Electric linear actuator with superimposed thrust

Abstract

An electric push rod with superimposed thrust. It includes a push rod device (4), a motor (5), and a one-way control mechanism (9). The transmission system has a motor shaft (5a), a threaded shaft (4a) in the push rod device (4), and a connecting shaft (9a) in the one-way control mechanism (9). The connecting shaft (9a) has various matching connection methods with the inner end of the motor shaft and the threaded shaft. The push rod device has a first spring component (7) and a second spring component (16) forming a force source component for dual-stage thrust. The end of the electric push rod device has a connecting ear (8a) that is hinged to the brake arm drive end (3c) in the braking mechanism (1). After the first spring component exerts a first thrust on the pushed component, it superimposed thrust is achieved again. The second spring component buffers the impact generated when the thrust of the first spring component acts on the pushed component, which can improve the reliability of the operation effect and the stability of the operation process, and reduce the maintenance workload.

Description

Technical Field

[0001] This invention relates to an electric linear actuator, specifically an electric linear actuator with superimposed thrust, which is applicable not only to brakes, but also to other equipment or devices operating under similar conditions. Background Technology

[0002] Figure 1 This is a schematic diagram of a normally closed brake. The electric actuation device 2' includes a push rod device 4', a motor 5', and a reduction mechanism 6'. The transmission system of the electric actuation device 2' includes a motor shaft 5a', an input shaft 6a' and an output shaft 6b' of the reduction mechanism 6', and a threaded shaft 4a' of the push rod device 4'. When the motor 5' is energized, the motor shaft 5a' drives the input shaft, output shaft, and threaded shaft of the reduction mechanism 6' to rotate in the forward direction. The outer end of the input shaft 6a' of the reduction mechanism is provided with a normally open clutch 2a', which closes when the brake mechanism 1' is in the open state, locking the input shaft of the reduction mechanism in a non-rotating state to maintain the brake mechanism 1' in the open state.

[0003] The push rod device 4' includes a housing 4e', the inner end of which is connected to the inner wall of the reduction mechanism 6' housing. The threaded section 4b' of the threaded shaft 4a' is located inside the cavity of the housing 4e'. A nut 4c' is provided on the threaded section 4b', forming a threaded transmission pair with the nut 4c'. A flange 4d' is located in the middle of the nut 4c', and a push rod 8' is located at the outer end of the flange 4d'. The outer section of the push rod 8' extends beyond the end wall of the housing 4e'. A spring 7' is provided between the flange 4d' and the inner wall of the reduction mechanism 6' housing. The tension of the spring 7' acts on the push rod 8' through the flange 4d'. A connecting lug 8a' located on the same axis is provided on the end of the push rod 8' and the outer wall of the reduction mechanism 6' housing. Figure 1 As shown, the connecting ear 8a' is hinged to the drive end 3c' of the brake arm 3' in the brake mechanism 1'.

[0004] The working process of the normally closed brake driven by the electric drive device 2' is as follows: When the motor 5' is powered on, the output shaft 6b' of the reduction mechanism 6' drives the threaded shaft 4a' to rotate. The nut 4c' then moves inward along the threaded section 4b', compressing the spring 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. The braking components 3b' of the braking ends 3a' of the two brake arms 3' then open outward until the brake is released. Figure 1In the braking state shown, clutch 2a' is energized and closed, locking the input shaft of the reduction mechanism in a non-rotating state to maintain the braking mechanism in the open state, and the motor is de-energized and stops running. When braking is required, clutch 2a' is de-energized and reset to the open state, releasing the lock on the input shaft of the reduction mechanism. The motor shaft, the input and output shafts of the reduction mechanism 6', and the threaded shaft of the push rod device 4' in the shaft system are all rotatable. In this state, under the thrust of spring 7', the threaded shaft 4a', the gear shaft of the reduction mechanism, and the motor shaft reverse, and nut 4c' moves outward along threaded section 4b'. The push rod 8' extends outward accordingly, and the push rod device 4' pushes the drive ends 3c' of the two brake arms 3' outward through the connecting ears 8a' at both ends. The braking components 3b' of the braking ends 3a' of the two brake arms 3' then close inward until they are in a state of... Figure 1 The braking state is shown.

[0005] Taking this normally closed brake as an example, its electric actuation device 2' has the following shortcomings:

[0006] During the process of the electric actuation device 2' driving the normally closed brake to achieve braking:

[0007] 1) Due to the frequent engagement and wear between the friction pads and the braking surface of the braked component in the braking mechanism, the gap between the friction pads and the braking surface of the braked component increases or becomes too large. As a result, the extension stroke of the spring 7' of the electric push device 2' increases, and the thrust of the spring 7' during extension decreases, affecting the braking effect and reducing the reliability and stability of the braking. In particular, when the spring 7' is a spring with high stiffness, even slight wear of the friction pads will cause the braking force to drop rapidly, seriously affecting the reliability of the braking effect and even bringing safety hazards.

[0008] 2) In the electric drive device 2', due to the thrust of its spring member 7', that is, pushing the nut 4c' to quickly move outward along the threaded section 4b', the push rod device 4' pushes the drive end 3c' of the two brake arms 3' to quickly swing outward through the connecting ears 8a' at both ends. The brake members 3b' at the brake ends of the two brake arms 3' then quickly close inward, and the friction pads 3d' on the brake block quickly engage with the braked part. The kinetic energy generated by the rotation of the rotating member causes an impact on the braked part, causing the brake and equipment to vibrate, affecting the stability of the braking process, and even causing damage to the components. Summary of the Invention

[0009] To address the shortcomings of existing technologies, the present invention aims to provide an electric push rod with superimposed thrust. It is equipped with a dual-stage spring force source component. After the first spring component exerts a first thrust on the pushed component, it exerts a superimposed thrust again. Furthermore, the second spring component buffers the impact generated when the thrust of the first spring component acts on the pushed component, thereby improving the reliability of the operation and the stability of the operation process.

[0010] Technical solution of the present invention:

[0011] To facilitate reading and understanding, the technical solution of the present invention is described with reference to the accompanying drawings.

[0012] See the solution of this invention. Figure 2 , Figures 5 to 7 , Figure 13 ;

[0013] The present invention includes a push rod device 4, a motor 5, and a one-way control mechanism 9 for controlling the pushing operation.

[0014] The one-way control mechanism 9 includes a second housing 17 and a connecting shaft 9a located within the housing. The connecting shaft 9a is equipped 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 direction of movement. The function of the normally open one-way braking mechanism 11 is to lock the connecting shaft 9a, the threaded shaft 4a, and the motor shaft 5a from reversing when energized and closed, so as to effectively maintain the electric push rod in the reset state. The function of the normally closed one-way braking mechanism 10 is to lock the connecting shaft 9a, the threaded shaft 4a, and the motor shaft 5a from rotating in the forward direction when de-energized and closed, so as to effectively maintain the electric push rod in the thrust state.

[0015] The rotating shafts in the transmission system of the present invention include a motor shaft 5a, a threaded rotating shaft 4a in the push rod device 4, and a connecting shaft 9a in the one-way control mechanism 9. When the motor 5 is running, the motor shaft 5a can drive the connecting shaft 9a and the threaded rotating shaft 4a to rotate in the forward direction (this specification refers to the rotation of the connecting shaft 9a and the threaded rotating shaft 4a by the motor shaft 5a as forward rotation). When the threaded rotating shaft 4a rotates in the reverse direction, the connecting shaft 9a and the motor shaft 5a rotate in the reverse direction 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 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 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 threaded transmission pair. The thread angle is greater than the self-locking angle. A flange 14a is provided on the nut 14. When the threaded shaft 4a rotates, the nut 14 can be displaced axially along the threaded section 4b, and the flange 14a on the nut 14 moves along with it.

[0017] 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 15. The disc 15 is connected to and fixed to the inner end of the sleeve-type push rod 8. The disc 15 has an inner hole 15a. 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 out of 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 disc 15 is larger than the outer diameter of the nut 14. Under the action of external force, the sleeve-type push rod 8 can extend or retract axially relative to the first housing 13.

[0018] The first housing 13 is provided with a first spring component 7, which is located between the disc 15 at the inner end of the sleeve-type push rod 8 and the connecting plate 12. (See figure) Figure 2 , Figures 5 to 12 Alternatively, the first spring member 7 may be 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, see [reference needed]. Figure 13 The thrust of the first spring component 7 acts on the sleeve-type push rod 8;

[0019] The push rod device 4 is provided with a second spring component 16, which is located between the flange 14a on the nut 14 and the end wall 8b of the sleeve-type push rod 8. See [reference needed] Figure 2 , Figures 5 to 12 Alternatively, the second spring member 16 may be located between the flange 14a on the nut 14 and the disc 15 at the inner end of the sleeve-type push rod 8, see [reference]. Figure 13 The thrust of the second spring member 16 acts on the sleeve-type push rod 8; the first spring member 7 and the second spring member 16 constitute the force source components of the dual-stage thrust of the present invention.

[0020] In this invention, 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 are respectively provided with connecting ears 8a on the same axis, that is, connecting ears 8a at both ends of this invention, see [link to related document]. Figure 2 , Figures 5 to 13 . Figure 2 As shown, this is an example of the present invention applied to a normally closed brake. The connecting lugs 8a at both ends of the present invention are respectively connected to the hinge shafts of the drive ends 3c in the two brake arms 3 of the brake mechanism.

[0021] Furthermore:

[0022] The connecting shaft 9a in the unidirectional control mechanism 9 can be an integral structure, see [link / reference]. Figure 2 , Figure 5 , Figure 6It can also be a split structure of the first segment 9a01 and the second segment 9a02, see [link / reference]. Figure 7 The integral structure connecting shaft 9a or the first segment body 9a01 and the second segment body 9a02 have multiple matching interconnection methods with the inner ends of the motor shaft 5a and the threaded rotating shaft 4a.

[0023] When the connecting shaft 9a is an integral structure, the integral connecting shaft 9a can be located between the motor shaft 5a and the threaded rotating shaft 4a, or located on the rear end of the motor shaft 5a. When the integral connecting shaft 9a is located between the motor shaft 5a and the threaded rotating shaft 4a, see [reference needed]. 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 shaft 4a; when the integral connecting shaft 9a is located on the rear end of the motor shaft 5a, see [reference needed]. 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 shaft 4a. The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 are both located on the integral structure connecting shaft 9a, and their positions on the connecting shaft 9a can be interchanged.

[0024] When the connecting shaft 9a is a segmented structure consisting of a first segment 9a01 and a second segment 9a02, the first segment 9a01 is located between the motor shaft 5a and the threaded shaft 4a, and the second segment 9a02 is located on the rear end of the motor shaft 5a. (See below) Figure 7 The first segment 9a01, located between the motor shaft 5a and the threaded shaft 4a, has one end connected to the front end of the motor shaft 5a and the other end connected to the inner end of the threaded shaft 4a. The second segment 9a02, located at the rear end of the motor shaft 5a, has its inner end connected to the rear end of the motor shaft 5a. The positions of the first segment 9a01 and the second segment 9a02 can be interchanged. Either the normally closed one-way braking mechanism 10 or the normally open one-way braking mechanism 11 can be located on the first segment 9a01 and the other on the second segment 9a02. The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11, which are respectively connected to the first segment 9a01 and the second segment 9a02, can be interchanged.

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

[0026] The following is based on Figure 2 The working state or process of the present invention will be illustrated by an example.

[0027] Figure 2 The first spring member 7 shown is located between the disc 15 and the connecting plate 12 at the inner end of the sleeve-type push rod 8, and the second 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 working state of this invention during the release process of a normally closed brake:

[0029] Figure 2 In the braking state shown, the first spring member 7 is in the first thrust state after stretching following the first-stage braking, while the second spring member 16 is in the superimposed thrust state of being further compressed and storing energy during the superimposed braking state. In this state, the normally closed one-way braking mechanism 10 is closed, and the locking connecting shaft 9a cannot rotate forward, maintaining the second spring member 16 in a stable and reliable superimposed thrust state. The sleeve-type push rod 8 is in the extended outward state. A certain distance is maintained between the inner side of the flange 14a on the nut 14 and the inner side of the disc 15 at the inner end of the sleeve-type push rod 8, as well as between the outer end of the threaded section 4b and the inner side of the end wall 8b of the sleeve-type push rod 8. Figure 2 The spacing shown.

[0030] When it is necessary to release the brake, i.e., to release the thrust of the electric push rod, the normally closed one-way brake mechanism 10 is energized and opened, releasing the forward locking state of the connecting shaft 9a. Simultaneously, the normally open one-way brake mechanism 11 is energized and closed (the energization and closure of the normally open one-way brake mechanism 11 only has a one-way braking function to prevent the connecting shaft 9a from reversing, and does not affect the forward rotation of the connecting shaft 9a), putting the connecting shaft 9a in a forward-rotating state. In this state, the compressed second spring member 16 releases energy and stretching thrust as the threaded shaft 4a can rotate forward. This thrust, through the flange 14a on the nut 14, causes the nut 14 to move inward along the threaded section 4b, thus allowing the threaded shaft to rotate. When 4a rotates in the forward direction, motor 5 is energized. Motor shaft 5a drives connecting shaft 9a and threaded shaft 4a to rotate in the forward direction. That is, the energy released and the stretching thrust of the second spring component 16 assists motor shaft 5a in driving threaded shaft 4a to rotate in the forward direction. The combined force of the two forces allows threaded shaft 4a to rotate rapidly in the forward direction, thereby accelerating the displacement of nut 14 along threaded section 4b towards the inward end, until the inner side of flange 14a on nut 14 comes into contact with and is pressed against the inner side of disc 15 at the inner end of sleeve-type push rod 8. At this point, the stretching stroke of second spring component 16 is completed, the thrust of second spring component 16 acting on the stretching tendency of sleeve-type push rod 8 is eliminated, and the superimposed thrust is released, i.e., the superimposed restraint is released. The dynamic release; during the process of releasing the superimposed thrust, the second spring component 16 releases energy and the stretching thrust helps the motor shaft 5a drive the threaded shaft 4a to rotate in the forward direction, which helps to shorten the time of releasing the thrust and assists 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 in the forward direction, 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. In this invention, the connecting ears 8a at both ends pull the driving ends 3c of the two brake arms to swing inward, and the endpoints of the brake ends 3a of the two brake arms move outward until they drive the friction plate. When 3d is disengaged from the braked component to a certain gap, the first spring component 7 is compressed, and the first thrust is released, i.e., the first brake is released. In this state, the motor 5 is de-energized and stops running. The normally open one-way braking mechanism 11, which is in the energized closed state, locks the connecting shaft 9a so that it cannot rotate in the opposite direction. The threaded shaft 4a and the motor shaft 5a also cannot rotate in the opposite direction. The first spring component 7 is in a stable compressed state, thereby effectively maintaining the electric push rod in a stable reset state, i.e., the brake is in a stable open state. In this state, the inner side of the flange 14a on the nut 14 and the inner side of the disc 15 at the inner end of the sleeve-type push rod 8 are in a close and tight state.

[0031] 2) The working state of the present invention during the braking process of a normally closed brake:

[0032] When braking is required, i.e., the electric push rod is in a pushing state, the normally open one-way braking mechanism 11 is de-energized and returns to the normally open state, i.e., the locking of the connecting shaft 9a is released, making the connecting shaft 9a reversible. The normally closed one-way braking mechanism 10, even in its de-energized closed state, does not affect the reversibility of the connecting shaft 9a. In this state, the first spring member 7, which is in a compressed state, extends and, through the disc member 15 acting on the inner end of the sleeve-type push rod 8, pushes the sleeve-type push rod 8 outward. Simultaneously with the sleeve-type push rod 8 extending outward, due to the force applied to the nut 14... The inner side of the flange 14a is in a close and pressed state with the inner side of the disc 15 at the inner end of the sleeve-type push rod 8. The disc 15 at the inner end of the sleeve-type push rod 8 pushes the flange 14a of the nut 14 to move outward. The nut 14 then moves outward along the threaded section 4b. During the outward movement of the nut 14, the threaded shaft 4a is driven into a reverse state, and the connecting shaft 9a and the motor shaft 5a are also in a reverse state. Under the pushing force of the first spring member 7 continuing to extend, the sleeve-type push rod 8 continues to extend outward, thus entering the first pushing state. The connecting lugs 8a at both ends drive the driving ends 3c of the two brake arms to swing outwards, and the braking components 3b at the braking ends of the two brake arms quickly close inwards until the friction pad 3d quickly contacts and presses against the braking surface of the braked part, thus achieving the first thrust. During the process of the friction pad 3d quickly contacting and pressing against the braking surface of the braked part, the sleeve-type push rod 8 stops extending outwards. Due to the continued extension thrust of the first spring component 7 and the kinetic energy generated by the rotating component during rotation, the threaded shaft 4a continues to rotate in reverse, and the nut 14 continues to rotate along the thread. When segment 4b moves outward, flange 14a on nut 14 disengages from disc 15 at inner end of sleeve-type push rod 8. Flange 14a then begins to compress second spring member 16. After flange 14a disengages from disc 15 at inner end of sleeve-type push rod 8, the first spring member 7 continues to exert a thrusting force on sleeve-type push rod 8, and pushes the drive end 3c of brake arm to swing outward through connecting lug 8a, so that friction pad 3d and brake surface of braked component are quickly attached and pressed together to enter first-level braking, until first-level braking is achieved.

[0033] When the first spring member 7 achieves its first thrust, i.e., first-level effective braking, or during the process of the first spring member 7 performing its first push through its extension thrust, i.e., first-level braking, if the braking clearance increases due to wear of the friction pads, the first spring member 7 will continue to extend for a certain stroke. Although this continued extension stroke will affect the effect of the first thrust to some extent, it serves two purposes: firstly, to allow the relevant rotating components to continue generating kinetic energy; and secondly, to compensate for the increased braking clearance, ensuring that the friction pads and the braked component remain in a close and pressed state. In this state, due to... Under the kinetic energy generated by the rotating components such as the threaded shaft 4a, connecting shaft 9a, and motor shaft 5a in the reverse state, the threaded shaft 4a continues to reverse, and the nut 14 continues to move outward along the threaded section 4b. As the nut 14 continues to move further outward along the threaded section 4b, the second spring component 16 is further compressed, and the distance between the flange 14a on the nut 14 and the disc 15 at the inner end of the sleeve-type push rod 8 after disengagement increases. This continues until the threaded shaft 4a stops rotating in the reverse direction, the nut 14 stops moving outward, and the inner side of the flange 14a on the nut 14 disengages from the disc 15 at the inner end of the sleeve-type push rod 8. Figure 2As shown in the diagram, the second spring member 16 is in a state of further compression and energy storage, thus achieving superimposed thrust. When the threaded shaft 4a stops rotating in the reverse direction, the normally closed one-way braking mechanism 10, which is in a closed state, locks the connecting shaft 9a from rotating in the forward direction (the threaded shaft 4a, connecting shaft 9a, and motor shaft 5a also cannot rotate in the forward direction), so that the second spring member 16 is in a stable state of further compression and energy storage, thereby effectively maintaining the electric push rod in a stable thrust state with reliable pushing effect. In this state, it is further compressed and stored. The thrust generated by the second spring component 16, which is compressed and stores energy, acts on the sleeve-type push rod 8, causing the sleeve-type push rod 8 to continue to extend outward. This further pushes the drive ends 3c of the two brake arms to swing outward. That is, based on the first-stage braking, the brake components 3b of the brake ends 3a of the two brake arms receive a braking force source again and further close inward. This allows the friction pads to obtain superimposed braking force, achieving superimposed braking on the braked component. The normally closed one-way braking mechanism 10, which is in a closed state, locks the connecting shaft. 9a cannot rotate in the forward direction, thus effectively maintaining the brake in a stable state with reliable braking effect. The superimposed thrust achieved by the second spring member 16, which is in a further compressed and energy-storing state, has two aspects: First, it further obtains superimposed thrust under the first spring member 7's thrust, i.e., achieving first-level effective braking, thereby improving the reliability of the pushing effect, i.e., the braking effect. Second, when the friction plate wears and the braking gap increases, the friction plate and the braked component are in a close and pressed state, thus obtaining the superimposed thrust achieved by the second spring member 16. Moreover, although the increased braking gap causes the first spring member 7 to continue extending its stroke to a certain extent to affect the first thrust effect, the thrust of the first spring member 7's continued extension stroke causes the relevant rotating components to continue to generate kinetic energy. The continued generation of kinetic energy can increase the effect of the second spring member 16's further compression and energy storage, i.e., increase the superimposed thrust effect achieved by the second spring member 16, so that the normally closed brake used in this invention can still be in a stable and reliable braking state. Compared with the prior art, the reliability of the braking effect is improved.

[0034] Technical effects of the present invention:

[0035] 1. Since the present invention simultaneously provides a first spring member 7 and a second spring member 16, when applied to a brake, during the braking process, when the first spring member 7 extends and exerts its thrust to achieve the first-stage braking, the second spring member 16 is further compressed and stores energy due to the kinetic energy generated by the related rotating components during the first-stage braking. The extension tendency of the further compressed and energy-stored second spring member 16 then exerts a superimposed thrust, achieving superimposed braking, which is effectively maintained by the normally closed one-way braking mechanism 10 in a closed state. This electric actuator is in a stable thrust state with reliable pushing effect, that is, the brake is in a stable state with reliable braking effect; it keeps the reliable braking effect of the braking mechanism in a stable state, which improves the reliability of the braking effect compared with the prior art; similarly, when the present invention is used in other equipment or devices with similar brake operating conditions, it has a similar effect, which makes the pushed object in a stable state; moreover, the superimposed thrust obtained by further compressing and storing energy of the second spring member 16 is achieved by making full use of the kinetic energy generated by the reversal of the relevant rotating member during the first pushing process, without consuming energy.

[0036] 2. When this invention is applied to a normally closed brake, during the first-stage braking process of the first spring member 7, when the friction pads wear and the braking gap increases, the first spring member 7 will continue to extend for a certain stroke. Although the continued extension of the first spring member 7 will affect the effect of the first thrust to some extent, the thrust of the continued extension of the first spring member 7 allows the relevant rotating components to continue to generate kinetic energy, while compensating for the increased braking gap, so that the friction pads and the braked component remain in a close and pressed state to achieve the first-stage braking. After the first-stage braking is achieved, due to the kinetic energy generated by the relevant rotating components during the first-stage braking, the second spring member 16 is further compressed and stores energy, and is further... The second spring member 16, after compression and energy storage, generates a thrust due to its stretching tendency, thus achieving a superimposed thrust. Furthermore, the increased braking gap means that while the continued stretching of the first spring member 7 may affect the effect of the initial thrust to some extent, this continued stretching of the first spring member 7 allows the related rotating components to continue generating kinetic energy. This continued kinetic energy can further compress and store energy in the second spring member 16, increasing its superimposed thrust and improving the superimposed braking effect. This allows the normally closed brake of this invention to achieve stable and reliable braking even when the braking gap increases due to friction pad wear. Compared to the prior art, this improves the reliability of the braking effect and overcomes the drawback of the prior art requiring frequent adjustments to the braking gap. Similarly, when this invention is used in other equipment or devices with similar braking operating conditions, it has the same effect, ensuring that the pushed object remains in a stable and reliable state.

[0037] 3. When this invention is applied to a normally closed brake, in the braking state after the superimposed thrust is achieved, when the friction pad becomes thinner due to wear and shows a tendency to loosen with the braking surface of the braked component, because in this state, there is a certain distance between the inner side of the flange 14a on the nut 14 and the inner side of the disc 15 at the inner end of the sleeve-type push rod 8, or between the outer side of the flange 14a on the nut 14 and the inner side of the end wall 8b of the sleeve-type push rod 8, the first spring member 7 and the second spring member 16 in the compressed state can quickly generate a thrust that continues to stretch, and by acting on the sleeve-type push rod 8, push the sleeve-type push rod 8 to extend outward or retract inward, which can compensate for the gap tendency of the friction pad and the braking surface of the braked component to loosen, so that the friction pad 3d and the braking surface of the braked component maintain a close and pressed effective braking state, so that the braking mechanism can still maintain an effective braking state when the friction pad wears in the braking state after superimposed braking. Similarly, when the present invention is used in other devices or apparatuses operating under similar braking conditions, it has the same effect, enabling the object being pushed to be in an effective pushing state.

[0038] 4. When this invention is applied to a brake, during the first push of the first spring member 7, i.e., the first-stage braking of the braking mechanism, in the process of achieving the first thrust, i.e., the friction pad 3d quickly adhering to and pressing against the braking surface of the braked component to enter the first-stage braking, when the flange 14a disengages from the disc 15 at the inner end of the sleeve-type push rod 8 or from the end wall 8b of the sleeve-type push rod 8, the stretching thrust generated by the compression of the second spring member 16 acts on the flange 14a on the nut 14 and the flange 14a still... The disc 15 at the inner end of the sleeve-type push rod 8, or the end wall 8b of the sleeve-type push rod 8, in a fitted state, causes the stretching force generated by the compression of the second spring member 16 to buffer the force acting on the first spring member 7, which continues to stretch. This buffers the impact generated when the friction pad 3d rapidly engages and presses against the braking surface of the braked component, reducing the impact on the braked component, lowering vibrations in the brake and the braked equipment, preventing damage to components, and thus improving the stability of the braking process. Similarly, when this invention is used in other equipment or devices with similar braking operating conditions, it has the same effect. The impact generated when the second spring member pushes against the first spring member on the pushed component reduces the impact on the pushed component, lowers vibrations, and prevents damage to components.

[0039] 5. During the release of the thrust, after the normally closed one-way braking mechanism 10 is energized to release the forward lock on the connecting shaft 9a, the second spring member 16, which is in a compressed state and stores energy, begins to release energy and exert a thrust on the flange 14a on the nut 14. This causes the nut 14 to begin to move inward or outward along the threaded section 4b, thereby driving the threaded shaft to rotate in the forward direction. After the motor 5 is energized, the motor shaft 5a also drives the connecting shaft 9a and the threaded shaft 4a to rotate in the forward direction. That is, during the release of the superimposed thrust, the energy released by the second spring member 16 and the thrust exerted help the motor shaft 5a drive the threaded shaft 4a to rotate in the forward direction. The combined force of the two forces can make the threaded shaft 4a rotate in the forward direction quickly, accelerating the displacement of the nut 14 inward or outward along the threaded section 4b. This helps to shorten the time for releasing the thrust and assists in starting the motor, thereby reducing the energy consumption of the motor.

[0040] Other technical effects will be further explained in the specific implementation details. Attached Figure Description

[0041] Figure 1 This is a schematic diagram of a conventional normally closed brake, including the structure of the electric actuation device 2';

[0042] Figure 2 This is a schematic diagram of the structure of Embodiment 1 of the present invention, and shows one connection method with the braking mechanism 1;

[0043] Figure 3 for Figure 2 Schematic diagram of the AA section structure of the push rod device 4;

[0044] Figure 4 For relative to Figure 3 Another implementation of the cross-sectional structure;

[0045] Figure 5 This is a schematic diagram of the structure of Example 2;

[0046] Figure 6 This is a schematic diagram of the structure of Example 3;

[0047] Figure 7 This is a schematic diagram of the structure of Example 4;

[0048] Figure 8 This is a schematic diagram of the structure of Example 5;

[0049] Figure 9 This is a schematic diagram of the structure of Example 6;

[0050] Figure 10 This is a schematic diagram of the structure of Example 7;

[0051] Figure 11 This is a schematic diagram of the structure of Example 8;

[0052] Figure 12 This is a schematic diagram of the structure of Example 9;

[0053] Figure 13 This is a schematic diagram of the structure of Embodiment 10, illustrating a modified structure of the present invention;

[0054] Figure 14 The diagram shows the connection between the present invention and another type of braking mechanism 1.

[0055] Figures 5 to 13 The cross-sectional schematic structure of the middle push rod device 4 is shown in the figure. Figure 3 , Figure 4 The structure shown. Detailed Implementation

[0056] Example 1, see Figures 2-4 .

[0057] Figure 2 The diagram shows the structure of Embodiment 1 of the present invention and illustrates an example of its application in a normally closed brake.

[0058] The present invention includes a push rod device 4, a motor 5, and a one-way control mechanism 9 for controlling the pushing operation.

[0059] The one-way control mechanism 9 includes a second housing 17 and a connecting shaft 9a located within the housing. The connecting shaft 9a is equipped 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 direction of movement. The function of the normally open one-way braking mechanism 11 is to lock the connecting shaft 9a, the threaded shaft 4a, and the motor shaft 5a from reversing when energized and closed, so as to effectively maintain the electric push rod in the reset state. The function of the normally closed one-way braking mechanism 10 is to lock the connecting shaft 9a, the threaded shaft 4a, and the motor shaft 5a from rotating in the forward direction when de-energized and closed, so as to effectively maintain the electric push rod in the thrust state.

[0060] The rotating shafts in the transmission system of the present invention include a motor shaft 5a, a threaded rotating shaft 4a in the push rod device 4, and a 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 in the forward direction, and when the threaded rotating shaft 4a rotates in the reverse direction, the connecting shaft 9a and the motor shaft 5a can rotate in the reverse direction accordingly.

[0061] Figure 2 In Embodiment 1 shown, the connecting shaft 9a is an integral structure located between the motor shaft 5a and the threaded 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 shaft 4a. Both are connected by a coupling structure. During the release of the brake, when the motor 5 is running, the motor shaft 5a can drive the connecting shaft 9a and the threaded shaft 4a to rotate in the forward direction. In the operating condition, when the motor is powered off and stops running, and the threaded shaft 4a rotates in the reverse direction, the connecting shaft 9a and the motor shaft 5a will rotate in the reverse direction.

[0062] Figure 2 In the illustrated embodiment 1, both the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 are mounted on the integral connecting shaft 9a. The normally closed one-way braking mechanism 10 is located on the inner shaft section of the connecting shaft 9a, while the normally open one-way braking mechanism 11 is located on the outer shaft section of the connecting shaft 9a. Alternatively, the normally closed one-way braking mechanism 10 may be located on the outer shaft section of the connecting shaft 9a, while the normally open one-way braking mechanism 11 may be located on the inner shaft section of the connecting shaft 9a. The positions of the two mechanisms on the connecting shaft 9a can be interchanged without affecting their respective functions.

[0063] 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 shaft 4a is connected to the connecting plate 12. The connection between the two is made of bearing contact and forms support for the threaded shaft 4a. The threaded section 4b on the threaded shaft 4a is located in the inner cavity of the first housing 13. A nut 14 is provided on the threaded section 4b. The threaded section 4b and the nut 14 form a threaded transmission pair. The thread angle is greater than the self-locking angle. A flange 14a is provided on the nut 14. When the threaded shaft 4a rotates, the nut 14 can be displaced axially along the threaded section 4b. The flange 14a on the nut 14 is displaced accordingly.

[0064] 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 15. The disc 15 is connected to and fixed to the inner end of the sleeve-type push rod 8. The disc 15 has an inner hole 15a. 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 two are matched by bearing contact. The outer end of the sleeve-type push rod 8 extends out of the end wall 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 disc 15 is larger than the outer diameter of the nut 14. Under the action of external force, the sleeve-type push rod 8 can extend or retract axially relative to the first housing 13.

[0065] In practice, the flange 14a is preferably integrally formed with the nut 14. The outer wall of the nut 14 and the inner hole 15a of the disc 15 are provided with a first keyway mating structure 18 consisting of a sliding key and a sliding groove. Figure 2 , Figure 3 As shown, a sliding key 14b is provided on the outer wall surface of the nut 14, and a sliding groove 15b is provided on the inner hole 15a of the disc 15. The sliding key 14b is located in the sliding groove 15b to form the first keyway mating structure 18. In practice, the sliding key 14b can also be provided on the inner hole 15a of the disc 15, and the sliding groove 15b is then provided on the outer wall surface of the nut 14. Under the action of external force, the sliding key 14b can be displaced 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 be displaced axially along the threaded section 4b.

[0066] Furthermore, the outer edge of the disc 15 at the inner end of the sleeve-type push rod 8 is provided with a second keyway mating structure 19, which is composed of a groove and a key, on the inner wall surface of the first housing 13. Figure 2 , Figure 3As shown, the groove 15c is provided on the outer edge of the disc 15, and the key 13b is provided on the inner wall of the first housing 13. The key 13b is located in 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 disc 15, and the groove 15c is provided on the inner wall of the first housing 13. Under the action of external force, the groove 15c can be displaced along the key 13b. The guiding and limiting effect of the key 13b on the groove 15c makes the sleeve-type push rod 8 only able to move axially relative to the first housing 13.

[0067] The first housing 13 is provided with a first spring member 7, which is located between the disc 15 at the inner end of the sleeve-type push rod 8 and the connecting plate 12, or 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. The thrust of the first spring member 7 acts on the sleeve-type push rod 8; Figure 2 In the illustrated embodiment 1, the first spring member 7 is located between the disc 15 at the inner end of the sleeve-type push rod 8 and the connecting plate 12. The thrust of the first spring member 7 is applied to the sleeve-type push rod 8 through the disc 15, which is integrally connected with the sleeve-type push rod 8. In practice, the first spring member 7 can be a structure consisting of several springs evenly distributed along the circumference. Figure 3 The first spring component 7 shown is 6 pieces, evenly distributed along the circumference; the first spring component 7 can also be... Figure 4 The single coil spring shown can be a coil structure composed of several disc springs.

[0068] The push rod device 4 is provided with a second spring component 16, which is located between the flange 14a on the nut 14 and the end wall 8b of the sleeve-type push rod 8, or between the flange 14a on the nut 14 and the disc 15 at the inner end of the sleeve-type push rod 8. The thrust of the second spring component 16 acts on the sleeve-type push rod 8; Figure 2 In the illustrated embodiment 1, the second 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. The tension of the second spring member 16 acts on the sleeve-type push rod 8 through the end wall 8b. In practice, the second spring member 16 located inside the cavity of the sleeve-type push rod 8 can be similar to... Figure 3 The structure shown, consisting of several second spring members 16 evenly distributed along the circumference, can also be similar to... Figure 4 The structural form of the single coil spring shown, etc.;

[0069] The first spring component 7 and the second spring component 16 are the force source components for the dual-stage thrust of the present invention;

[0070] The second housing 17 in the one-way control mechanism 9 is 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 and the normally closed one-way braking mechanism 10 and 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 panel 17b may be provided in the second housing 17 for auxiliary support of the connecting shaft 9a.

[0071] In this invention, the outer end of the sleeve-type push rod 8 and the outer end of the other end component coaxial with the sleeve-type push rod 8 are respectively provided with connecting ears 8a on the same axis. The connecting ears 8a are used to connect with the hinge shaft of the drive end 3c of the brake arm 3 in the braking mechanism. Figure 2 In the embodiment 1 shown, the component at the other end of the coaxial line 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., the outer end) of the motor 5 housing at the other end of the coaxial line with the sleeve-type push rod 8 are respectively provided with the connecting ears 8a on the same axis, that is, the connecting ears 8a at both ends of the present invention.

[0072] The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 are readily available, commercially available 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 to the plate 17a in the second housing 17. The positioning screw 10a of the normally closed one-way braking mechanism 10 is connected to the plate 17a. The brake disc of the normally closed one-way braking mechanism 10 has a keyed bushing in its center hole, and a one-way bearing in its center hole. The bushing is supported and fixed to the connecting shaft 9a by the one-way bearing. The brake disc can move axially along the bushing by means of the keyed engagement with the bushing. The connecting shaft 9a can only rotate in the opposite direction relative to the brake disc. When the normally closed one-way braking mechanism 10 is closed, the axial movement of the brake disc is compressed, and the brake disc cannot rotate. Due to the action of the one-way bearing, the connecting shaft 9a cannot rotate forward, but can only rotate in the opposite direction. When the normally closed one-way braking mechanism 10 is open, the axial movement of the brake disc is compressed, and the brake disc cannot rotate. Due to the action of the one-way bearing, the connecting shaft 9a cannot rotate forward, but can only rotate in the opposite direction. startWhen the brake disc is axially moved and reset, it can rotate freely, and the connecting shaft 9a can rotate freely. The normally open one-way braking mechanism 11 also has a brake disc, and a keyed bushing is provided in the center hole of the brake disc. A one-way bearing is provided in the center hole of the bushing. The bushing is supported and fixed on the connecting shaft 9a by the one-way bearing. The brake disc can move axially along the bushing by keying with the bushing. The connecting shaft 9a can only rotate in the forward direction 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 action of the one-way bearing, the connecting shaft 9a can only rotate in the forward direction and cannot rotate in the reverse direction. When the normally open one-way braking mechanism 11 is open, the brake disc can rotate freely and the connecting shaft 9a can rotate freely. It should be noted that the connection and fixing method is not unique depending on the change of the setting position of the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11, but the cooperation and connection relationship with the connecting shaft 9a or with the first segment body 9a01 and the second segment body 9a02 is 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 adjacent components.

[0073] Example 2, see Figure 5 .

[0074] The structure of Example 2 is based on Figure 2 The structure shown is modified. In this example, the push rod device 4 is the same as described in Embodiment 1. The connecting shaft 9a is also an integral structure, located between the motor shaft 5a and the threaded 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 shaft 4a. Furthermore, one end of the connecting shaft 9a and the front end of the motor shaft 5a are connected by a coupling structure. This example is similar to... Figure 2 The difference in Example 1 shown is that: Figure 5 As shown, the other end of the connecting shaft 9a is integrated with the inner end of the threaded shaft 4a. That is, the connection between the other end of the connecting shaft 9a and the inner end of the threaded shaft 4a is a connection structure in which the two are integrated. In addition, when the connection between the other end of the connecting shaft 9a and the inner end of the threaded shaft 4a is a connection structure in which the two are integrated, the second housing 17 may not be provided with Figure 2 The wall panel 17b shown is referenced. Figure 5 and Figure 2 ;

[0075] In practice Figure 5The connection relationship of the integral structure of the connecting shaft 9a shown can be modified as follows: one end of the connecting shaft 9a is integrated with 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 shaft 4a by a coupling; the connecting shaft 9a can also be modified into a structure of two segments, one end of which can be integrated with the front end of the motor shaft 5a, and the other end of which can be integrated with the inner end of the threaded shaft 4a. The two segments 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 segments, and their positions can be interchanged.

[0076] The rest is the same as in Example 1.

[0077] Example 3, see Figure 6 .

[0078] The push rod device 4 in Example 3 has the same implementation structure as in Example 1, see [link to example]. Figure 6 and Figure 2 The structure shown and the relevant description in Embodiment 1;

[0079] 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.

[0080] The connecting shaft 9a in the one-way control mechanism 9 is an integral structure, located on 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 shaft 4a. In implementation, such as Figure 6 As shown, the front end of the motor shaft 5a is connected to the inner end of the threaded shaft 4a by a coupling. The inner end of the connecting shaft 9a is integrated with the rear end of the motor shaft 5a, which can also be described as "the extension of 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 integrated. In practice, the connection structure in which the inner end of the connecting shaft 9a and the rear end of the motor shaft 5a are integrated can also be modified into a coupling connection. In a specific implementation, the front end of the motor housing 5 is connected to the connecting plate 12 through the auxiliary connector 5b, which is beneficial to the stability of the structure at this part and provides protection for the coupling connection between the front end of the motor shaft 5a and the inner end of the threaded shaft 4a.

[0081] During the process of releasing the thrust, when the motor 5 is running, the motor shaft 5a can drive the connecting shaft 9a and the threaded shaft 4a to rotate in the forward direction. During the process of pushing, when the threaded shaft 4a rotates in the reverse direction, the motor shaft 5a and the connecting shaft 9a will rotate in the reverse direction.

[0082] The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 are both located on the connecting shaft 9a of the integral structure, and their positions on the connecting shaft 9a can be interchanged.

[0083] The second housing 17 in the one-way control mechanism 9 is an integral structure. Corresponding to the integral structure, 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. 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 function 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 described in Embodiment 1.

[0084] The outer end of the sleeve-type push rod 8 and the outer end wall of the other end component coaxial with the sleeve-type push rod 8 are respectively provided with connecting lugs 8a on the same axis. Figure 6 In Embodiment 3 of the structure shown, the other end component coaxial with the sleeve-type push rod 8 is the second housing 17 in the one-way control mechanism 9, that is: the outer end of the sleeve-type push rod 8 and the outer end wall of the second housing 17 coaxial with the sleeve-type push rod 8 are respectively provided with the connecting ears 8a on the same axis, that is, the connecting ears 8a at both ends of the present invention.

[0085] Example 4, see Figure 7 .

[0086] The push rod device 4 in Example 4 has the same implementation structure as in Example 1, see [link to example]. Figure 2 The structure shown and the related description in Embodiment 1;

[0087] 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.

[0088] The connecting shaft 9a is a split structure consisting of a first segment 9a01 and a second segment 9a02. The first segment 9a01 is located between the motor shaft 5a and the threaded shaft 4a, while the second segment 9a02 is located on the rear end of the motor shaft 5a. One end of the first segment 9a01, located between the motor shaft 5a and the threaded 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 shaft 4a. The inner end of the second segment 9a02, located on the rear end of the motor shaft 5a, is connected to the rear end of the motor shaft 5a. Alternatively, the first segment 9a01 may be located on the rear end of the motor shaft 5a, and the second segment 9a02 may be located on the rear end of the motor shaft 5a. Between shaft 5a and threaded shaft 4a, the inner end of the first segment 9a01 located at the rear end of motor shaft 5a is connected to the rear end of motor shaft 5a, and the second segment 9a02 located between motor shaft 5a and threaded shaft 4a has one end connected to the front end of motor shaft 5a and the other end connected to the inner end of threaded shaft 4a; during the process of releasing the thrust, when motor 5 is running, motor shaft 5a can drive the first segment 9a01, the second segment 9a02 and threaded shaft 4a to rotate in the forward direction; during the process of pushing, when threaded shaft 4a rotates in the reverse direction, the first segment 9a01, the second segment 9a02 and motor shaft 5a will rotate in the reverse direction accordingly;

[0089] Figure 7 As shown, one end of the first segment 9a01 is integrated with the front end of the motor shaft 5a, meaning they are a single, integral connection structure. The other end of the first segment 9a01 is connected to the inner end of the threaded shaft 4a via a coupling. Alternatively, in practice, one end of the first segment 9a01 can be connected to the front end of the motor shaft 5a via a coupling, while the other end of the first segment 9a01 is integrated with the inner end of the threaded shaft 4a. The inner end of the second segment 9a02 is integrated with the rear end of the motor shaft 5a. Alternatively, the inner end of the second segment 9a02 can also be connected to the rear end of the motor shaft 5a via a coupling. The positions of the first segment 9a01 and the second segment 9a02 can be interchanged.

[0090] One of the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 is provided on the first segment body 9a01, and the other is provided on the second segment body 9a02. The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11, which are respectively connected to the first segment body 9a01 and the second segment body 9a02, can be interchanged.

[0091] The second housing 17 is a split housing structure consisting of the first sub-housing 1701 and the second sub-housing 1702, corresponding to the first segment 9a01 and the second segment 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 positions of the first sub-housing 1701 and the second sub-housing 1702 can be interchanged. The first segment 9a01 and the normally closed one-way braking mechanism 10 connected to the segment are located inside the first sub-housing 1701, and the second segment 9a02 and the normally open one-way braking mechanism 11 connected to the segment are located inside the second sub-housing 1702.

[0092] 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 motor 5 housing; the connection and function of the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 with the first segment 9a01 and the second segment 9a02 are the same as described in Embodiment 1.

[0093] The outer end wall of the sleeve-type push rod 8 and the outer end wall of the other end component coaxial with the sleeve-type push rod 8 are respectively provided with connecting lugs 8a on the same axis. Figure 7 As shown, the component at the other end coaxial with the sleeve-type push rod 8 is the second sub-shell 1702 in the second shell 17, that is: the outer end of the sleeve-type push rod 8 and the outer end wall of the second sub-shell 1702 coaxial with the sleeve-type push rod 8 are respectively provided with the connecting ears 8a on the same axis, that is, the connecting ears 8a at both ends of the present invention.

[0094] Example 5, see Figure 8 .

[0095] Figure 8 In the embodiment shown, a deceleration mechanism 6 is provided, that is, a deceleration mechanism 6 is added to the "push rod device 4, motor 5, and one-way control mechanism 9 for controlling the pushing operation" in the previous embodiment. The deceleration mechanism 6 is a prior art structure and has an input shaft 6a and an output shaft 6b.

[0096] Figure 8The transmission system of the illustrated embodiment includes the motor shaft 5a, the threaded 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 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 shaft 4a to rotate in the forward direction. In the operating condition, when the threaded shaft 4a rotates in the reverse direction, the output shaft 6b, the input shaft 6a and the connecting shaft 9a of the reduction mechanism 6 and the motor shaft 5a rotate in the reverse direction accordingly.

[0097] Figure 8 The push rod device 4 shown has the same implementation structure as in Embodiment 1, see [link to embodiment]. Figure 8 and Figure 2 The structure shown and the related description in Embodiment 1;

[0098] The one-way control mechanism 9 includes a second housing 17 and a connecting shaft 9a located within the housing. The connecting shaft 9a is equipped with a normally closed one-way braking mechanism 10 and a normally open one-way braking mechanism 11. The normally open one-way braking mechanism 11 functions to lock the connecting shaft 9a, threaded shaft 4a, input shaft 6a, output shaft 6b, and motor shaft 5a in reverse order when energized, effectively maintaining the electric push rod in the reset state. The normally closed one-way braking mechanism 10 functions to lock the connecting shaft 9a, threaded shaft 4a, input shaft 6a, output shaft 6b, and motor shaft 5a in forward direction when de-energized, effectively maintaining the electric push rod in the thrust state.

[0099] The connecting shaft 9a in the one-way control mechanism 9 can be an integral structure or a split structure consisting of the first segment 9a01 and the second segment 9a02; the integral structure connecting shaft 9a or the first segment 9a01 and the second segment 9a02 can be connected to the inner end of the motor shaft 5a, the threaded shaft 4a, the input shaft 6a and the output shaft 6b of the reduction mechanism in various matching ways;

[0100] The second housing 17 in the one-way control mechanism 9 can be an integral structure, corresponding to the integral structure connecting shaft 9a. The second housing 17 can also be a split housing structure of the first sub-housing 1701 and the second sub-housing 1702, corresponding to the first segment 9a01 and the second segment 9a02 of the connecting shaft 9a.

[0101] Figure 8As shown, the connecting shaft 9a is an integral structure 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 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 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, and the other end of the connecting shaft 9a is integrated with the input shaft 6a of the reduction mechanism. That is, the connection between the other end of the connecting shaft 9a and the input shaft 6a of the reduction mechanism is designed to... The connection structure is integrated, but in practice, it can be modified so that one end of the connecting shaft 9a is integrated with the front end of the motor shaft 5a, while the other end of the connecting shaft 9a is connected to the input shaft 6a of the reduction mechanism by a coupling; the output shaft 6b of the reduction mechanism is connected to the inner end of the threaded shaft 4a by a coupling; 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 shaft 4a to rotate in the forward direction. When the threaded shaft 4a rotates in the reverse direction, the output shaft 6b and the input shaft 6a of the reduction mechanism, the connecting shaft 9a and the motor shaft 5a will rotate in the reverse direction accordingly.

[0102] Both the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 are mounted on the connecting shaft 9a of the integral structure, and their positions on the connecting shaft 9a can be interchanged. The positioning screw 10a in the normally closed one-way braking mechanism 10 is connected to one side wall of the deceleration mechanism. Both the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 are commercially available products with electromagnetic structures as described in Embodiment 1, and their connection with the connecting shaft 9a and their function are the same as described in Embodiment 1.

[0103] The second housing 17 in the one-way control mechanism 9 is 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 motor 5 housing, and the other end is connected to one side wall of the reduction mechanism 6. The connecting shaft 9a and the normally closed one-way braking mechanism 10 and normally open one-way braking mechanism 11 provided on the connecting shaft are located inside the second housing 17. In a specific implementation, a transition connector 6c can be provided on the other side wall of the reduction mechanism 6 to connect with 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 structure of the electric push rod device, and also plays a protective role for the coupling structure between the output shaft 6b of the reduction mechanism and the inner end of the threaded shaft 4a.

[0104] 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 are respectively provided with connecting ears 8a on the same axis; Figure 8As shown, the component at the other end of the coaxial axis of the sleeve-type push rod 8 is the motor 5. That is, the connecting ears 8a on the rear end (i.e., outer end) wall of the housing of the outer end of the sleeve-type push rod 8 and the motor 5 at the other end of the coaxial axis of the sleeve-type push rod 8 are respectively provided on the same axis, that is, the connecting ears 8a at both ends of the present invention.

[0105] The rest is the same as in Example 1.

[0106] Example 6, see Figure 9 .

[0107] Figure 9 Embodiment 6 of the structure shown is Figure 8 A modified structure of embodiment 5 shown.

[0108] The structure of Embodiment 6 includes the aforementioned push rod device 4, motor 5, one-way control mechanism 9 for controlling the pushing operation, and deceleration mechanism 6;

[0109] The transmission system in Embodiment 6 includes the motor shaft 5a, the threaded 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 is running, the motor shaft 5a can drive the input shaft 6a and output shaft 6b of the reduction mechanism 6, the connecting shaft 9a, and the threaded shaft 4a to rotate in the forward direction. During operation, when the threaded shaft 4a rotates in the reverse direction, the connecting shaft 9a, the output shaft 6b and input shaft 6a of the reduction mechanism 6, and the motor shaft 5a rotate in the reverse direction accordingly.

[0110] The implementation structure of the push rod device 4 is the same as in Embodiment 1, see [link to Embodiment 1]. Figure 9 and Figure 2 The structure shown and the related description in Embodiment 1;

[0111] 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.

[0112] Figure 9In the illustrated embodiment 6, the connecting shaft 9a is an integral structure located between the output shaft of the reduction mechanism and the threaded 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 shaft 4a. In this example, the connection between the front end of the motor shaft 5a and the input shaft 6a of the reduction mechanism, the connection between the output shaft 6b of the 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 shaft 4a are all coupling connection structures. In practice, one end of the connecting shaft 9a... The connecting shaft 9a can be integrated with the output shaft 6b of the reduction mechanism. The other end of the connecting shaft 9a can be connected to the inner end of the threaded shaft 4a as a coupling. Alternatively, one end of the connecting shaft 9a can be connected to the output shaft 6b of the reduction mechanism as a coupling, while the other end of the connecting shaft 9a can be integrated with the inner end of the threaded shaft 4a. The motor shaft 5a can drive the input shaft 6a and output shaft 6b of the reduction mechanism, the connecting shaft 9a, and the threaded shaft 4a to rotate in the forward direction. When the threaded shaft 4a rotates in the reverse direction, the connecting shaft 9a, the output shaft 6b and input shaft 6a of the reduction mechanism, and the motor shaft 5a will rotate in the reverse direction.

[0113] The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 are mounted on the integral connecting shaft 9a. Their connection with the connecting shaft 9a and their function are the same as described in Embodiment 1, and their positions on the connecting shaft 9a can be interchanged.

[0114] The second housing 17 is an integral structure. Corresponding to the integral structure connecting shaft 9a, one end of the second housing 17 is connected to a side wall of the 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 normally open one-way braking mechanism 11 connected to the shaft are located inside the integral second housing 17. In a specific implementation, a wall plate 17b may 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 17a.

[0115] 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 are respectively provided with connecting ears 8a on the same axis. Figure 9 As shown, the component at the other end of the coaxial axis of the sleeve-type push rod 8 is the motor 5. That is, the connecting lug 8a at the rear end (i.e., outer end) of the housing of the outer end of the sleeve-type push rod 8 and the motor 5 at the other end of the coaxial axis of the sleeve-type push rod 8 are respectively provided on the wall. That is, the connecting lug 8a at both ends of the present invention.

[0116] Other aspects are the same as in Example 5, see below. Figure 9 and Figure 8 And the relevant description in Example 5.

[0117] Example 7, see Figure 10 .

[0118] Figure 10 Embodiment 7 of the structure shown is Figure 8 Another variation of the structure shown in Embodiment 5.

[0119] The structure of Embodiment 7 includes the aforementioned push rod device 4, motor 5, one-way control mechanism 9 for controlling the pushing operation, and deceleration mechanism 6;

[0120] The transmission system of Embodiment 7 includes the motor shaft 5a, the threaded 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 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 shaft 4a to rotate in the forward direction. In the operating condition, when the threaded shaft 4a rotates in the reverse direction, the output shaft 6b, the input shaft 6a, the motor shaft 5a and the connecting shaft 9a of the reduction mechanism 6 will rotate in the reverse direction accordingly.

[0121] The implementation structure of the push rod device 4 is the same as in Embodiment 1, see [link to Embodiment 1]. Figure 10 and Figure 2 The structure shown and the related description in Embodiment 1;

[0122] 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.

[0123] Figure 10 In the illustrated embodiment 7, the connecting shaft 9a is an integral structure 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 shaft 4a. In this example, the inner end of the connecting shaft 9a and the rear end of the motor shaft 5a are integrated, which can also be described as "the extension of 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 connected as an integral unit. 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 shaft 4a are both coupling connection structures. In practice, the inner end of the connecting shaft 9a and the rear end of the motor shaft 5a can also be a coupling connection structure. In a specific implementation, the front end of the motor 5 housing is connected to the side wall of the reduction mechanism through the auxiliary connecting piece 5b, which is beneficial to the stability of the structure at this part and provides protection for the coupling connection between the front end of the motor shaft 5a and the input shaft 6a of the reduction mechanism.

[0124] When the motor 5 is running, 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 shaft 4a to rotate in the forward direction. During operation, when the threaded shaft 4a rotates in the reverse direction, the output shaft 6b, input shaft 6a of the reduction mechanism 6 and the motor shaft 5a and connecting shaft 9a rotate in the reverse direction accordingly.

[0125] The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 are both located on the connecting shaft 9a of the integral structure, and their positions on the connecting shaft 9a can be interchanged; the connection and function 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 described in Embodiment 1.

[0126] The second housing 17 is 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 normally open one-way braking mechanism 11 connected to the shaft are located inside the second housing 17.

[0127] 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 are respectively provided with connecting ears 8a on the same axis. Figure 10 As shown, the component at the other end of the sleeve-type push rod 8 coaxial with the sleeve-type push rod 8 is the second housing 17, that is, the 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 coaxial with the sleeve-type push rod 8, that is, the connecting ears 8a at both ends of the present invention.

[0128] In a specific implementation, a transition connector 6c can be provided on one side wall of the deceleration mechanism to connect with 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 structure of the electric push rod device, and also plays a protective role for the coupling structure between the output shaft 6b of the deceleration mechanism and the inner end of the threaded shaft 4a.

[0129] Other aspects are the same as described in Example 5, see also Figure 8 and Figure 10 And the relevant description in Example 5.

[0130] Example 8, see Figure 11 .

[0131] Figure 11 Embodiment 8 of the structure shown is Figure 8 Another modified structure of embodiment 5 shown.

[0132] The structure of Embodiment 8 includes the aforementioned push rod device 4, motor 5, one-way control mechanism 9 for controlling the pushing operation, and deceleration mechanism 6;

[0133] The transmission system of Embodiment 8 includes the motor shaft 5a, the threaded 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 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 shaft 4a to rotate in the forward direction. In the operating condition, when the threaded shaft 4a rotates in the reverse direction, the output shaft 6b, the input shaft 6a and the connecting shaft 9a of the reduction mechanism 6 and the motor shaft 5a will rotate in the reverse direction.

[0134] The implementation structure of the push rod device 4 is the same as in Embodiment 1, see [link to Embodiment 1]. Figure 9 and Figure 2 The structure shown and the related description in Embodiment 1;

[0135] The structure of the aforementioned embodiment has a straight, linear shape. Figure 11 The shape of the embodiment shown is approximately "L"-shaped or referred to as an "L"-shaped structure;

[0136] 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.

[0137] Figure 11 As shown, the connecting shaft 9a is a segmented structure consisting of a first segment 9a01 and a second segment 9a02. The first segment 9a01 is located between the output shaft 6b of the reduction mechanism and the threaded shaft 4a. The second segment 9a02 is located on the outer end of the input shaft 6a of the reduction mechanism. One end of the first segment 9a01 is connected to the inner end of the output shaft 6b of the reduction mechanism, and the other end of the first segment 9a01 is connected to the inner end of the threaded shaft 4a. The inner end of the second segment 9a02 is connected to the input shaft 6a of the reduction mechanism. The outer end of shaft 6a is connected; or the first segment 9a01 is located on the outer end of the input shaft 6a of the reduction mechanism, and the second segment 9a02 is located between the output shaft 6b of the reduction mechanism and the threaded shaft 4a. The inner end of the first segment 9a01 is connected to the outer end of the input shaft 6a of the reduction mechanism, and one end of the second segment 9a02 is connected to the output shaft 6b of the reduction mechanism, and the other end is connected to the inner end of the threaded shaft 4a. The positions of the first segment 9a01 and the second segment 9a02 can be interchanged.

[0138] Figure 11In the illustrated implementation, one end of the first segment 9a01 is connected to the output shaft 6b of the reduction mechanism via a coupling, and the other end of the first segment 9a01 is integrated with the inner end of the threaded shaft 4a. That is, the other end of the first segment 9a01 and the inner end of the threaded shaft 4a are integrated. The inner end of the second segment 9a02 is integrated with the outer end of the input shaft 6a of the reduction mechanism, which can also be described as "the extension of the outer end of the input shaft 6a of the reduction mechanism is equivalent to the second segment 9a02." In practice, the inner end of the second segment 9a02 and the outer end of the input shaft 6a of the reduction mechanism can also be connected via a coupling. Furthermore, the positions of the first segment 9a01 and the second segment 9a02 can be interchanged. When the motor 5 is running, the motor shaft 5a can drive the input shaft 6a of the reduction mechanism, the second segment body 9a02, the output shaft 6b of the reduction mechanism, the first segment body 9a01, and the threaded shaft 4a to rotate in the forward direction. During operation, when the threaded shaft 4a rotates in the reverse direction, the first segment body 9a01, the output shaft 6b of the reduction mechanism, the input shaft 6a, the second segment body 9a02, and the motor shaft 5a will rotate in the reverse direction.

[0139] Either the normally closed one-way braking mechanism 10 or the normally open one-way braking mechanism 11 can be provided on the first segment body 9a01, and the other can be provided on the second segment body 9a02.

[0140] Figure 11 As shown, the normally closed one-way braking mechanism 10 is connected to the first segment 9a01, and the normally open one-way braking mechanism 11 is connected to the second segment 9a02. The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 connected to the first segment 9a01 and the second segment 9a02 respectively can be interchanged. The connection and function of the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 with the first segment 9a01 and the second segment 9a02 are the same as described above.

[0141] The second housing 17 is a split housing structure of the first sub-housing 1701 and the second sub-housing 1702, corresponding to the first segment 9a01 and the second segment 9a02 of the connecting shaft 9a. One end of the first sub-housing 1701 is connected to the inner wall of the 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 wall of the reduction mechanism 6. The first segment 9a01 and the normally closed one-way braking mechanism 10 connected to the segment are located inside the first sub-housing 1701, and the second segment 9a02 and the normally open one-way braking mechanism 11 connected to the segment are located inside the second sub-housing 1702. In a specific implementation, the positioning screw 10a in the normally closed one-way braking mechanism 10 is connected to the plate 17a in the first sub-housing 1701.

[0142] 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 are respectively provided with connecting ears 8a on the same axis. Figure 11 As shown, the component at the other end of the sleeve-type push rod 8, which is coaxial with the sleeve-type push rod 8, is the deceleration mechanism 6. That is, the outer wall of the sleeve-type push rod 8 and the deceleration mechanism 6 at the other end of the sleeve-type push rod 8, respectively, is provided with the connecting ears 8a on the same axis, that is, the connecting ears 8a at both ends of the present invention.

[0143] In a specific implementation, a connecting pipe 6d is provided on the wall of the inner end of the input shaft 6a of the reduction mechanism and is connected to the front end of the housing of the motor 5. The connection between the connecting pipe 6d and the front end of the housing of the motor 5 is beneficial to the stability of the structure at this part and plays a protective role for the coupling structure between the inner end of the input shaft 6a of the reduction mechanism and the motor shaft 5a.

[0144] See others Figure 11 As shown.

[0145] In practice Figure 11 The second segment 9a02 shown, which is located on the outer end of the input shaft of the reduction mechanism, can also be modified to be located on the outer end of the output shaft 6b of the reduction mechanism. When the second segment 9a02 is located on 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 segment 9a02 located on the outer end of the output shaft 6b, and the inner end of the second housing 1702 is connected to the outer wall of the output shaft 6b of the reduction mechanism.

[0146] Further explanation is as follows:

[0147] Figure 11 The reduction mechanism 6 shown also includes an intermediate transmission shaft 6e.

[0148] The deformation of the integral connecting shaft 9a or the first segment 9a01 and the second segment 9a02 relative to the intermediate transmission shaft 6e in the reduction mechanism 6 is not limited to the following:

[0149] When the connecting shaft 9a is an integral structure, the integral connecting shaft 9a can be located on the inner end of the intermediate transmission shaft 6e or on 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 located on the integral connecting shaft 9a. The second housing 17 is correspondingly connected to the side wall of the deceleration mechanism 6.

[0150] When the connecting shaft 9a is a segmented structure consisting of a first segment 9a01 and a second segment 9a02, the first segment 9a01 can be located on the outer end of the intermediate transmission shaft 6e, and the second segment 9a02 can be located on the inner end of the intermediate transmission shaft 6e. The first segment 9a01 and the second segment 9a02 can be interchanged. Either the normally closed one-way braking mechanism 10 or the normally open one-way braking mechanism 11 can be located on the first segment 9a01, and the other can be located on the second segment 9a02. The first sub-shell 1701 and the second sub-shell 1702 of the second housing 17 are set accordingly based on the location of the first segment 9a01 and the second segment 9a02.

[0151] Furthermore, when the connecting shaft 9a is a segmented structure consisting of a first segment 9a01 and a second segment 9a02, the first segment 9a01 can be located on the outer or inner end of the intermediate transmission shaft 6e, and the second segment 9a02 can be located between the motor shaft 5a and the inner end of the input shaft 6a of the reduction mechanism, or on the outer end of the input shaft 6a of the reduction mechanism. Alternatively, the second segment 9a02 can be located between the output shaft 6b of the reduction mechanism and the threaded shaft 4a, and the first segment 9a01 and the second segment 9a02 can be interchanged. Either the normally closed one-way braking mechanism 10 or the normally open one-way braking mechanism 11 can be located on the first segment 9a01, and the other can be located on the second segment 9a02. The first sub-shell 1701 and the second sub-shell 1702 of the second housing 17 are set accordingly based on the location of the first segment 9a01 and the second segment 9a02.

[0152] The above-mentioned modified structures all satisfy the requirements of the technical solution of the present invention: When the motor 5 is running, the motor shaft 5a can drive the input shaft 6a, intermediate transmission shaft 6e, and output shaft 6b of the reduction mechanism, the connecting shaft 9a (or the first segment body 9a01, the second segment body 9a02), and the threaded shaft 4a to rotate in the forward direction. During operation, when the threaded shaft 4a rotates in the reverse direction, the connecting shaft 9a (or the first segment body 9a01, the second segment body 9a02), the output shaft 6b of the reduction mechanism, the intermediate transmission shaft 6e, the input shaft 6a, and the motor shaft 5a will rotate in the reverse direction. The functions of the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11, which are provided on the integral structure or respectively provided on the first segment body 9a01 and the second segment body 9a02, are not affected.

[0153] All the specific embodiments described above fall within the scope of the technical solution of this invention.

[0154] Example 9, see Figure 12 .

[0155] Figure 12Embodiment 9 of the structure shown is Figure 8 Another variation of the structure shown in Embodiment 5.

[0156] The structure of Embodiment 9 includes the aforementioned push rod device 4, motor 5, one-way control mechanism 9 for controlling the pushing operation, and deceleration mechanism 6;

[0157] The transmission system of Embodiment 9 includes the motor shaft 5a, the threaded 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 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 shaft 4a to rotate in the forward direction. In the operating condition, when the threaded shaft 4a rotates in the reverse direction, the output shaft 6b, the input shaft 6a and the connecting shaft 9a of the reduction mechanism 6 and the motor shaft 5a can rotate in the reverse direction accordingly.

[0158] The implementation structure of the push rod device 4 is the same as in Embodiment 1, see [link to Embodiment 1]. Figure 9 and Figure 2 The structure shown and the related description in Embodiment 1;

[0159] Figure 12 The shape of the embodiment shown is similar to the "L"-shaped structure of embodiment 8;

[0160] 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.

[0161] Figure 12 As shown, the connecting shaft 9a is a segmented structure consisting of a first segment 9a01 and a second segment 9a02. The first segment 9a01 is located between the inner end of the motor shaft 5a and the input shaft 6a of the reduction mechanism, and the second segment 9a02 is located on the outer end of the input shaft 6a of the reduction mechanism. One end of the first segment 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 segment 9a02 is connected to the outer end of the input shaft 6a of the reduction mechanism. Alternatively, the first segment 9a01... Located on the outer end of the input shaft 6a of the reduction mechanism, the second segment 9a02 is located between the motor shaft 5a and the inner end of the input shaft 6a of the reduction mechanism. One end of the first segment 9a01 is connected to the outer end of the input shaft 6a of the reduction mechanism, the inner end of the second segment 9a02 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 output shaft 6b of the reduction mechanism is connected to the inner end of the threaded shaft 4a. The positions of the first segment 9a01 and the second segment 9a02 can be interchanged.

[0162] Figure 12As shown, one end of the first segment 9a01 is integrally connected to the front end of the motor shaft 5a, and the other end of the first segment 9a01 is connected to the inner end of the input shaft 6a of the reduction mechanism via a coupling. The inner end of the second segment 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 shaft 4a via a coupling. In practice, one end of the first segment 9a01 can also be integrally connected to the front end of the motor shaft 5a via a coupling, while the other end of the first segment 9a01 can be integrally connected to the inner end of the input shaft 6a of the reduction mechanism. The connection method is such that the inner end of the second segment 9a02 and the outer end of the input shaft 6a of the reduction mechanism can also be a coupling connection structure; and the positions of the first segment 9a01 and the second segment 9a02 can be interchanged; when the motor 5 is running, the motor shaft 5a can drive the first segment 9a01, the input shaft 6a of the reduction mechanism 6, the second segment 9a02, the output shaft 6b and the threaded shaft 4a to rotate in the forward direction. In the operating condition, when the threaded shaft 4a rotates in the reverse direction, the output shaft 6b, the input shaft 6a and the first segment 9a01, the second segment 9a02 and the motor shaft 5a of the reduction mechanism 6 can rotate in the reverse direction accordingly;

[0163] One of the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 is provided on the first segment body 9a01, and the other is provided on the second segment body 9a02. The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11, which are respectively connected to the first segment body 9a01 and the second segment body 9a02, can be interchanged.

[0164] Figure 12 As shown, the normally closed one-way braking mechanism 10 is connected to the first segment 9a01, and the normally open one-way braking mechanism 11 is connected to the second segment 9a02. The normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 connected to the first segment 9a01 and the second segment 9a02 respectively can be interchanged. The connection and function of the normally closed one-way braking mechanism 10 and the normally open one-way braking mechanism 11 with the first segment 9a01 and the second segment 9a02 are the same as described above.

[0165] The second housing 17 is a split housing structure of the first sub-housing 1701 and the second sub-housing 1702, corresponding to the first segment 9a01 and the second segment 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 motor housing 5. The inner end of the second sub-housing 1702 is connected to the outer side wall of the reduction mechanism 6. The first segment 9a01 and the normally closed one-way braking mechanism 10 connected to the segment are located inside the first sub-housing 1701, and the second segment 9a02 and the normally open one-way braking mechanism 11 connected to the segment are located inside the second sub-housing 1702. In practice, the positioning screw 10a in the normally closed one-way braking mechanism 10 is connected to the front end of the motor housing 5.

[0166] 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 are respectively provided with connecting ears 8a on the same axis. Figure 12 As shown, the component at the other end of the sleeve-type push rod 8, which is coaxial with the sleeve-type push rod 8, is the deceleration mechanism 6. That is, the outer end of the sleeve-type push rod 8 and the outer side wall of the deceleration mechanism 6, which is coaxial with the sleeve-type push rod 8, are respectively provided with the connecting ears 8a at the same axis; that is, the connecting ears 8a at both ends of the present invention.

[0167] In specific implementation, a transition connector 6c can be provided on the inner side wall of the output shaft 6b of the deceleration mechanism to connect with the connecting plate 12. The connection between the transition connector 6c and the connecting plate 12 is beneficial to the stability of the structure of this part and plays a protective role for the coupling structure between the output shaft 6b of the deceleration mechanism and the inner end of the threaded shaft 4a.

[0168] See others Figure 12 As shown.

[0169] Furthermore:

[0170] Figure 12 In the structure shown, the reduction mechanism 6 also contains an intermediate transmission shaft 6e.

[0171] Compared to the intermediate transmission shaft 6e in the deceleration mechanism 6, the integral connecting shaft 9a or the first segment 9a01 and the second segment 9a02 can also be modified in various ways. The specific modifications are similar to those described in Embodiment 8, and the various modifications are also within the scope of this invention.

[0172] Example 10, see Figure 13 .

[0173] Figure 13 The structure shown is relative to Figure 2 The diagram shows a variation of the structure and also demonstrates an application to a normally closed brake.

[0174] Figure 13 The embodiment shown includes the push rod device 4, the motor 5, and the one-way control mechanism 9 for controlling the pushing operation.

[0175] Figure 13 The transmission system shafts in the structure shown include the motor shaft 5a, the threaded shaft 4a in the push rod device 4, and the connecting shaft 9a in the one-way control mechanism 9. When the motor 5 is running, the motor shaft 5a can drive the connecting shaft 9a and the threaded shaft 4a to rotate in the forward direction. When the threaded shaft 4a rotates in the reverse direction during operation, the connecting shaft 9a and the motor shaft 5a can rotate in the reverse direction accordingly.

[0176] The connecting shaft 9a is provided with a normally closed one-way braking mechanism 10 and a normally open one-way braking mechanism 11.

[0177] In the push rod device 4:

[0178] Figure 2 In the embodiment 1 shown, the first spring component 7 is located between the disc 15 at the inner end of the sleeve-type push rod 8 and the connecting plate 12, while Figure 13 In the embodiment 10 shown, the first spring component 7 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. The tension of the first spring component 7 in both acts on the sleeve-type push rod 8, and the two have the same effect.

[0179] Figure 2 In the embodiment 1 shown, the second 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, while Figure 13 In the embodiment 10 shown, the second spring member 16 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. The tension of the second spring member 16 in both acts on the sleeve-type push rod 8, and the two have the same effect.

[0180] Figure 13 Other structures of Embodiment 10 shown are similar to Figure 2 The same as Example 1 shown, see [link to example]. Figure 13 and Figure 2 And the relevant description in Example 1.

[0181] The working process of the embodiment of the structure shown in Figure 13:

[0182] Figure 13 The structural elements, working principle, and function of the braking mechanism 1 shown are similar to those of the braking mechanism 1 shown in the figure. Figure 2 The braking mechanism shown is the same as 1. Figure 2In the braking mechanism 1 shown, the fulcrum Z of the two brake arms 3 is located slightly below the middle of the brake arm, and the end point of its braking end 3a is located at the lower end of the brake arm 3 shown in the figure. Figure 13 The fulcrum Z of the braking mechanism 1 shown is located at the lower end of the brake arm shown, and the end point of its braking end 3a is located in the lower middle part of the brake arm shown. Both are commonly used existing technology structures.

[0183] Figure 13 The first 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 spring component 7 shown is located between the disc 15 and the connecting plate 12 at the inner end of the sleeve-type push rod 8. Both act on the sleeve-type push rod 8, and their working principle, process and effect are the same. Both achieve the first thrust through the extension and thrust of the first spring component 7. Figure 13 The second 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 spring component 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 their working principle, process and effect are the same. They achieve superimposed thrust by forming a state of further compression and energy storage after the first thrust is achieved.

[0184] Figure 13 The braking mechanism 1 shown is... Figure 2 The braking mechanism 1 shown has the same principle, structure and effect. The only difference between the two is that their fulcrum Z is located in different positions. Figure 2 The fulcrum Z on the brake arm 3 is located in its lower part, and the end point of the brake end 3a is the lower end of the brake arm 3. During braking, the sleeve-type push rod 8 extends outward, causing the driving end 3c of the brake arm 3 to swing outward; and Figure 13 The fulcrum Z on the brake arm 3 shown is located at the lower end of the brake arm 3, and the end point of the brake end 3a is located on the lower part of the brake arm 3. During braking, the sleeve-type push rod 8 retracts inward, thereby driving the drive end 3c of the brake arm 3 to swing inward. Now, regarding... Figure 13 The working process of the illustrated structural embodiment is briefly described below:

[0185] 1) The working state of this invention during the release process of a normally closed brake:

[0186] Figure 13In the braking state shown, the first spring member 7 is in the first thrust state after stretching following the first-stage braking, while the second spring member 16 is in the superimposed thrust state of being further compressed and storing energy during the superimposed braking state. In this state, the normally closed one-way braking mechanism 10 is closed, preventing the locking connecting shaft 9a from rotating forward, thus maintaining a stable and reliable superimposed thrust state at the second spring member 16. The sleeve-type push rod 8 is in the inward-retracted state, and a certain distance is maintained between the outer side of the flange 14a and the outer end of the threaded section 4b on the nut 14 and the inner side of the end wall 8b of the sleeve-type push rod 8. Figure 13 The spacing shown.

[0187] When it is necessary to release the brake, i.e., to release the thrust of the electric push rod, the normally closed one-way brake mechanism 10 is energized and opened, releasing the forward locking state of the connecting shaft 9a. Simultaneously, the normally open one-way brake mechanism 11 is energized and closed (the energization and closure of the normally open one-way brake mechanism 11 only has a one-way braking function to prevent the connecting shaft 9a from reversing, and does not affect the forward rotation of the connecting shaft 9a), putting the connecting shaft 9a in a forward-rotating state. In this state, the compressed second spring member 16 releases energy and stretching thrust as the threaded shaft 4a can rotate forward. This thrust, through the flange 14a on the nut 14, causes the nut 14 to move outward along the threaded section 4b, thus allowing the thread to rotate. When the rotating shaft 4a rotates in the forward direction, the motor 5 is energized. The motor shaft 5a drives the connecting shaft 9a and the threaded rotating shaft 4a to rotate in the forward direction. That is, the energy released by the second spring component 16 and the thrust of its extension assist the motor shaft 5a in driving the threaded rotating shaft 4a to rotate in the forward direction. The combined force of the two forces allows the threaded rotating shaft 4a to rotate in the forward direction quickly, thereby accelerating the displacement of the nut 14 along the threaded section 4b to the outward end, until the outer side of the flange 14a on the nut 14 is in contact with and pressed against the inner side 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, the thrust of the second spring component 16 acting on the extension tendency of the sleeve-type push rod 8 is eliminated, and the superimposed thrust is released, i.e., the superimposed thrust is released. Brake release; during the release of the superimposed thrust, the second spring component 16 releases energy and the stretching thrust assists the motor shaft 5a in driving the threaded shaft 4a to rotate in the forward direction, which helps to shorten the release time of the thrust and assists in the start-up of the motor, thus reducing 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 in the forward direction, the nut 14 continues to move outward along the threaded section 4b, and the flange 14a on the nut 14 pushes the sleeve-type push rod 8 to extend outward. In this invention, the connecting ears 8a at both ends push the driving ends 3c of the two brake arms to swing outward, and the endpoints of the brake ends 3a of the two brake arms move outward accordingly until they drive When the friction plate 3d disengages from the braked component to a certain gap, the first spring component 7 is compressed, and the thrust is released, i.e., the brake is released. In this state, the motor 5 is de-energized and stops running. The normally open one-way braking mechanism 11, which is in the energized closed state, locks the connecting shaft 9a and prevents it from rotating in the opposite direction. The threaded shaft 4a and the motor shaft 5a also cannot rotate in the opposite direction. The first spring component 7 is in a stable compressed state, thereby effectively maintaining the electric push rod in a stable reset state, i.e., the brake is in a stable open state. In this state, the outer side of the flange 14a on the nut 14 and the inner side of the end wall 8b of the sleeve-type push rod 8 are in a close and tight state.

[0188] 2) The working state of this invention during the braking process of a normally closed brake:

[0189] When braking is required, i.e., the electric push rod is in a pushing state, the normally open one-way braking mechanism 11 is de-energized and returns to the normally open state, i.e., the locking of the connecting shaft 9a is released, making the connecting shaft 9a reversible. The normally closed one-way braking mechanism 10, even in its de-energized closed state, does not affect the reversibility of the connecting shaft 9a. In this state, the first spring member 7, which is in a compressed state, extends and, through the disc member 15 acting on the inner end of the sleeve-type push rod 8, pushes the sleeve-type push rod 8 inward. Simultaneously with pushing the sleeve-type push rod 8 inward, due to the... The outer side of the flange 14a is in a pressed and fitted state with the inner side of the end wall 8b of the sleeve-type push rod 8. The end wall 8b of the sleeve-type push rod 8 pushes the flange 14a on the nut 14 to move inward. The nut 14 then moves inward along the threaded section 4b. During the inward movement of the nut 14 along the threaded section 4b, the threaded shaft 4a is driven into a reverse state, and the connecting shaft 9a and the motor shaft 5a are also in a reverse state. Under the thrust of the continued extension of the first spring member 7, as the sleeve-type push rod 8 continues to retract inward, it enters the first pushing state. The two connecting ears 8a of the invention respectively drive the driving ends 3c of the two brake arms to swing inward. The braking components 3b of the braking ends of the two brake arms then quickly close inward until the friction plate 3d and the braking surface of the braked part quickly come into contact and press together, thus realizing the first thrust. During the process of the friction plate 3d and the braking surface of the braked part quickly coming into contact and pressing together, the sleeve-type push rod 8 stops retracting inward. Due to the thrust of the first spring component 7 continuing to extend and the kinetic energy generated by the rotating component during rotation, the threaded shaft 4a continues to rotate in reverse, and the nut 14 continues to rotate along the thread. When segment 4b moves inward, the flange 14a on the nut 14 disengages from the inner side of the end wall 8b of the sleeve-type push rod 8, and the flange 14a begins to compress the second spring member 16. After the flange 14a disengages from the inner side of the end wall 8b of the sleeve-type push rod 8, the first spring member 7 continues to exert a thrusting force on the sleeve-type push rod 8, and drives the driving end 3c of the brake arm to swing inward through the connecting lug 8a, so that the friction plate 3d and the brake surface of the braked part are quickly attached and pressed together to enter the first-level braking state until the first-level braking is achieved.

[0190] When the first spring component 7 achieves its first thrust, i.e., first-level effective braking, or during the process of the first spring component 7 performing its first push through its extension thrust, i.e., first-level braking, if the braking clearance increases due to wear of the friction pads, the first spring component 7 will continue to extend for a certain stroke. Although this continued extension stroke will affect the effect of the first thrust to some extent, it serves two purposes: firstly, it allows the relevant rotating components to continue generating kinetic energy; secondly, it compensates for the increased braking clearance, ensuring that the friction pads and the braked component remain in a close and pressed state. In this state, due to the... Under the kinetic energy generated by the rotating components such as the threaded shaft 4a, connecting shaft 9a, and motor shaft 5a in the reverse state, the threaded shaft 4a continues to reverse, and the nut 14 continues to move inward along the threaded section 4b. As the nut 14 continues to move further inward along the threaded section 4b, the second spring component 16 is further compressed, and the distance between the flange 14a on the nut 14 and the inner side of the end wall 8b of the sleeve-type push rod 8 after separation increases, until the threaded shaft 4a stops rotating in the reverse direction and the nut 14 stops moving inward. At this point, the outer side of the flange 14a on the nut 14 separates from the inner side of the end wall 8b of the sleeve-type push rod 8. Figure 13As shown in the diagram, the second spring member 16 is in a state of further compression and energy storage, thus achieving superimposed thrust. When the threaded shaft 4a stops rotating in the reverse direction, the normally closed one-way braking mechanism 10, which is in a closed state, locks the connecting shaft 9a from rotating in the forward direction (the threaded shaft 4a, connecting shaft 9a, and motor shaft 5a also cannot rotate in the forward direction), so that the second spring member 16 is in a stable state of further compression and energy storage, thereby effectively maintaining the electric push rod in a stable thrust state with reliable pushing effect. In this state, it is further compressed and stored. The thrust generated by the second spring component 16, which is compressed and stores energy, acts on the sleeve-type push rod 8, causing the sleeve-type push rod 8 to continue to retract inward. This further drives the drive ends 3c of the two brake arms to swing inward. That is, based on the first-stage braking, the brake components 3b of the brake ends 3a of the two brake arms receive a braking force source again and further close inward. This allows the friction pads to obtain superimposed braking force, achieving superimposed braking on the braked component. The normally closed one-way braking mechanism 10, which is in a closed state, locks the connecting shaft. 9a cannot rotate in the forward direction, thus effectively maintaining the brake in a stable state with reliable braking effect. The superimposed thrust achieved by the second spring member 16, which is in a further compressed and energy-storing state, has two aspects: First, it further obtains superimposed thrust under the action of the first spring member 7 to achieve the first thrust, i.e., the first level of effective braking, thereby improving the reliability of the pushing effect, i.e., the braking effect. Second, when the friction plate wears and the braking gap increases, the friction plate and the braked component are in a close and pressed state to obtain the superimposed thrust achieved by the second spring member 16. Moreover, although the increased braking gap will affect the first thrust effect to some extent due to the continued extension of the first spring member 7, the thrust of the continued extension of the first spring member 7 allows the relevant rotating components to continue to generate kinetic energy. The continued generation of kinetic energy can increase the effect of the second spring member 16 in further compression and energy storage, i.e., increase the effect of the superimposed thrust achieved by the second spring member 16, so that the normally closed brake of the present invention can still be in a stable and reliable braking state. Compared with the prior art, the reliability of the braking effect is improved.

[0191] The structures of the push rod device 4 in Examples 2 to 9 are all the same as those in Example 1. In the specific embodiments of the present invention, Figure 13 The push rod device 4 shown in the diagram has the same principle, structure, and effect as the push rod device 4 in Embodiment 1. That is, the push rod device 4 and braking mechanism 1 in Embodiments 2 to 9 can also be... Figure 13 The push rod device 4 and braking mechanism 1 are shown in the diagram.

[0192] Figure 2 , Figure 12 , Figure 13In this invention, 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 are respectively provided with connecting ears 8a on the same axis, which are respectively connected to the drive end 3c hinge shaft of the two brake arms in the brake mechanism 1; however, since the connecting components for connecting with the electric push rod device in the existing brake mechanism 1 are somewhat different, the connection method between the brake mechanism 1 and the electric push device in this invention is not unique.

[0193] Figure 14 This illustration demonstrates another form of connection between the connecting lugs 8a at both ends of the present invention and the braking mechanism 1. In the illustrated braking mechanism, the driving ends 3c of the two braking arms are connected to the triangular rod member 3e of a conventional structure. In the illustration, the lower connecting lug 8a of the present invention is connected to a hinge pin of a separately provided fixing member, while the upper connecting lug 8a is connected to the hinge pin of the driving rod in the triangular rod member 3e. This shows that when the connecting lugs 8a at both ends of the present invention are connected to the object (device or mechanism) being pushed, except... Figure 2 , Figure 12 , Figure 13 In addition to the connection method shown, it can also be that one end of the connecting ear 8a is connected to the hinge shaft of the fixed member, and the other end of the connecting ear 8a is connected to the object (device or mechanism) being pushed.

[0194] To further illustrate the essential features of the present invention, the following is provided: Figure 12 The prototype normally closed brake, manufactured with the structure shown, was set with an initial braking gap of 1.5 mm. The braking force generated when the braking gap increases is measured under the same experimental test bench and test conditions. The results are as follows:

[0195] When the initial braking clearance of the brake is 1.5 mm, the measured braking force is 28.6 KN, and the working stroke of the present invention is 9 mm;

[0196] When the braking gap was adjusted from 1.5 mm to 2.5 mm, the braking force was measured to be 28.2 KN, and the actual working stroke of the present invention was 15 mm.

[0197] When the braking gap was adjusted from 2.5 mm to 3.5 mm, the braking force was measured to be 27.4 KN, and the actual working stroke of the present invention was 21 mm.

[0198] When the braking gap was adjusted from 3.5 mm to 4.5 mm, the braking force was measured to be 26.7 KN, and the actual working stroke of the present invention was 27 mm.

[0199] In the above test data: when the brake clearance is adjusted from 1.5 mm to 2.5 mm, it is equivalent to the friction pad wearing down by 1 mm in 3 days, which exceeds the initial working stroke by 6 mm. When the brake clearance is adjusted to 4.5 mm, it is equivalent to the friction pad wearing down by 3 mm in 3 days, which exceeds the working stroke by 18 mm, which is 3 times the working stroke at the initial braking. However, the braking force is still 93.4% of the initial braking, and the braking force is only reduced by 6.6%, which is still within the effective braking range. The braking force measured can still produce a stable and reliable braking effect.

[0200] The various specific embodiments described in the examples of this specification are not all variations of the present invention. Therefore, other variations based on the present invention are all within the scope of the present invention.

Claims

1. An electric linear actuator with superimposed thrust, characterized by: It includes a push rod device (4), a motor (5), and a one-way control mechanism (9) for controlling the push operation. The one-way control mechanism (9) includes a second housing (17) and a connecting shaft (9a) located inside the second housing (17). 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 rotating shafts in the transmission system 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 in the forward direction. When the threaded rotating shaft (4a) rotates in the reverse direction, the connecting shaft (9a) and the motor shaft (5a) will rotate in the reverse direction 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 shaft (4a) is connected to the connecting plate (12). The threaded section (4b) at the other end of the threaded 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 threaded transmission pair. The thread angle is greater than the self-locking angle. A flange (14a) is provided on the nut (14). When the threaded shaft (4a) rotates, the nut (14) can be displaced axially along the threaded section (4b). The flange (14a) on the nut (14) moves along with it. 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 (15). The disc (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 out of 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 disc (15) is larger than the outer diameter of the nut (14). Under the action of external force, the sleeve-type push rod (8) can extend or retract axially relative to the first housing (13). The first housing (13) is provided with a first spring member (7). The first spring member (7) is located between the disc (15) at the inner end of the sleeve-type push rod (8) and the connecting plate (12), or 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). The thrust of the first spring member (7) acts on the sleeve-type push rod (8). The push rod device (4) is provided with a second spring component (16), which is located between the flange (14a) on the nut (14) and the end wall (8b) of the sleeve-type push rod (8), or between the flange (14a) on the nut (14) and the disc (15) at the inner end of the sleeve-type push rod (8). The thrust of the second spring component (16) acts on the sleeve-type push rod (8). 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) are respectively provided with connecting ears (8a) on the same axis.

2. The electric actuator with superimposed thrust according to claim 1, characterized in that: The connecting shaft (9a) is an integral structure located between the motor shaft (5a) and the threaded 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 shaft (4a). Both the normally closed one-way braking mechanism (10) and the normally open one-way braking mechanism (11) are located on the connecting shaft (9a) of the integral structure. The normally closed one-way braking mechanism (10) is located on the inner shaft section of the connecting shaft (9a), and the normally open one-way braking mechanism (11) is located on the outer shaft section of the connecting shaft (9a). Alternatively, the normally closed one-way braking mechanism (10) is located on the outer shaft section of the connecting shaft (9a), and the normally open one-way braking mechanism (11) is located on the inner shaft section of the connecting shaft (9a). The second housing (17) is 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 lugs (8a) on the outer end of the sleeve-type push rod (8) and the other end of the motor (5) coaxial with the sleeve-type push rod (8) are respectively provided on the rear end of the motor housing.

3. The electric actuator with superimposed thrust according to claim 1, characterized in that: The connecting shaft (9a) is an integral structure 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 shaft (4a). Both the normally closed one-way braking mechanism (10) and the normally open one-way braking mechanism (11) are mounted on the connecting shaft (9a) of the integral structure. The second housing (17) is 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 motor (5) housing. The connecting lugs (8a) on the outer end of the sleeve-type push rod (8) and the outer end of the second housing (17) on the other end coaxial with the sleeve-type push rod (8) are respectively provided on the same axis.

4. The electric actuator with superimposed thrust according to claim 1, characterized in that: The connecting shaft (9a) is a segmented structure consisting of a first segment (9a01) and a second segment (9a02). The first segment (9a01) is located between the motor shaft (5a) and the threaded shaft (4a), while the second segment (9a02) is located at the rear end of the motor shaft (5a). One end of the first segment (9a01) located between the motor shaft (5a) and the threaded 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 shaft (4a). The second segment (9a02) located at the rear end of the motor shaft (5a)... 2), its inner end is connected to the rear end of the motor shaft (5a); or the first segment body (9a01) is located on the rear end of the motor shaft (5a), and the second segment body (9a02) is located between the motor shaft (5a) and the threaded shaft (4a). The inner end of the first segment body (9a01) located on the rear end of the motor shaft (5a) is connected to the rear end of the motor shaft (5a), and the second segment body (9a02) located between the motor shaft (5a) and the threaded shaft (4a) has one end connected to the front end of the motor shaft (5a) and the other end connected to the inner end of the threaded shaft (4a). One of the normally closed one-way braking mechanism (10) and the normally open one-way braking mechanism (11) is provided on the first segment body (9a01), and the other is provided on the second segment body (9a02); The second housing (17) is a split housing structure consisting of a first sub-housing (1701) and a second sub-housing (1702), corresponding to the first segment (9a01) and the second segment (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 connecting lugs (8a) on the outer end of the sleeve-type push rod (8) and the outer end of the second sub-shell (1702) on the other end coaxial with the sleeve-type push rod (8) are respectively provided on the outer end wall.

5. The electric actuator with superimposed thrust according to claim 1, characterized in that: A speed reduction mechanism (6) is provided, which has an input shaft (6a) and an output shaft (6b); The rotating shafts in the transmission system include the motor shaft (5a), the threaded 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). The motor shaft (5a) can drive the connecting shaft (9a), the input shaft (6a) and output shaft (6b) of the reduction mechanism and the threaded shaft (4a) to rotate. When the threaded shaft (4a) rotates in the reverse direction, the output shaft (6b), input shaft (6a) and connecting shaft (9a) of the reduction mechanism and the motor shaft (5a) rotate in the reverse direction.

6. The electric actuator with superimposed thrust according to claim 5, characterized in that: The connecting shaft (9a) is an integral structure 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), 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 shaft (4a). Both the normally closed one-way braking mechanism (10) and the normally open one-way braking mechanism (11) are mounted on the connecting shaft (9a) of the integral structure. The second housing (17) is 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 one side wall of the reduction mechanism (6). The connecting lugs (8a) on the outer end of the sleeve-type push rod (8) and the other end of the motor (5) coaxial with the sleeve-type push rod (8) are respectively provided on the rear end of the housing.

7. The electric actuator with superimposed thrust according to claim 5, characterized in that: The connecting shaft (9a) is an integral structure 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). Both the normally closed one-way braking mechanism (10) and the normally open one-way braking mechanism (11) are mounted on the connecting shaft (9a) of the integral structure. The second housing (17) is an integral structure. Corresponding to the connecting shaft (9a) of the integral structure, one end of the second housing (17) is connected to one side wall of the deceleration mechanism (6), and the other end is connected to the connecting plate (12). The connecting lugs (8a) on the outer end of the sleeve-type push rod (8) and the other end of the motor (5) coaxial with the sleeve-type push rod (8) are respectively provided on the rear end of the housing.

8. The electric actuator with superimposed thrust according to claim 5, characterized in that: The connecting shaft (9a) is an integral structure located on 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 shaft (4a). Both the normally closed one-way braking mechanism (10) and the normally open one-way braking mechanism (11) are mounted on the connecting shaft (9a) of the integral structure. The second housing (17) is 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 motor (5) housing. The connecting lugs (8a) on the outer end of the sleeve-type push rod (8) and the outer end of the second housing (17) on the other end coaxial with the sleeve-type push rod (8) are respectively provided on the same axis.

9. The electric actuator with superimposed thrust according to claim 5, characterized in that: The connecting shaft (9a) is a segmented structure consisting of a first segment (9a01) and a second segment (9a02). The first segment (9a01) is located between the output shaft (6b) of the reduction mechanism and the threaded shaft (4a). The second segment (9a02) is located on the outer end of the input shaft (6a) of the reduction mechanism. One end of the first segment (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 shaft (4a). The inner end of the second segment (9a02) is connected to the output shaft (6b) of the reduction mechanism. It is connected to the outer end of the input shaft (6a) of the reduction mechanism; or the first segment (9a01) is located on the outer end of the input shaft (6a) of the reduction mechanism, and the second segment (9a02) is located between the output shaft (6b) of the reduction mechanism and the threaded shaft (4a). The inner end of the first segment (9a01) is connected to the outer end of the input shaft (6a) of the reduction mechanism, and one end of the second segment (9a02) is connected to the output shaft (6b) of the reduction mechanism, and the other end is connected to the inner end of the threaded shaft (4a). Either the normally closed one-way braking mechanism (10) or the normally open one-way braking mechanism (11) can be provided on the first segment body (9a01), and the other can be provided on the second segment body (9a02); The second housing (17) is a split housing structure of the first split housing (1701) and the second split housing (1702), corresponding to the first segment (9a01) and the second segment (9a02) of the connecting shaft (9a). One end of the first split housing (1701) is connected to the inner wall of the deceleration 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 wall of the deceleration mechanism (6). The connecting lugs (8a) on the outer wall of the deceleration mechanism (6) at the outer end of the sleeve-type push rod (8) and the other end coaxial with the sleeve-type push rod (8) are respectively provided on the same axis.

10. The electric actuator with superimposed thrust according to claim 5, characterized in that: The connecting shaft (9a) is a segmented structure consisting of a first segment (9a01) and a second segment (9a02). The first segment (9a01) is located between the inner end of the motor shaft (5a) and the input shaft (6a) of the reduction mechanism, and the second segment (9a02) is located on the outer end of the input shaft (6a) of the reduction mechanism. One end of the first segment (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 segment (9a02) is connected to the outer end of the input shaft (6a) of the reduction mechanism. The connection is as follows: either the first segment (9a01) is located on the outer end of the input shaft (6a) of the reduction mechanism, and the second segment (9a02) is located between the motor shaft (5a) and the inner end of the input shaft (6a) of the reduction mechanism; one end of the first segment (9a01) is connected to the outer end of the input shaft (6a) of the reduction mechanism, the inner end of the second segment (9a02) 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 output shaft (6b) of the reduction mechanism is connected to the inner end of the threaded shaft (4a); One of the normally closed one-way braking mechanism (10) and the normally open one-way braking mechanism (11) is provided on the first segment body (9a01), and the other is provided on the second segment body (9a02); The second housing (17) is a housing structure of the first sub-housing (1701) and the second sub-housing (1702), corresponding to the first segment (9a01) and the second segment (9a02) of the connecting shaft (9a). One end of the first sub-housing (1701) is connected to the inner wall of the reduction mechanism (6), and the other end is connected to the front end of the motor (5) housing. The inner end of the second sub-housing (1702) is connected to the outer wall of the reduction mechanism (6). The connecting lugs (8a) on the outer wall of the deceleration mechanism (6) at the outer end of the sleeve-type push rod (8) and the other end coaxial with the sleeve-type push rod (8) are respectively provided on the same axis.

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

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