shaft 4a are both coupling connection structures; in implementation, the inner end of the connecting shaft 9a and the rear end of the motor shaft 5a can also be of a coupling connection structure; in specific implementation, the front end of the housing of the motor 5 is connected to the side wall of the reduction mechanism through an auxiliary connecting member 5b, which is beneficial to the stability of the structure at this part and protects the coupling connection part between the front end of the motor shaft 5a and the input shaft 6a of the reduction mechanism.

[0127] When the motor 5 is running, the motor shaft 5a can drive the connecting shaft 9a, the input shaft 6a and the output shaft 6b of the reduction mechanism 6, and the threaded rotating shaft 4a to rotate forward. In the operating condition, when the threaded rotating shaft 4a rotates reversely, the output shaft 6b, the input shaft 6a of the reduction mechanism 6, the motor shaft 5a and the connecting shaft 9a rotate reversely accordingly;

[0128] The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 are both arranged on the connecting shaft 9a of the integral structure, and their positions on the connecting shaft 9a can be interchanged with each other; the connection and the effect of the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 with the connecting shaft 9a are the same as those described in Embodiment 1;

[0129] The second housing 17 is of an integral structure. Corresponding to the connecting shaft 9a of the integral structure, the inner end of the second housing 17 is connected to the rear end of the housing of the motor 5; the connecting shaft 9a and the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 connected to this shaft are located inside the second housing 17;

[0130] In the electric pushing device 2, connecting lugs 8a on the same axis are respectively provided at the outer end of the sleeve-type push rod 8 and at the outer end of the other member coaxial with the sleeve-type push rod 8; Figure 10 As shown, the other member coaxial with the sleeve-type push rod 8 is the second housing 17, that is, connecting lugs 8a on the same axis are respectively provided on the outer end wall of the outer end of the sleeve-type push rod 8 and on the outer end of the second housing 17 coaxial with the sleeve-type push rod 8;

[0131] In specific implementation, a transition connecting member 6c can be provided on one side wall of the reduction mechanism to be connected to the connecting plate 12. The connection between the transition connecting member 6c and the connecting plate 12 is beneficial to the integrity and stability of the external shape structure of this electric pushing device, and plays a protective role for the coupling structure between the output shaft 6b of the reduction mechanism and the inner end of the threaded rotating shaft 4a.

[0132] Others are the same as those described in Embodiment 5, see Figure 8 And Figure 10 The relevant descriptions in Embodiment 5.

[0133] Embodiment 8, see Figure 11 .

[0134] Figure 11 Embodiment 8 of the shown structure is Figure 8 Another deformed structure of the shown Embodiment 5.

[0135] The structure of Embodiment 8 includes a braking mechanism 1 and an electric propulsion device 2; the electric propulsion device 2 includes the push rod device 4, a motor 5, a one-way control mechanism 9 for controlling the braking operating conditions, and a speed reduction mechanism 6;

[0136] The rotating shafts in the transmission system of the electric propulsion device 2 include the motor shaft 5a, the threaded rotating shaft 4a in the push rod device 4, the connecting shaft 9a in the one-way control mechanism 9, and the input shaft 6a and output shaft 6b of the speed reduction mechanism 6; when the motor 5 operates, the motor shaft 5a can drive the connecting shaft 9a, the input shaft 6a and output shaft 6b of the speed reduction mechanism 6, and the threaded rotating shaft 4a to rotate forward. During the operating conditions, when the threaded rotating shaft 4a rotates reversely, the output shaft 6b, the input shaft 6a, the connecting shaft 9a, and the motor shaft 5a of the speed reduction mechanism 6 rotate reversely accordingly;

[0137] The implementation structure of the push rod device 4 is the same as that of Embodiment 1, see Figure 9 And Figure 2 The structure shown therein and the relevant descriptions in Embodiment 1;

[0138] The outer shape of the electric propulsion device 2 in the foregoing embodiments is in a "one" - shaped structure, Figure 11 The outer shape of the shown electric propulsion device 2 is approximately in an "L" - shaped or is called an "L" - shaped structure;

[0139] The one - way control mechanism 9 includes a second housing 17 and a connecting shaft 9a located inside the housing. The connecting shaft 9 a is provided with a normally - closed one - way braking mechanism 10 and a normally - open one - way braking mechanism 11;

[0140] Figure 11 As shown, the connecting shaft 9a is a segmented structure of a first segmented body 9a01 and a second segmented body 9a02. The first segmented body 9a01 is located between the output shaft 6b of the speed reduction mechanism and the threaded rotating shaft 4a, and the second segmented body 9a02 is located at the outer end of the input shaft 6 a of the speed reduction mechanism. One end of the first segmented body 9a01 is connected to the inner end of the output shaft 6b of the speed reduction mechanism, and the other end of the first segmented body 9a01 is connected to the inner end of the threaded rotating shaft 4a. The inner end of the second segmented body 9a02 is connected to the outer end of the input shaft 6a of the speed reduction mechanism; the installation positions of the first segmented body 9a01 and the second segmented body 9a02 can be mutually interchanged;

[0141] Figure 11In the shown implementation structure, one end of the first segmented body 9a01 is connected to the output shaft 6b of the speed reduction mechanism by a coupling structure, and the other end of the first segmented body 9a01 is integrally provided with the inner end of the threaded rotating shaft 4a, that is, the other end of the first segmented body 9a01 and the inner end of the threaded rotating shaft 4a are in an integrally provided connection structure. The inner end of the second segmented body 9a02 is integrally provided with the outer end of the input shaft 6a of the speed reduction mechanism, and it can also be said that "the extension section of the outer end of the input shaft 6a of the speed reduction mechanism is equivalent to the second segmented body 9a02". In implementation, the inner end of the second segmented body 9a02 and the outer end of the input shaft 6a of the speed reduction mechanism can also be in a coupling connection structure; and the installation positions of the first segmented body 9a01 and the second segmented body 9a02 can be interchanged. When the motor 5 operates, the motor shaft 5a can drive the input shaft 6a of the speed reduction mechanism, the second segmented body 9a02, the output shaft 6b of the speed reduction mechanism, the first segmented body 9a01 and the threaded rotating shaft 4a to rotate forward. In the operating condition, when the threaded rotating shaft 4a rotates reversely, the first segmented body 9a01, the output shaft 6b of the speed reduction mechanism, the input shaft 6a, the second segmented body 9a02 and the motor shaft 5a rotate reversely accordingly;

[0142] Any one of the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 can be arranged on the first segmented body 9a01, and the other is arranged on the second segmented body 9a02;

[0143] Figure 11 As shown, the normally closed one-way braking mechanism 10 is connected to the first segmented body 9a01, and the normally open one-way braking mechanism 11 is connected to the second segmented body 9a02. The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 respectively connected to the first segmented body 9a01 and the second segmented body 9a02 can be interchanged with each other; the connections and action effects of the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 with the first segmented body 9a01 and the second segmented body 9a02 are the same as described above.

[0144] The second housing 17 is a split housing structure of a first sub-housing 1701 and a second sub-housing 1702. Corresponding to the first segmented body 9a01 and the second segmented body 9a02 of the connecting shaft 9a, one end of the first sub-housing 1701 is connected to the inner side wall of the speed reduction mechanism 6, and the other end is connected to the connecting plate 12. The inner end of the second sub-housing 1702 is connected to the outer side wall of the speed reduction mechanism 6; the first segmented body 9a01 and the normally closed one-way braking mechanism 10 connected to this segmented body are located in the first sub-housing 1701, and the second segmented body 9a02 and the normally open one-way braking mechanism 11 connected to this segmented body are located in the second sub-housing 1702; in specific implementation, the positioning screw 10a in the normally closed one-way braking mechanism 10 is connected to the plate member 17a in the first sub-housing 1701;

[0145] In the electric driving device 2, connecting lugs 8a on the same axis are respectively provided at the outer end of the sleeve push rod 8 and the outer end of the other component coaxial with the sleeve push rod 8. Figure 11 As shown, the other component coaxial with the sleeve push rod 8 is the reduction mechanism 6, that is, connecting lugs 8a on the same axis are respectively provided on the outer end of the sleeve push rod 8 and the outer side wall of the reduction mechanism 6 at the other end coaxial with the sleeve push rod 8.

[0146] In specific implementation, a connecting pipe fitting 6d is arranged on the wall at the inner end of the input shaft 6a of the reduction mechanism and is connected to the front end of the motor housing 5. The connection of the connecting pipe fitting 6d to the front end of the motor housing 5 is beneficial to the structural stability of this part and protects the coupling structure between the inner end of the input shaft 6a of the reduction mechanism and the motor shaft 5a.

[0147] For others, see Figure 11 as shown.

[0148] In specific implementation, Figure 11 The second segmented body 9a02 arranged at the outer end of the input shaft of the reduction mechanism as shown can also be deformed to be arranged at the outer end of the output shaft 6b of the reduction mechanism. When the second segmented body 9a02 is arranged at the outer end of the output shaft 6b of the reduction mechanism, the normally open one-way braking mechanism 11 is connected to the second segmented body 9a02 arranged at the outer end of the output shaft 6b, and the inner end of the second housing 1702 is connected to the outer side wall of the output shaft 6b of the reduction mechanism.

[0149] Further explanation is:

[0150] Figure 11 The reduction mechanism 6 shown also includes an intermediate transmission shaft 6e.

[0151] Relative to the intermediate transmission shaft 6e in the reduction mechanism 6, the arrangement positions of the integral connecting shaft 9a or the first segmented body 9a01 and the second segmented body 9a02 can be deformed in the following ways:

[0152] When the connecting shaft 9a is of an integral structure, the integral connecting shaft 9a can be arranged at the inner end or the outer end of the intermediate transmission shaft 6e. The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 are both arranged on the integral connecting shaft 9a, and the second housing 17 is correspondingly connected to the side wall of the reduction mechanism 6.

[0153] When the connecting shaft 9a is a segmented structure of a first segmented body 9a01 and a second segmented body 9a02, the first segmented body 9a01 can be arranged at the outer end of the intermediate transmission shaft 6e, and the second segmented body 9a02 can be arranged at the inner end of the intermediate transmission shaft 6e, and the first segmented body 9a01 and the second segmented body 9a02 can be transposed with each other; any one of the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 can be arranged on the first segmented body 9a01, and the other can be arranged on the second segmented body 9a02; the first sub-housing 1701 and the second sub-housing 1702 of the second housing 17 are correspondingly arranged according to the positions of the first segmented body 9a01 and the second segmented body 9a02.

[0154] In addition, when the connecting shaft 9a is a segmented structure of a first segmented body 9a01 and a second segmented body 9a02, the first segmented body 9a01 can be arranged at the outer end or the inner end of the intermediate transmission shaft 6e, and the second segmented body 9a02 can be arranged between the inner end of the motor shaft 5a and the input shaft 6a of the reduction mechanism or at the outer end of the input shaft 6a of the reduction mechanism, or the second segmented body 9a02 can be arranged between the output shaft 6b of the reduction mechanism and the threaded rotating shaft 4a, and the first segmented body 9a01 and the second segmented body 9a02 can be transposed with each other; any one of the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 can be arranged on the first segmented body 9a01, and the other can be arranged on the second segmented body 9a02; the first sub-housing 1701 and the second sub-housing 1702 of the second housing 17 are correspondingly arranged according to the positions of the first segmented body 9a01 and the second segmented body 9a02.

[0155] The above deformation structures all meet the requirements described in the technical solution of the present invention: when the motor 5 operates, the motor shaft 5a can drive the input shaft 6a, the intermediate transmission shaft 6e, the output shaft 6b of the reduction mechanism, the connecting shaft 9a (or the first segmented body 9a01, the second segmented body 9a02), and the threaded rotating shaft 4a to rotate forward. During the operation, when the threaded rotating shaft 4a rotates reversely, the connecting shaft 9a (or the first segmented body 9a01, the second segmented body 9a02), the output shaft 6b of the reduction mechanism, the intermediate transmission shaft 6e, the input shaft 6a, and the motor shaft 5a rotate reversely accordingly; the respective functions of the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 arranged on the integral structure or respectively arranged on the first segmented body 9a01 and the second segmented body 9a02 are not affected.

[0156] The specific implementation manners of the above deformations all fall within the scope covered by the technical solution of the present invention.

[0157] Example 9, see Figure 12 .

[0158] Figure 12Embodiment 9 of the structure shown is Figure 8 Another deformed structure of Embodiment 5 shown.

[0159] The structure of Embodiment 9 includes a braking mechanism 1 and an electric propulsion device 2; the electric propulsion device 2 includes the push rod device 4, a motor 5, a one-way control mechanism 9 for controlling the braking operating conditions, and a reduction mechanism 6;

[0160] The rotating shafts in the transmission system of the electric propulsion device 2 include the motor shaft 5a of the motor 5, the threaded rotating shaft 4a in the push rod device 4, the connecting shaft 9a in the one-way control mechanism 9, and the input shaft 6a and output shaft 6b of the reduction mechanism 6; when the motor 5 operates, the motor shaft 5a can drive the connecting shaft 9a, the input shaft 6a and output shaft 6b of the reduction mechanism 6, and the threaded rotating shaft 4a to rotate forward. During the operating conditions, when the threaded rotating shaft 4a rotates reversely, the output shaft 6b, input shaft 6a of the reduction mechanism 6, the connecting shaft 9a, and the motor shaft 5a can rotate reversely accordingly;

[0161] The implementation structure of the push rod device 4 is the same as that of Embodiment 1, see Figure 9 And Figure 2 The structure shown and the relevant descriptions in Embodiment 1;

[0162] Figure 12 The outer shape of the electric propulsion device 2 shown is similar to the "L"-shaped structure of Embodiment 8;

[0163] The one-way control mechanism 9 includes a second housing 17 and a connecting shaft 9a located inside the housing. A normally closed one-way braking mechanism 10 and a normally open one-way braking mechanism 11 are provided on the connecting shaft 9a;

[0164] Figure 12 As shown, the connecting shaft 9a is a segmented structure of a first segmented body 9a01 and a second segmented body 9a02. The first segmented body 9a01 is located between the motor shaft 5a and the inner end of the input shaft 6a of the reduction mechanism. The second segmented body 9a02 is located on the outer end of the input shaft 6a of the reduction mechanism. One end of the first segmented body 9a01 is connected to the inner end of the input shaft 6a of the reduction mechanism, and the other end is connected to the front end of the motor shaft 5a. The inner end of the second segmented body 9a02 is connected to the outer end of the input shaft 6a of the reduction mechanism. The inner end of the output shaft 6b of the reduction mechanism is connected to the inner end of the threaded rotating shaft 4a; the installation positions of the first segmented body 9a01 and the second segmented body 9a02 can be interchanged;

[0165] Figure 12As shown, one end of the first segmented body 9a01 is integrally provided with the front end of the motor shaft 5a, and the other end of the first segmented body 9a01 is connected to the inner end of the input shaft 6a of the reduction mechanism by a coupling structure. The inner end of the second segmented body 9a02 is integrally connected to the outer end of the input shaft 6a of the reduction mechanism. The inner end of the output shaft 6b of the reduction mechanism is connected to the inner end of the threaded rotating shaft 4a by a coupling structure. In implementation, one end of the first segmented body 9a01 may also be connected to the front end of the motor shaft 5a by a coupling structure, and the connection between the other end of the first segmented body 9a01 and the inner end of the input shaft 6a of the reduction mechanism may be set as an integral connection method. The inner end of the second segmented body 9a02 may also be connected to the outer end of the input shaft 6a of the reduction mechanism by a coupling structure. Moreover, the positions of the first segmented body 9a01 and the second segmented body 9a02 can be interchanged with each other. When the motor 5 operates, the motor shaft 5a can drive the first segmented body 9a01, the input shaft 6a of the reduction mechanism 6, the second segmented body 9a02, the output shaft 6b, and the threaded rotating shaft 4a to rotate forward. In the operating condition, when the threaded rotating shaft 4a rotates reversely, the output shaft 6b, the input shaft 6a, the first segmented body 9a01, the second segmented body 9a02, and the motor shaft 5a of the reduction mechanism 6 can rotate reversely accordingly.

[0166] Any one of the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 can be arranged on the first segmented body 9a01, and the other can be arranged on the second segmented body 9a02. Moreover, the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 respectively connected to the segmented body 9a01 and the segmented body 9a02 can be interchanged with each other.

[0167] Figure 12 As shown, the normally closed one-way braking mechanism 10 is connected to the first segmented body 9a01, and the normally open one-way braking mechanism 11 is connected to the second segmented body 9a02. The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 respectively connected to the first segmented body 9a01 and the second segmented body 9a02 can be interchanged with each other. The connection and the effect of the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 with the first segmented body 9a01 and the second segmented body 9a02 are the same as those described above.

[0168] The second housing 17 is a split housing structure of a first split housing 1701 and a second split housing 1702, corresponding to a first segmented body 9a01 and a second segmented body 9a02 of the connecting shaft 9a. One end of the first split housing 1701 is connected to the inner side wall of the speed reduction mechanism 6, and the other end is connected to the front end of the motor housing 5. The inner end of the second split housing 1702 is connected to the outer side wall of the speed reduction mechanism 6. The first segmented body 9a01 and the normally closed one-way braking mechanism 10 connected to this segmented body are located in the first split housing 1701, and the second segmented body 9a02 and the normally open one-way braking mechanism 11 connected to this segmented body are located in the second split housing 1702. In implementation, the positioning screw 10a in the normally closed one-way braking mechanism 10 is connected to the front end of the motor housing 5.

[0169] In the electric push device 2, connecting ears 8a on the same axis are respectively provided at the outer end of the sleeve-type push rod 8 and the outer end of the other member coaxial with the sleeve-type push rod 8. Figure 12 As shown, the other member coaxial with the sleeve-type push rod 8 is the speed reduction mechanism 6, that is, connecting ears 8a on the same axis are respectively provided on the outer end of the sleeve-type push rod 8 and the outer side wall of the speed reduction mechanism 6 at the other end coaxial with the sleeve-type push rod 8.

[0170] In specific implementation, a transition connecting member 6c can be provided on the inner side wall of the output shaft 6b of the speed reduction mechanism to be connected to the connecting plate 12. The connection between the transition connecting member 6c and the connecting plate 12 is beneficial to the stability of the structure at this part and plays a protective role for the coupling structure between the output shaft 6b of the speed reduction mechanism and the inner end of the threaded rotating shaft 4a.

[0171] For others, see Figure 12 as shown.

[0172] Furthermore:

[0173] Figure 12 In the structure shown, an intermediate transmission shaft 6e is further included in the speed reduction mechanism 6.

[0174] Relative to the intermediate transmission shaft 6e in the speed reduction mechanism 6, there are also various deformation ways for the setting positions of the integral connecting shaft 9a or the first segmented body 9a01 and the second segmented body 9a02. The specific deformation implementation ways are similar to those described in Embodiment 8, and the various deformation implementation ways also fall within the coverage scope of the solution of the present invention.

[0175] Embodiment 10, see Figure 13 .

[0176] Figure 13 The structure shown is a deformation embodiment relative to Figure 2 the structure shown.

[0177] Figure 13 As shown, the structure of Embodiment 10 includes a braking mechanism 1 and an electric propulsion device 2;

[0178] The electric propulsion device 2 includes the push rod device 4, the motor 5, and a one-way control mechanism 9 for controlling the braking operating conditions;

[0179] Figure 13 The structural elements, working principle, and functions of the braking mechanism 1 shown therein are the same as those of Figure 2 the braking mechanism 1 shown; Figure 2 In the braking mechanism 1 shown, the fulcrum Z of the two braking arms 3 is located at a position slightly below the middle of the braking arm, and the endpoint of the braking end 3a is located at the lower end of the illustrated braking arm 3, while Figure 13 in the braking mechanism 1 shown, the fulcrum Z is located at the lower end of the illustrated braking arm, and the endpoint of its braking end 3a is located at a position slightly below the middle of the illustrated braking arm. Both are common prior art structures;

[0180] The rotating shafts in the transmission system of the electric propulsion device 2 include the motor shaft 5a of the motor 5, the threaded rotating shaft 4a in the push rod device 4, and the connecting shaft 9a in the one-way control mechanism 9; when the motor 5 operates, the motor shaft 5a can drive the connecting shaft 9a and the threaded rotating shaft 4a to rotate forward. During the operating conditions, when the threaded rotating shaft 4a rotates reversely, the connecting shaft 9a and the motor shaft 5a can rotate reversely accordingly;

[0181] A normally closed one-way braking mechanism 10 and a normally open one-way braking mechanism 11 are provided on the connecting shaft 9a;

[0182] In the push rod device 4:

[0183] Figure 2 The first braking spring member 7 of the shown Embodiment 1 is located between the disc member 15 at the inner end of the sleeve-type push rod 8 and the connecting plate 12, while Figure 13 the first braking spring member 7 of the shown Embodiment 10 is located between the disc member 15 at the inner end of the sleeve-type push rod 8 and the end wall 13a of the first housing 13. The tension of the first braking spring member 7 in both acts on the sleeve-type push rod 8, and their effects are the same;

[0184] Figure 2 The second braking spring member 16 of the shown Embodiment 1 is located between the flange 14a on the nut 14 and the end wall 8b of the sleeve-type push rod 8, while Figure 13 the second braking spring member 16 of the shown Embodiment 10 is located between the flange 14a on the nut 14 and the disc member 15 at the inner end of the sleeve-type push rod 8. The tension of the second braking spring member 16 in both acts on the sleeve-type push rod 8, and their effects are the same;

[0185] Figure 13 The other structures of the illustrated Embodiment 10 are the same as Figure 2 those of the illustrated Embodiment 1, see Figure 13 and Figure 2 the relevant descriptions in Embodiment 1.

[0186] The working process of the structure embodiment shown in Fig. 13:

[0187] Figure 13 The first braking spring member 7 shown is located between the disc 15 at the inner end of the sleeve-type push rod 8 and the end wall 13a of the first housing 13, and Figure 2 the first braking spring member 7 shown is located between the disc 15 at the inner end of the sleeve-type push rod 8 and the connecting plate 12. Both act on the sleeve-type push rod 8, and the principle process and effect of their actions are the same. Both achieve primary braking through the extension and action of the first braking spring member 7; Figure 13 The second braking spring member 16 shown is located between the flange 14a on the nut 14 and the disc 15 at the inner end of the sleeve-type push rod 8, and Figure 2 the second braking spring member 16 shown is located between the flange 14a on the nut 14 and the end wall 8b of the sleeve-type push rod 8. Both act on the sleeve-type push rod 8, and the principle process and effect of their actions are the same. They both achieve superimposed braking through the state of being further compressed and storing energy formed after one braking.

[0188] Figure 13 The braking mechanism 1 shown and Figure 2 the braking mechanism 1 shown have the same principle structure and action effect. The only difference between them is that their fulcrums Z are in different positions; Figure 2 The fulcrum Z on the braking arm 3 shown is located in the middle and lower part thereof, and the endpoint of the braking end 3a is the lower end of the braking arm 3. During the braking process, the sleeve-type push rod 8 extends outward to drive the driving end 3c of the braking arm 3 to swing outward; while Figure 13 the fulcrum Z on the braking arm 3 shown is located at the lower end of the illustrated braking arm 3, and the endpoint of the braking end 3a is on the arm segment in the middle and lower part of the braking arm 3. During the braking process, the sleeve-type push rod 8 retracts inward to drive the driving end 3c of the braking arm 3 to swing inward. Now, the working process of the structure embodiment shown is briefly described as follows: Figure 13 The working process of the structure embodiment shown is briefly described as follows:

[0189] 1) The process of releasing the brake:

[0190] Figure 13In the shown braking state, the first braking spring member 7 is in the extended state after achieving primary braking, and the second braking spring member 16 is in the superimposed braking state where it is further compressed and stores energy. In this state, the normally closed one-way braking mechanism 10 is in the closed state and locks the connecting shaft 9a so that it cannot rotate forward, maintaining a stable and reliable superimposed braking state at the second braking spring member 16. The sleeve-type push rod 8 is in the state of being retracted inward, and there is a spacing as shown between the outer side surface of the flange 14a on the nut 14 and the outer end of the threaded section 4b and the inner side surface of the end wall 8b of the sleeve-type push rod 8. Figure 13 shown.

[0191] When the brake needs to be released, the normally closed one-way brake mechanism 10 is powered on to open, releasing the forward locking state of the connecting shaft 9a, and the normally open one-way brake mechanism 11 is powered on and closed at the same time (the normally open one-way brake mechanism 11 is powered on and closed only has a one-way brake function that controls the connecting shaft 9a to be unable to reverse, and does not affect the forward rotation of the connecting shaft 9a), so that the connecting shaft 9a is in a forward rotatable state. In this state, the compressed second spring member 16 releases energy and stretching force when the threaded shaft 4a is in a forward rotatable state, and drives the nut 14 to move toward the outer end along the threaded section 4b through the flange 14a on the nut 14, so that the threaded shaft 4a produces positive rotation, the motor 5 is energized, the motor shaft 5a drives the connecting shaft 9a and the threaded shaft 4a to rotate forward, that is, the second brake spring component 16 releases energy and stretches to assist the motor shaft 5a in driving the threaded shaft 4a to rotate forward, and the combined force of the two enables the threaded shaft 4a to rotate forward quickly, thereby accelerating the displacement of the nut 14 along the threaded segment 4b toward the outer end until the outer side surface of the flange 14a on the nut 14 is attached to and pressed against the inner side surface of the end wall 8b of the sleeve-type push rod 8. At this point, the extension stroke of the second spring component 16 is completed, and the extension tendency of the second brake spring component 16 acting on the sleeve-type push rod 8 is eliminated, and the superimposed braking is completed. Release; in the process of releasing the superimposed brake, the second spring member 16 releases energy and stretches to assist the motor shaft 5a in driving the threaded shaft 4a to rotate forward, which is beneficial to shorten the time of releasing the brake and assist in the start-up of the motor, and can reduce the energy consumption of the motor; as the motor shaft 5a continues to drive the connecting shaft 9a and the threaded shaft 4a to rotate forward, the nut 14 continues to move toward the outer end along the threaded section 4b, and the flange 14a on the nut 14 pushes the sleeve-type push rod 8 to extend outward, and the connecting ears 8a at both ends of the electric push device 2 push the driving ends 3c of the two brake arms to swing outward, and the end points of the braking ends 3a of the two brake arms accordingly. It moves outward until the friction plate 3d is disengaged from the braked part to a certain gap, and the first brake spring component 7 is compressed accordingly, and the brake is released once. In this state, the motor 5 is powered off and stops running, and the normally open one-way brake mechanism 11 in the powered closed state locks the connecting shaft 9a and cannot rotate in the reverse direction. The threaded shaft 4a and the motor shaft 5a cannot rotate in the reverse direction accordingly. The first brake spring component 7 is in a stable compressed state, thereby effectively maintaining the brake in a stable open state. In this state, the outer side surface of the flange 14a on the nut 14 and the inner side surface of the end wall 8b of the sleeve-type push rod 8 are in a fitted and pressed state.

[0192] 2) Implement the braking process

[0193] When braking is required, the normally open one-way brake mechanism 11 is powered off and reset to the normally open state, that is, the lock on the connecting shaft 9a is released, so that the connecting shaft 9a is in a reversible state, and the normally closed one-way brake mechanism 10 is in the power-off closed state without affecting the reversal of the connecting shaft 9a. In this state, the first brake spring member 7 in the compressed state is extended, and the disc 15 acting on the inner end of the sleeve-type push rod 8 pushes the sleeve-type push rod 8 to retract inwardly. While pushing the sleeve-type push rod 8 to retract inwardly, due to the flange 14 on the nut 14, the first brake spring member 7 is in the compressed state. The outer side surface of a and the inner side surface of the end wall 8b of the sleeve push rod 8 are in a fitted and pressed state, and the end wall 8b of the sleeve push rod 8 pushes the flange 14a on the nut 14 to move inward, and the nut 14 moves inward along the threaded section 4b. In the process of the nut 14 moving inward along the threaded section 4b, the threaded shaft 4a is driven to enter a reverse state, and the connecting shaft 9a and the motor shaft 5a are in a reverse state accordingly; under the action of the first brake spring component 7 continuing to stretch, as the sleeve push rod 8 continues to retract inward, the two ends of the electric push device 2 are connected The lugs 8a drive the driving ends 3c of the two brake arms to swing inwards, and the brake components 3b of the brake ends of the two brake arms are quickly closed inwards until the friction plate 3d and the braking surface of the braked part are quickly attached and pressed. During the process of the friction plate 3d and the braking surface of the braked part being quickly attached and pressed, the sleeve push rod 8 stops retracting inwards. Due to the continuous extension of the first brake spring component 7 and the kinetic energy generated by the rotating component during the rotation process, the threaded shaft 4a continues to reverse, and the nut 14 continues to move inwards along the threaded section 4b. The flange 14a on the nut 14 is then disengaged from the inner side of the end wall 8b of the sleeve push rod 8, and the flange 14a begins to compress the second brake spring member 16. After the flange 14a is disengaged from the inner side of the end wall 8b of the sleeve push rod 8, the force of the first brake spring member 7 that continues to stretch acts on the sleeve push rod 8, and drives the driving end 3c of the brake arm to swing inward through the connecting ear 8a, so that the friction plate 3d and the braking surface of the braked part are quickly attached and pressed to enter the first-stage braking, until the first-stage braking is achieved;

[0194] When the first braking spring member 7 achieves the state of primary effective braking, or during the process of the first braking spring member 7 implementing primary braking through stretching, when the brake clearance becomes larger due to wear of the friction plate, the first braking spring member 7 will continue to stretch a certain stroke. Although the continued stretching stroke generated by the first braking spring member 7 will affect the braking effect to a certain extent, the continued stretching stroke of the first braking spring member 7, on the one hand, enables the relevant rotating members to continue to form kinetic energy, and on the other hand, compensates for the enlarged braking clearance, so that the friction plate and the member to be braked still remain in a state of being tightly pressed together; in this state, due to the kinetic energy formed by the rotating members such as the threaded rotating shaft 4a, the connecting shaft 9a, and the motor shaft 5a in the reverse rotation state, the threaded rotating shaft 4a continues to rotate in reverse, and the nut 14 continues to move inward along the threaded section 4b. As the nut 14 continues to displace further inward along the threaded section 4b, the second braking spring member 16 is further compressed, and the distance between the flange 14a on the nut 14 and the inner side surface of the end wall 8b of the sleeve-type push rod 8 increases after being disengaged, until when the threaded rotating shaft 4a stops rotating in the reverse direction and the nut 14 stops moving inward, the outer side surface of the flange 14a on the nut 14 is disengaged from the inner side surface of the end wall 8b of the sleeve-type push rod 8 to be as shown in Figure 13At the shown spacing, the second braking spring member 16 is in a state of being further compressed and storing energy. When the reverse rotation of the threaded rotating shaft 4a stops, the normally closed one-way braking mechanism 10 in the closed state locks the connecting shaft 9a from rotating forward (the threaded rotating shaft 4a, the connecting shaft 9a, and the motor shaft 5a also cannot rotate forward), keeping the second braking spring member 16 in a stable state of being further compressed and storing energy. In this state, the acting force of the stretching tendency generated by the second braking spring member 16 after being further compressed and storing energy acts on the sleeve-type push rod 8, causing the sleeve-type push rod 8 to continue to have a tendency to retract inward, thereby further driving the driving ends 3c of the two braking arms to swing inward. That is, on the basis of the primary braking, the braking members 3b at the braking ends 3a of the two braking arms obtain a braking power source again and further close inward, enabling the friction plates to obtain a superimposed braking acting force to implement superimposed braking on the piece to be braked, and the normally closed one-way braking mechanism 10 in the closed state locks the connecting shaft 9a from rotating forward, thus effectively maintaining the stable state of the reliable braking effect of this brake; the superimposed braking achieved by the second braking spring member 16 in the state of being further compressed and storing energy, firstly, further obtains superimposed braking in the state where the first braking spring member 7 achieves primary effective braking, thereby improving the reliability of the braking effect; secondly, when the braking gap becomes larger due to wear of the friction plates, the superimposed braking achieved by the second braking spring member 16 is obtained when the friction plates are in a state of being in contact and pressed against the piece to be braked. Moreover, although the increased braking gap will to a certain extent affect the braking effect of the continued stretching stroke of the first braking spring member 7, the continued stretching stroke of the first braking spring member 7 enables the relevant rotating members to continue to form kinetic energy, and the continuously formed kinetic energy can increase the effect of further compressing and storing energy of the second braking spring member 16, that is, increase the effect of the superimposed braking achieved by the second braking spring member 16, making the normally closed brake of the present invention still be in a stable and reliable braking state; compared with the prior art, the reliability of the braking effect is improved.

[0195] The structures of the push rod devices 4 in the foregoing Embodiments 2 to 9 are the same as those of the push rod device 4 in Embodiment 1. In the specific implementation manner of the present invention, Figure 13 the principle structure and the acting effect of the push rod device 4 with the structure shown in are equivalent to those of the push rod device 4 in Embodiment 1, that is, the push rod devices 4 and the braking mechanisms 1 in Embodiments 2 to 9 can also be Figure 13 the push rod device 4 and the braking mechanism 1 with the structure shown in.

[0196] Figure 2 、 Figures 5 to 13In it, connection lugs 8a on the same axis are respectively provided at the outer ends of the sleeve-type push rod 8 and the outer end of the other member coaxial with the sleeve-type push rod 8. The two connection lugs 8a are respectively connected to the driving ends 3c of the two brake arms in the braking mechanism 1 by hinge shafts; however, due to certain differences in the connection members for the electric driving device provided in the existing braking mechanism 1, the connection method between the braking mechanism 1 and the electric driving device in the present invention is not unique.

[0197] Figure 14 Another form of the connection between the braking mechanism 1 and the electric driving device is shown, which is in a vertical connection state. The driving ends 3c of the two brake arms in the braking mechanism are connected to the triangular rod system member 3e of the existing structure. The connection lug 8a at the lower end of the electric driving device 2 is connected to another set fixed part by a hinge shaft, and the connection lug 8a at the upper end of the electric driving device 2 is connected to the driving rod in the triangular rod system member 3e by a hinge shaft; the connection methods between the braking mechanism 1 and the electric driving device 2 in Embodiments 2 to 10 and Figure 14 the connection method between the braking mechanism 1 and the electric driving device 2 shown are all common connection methods, and their interaction effects are the same.

[0198] For the prototype manufactured according to the structure of Figure 12 Embodiment 9 shown, the initial braking gap is set to 1.5 m. The test data of the braking force generated by the electric driving device 2 when the braking gap increases under the same experimental test bench and the same test conditions are as follows:

[0199] When the initial value of the braking gap of the brake is 1.5 mm, the measured braking force generated by the electric driving device 2 is 28.6 KN, and the working stroke of the electric driving device 2 is 9 mm;

[0200] When the braking gap is adjusted from 1.5 mm to 2.5 mm, the measured braking force generated by the electric driving device 2 is 28.2 KN, and the actual working stroke of the electric driving device 2 is 15 mm;

[0201] When the braking gap is adjusted from 2.5 mm to 3.5 mm, the measured braking force generated by the electric driving device 2 is 27.4 KN, and the actual working stroke of the electric driving device 2 is 21 mm;

[0202] When the braking gap is adjusted from 3.5 mm to 4.5 mm, the measured braking force generated by the electric driving device 2 is 26.7 KN, and the actual working stroke of the electric driving device 2 is 27 mm;

[0203] In the above test data: when the brake clearance is adjusted from 1.5 mm to 2.5 mm, it is equivalent to 1 mm of 3D wear of the friction plate, which has exceeded the initial working stroke of 6 mm of the electric driving device 2. When the brake clearance is adjusted to 4.5 mm, it is equivalent to 3 mm of 3D wear of the friction plate, which has exceeded the working stroke of the electric driving device 2 by 18 mm, which is 3 times the working stroke at the initial braking. The braking force is still 93.4% of that at the initial braking, and the braking force only decreases by 6.6%, still within the range of effective braking. The braking force generated by the tested electric driving device 2 can still produce a stable and reliable braking effect.

[0204] The various specific implementation manners described in the embodiments of this specification are not all the deformed structures of the solution of the present invention. Therefore, other deformed specific implementation manners based on the solution of the present invention all fall within the scope covered by the solution of the present invention.

Claims

1. The normally closed brake with superimposed braking includes a braking mechanism (1) and an electric pushing device (2); The braking mechanism (1) includes symmetrically arranged braking arms (3). The two braking arms (3) are respectively hinged to two fixed components on the machine base by hinge shafts to form the fulcrum Z of the braking arms. The braking arms (3) can swing around the fulcrum Z. One end of the braking arm (3) is the braking end (3a), and the other end is the driving end (3c). Symmetrically structured braking components (3b) are provided at the braking ends (3a) of the two braking arms (3). Braking friction plates (3d) are provided on the inner sides of the brake blocks on the braking components (3b); It is characterized in that: The electric pushing device (2) includes a push rod device (4), a motor (5), and a one-way control mechanism (9) for controlling the braking operating conditions; The one-way control mechanism (9) includes a second housing (17) and a connecting shaft (9a) located inside the housing. A normally closed one-way braking mechanism (10) and a normally open one-way braking mechanism (11) are provided on the connecting shaft (9a); The rotating shafts in the transmission system of the electric pushing device (2) include a motor shaft (5a), a threaded rotating shaft (4a) in the push rod device (4), and the connecting shaft (9a) in the one-way control mechanism (9). The motor shaft (5a) can drive the connecting shaft (9a) and the threaded rotating shaft (4a) to rotate forward. When the threaded rotating shaft (4a) rotates backward, the connecting shaft (9a) and the motor shaft (5a) rotate backward accordingly; The push rod device (4) has a connecting plate (12) and a first housing (13). The inner end of the first housing (13) is connected to the connecting plate (12). One end of the threaded rotating shaft (4a) is connected to the connecting plate (12). The threaded section (4b) at the other end of the threaded rotating shaft (4a) is located inside the first housing (13). A nut (14) is provided on the threaded section (4b). The threaded section (4b) and the nut (14) form a screw transmission pair, and the thread angle is greater than the self-locking angle. A flange (14a) is provided on the nut (14). When the threaded rotating shaft (4a) rotates, the nut (14) can axially displace along the threaded section (4b), and the flange (14a) on the nut (14) displaces accordingly; A sleeve-type push rod (8) with an end wall (8b) is provided at the outer end of the first housing (13). A disk member (15) is provided at the inner end of the sleeve-type push rod (8). The disk member (15) is connected and fixed to the inner end of the sleeve-type push rod (8). The tube wall surface of the sleeve-type push rod (8) is matched with the hole on the end wall (13a) of the first housing (13). The outer end of the sleeve-type push rod (8) extends outside the end wall (13a) of the first housing (13). The flange (14a) on the nut (14) is located in the tube cavity of the sleeve-type push rod (8). The diameter of the inner hole (15a) on the disk member (15) is greater than the outer diameter of the nut (14). Under the action of an external force, the sleeve-type push rod (8) can axially extend or retract relative to the first housing (13); A first braking spring member (7) is provided inside the first housing (13), and the first braking spring member (7) is located between the disc member (15) at the inner end of the telescopic push rod (8) and the connecting plate (12), or between the disc member (15) at the inner end of the telescopic push rod (8) and the end wall (13a) of the first housing (13). The tension of the first braking spring member (7) acts on the telescopic push rod (8). A second braking spring member (16) is provided in the push rod device (4), and the second braking spring member (16) is located between the flange (14a) on the nut (14) and the end wall (8b) of the telescopic push rod (8), or between the flange (14a) on the nut (14) and the disc member (15) at the inner end of the telescopic push rod (8). The tension of the second braking spring member (16) acts on the telescopic push rod (8). In the electric push device (2), connecting lugs (8a) on the same axis are respectively provided at the outer end of the telescopic push rod (8) and the outer end of the other member coaxial with the telescopic push rod (8). The connecting lugs (8a) are hinge-connected to the driving end (3c) of the braking arm (3) in the braking mechanism.

2. The normally-closed brake with superimposed braking according to claim 1, characterized in that: The connecting shaft (9a) is of an integral structure and is located between the motor shaft (5a) and the threaded rotating shaft (4a). The front end of the motor shaft (5a) is connected to one end of the connecting shaft (9a), and the other end of the connecting shaft (9a) is connected to the inner end of the threaded rotating shaft (4a). The normally-closed one-way braking mechanism (10) and the normally-open one-way braking mechanism (11) are both provided on the connecting shaft (9a) of the integral structure, and their positions on the connecting shaft (9a) can be interchanged with each other. The second housing (17) is of an integral structure. Corresponding to the connecting shaft (9a) of the integral structure, one end of the second housing (17) is connected to the front end of the housing of the motor (5), and the other end is connected to the connecting plate (12). In the electric push device (2), the connecting lugs (8a) on the same axis are respectively provided at the outer end of the telescopic push rod (8) and the rear end of the housing of the motor (5) coaxial with the telescopic push rod (8).

3. The normally-closed brake with superimposed braking according to claim 1, characterized in that: The connecting shaft (9a) is of an integral structure and is located at the rear end of the motor shaft (5a). The rear end of the motor shaft (5a) is connected to the inner end of the connecting shaft (9a), and the front end of the motor shaft (5a) is connected to the inner end of the threaded rotating shaft (4a). The normally-closed one-way braking mechanism (10) and the normally-open one-way braking mechanism (11) are both provided on the connecting shaft (9a) of the integral structure, and their positions on the connecting shaft (9a) can be interchanged with each other. The second housing (17) is of an integral structure. Corresponding to the connecting shaft (9a) of the integral structure, the inner end of the second housing (17) is connected to the rear end of the housing of the motor (5). In the electric push device (2), connecting lugs (8a) on the same axis are respectively provided on the outer end of the sleeve push rod (8) and on the outer end wall of the second housing (17) at the other end coaxial with the sleeve push rod (8).

4. The normally closed brake with superimposed braking according to claim 1, characterized in that: The connecting shaft (9a) has a segmented structure of a first segmented body (9a01) and a second segmented body (9a02). The first segmented body (9a01) is located between the motor shaft (5a) and the threaded rotating shaft (4a), and the second segmented body (9a02) is located at the rear end of the motor shaft (5a). One end of the first segmented body (9a01) located between the motor shaft (5a) and the threaded rotating shaft (4a) is connected to the front end of the motor shaft (5a), and the other end is connected to the inner end of the threaded rotating shaft (4a). The inner end of the second segmented body (9a02) located at the rear end of the motor shaft (5a) is connected to the rear end of the motor shaft (5a). The installation positions of the first segmented body (9a01) and the second segmented body (9a02) can be mutually transposed. Any one of the normally closed one-way braking mechanism (10) and the normally open one-way braking mechanism (11) can be arranged on the segmented body (9a01), and the other can be arranged on the segmented body (9a02). The normally closed one-way braking mechanism (10) and the normally open one-way braking mechanism (11) respectively connected to the first segmented body (9a01) and the second segmented body (9a02) can be mutually transposed. The second housing (17) has a sub-housing structure of a first sub-housing (1701) and a second sub-housing (1702). Corresponding to the first segmented body (9a01) and the second segmented body (9a02) of the connecting shaft (9a), one end of the first sub-housing (1701) is connected to the front end of the housing of the motor (5), and the other end is connected to the connecting plate (12). The inner end of the second sub-housing (1702) is connected to the rear end of the housing of the motor (5). In the electric push device (2), connecting lugs (8a) on the same axis are respectively provided on the outer end of the sleeve push rod (8) and on the outer end wall of the second sub-housing (1702) at the other end coaxial with the sleeve push rod (8).

5. The normally closed brake with superimposed braking according to claim 1, characterized in that: A speed reduction mechanism (6) is provided in the electric push device (2), and the speed reduction mechanism (6) has an input shaft (6a) and an output shaft (6b). The rotating shafts in the transmission system of the electric push device (2) include the motor shaft (5a) of the motor, the threaded rotating shaft (4a) in the push rod device (4), the connecting shaft (9a) in the one-way control mechanism (9), and the input shaft (6a) and the output shaft (6b) of the speed reduction mechanism (6). The motor shaft (5a) can drive the connecting shaft (9a), the input shaft (6a) and the output shaft (6b) of the speed reduction mechanism, and the threaded rotating shaft (4a) to rotate. When the threaded rotating shaft (4a) rotates in the reverse direction, the output shaft (6b), the input shaft (6a), the connecting shaft (9a), and the motor shaft (5a) of the speed reduction mechanism rotate in the reverse direction accordingly.

6. The normally-closed brake with superimposed braking according to claim 5, characterized in that: The connecting shaft (9a) is of an integral structure and is located between the motor shaft (5a) and the input shaft (6a) of the reduction mechanism. The front end of the motor shaft (5a) is connected to one end of the connecting shaft (9a), the other end of the connecting shaft (9a) is connected to the input shaft (6a) of the reduction mechanism, and the output shaft (6b) of the reduction mechanism is connected to the inner end of the threaded rotating shaft (4a); The normally-closed one-way braking mechanism (10) and the normally-open one-way braking mechanism (11) are both arranged on the connecting shaft (9a) of the integral structure, and their positions on the connecting shaft (9a) can be mutually interchanged; The second housing (17) is of an integral structure and corresponds to the connecting shaft (9a) of the integral structure. One end of the second housing (17) is connected to the front end of the housing of the motor (5), and the other end is connected to one side wall of the reduction mechanism (6); In the electric push device (2), connecting lugs (8a) on the same axis are respectively provided at the outer end of the sleeve-type push rod (8) and at the rear end of the housing of the motor (5) at the other end coaxial with the sleeve-type push rod (8).

7. The normally-closed brake with superimposed braking according to claim 5, characterized in that: The connecting shaft (9a) is of an integral structure and is located between the output shaft (6b) of the reduction mechanism and the threaded rotating shaft (4a). The front end of the motor shaft (5a) is connected to the input shaft (6a) of the reduction mechanism, the output shaft (6b) of the reduction mechanism is connected to one end of the connecting shaft (9a), and the other end of the connecting shaft (9a) is connected to the inner end of the threaded rotating shaft (4a); The normally-closed one-way braking mechanism (10) and the normally-open one-way braking mechanism (11) are both arranged on the connecting shaft (9a) of the integral structure, and their positions on the connecting shaft (9a) can be mutually interchanged; The second housing (17) is of an integral structure and corresponds to the connecting shaft (9a) of the integral structure. One end of the second housing (17) is connected to one side wall of the reduction mechanism (6), and the other end is connected to the connecting plate (12); In the electric push device (2), connecting lugs (8a) on the same axis are respectively provided at the outer end of the sleeve-type push rod (8) and at the rear end of the housing of the motor (5) at the other end coaxial with the sleeve-type push rod (8).

8. The normally-closed brake with superimposed braking according to claim 5, characterized in that: The connecting shaft (9a) is of an integral structure and is located at the rear end of the motor shaft (5a). The inner end of the connecting shaft (9a) is connected to the rear end of the motor shaft (5a), the front end of the motor shaft (5a) is connected to the input shaft (6a) of the reduction mechanism, and the output shaft (6b) of the reduction mechanism is connected to the inner end of the threaded rotating shaft (4a); The normally-closed one-way braking mechanism (10) and the normally-open one-way braking mechanism (11) are both arranged on the connecting shaft (9a) of the integral structure, and their positions on the connecting shaft (9a) can be mutually interchanged; The second housing (17) is of an integral structure. Corresponding to the connecting shaft (9a) of the integral structure, the inner end of the second housing (17) is connected to the rear end of the housing of the motor (5). In the electric push device (2), on the outer end of the sleeve-type push rod (8) and on the outer end wall of the second housing (17) at the other end coaxial with the sleeve-type push rod (8), there are respectively provided the connecting lugs (8a) on the same axis.

9. The normally-closed brake with superimposed braking according to claim 5, characterized in that: The connecting shaft (9a) is of a segmented structure of a first segmented body (9a01) and a second segmented body (9a02). The first segmented body (9a01) is located between the output shaft (6b) of the reduction mechanism and the threaded rotating shaft (4a), and the second segmented body (9a02) is located at the outer end of the input shaft (6a) of the reduction mechanism. One end of the first segmented body (9a01) is connected to the output shaft (6b) of the reduction mechanism, and the other end is connected to the inner end of the threaded rotating shaft (4a). The inner end of the second segmented body (9a02) is connected to the outer end of the input shaft (6a) of the reduction mechanism. The arrangement positions of the first segmented body (9a01) and the second segmented body (9a02) can be mutually transposed. The normally-closed one-way braking mechanism (10) is connected to the first segmented body (9a01), and the normally-open one-way braking mechanism (11) is connected to the second segmented body (9a02). The normally-closed one-way braking mechanism (10) and the normally-open one-way braking mechanism (11) respectively connected to the segmented body (9a01) and the segmented body (9a02) can be mutually transposed. The second housing (17) is of a split housing structure of a first split housing (1701) and a second split housing (1702). Corresponding to the first segmented body (9a01) and the second segmented body (9a02) of the connecting shaft (9a), one end of the first split housing (1701) is connected to the inner side wall of the reduction mechanism (6), and the other end is connected to the connecting plate (12). The inner end of the second split housing (1702) is connected to the outer side wall of the reduction mechanism (6). In the electric push device (2), on the outer end of the sleeve-type push rod (8) and on the outer side wall of the reduction mechanism (6) at the other end coaxial with the sleeve-type push rod (8), there are respectively provided the connecting lugs (8a) on the same axis.

10. The normally-closed brake with superimposed braking according to claim 5, characterized in that: The connecting shaft (9a) has a segmented structure of a first segmented body (9a01) and a second segmented body (9a02). The first segmented body (9a01) is located between the motor shaft (5a) and the inner end of the input shaft (6a) of the reduction mechanism. The second segmented body (9a02) is located on the outer end of the input shaft (6a) of the reduction mechanism. One end of the first segmented body (9a01) is connected to the inner end of the input shaft (6a) of the reduction mechanism, and the other end is connected to the front end of the motor shaft (5a). The inner end of the second segmented body (9a02) is connected to the outer end of the input shaft (6a) of the reduction mechanism. The inner end of the output shaft (6b) of the reduction mechanism is connected to the inner end of the threaded rotating shaft (4a). The installation positions of the first segmented body (9a01) and the second segmented body (9a02) can be mutually transposed; The normally closed one-way braking mechanism (10) is connected to the first segmented body (9a01), and the normally open one-way braking mechanism (11) is connected to the second segmented body (9a02). The normally closed one-way braking mechanism (10) and the normally open one-way braking mechanism (11) respectively connected to the first segmented body (9a01) and the second segmented body (9a02) can be mutually transposed; The second housing (17) has a sub-housing structure of a first sub-housing (1701) and a second sub-housing (1702). Corresponding to the first segmented body (9a01) and the second segmented body (9a02) of the connecting shaft (9a), one end of the first sub-housing (1701) is connected to the inner side wall of the reduction mechanism (6), and the other end is connected to the front end of the housing of the motor (5). The inner end of the second sub-housing (1702) is connected to the outer side wall of the reduction mechanism (6); In the electric push device (2), connection ears (8a) on the same axis are respectively provided on the outer end of the sleeve-type push rod (8) and on the outer side wall of the reduction mechanism (6) at the other end coaxial with the sleeve-type push rod (8).

11. The normally closed brake with superimposed braking according to any one of claims 1-10, characterized in that: In the push rod device (4), a first keyway mating structure (18) composed of a sliding key and a sliding groove is provided on the outer wall surface of the nut (14) and the inner hole (15a) of the disc member (15). A second keyway mating structure (19) composed of a groove and a key is provided on the outer edge of the disc member (15) at the inner end of the sleeve-type push rod (8) and on the inner wall surface of the first housing (13).

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