A variable torque braking anti-skid system

Abstract

This invention provides a variable torque braking anti-slip system, comprising: a push-rod disc brake, mounted close to the drive source on the trolley assembly to brake the brake disc on the coupling of the drive source; an electro-hydraulic push-rod brake, mounted on the wheel frame of the trolley assembly to brake the wheels; and a control system, configured to send commands to the push-rod disc brake and the electro-hydraulic push-rod brake according to the real-time operating conditions of the quay crane, wherein the push-rod disc brake and the electro-hydraulic push-rod brake determine corresponding braking torque values ​​based on the received commands. According to the embodiments of the present invention, the variable torque braking anti-slip system can set the braking torque according to different operating conditions of the quay crane to achieve braking and prevent wheel slippage under emergency stopping conditions.

Description

Technical Field

[0001] This invention relates to the field of quay crane equipment, and more specifically to a variable torque braking anti-slip system. Background Technology

[0002] With the increasing prevalence of sea-air intermodal transport, more and more terminals are facing height restrictions. In this context, a new type of horizontally sliding low-profile quay crane has emerged. Unlike conventional quay cranes that use pitching motions to facilitate ship handling, this new type of quay crane uses horizontal sliding motion to retract or extend its girder to facilitate ship handling or loading / unloading operations, effectively solving the problem of conventional quay cranes affecting aviation safety due to excessive height.

[0003] The braking system is one of the most important subsystems of a quay crane, serving as a fundamental guarantee for its operational safety and reliability. Conventional quay crane braking systems consist of high-speed and low-speed brakes, employing a constant torque braking system. Unlike conventional quay cranes, the wheel pressure of a horizontal sliding quay crane is significantly affected by factors such as wind speed and direction, running direction, beam position, and trolley position. This results in substantial differences in wheel pressure under various operating conditions, leading to significant variations in the maximum static friction force available at each corner under different conditions. If a conventional constant torque setting is used, the braking force of the brakes would far exceed the maximum static friction force of the wheels. This would cause wheel slippage during emergency braking in dangerous situations, resulting in wheel tread damage and substantial replacement costs. Summary of the Invention

[0004] In view of this, the present invention provides a variable torque braking anti-skid system, which can set the braking torque according to different working conditions of the quay crane to achieve braking and prevent wheel slippage under emergency stopping conditions.

[0005] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0006] The variable torque braking anti-skid system according to an embodiment of the present invention includes:

[0007] A push-rod disc brake, the push-rod disc brake being mounted close to the drive source on the trolley assembly to brake the brake disc on the coupling of the drive source;

[0008] An electro-hydraulic actuator brake, which is used to be mounted on the wheel frame of a trolley assembly to brake the wheels;

[0009] The control system is used to send commands to the push rod disc brake and the electro-hydraulic push rod brake according to the real-time operating conditions of the quay crane, and the push rod disc brake and the electro-hydraulic push rod brake determine the corresponding braking torque value based on the received commands.

[0010] Furthermore, the push-rod type disc brake includes:

[0011] Z-shaped base, the Z-shaped base being used for mounting on the trolley assembly;

[0012] A pair of main booms are arranged opposite each other, and one end of each pair of main booms is respectively hinged to the outer end of the upper surface of the Z-shaped base;

[0013] A pair of first brake pads are respectively connected to a pair of main body booms, one above the other;

[0014] The first power unit is mounted on the lower surface of the Z-shaped base, and the output end of the first power unit is connected to the other end of the main body boom above.

[0015] An automatic wear compensator, one end of which is close to the other end of the upper main boom and connected to the output end of the first power unit, and the other end is pivotally connected to the other end of the lower main boom;

[0016] An elastic component is vertically disposed between the first power unit and the main boom, with its bottom end connected to the lower surface of the Z-shaped base and its top end connected to the output end of the first power unit.

[0017] Furthermore, the first power unit includes:

[0018] The thruster is vertically mounted on the lower surface of the Z-shaped base.

[0019] A connecting rod, one end of which is pivotally connected to the top of the thruster, and the other end of which is pivotally connected to the other end of the upper main boom; the upper end of the automatic wear compensator is connected to the other end of the connecting rod; and the top end of the elastic component is connected to the middle part of the connecting rod.

[0020] A proportional valve, which is connected to the thruster,

[0021] The proportional valve controls the thruster to extend and retract, thereby driving the connecting rod to swing and controlling the opening and closing of a pair of main booms.

[0022] Furthermore, the push-rod type disc brake also includes a wear limiting device.

[0023] The wear limiting device is mounted on the main boom near the first brake pad, and the wear limiting device is used to detect the amount of wear on the first brake pad.

[0024] Furthermore, the push-rod type disc brake also includes a release limiting device.

[0025] The release limiting device is located on the connecting rod, and the release limiting device is used to detect the action state of the connecting rod.

[0026] Furthermore, the top of the elastic component is connected to the middle part of the connecting rod via an adjusting bolt.

[0027] Furthermore, the electro-hydraulic actuator includes:

[0028] The second power unit is used to be mounted on the wheel frame of the trolley assembly;

[0029] A wheel clamp for mounting on a wheel;

[0030] The main hydraulic pipe connects the second power unit to the clamping wheel.

[0031] Furthermore, the clamping wheel includes one or two.

[0032] Furthermore, the clamping wheel includes:

[0033] The clamp is U-shaped and is used for mounting on the wheel;

[0034] A pair of hydraulic push rods, the pair of hydraulic push rods being mounted opposite each other at both ends of the clamp;

[0035] A pair of second brake pads, each pair of second brake pads being connected to the ends of the pair of hydraulic push rods that extend into the inner side of the clamp;

[0036] A pair of hydraulic sub-pipes, one end of which is connected to a pair of hydraulic push rods, and the other end of which is connected to a hydraulic connector, wherein the hydraulic connector is connected to the main hydraulic pipe.

[0037] Furthermore, the wheel clamp also includes a cleaning device, which is installed at the bottom of both sides of the clamp seat.

[0038] The above-described technical solution of the present invention has at least one of the following beneficial effects:

[0039] According to an embodiment of the present invention, the variable torque braking anti-slip system collects real-time data of various parameters (such as wind speed and direction, main beam position, trolley position, trolley running direction and speed, etc.) through the control system, and judges the specific braking conditions of the crane in real time. When an emergency stop failure or operation occurs, the control system sends instructions to the push rod disc brake and electro-hydraulic push rod brake on the trolley assembly according to the current working conditions, and sets the corresponding braking torque value so that the braking force matches the maximum static friction force of the crane wheels, thereby avoiding wheel slippage during emergency braking and preventing damage to the wheel tread. Attached Figure Description

[0040] Figure 1 This is a schematic diagram of the layout of the variable torque braking anti-skid system on the large vehicle assembly according to an embodiment of the present invention;

[0041] Figure 2 This is a three-dimensional structural diagram of the push rod disc brake in the variable torque braking anti-skid system according to an embodiment of the present invention;

[0042] Figure 3 This is a front view of the push rod disc brake in the variable torque braking anti-skid system of this invention.

[0043] Figure 4 This is a schematic diagram of the electro-hydraulic push rod brake in a variable torque braking anti-skid system according to an embodiment of the present invention;

[0044] Figure 5 This is a schematic diagram of the electro-hydraulic push rod brake in a variable torque braking anti-skid system according to another embodiment of the present invention;

[0045] Figure 6 This is a three-dimensional structural diagram of the wheel clamp in the variable torque braking anti-skid system according to an embodiment of the present invention;

[0046] Figure 7 This is a front view of the wheel clamp in the variable torque braking anti-skid system according to an embodiment of the present invention;

[0047] Figure 8 The circuit diagram of the uninterruptible power supply in the variable torque braking anti-skid system of this invention is shown in an embodiment of the present invention.

[0048] Figure 9 This is a diagram showing the relationship between the current of the proportional valve and the braking torque in the variable torque braking anti-skid system according to an embodiment of the present invention.

[0049] Reference numerals: 100. Push rod type disc brake; 110. Z-shaped base; 120. Main boom; 130. First brake pad; 140. First power unit; 141. Thruster; 142. Connecting rod; 143. Proportional valve; 150. Automatic wear compensator; 160. Elastic component; 161. Adjusting bolt; 170. Wear limiting device; 180. Release limiting device;

[0050] 200. Electro-hydraulic push rod brake; 210. Second power unit; 220. Wheel clamp; 221. Clamping seat; 222. Hydraulic push rod; 223. Second brake pad; 224. Sub-hydraulic hose; 225. Cleaning device; 226. Brake pad guide pin; 227. Hydraulic connector; 230. Main hydraulic hose;

[0051] 300. Trolley assembly; 310. Wheel; 320. Drive motor; 330. Coupling; 340. Gearbox. Detailed Implementation

[0052] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the described embodiments of the present invention are within the scope of protection of the present invention.

[0053] Unless otherwise defined, the technical or scientific terms used in this invention shall have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship also changes accordingly.

[0054] The variable torque braking anti-skid system according to an embodiment of the present invention will now be described in detail with reference to the accompanying drawings.

[0055] According to embodiments of the present invention, a variable torque braking anti-skid system, such as Figure 1 As shown, it may include: a push rod type disc brake 100, an electro-hydraulic push rod type brake 200, and a control system (not shown).

[0056] The push-rod disc brake 100 is mounted close to the drive source on the trolley assembly 300 to brake the brake disc on the coupling 330 of the drive source. The push-rod disc brake 100 is used as a high-speed brake in the crane trolley assembly 300.

[0057] An electro-hydraulic actuator brake 200 is mounted on the wheel frame of the trolley assembly 300 to brake the wheels 310. The electro-hydraulic actuator brake 200 is used as a low-speed brake in the crane trolley assembly 300.

[0058] The control system sends commands to the push-rod disc brake 100 and the electro-hydraulic push-rod brake 200 based on the real-time operating conditions of the quay crane. The push-rod disc brake 100 and the electro-hydraulic push-rod brake 200 determine the corresponding braking torque values ​​based on the received commands.

[0059] Specifically, according to an embodiment of the present invention, a variable torque braking anti-skid system is used to be installed on a trolley assembly 300 to brake the trolley assembly 300 in real time. The trolley assembly 300 includes wheels 310, a drive motor 320, a coupling 330, and a reduction gearbox 340. The drive motor 320 is connected to the reduction gearbox 340 through the coupling 330, and the output end of the reduction gearbox 340 is connected to the wheels 310, thereby driving the wheels 310 of the trolley assembly 300 to move.

[0060] The variable torque braking anti-skid system of this invention includes a push rod disc brake 100, an electro-hydraulic push rod brake 200, and a control system. The push rod disc brake 100 is mounted on the trolley assembly 300 and is used to clamp the brake disc on the coupling 330 for braking. The electro-hydraulic push rod brake 200 is mounted on the wheel frame of the trolley assembly 300 to brake the wheels 310. The control system can set the braking torque of the push rod disc brake 100 and the electro-hydraulic push rod brake 200 according to the actual working conditions to ensure the reliability and stability of the braking of the trolley assembly 300.

[0061] Specifically, the actual operating conditions can be based on information such as the position of the main beam of the horizontal sliding quay crane, the position of the trolley, the load size, the trolley's running speed, and wind speed and direction. In other words, by determining in real time which specific operating condition the braking of the trolley assembly 300 belongs to, when an emergency stop failure or operation occurs, the control system will immediately make a judgment and send commands to the push rod disc brake 100 and electro-hydraulic push rod brake 200 on the trolley assembly 300 according to the current operating conditions, setting the corresponding braking torque value so that the braking force matches the maximum static friction of the wheel 310, thereby avoiding wheel slippage during emergency braking and preventing damage to the wheel tread, thus reducing the replacement and maintenance costs of the quay crane.

[0062] In some embodiments, such as Figure 2 and Figure 3 As shown, the push rod type disc brake 100 may include: a Z-shaped base 110, a pair of main arms 120, a pair of first brake pads 130, a first power unit 140, an automatic wear compensator 150, and an elastic component 160.

[0063] The Z-shaped base 110 is used for mounting on the trolley assembly 300.

[0064] A pair of main booms 120 are arranged opposite each other, and one end of each pair of main booms 120 is respectively hinged to the outer end of the upper surface of the Z-shaped base 110.

[0065] A pair of first brake pads 130 are respectively connected to a pair of main booms 120.

[0066] The first power unit 140 is mounted on the lower surface of the Z-shaped base 110, and the output end of the first power unit 140 is connected to the other end of the main body boom 120 above.

[0067] One end of the automatic wear compensator 150 is close to the other end of the upper main boom 120 and connected to the output end of the first power unit 140, while the other end is pivotally connected to the other end of the lower main boom 120.

[0068] The elastic component 160 is vertically disposed between the first power unit 140 and the main boom 120, with its bottom end connected to the lower surface of the Z-shaped base 110 and its top end connected to the output end of the first power unit 140.

[0069] In other words, the push-rod disc brake 100 of this embodiment is normally closed, meaning that the first power unit 140 drives a pair of main booms 120 to remain clamped through the automatic wear compensator 150. At this time, a pair of first brake pads 130 clamp the brake disc of the coupling 330 from top to bottom to maintain braking. The elastic component 160 serves to pre-tighten the opening and closing ends of the pair of main booms 120. Thus, the push-rod disc brake 100 achieves stable and reliable braking of the brake disc of the coupling 330.

[0070] In some embodiments, such as Figure 2 As shown, the first power unit 140 may include: a thruster 141, a connecting rod 142, and a proportional valve 143.

[0071] The thruster 141 is vertically mounted on the lower surface of the Z-shaped base 110.

[0072] One end of the connecting rod 142 is pivotally connected to the top of the thruster 141, and the other end is pivotally connected to the other end of the upper main boom 120. The upper end of the automatic wear compensator 150 is connected to the other end of the connecting rod 142, and the top end of the elastic component 160 is connected to the middle part of the connecting rod 142.

[0073] The proportional valve 143 is connected to the thruster 141.

[0074] The propeller 141 is extended and retracted by the proportional valve 143 to drive the connecting rod 142 to swing, thereby controlling the opening and closing of a pair of main booms 120.

[0075] In other words, the first power unit 140 of this embodiment drives the thruster 141 to extend and retract through the proportional valve 143, thereby controllably adjusting the swing amplitude of the connecting rod 142, and finally setting the braking torque when the pair of main booms 120 are clamped up and down, so as to adapt to different working conditions and avoid the braking force being much greater than the maximum static friction of the wheel, causing the wheel to slip.

[0076] In some embodiments, such as Figure 2 and Figure 3 As shown, the push rod type disc brake 100 may also include a wear limiting device 170.

[0077] The wear limiting device 170 is mounted on the main boom 120 near the first brake pad 130. The wear limiting device 170 is used to detect the amount of wear on the first brake pad 130.

[0078] In other words, a wear limiting device 170 is installed on the main boom 120 near the first brake pad 130 to monitor the wear of the first brake pad 130 in real time, so as to facilitate timely replacement and maintenance and ensure the stability and reliability of braking.

[0079] In some embodiments, such as Figure 2 and Figure 3 As shown, the push rod type disc brake 100 may also include a release limit device 180.

[0080] The release limit device 180 is provided on the connecting rod 142 and is used to detect the action state of the connecting rod 142.

[0081] In other words, a release limit device 180 is installed on the connecting rod 142 connected to the top of the thruster 141 to monitor the movement range of the thruster 141 driving the connecting rod 142, thereby enabling real-time monitoring of the opening or closing state of a pair of main booms 120, ensuring the safety and reliability of the push rod disc brake 100.

[0082] In some embodiments, such as Figure 3 As shown, the top of the elastic component 160 is connected to the middle part of the connecting rod 142 via an adjusting bolt 161.

[0083] In other words, adjusting the preload connecting the top of the elastic component 160 and the middle part of the connecting rod 142 by adjusting the bolt 161 is beneficial for meeting the torque adjustment requirements of different working conditions.

[0084] In some embodiments, such as Figure 4 and Figure 5 As shown, the electro-hydraulic actuator 200 may include: a second power unit 210, a wheel clamp 220, and a main hydraulic pipe 230.

[0085] The second power unit 210 is used to be installed on the wheel frame of the trolley assembly 300.

[0086] Wheel clamp 220 is used to mount on wheel 310, wherein wheel clamp 220 may include one or two.

[0087] The main hydraulic pipe 230 connects the second power unit 210 and the wheel clamp 220.

[0088] That is, the second power unit 210 applies hydraulic pressure to the wheel clamp 220 through the main hydraulic pipe 230, and then the corresponding braking torque of the wheel clamp 220 can be adjusted according to the actual working conditions. Among them, the second power unit 210 can be, for example, a hydraulic pump, which contains a proportional valve inside. By adjusting the proportional valve in the hydraulic pump, the braking torque value of the electro-hydraulic push rod type brake 200 by the second power unit 210 is adjusted. Here, the second power unit 210 is not specifically limited.

[0089] In some embodiments, such as Figure 6 and Figure 7 shown, the wheel clamp 220 may include: a clamp seat 221, a pair of hydraulic push rods 222, a pair of second brake pads 223, and a pair of sub-hydraulic pipes 224.

[0090] Among them, the clamp seat 221 is in a "ji" shape, and the clamp seat 221 is used to be installed on the wheel 310.

[0091] A pair of hydraulic push rods 222 are relatively installed at both end parts of the clamp seat 221.

[0092] A pair of second brake pads 223 are respectively connected to the end parts of a pair of hydraulic push rods 222 extending into the inner side of the clamp seat 221.

[0093] One end of a pair of sub-hydraulic pipes 224 is respectively connected to a pair of hydraulic push rods 222, and the other end is respectively connected to a hydraulic joint 227, and the hydraulic joint 227 is connected to the main hydraulic pipe 230.

[0094] That is, the main hydraulic pipe 230 is respectively connected to two sub-hydraulic pipes 224 through the hydraulic joint 227, and then drives a pair of hydraulic push rods 222 on the clamp seat 221 to act. The end parts of the hydraulic push rods 222 extending into the inside of the clamp seat 221 are connected to the second brake pads 223, so as to realize the control setting of the braking torque of the second brake pads 223. The structure is simple and reliable, and is easy to disassemble and maintain.

[0095] In some embodiments, such as Figure 6 and Figure 7 shown, the wheel clamp 220 may further include a cleaning device 225, and the cleaning device 225 is installed at the bottom of both side ends of the clamp seat 221.

[0096] That is, a pair of cleaning devices 225 are further installed at the bottom of both side ends of the clamp seat 221. The soft cleaning blocks on the cleaning device 225 are pressed against the braking surface to scrape off some dirt on the braking surface of the wheel, protecting the second brake pads 223 from being worn and enabling reliable braking.

[0097] In addition, guide holes are provided on both ends of the clamp 221. The guide holes are used to pass through the brake pad guide pin 226 and to guide the brake pad during installation to ensure installation accuracy.

[0098] The control system of the variable torque braking anti-slip system in this embodiment of the invention consists of a crane main control system and an anti-slip system PLC. The crane main control system controls the opening and closing of the actuators via the power supply of the push-rod disc brake and the electro-hydraulic push-rod brake. The push-rod disc brake and the electro-hydraulic push-rod brake can be quickly disconnected in emergency stops or similar situations. Internal switching valves and external proportional valves are connected to the anti-slip system PLC. The switching valve and the proportional valve use a 24V control power supply. To prevent voltage drop over long distances, the valve control power supply must use a battery with a 6mm² cross-section. 2 The above cable connections.

[0099] In this embodiment of the invention, the crane main control system and the anti-slip system PLC communicate through the Profinet (automation bus standard) interface. For this purpose, a PN-PN coupler will be installed in the panel of the anti-slip system PLC, allowing the push rod type disc brake and electro-hydraulic push rod type brake of each part of the crane to be controlled independently.

[0100] In this embodiment of the invention, the anti-slip system PLC controls the switching valves and proportional valves on the push-rod disc brake and electro-hydraulic push-rod brake to precisely distribute the braking torque of each brake. To ensure the anti-slip system functions even in the event of a crane power failure, the system has an integrated uninterruptible power supply (UPS) to provide power to the valves and PLC during a power outage. This UPS is installed in the control cabinet (see attached diagram). Figure 8 .

[0101] The variable torque braking anti-skid system of this invention sets the torque of the pushrod disc brake and the electro-hydraulic pushrod brake through a proportional valve within the power unit of each pushrod disc brake and the electro-hydraulic pushrod brake. The relationship between the current of the proportional valve and the brake torque is as follows: Figure 9 As shown.

[0102] The variable torque braking anti-slip system of this invention also has an emergency stop function setting. When the crane stops in an emergency, the anti-slip system PLC will use the torque calculation value used last time and close all brakes through analog control of the proportional valve to achieve dynamic braking. For safety reasons, after 5 seconds, all brakes will use full torque braking.

[0103] The logic settings of the variable torque braking anti-skid system in this embodiment of the invention are shown in Table 1.

[0104] Table 1 Logic Setting Table for Variable Torque Braking Anti-Slip System

[0105]

[0106]

[0107] In other words, the variable torque braking anti-skid system of this invention performs sensitivity analysis on various parameters affecting wheel pressure, selects the parameters with the greatest influence (such as wind speed and direction, beam position, trolley position, and trolley travel direction and speed), and formulates a load combination table for different working conditions to obtain the braking torque setting value under different loads. The crane control system transmits the parameters to the anti-skid system PLC in real time. The anti-skid system PLC determines the working conditions based on the provided data, achieving the purpose of setting different torques according to different working conditions.

[0108] The above description represents the preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A variable torque braking anti-skid system, characterized in that, include: A push-rod disc brake, the push-rod disc brake being mounted close to the drive source on the trolley assembly to brake the brake disc on the coupling of the drive source; An electro-hydraulic actuator brake, which is used to be mounted on the wheel frame of a trolley assembly to brake the wheels; The control system is used to send commands to the push rod disc brake and the electro-hydraulic push rod brake according to the real-time operating conditions of the quay crane, and the push rod disc brake and the electro-hydraulic push rod brake determine the corresponding braking torque value based on the received commands. The push-rod type disc brake includes: Z-shaped base, the Z-shaped base being used for mounting on the trolley assembly; A pair of main booms are arranged opposite each other, and one end of each pair of main booms is respectively hinged to the outer end of the upper surface of the Z-shaped base; A pair of first brake pads are respectively connected to a pair of main booms, one above the other, to clamp the brake disc of the coupling to maintain the braking state. The first power unit is mounted on the lower surface of the Z-shaped base, and the output end of the first power unit is connected to the other end of the main body boom above. An automatic wear compensator, one end of which is close to the other end of the upper main boom and connected to the output end of the first power unit, and the other end is pivotally connected to the other end of the lower main boom; An elastic component is vertically disposed between the first power unit and the main boom, with its bottom end connected to the lower surface of the Z-shaped base and its top end connected to the output end of the first power unit. The first power unit includes: The thruster is vertically mounted on the lower surface of the Z-shaped base. A connecting rod, one end of which is pivotally connected to the top of the thruster, and the other end of which is pivotally connected to the other end of the upper main boom; the upper end of the automatic wear compensator is connected to the other end of the connecting rod; and the top end of the elastic component is connected to the middle part of the connecting rod. A proportional valve, the proportional valve being connected to the thruster; The proportional valve controls the thruster to extend and retract, thereby driving the connecting rod to swing and controlling the opening and closing of a pair of main booms. The push rod disc brake also includes a wear limiting device; the wear limiting device is mounted on the main boom near the first brake pad, and the wear limiting device is used to detect the amount of wear on the first brake pad; The push rod type disc brake also includes a release limit device; the release limit device is disposed on the connecting rod, and the release limit device is used to detect the movement range of the connecting rod in order to monitor the opening or closing state of a pair of main booms in real time.

2. The variable torque braking anti-skid system according to claim 1, characterized in that, The top of the elastic component is connected to the middle part of the connecting rod via an adjusting bolt.

3. The variable torque braking anti-skid system according to claim 1, characterized in that, The electro-hydraulic push rod brake includes: The second power unit is used to be mounted on the wheel frame of the trolley assembly; A wheel clamp for mounting on a wheel; The main hydraulic pipe connects the second power unit to the clamping wheel.

4. The variable torque braking anti-skid system according to claim 3, characterized in that, The clamping wheel may include one or two.

5. The variable torque braking anti-skid system according to claim 3, characterized in that, The clamping wheel includes: The clamp is U-shaped and is used for mounting on the wheel; A pair of hydraulic push rods, the pair of hydraulic push rods being mounted opposite each other at both ends of the clamp; A pair of second brake pads, each pair of second brake pads being connected to the ends of the pair of hydraulic push rods that extend into the inner side of the clamp; A pair of hydraulic sub-pipes, one end of which is connected to a pair of hydraulic push rods, and the other end of which is connected to a hydraulic connector, wherein the hydraulic connector is connected to the main hydraulic pipe.

6. The variable torque braking anti-skid system according to claim 5, characterized in that, The clamp also includes a cleaning device, which is installed at the bottom of both sides of the clamp.

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