A compression latching device, control system and method

Abstract

The application discloses a compact locking device, a control system and a method in the field of rail transit. The device comprises a lock body, a power unit, a transmission mechanism, a brake device and a spring friction brake device. The transmission mechanism comprises a speed reducer, a lock tongue and an energy storage element. The spring friction brake device comprises a control unit and an execution unit. The control unit is fixed on the lock body, and the execution unit is installed at the end of the non-longest shaft of the transmission mechanism. The spring friction brake device can control the rotation state and the braking state of the transmission mechanism. The transmission mechanism transmits the driving force of the power unit to unlock or lock the lock tongue. The overall size of the device is reduced, and the weight is reduced. The stability of the braking performance is further improved by the spring friction brake device cooperating with the respective spring connection. The spring friction brake device has no running-in period and better adaptability.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, specifically to a clamping and locking device, control system, and method. Background Technology

[0002] Auxiliary locks are crucial devices in domestic and international rail transit door systems. They enhance door constraint, compensate for the compression of sealing strips, and thus solve airtightness issues, improving the safety performance of the door system. They are indispensable in high-speed train door systems. Currently, almost all high-speed train sliding door systems use pneumatic auxiliary lock devices. This device uses a cylinder as a power source to drive the bolt to swing, compressing the door sealing strip to achieve locking and unlocking functions.

[0003] On the one hand, the pneumatic auxiliary lock devices commonly used in high-speed trains are driven by an air source within the car body. Their performance is significantly affected by the operating state of this air source, thus requiring high-quality air supply from the car body. On the other hand, rapidly developing urban and intercity EMUs generally lack an air source, but still require considerable airtightness and safety performance, necessitating the installation of auxiliary lock devices. Electric auxiliary locks are a key technology for eliminating reliance on an additional air source within the car body, addressing issues of airtightness, passenger comfort, and reliable door clamping in urban and intercity vehicles, and achieving broad compatibility between auxiliary locks on high-speed trains and urban / intercity EMUs.

[0004] After reaching the locked position, the auxiliary lock needs to remain locked until the unlocking function is activated. Existing electric auxiliary locks often use an end-face friction electromagnetic brake at the motor shaft end to achieve the locking and holding function. For example, CN110644867A uses an electromagnetic brake placed at the top of the motor shaft, while CN209976248U uses a friction brake placed at the tail of the motor shaft. This device activates after the auxiliary lock reaches the locked position; the brake disc electromagnetically engages, generating friction to brake the entire transmission mechanism, thus achieving the locking and holding function of the electric auxiliary lock. However, the end-face friction electromagnetic brake further increases the length of the motor shaft, resulting in an increase in the lock body size and wasted space. Secondly, the end-face friction electromagnetic brake is affected by surface roughness, dimensions, and installation accuracy; the two friction discs have initial gaps and unevenness. Therefore, in actual use, the friction device initially only generates friction through localized compression, resulting in low braking performance. After a break-in period, localized wear occurs, and the braking performance gradually increases to the expected level. Replacement or loosening requires re-break-in. The braking performance of the end-face friction electromagnetic brake is unstable. Summary of the Invention

[0005] The purpose of this application is to provide a clamping and locking device, control system and method to solve the defects of the prior art, such as increased lock body size and weight, wasted space, and unstable braking ability and poor adaptability of the end face friction brake during use.

[0006] To achieve the above objectives, this application employs the following technical solution:

[0007] In a first aspect, a clamping and locking device includes:

[0008] Lock body;

[0009] A power unit, which is fixed to the lock body;

[0010] The transmission mechanism includes a reduction gear, a locking tongue, and an energy storage element. Each transmission shaft of the reduction gear is connected to the lock body. The transmission mechanism is driven by a power unit, which transmits the driving force of the power unit to the locking tongue to actuate and achieve locking. The energy storage element connects the lock body and the reduction gear, storing energy during the locking process. When the locking device loses power or unlocks, the energy storage element releases energy to drive the reduction gear to reset.

[0011] A braking device, wherein the braking device is a spring friction braking device; the spring friction braking device includes a control unit and an execution unit, the control unit is fixed on the lock body, and the execution unit is installed at the end of the non-longest shaft of the transmission mechanism; the spring friction braking device controls the rotation state and braking state of the transmission mechanism by switching the state of the execution unit.

[0012] In a further embodiment of this application, the spring friction braking device includes an electromagnet fixed on the lock body, a spring stop, and a hub fixed on the transmission mechanism. An electromagnet return spring is coaxially mounted on the moving iron core of the electromagnet, and a hub spring is mounted on the outer ring of the hub. One end of the hub spring is connected to the spring stop, and the other end is connected to the moving iron core of the electromagnet.

[0013] In a further embodiment of this application, the reduction device in the transmission mechanism includes a primary gear transmission pair, a secondary gear transmission pair, and a cam mechanism. The primary gear transmission pair is rotatably connected to the secondary gear transmission pair, the secondary gear transmission pair is coaxially connected to the cam mechanism, and the cam mechanism maintains constant contact with the locking tongue.

[0014] The power unit drives the first-stage gear transmission pair to rotate, the first-stage gear transmission pair drives the second-stage gear transmission pair to rotate, and the second-stage gear transmission pair drives the cam assembly to rotate, thereby driving the locking tongue to rotate.

[0015] In a further embodiment, the primary gear transmission pair includes a small gear fixed at the output end of the power unit, the secondary gear transmission pair includes a large gear that rotates synchronously with the cam mechanism, and an idler double gear is rotatably mounted on the lock body. The small gear meshes with the large gear in the idler double gear, and the large gear meshes with the small gear in the idler double gear.

[0016] In a further embodiment, the cam mechanism includes a cam, which is rotatably mounted on the lock body via a camshaft, and the cam disc has guide tubes at both ends.

[0017] In a further embodiment, the cam rotation includes an unloaded approach section, a speed-changing drive section, and a locking bearing section. The preferred rotation angle of the cam in the unloaded approach section is 55~65°, used to drive the latch to swing rapidly until it begins to press the corresponding latch. The preferred rotation angle of the cam in the speed-changing drive section is 260~275°, during which the pressure angle of the cam gradually decreases from 35° to 25° as the stroke increases. The preferred angle of the locking bearing section is 25~32°, during which the cam has a near-concentric circle design.

[0018] In a further embodiment of this application, the latch is rotatably mounted on the lock body via a latch shaft, and the latch has guide tubes at both ends.

[0019] In a further embodiment of this application, the energy storage element includes an unlocking spring and a latch return spring; there are two unlocking springs, which are respectively installed on the guide cylinders at both ends of the cam, and the two unlocking springs are correspondingly connected to the cam and the lock body; the unlocking springs realize the reset of the cam mechanism; the latch return spring is installed on the guide cylinder of the latch, and the two ends of the latch return spring are correspondingly connected to the latch and the lock body; the latch return spring realizes the reset of the latch.

[0020] Secondly, this application provides a control system including the aforementioned clamping and locking device and controller, wherein the controller is used to issue control commands to the power unit and the spring friction braking device.

[0021] Thirdly, this application provides a control method based on the above-mentioned control system, which includes:

[0022] The controller issues a locking command, the power unit drives the reduction device, the reduction device drives the locking tongue to rotate to the locking position, the control unit electromagnet moving iron core in the spring friction braking device retracts, drives the hub spring to friction brake the hub, thereby achieving braking of the transmission mechanism;

[0023] The controller issues an unlocking command, the power unit is short-circuited to achieve initial buffering, the spring friction braking device is de-energized and reset, relieving the braking on the transmission mechanism; the energy storage element releases energy to drive the transmission mechanism in the reverse direction, thereby resetting and unlocking the latch; or the power unit is energized, and the power unit drives the transmission mechanism in the reverse direction, thereby resetting and unlocking the latch.

[0024] When the control system loses power, the spring friction braking device loses power and resets, relieving the braking on the transmission mechanism; the energy storage element releases energy and drives the transmission mechanism in the reverse direction, thereby resetting and unlocking the locking tongue.

[0025] The beneficial effects of this application are as follows:

[0026] This application uses a spring friction braking device to act on the transmission mechanism, and the near concentric circle design at the end of the cam profile reduces the braking demand. The braking function execution element is arranged at the end of the transmission mechanism. This solution effectively reduces the overall height of the motor shaft system and improves the space utilization efficiency. In actual production, the overall volume of the auxiliary locking device is reduced by 25%, of which the overall height of the auxiliary locking device is reduced by 13%, the overall length is reduced by 14%, and the overall weight of the auxiliary locking device is reduced by 35%, while also achieving cost reduction.

[0027] The design of the wheel hub and the moving iron core of the electromagnet in the spring friction braking device, combined with their respective spring connections, allows the wheel hub spring to grip the wheel hub and generate frictional braking force during braking. The wheel hub spring has a self-centering function when gripping, exhibiting excellent adaptability to initial gaps and unevenness caused by surface roughness, dimensional variations, and installation deviations. The spring friction braking device requires no break-in period, further improving the stability of braking performance and providing better adaptability to actual working conditions. Attached Figure Description

[0028] Figure 1 This is an exploded view of the clamping and locking device in Embodiment 1 of this application;

[0029] Figure 2 This is a schematic diagram of the clamping and locking device in Embodiment 1 of this application;

[0030] Figure 3 This is a top view of the clamping and locking device in Embodiment 1 of this application (with the gear cover removed).

[0031] Figure 4 This is an enlarged view of the spring friction braking device in the clamping and locking device of Embodiment 1 of this application;

[0032] Figure 5 This is a schematic diagram of the preferred parameters of the cam in the clamping and locking device of Embodiment 1 of this application.

[0033] in:

[0034] 1. Lock body; 2. Camshaft; 3. Motor; 4. Cam; 5. Pinion; 6. Idler shaft; 7. Idler double gear; 8. Gear cover; 9. Large gear; 10. Stop shaft; 11. Bearing; 12. Unlocking spring; 13. Lock tongue; 14. Lock tongue return spring; 15. Lock tongue shaft; 16. Hub; 17. Spring stop; 18. Hub spring; 19. Electromagnet return spring; 20. Electromagnet. Detailed Implementation

[0035] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this application or its application or use. Example 1

[0036] like Figure 1 and Figure 2 As shown, this embodiment discloses a clamping and locking device, which includes a lock body 1, a latch 13, and a spring friction braking device. Two parallel partitions are spaced apart on the lock body 1. The latch 13 is rotatably mounted on the lock body 1 and intermittently constrained by a primary constraint force. A power unit is fixed to the lock body 1 and connected to the latch 13 via a reduction gear, which is intermittently constrained by a secondary constraint force. Normally, the power unit, reduction gear, and latch 13 are fixed parallel to each other on the two partitions, with the reduction gear positioned between the power unit and the latch 13. The spring friction braking device is fixed to the lock body 1 and movably connected to the reduction gear, thereby applying an adaptive and variable tertiary constraint force to the reduction gear. The reduction gear transmits the driving force of the power unit to unlock or lock the latch 13. Alternatively, if the power unit loses power, the latch 13 is unlocked by the release action of the primary, secondary, and tertiary constraint forces.

[0037] In use, the power unit drives the reduction device to work and thus move the locking tongue 13 to achieve locking or unlocking. In this embodiment, the motor 3 is used as the power unit. Other components, such as rotary cylinders, can be selected according to the actual situation. When the locking tongue 13 is locked, it is fixed and constrained by the spring friction braking device. The three-level constraint force generated by the electromagnetic braking device can be adjusted accordingly with the movement state of the locking tongue 13, and has strong adaptability.

[0038] The structure of the device will be described in detail below with reference to the accompanying drawings and the operating principle.

[0039] As attached Figure 1 and Figure 3 As shown, the deceleration device in this embodiment includes three main parts: a primary gear transmission pair, a secondary gear transmission pair, and a cam assembly. The primary gear transmission pair is connected to the output shaft of the motor 3. The secondary gear transmission pair and the cam assembly are rotatably mounted on the partition of the lock body 1. The motor 3 drives the primary gear transmission pair to rotate, which in turn drives the secondary gear transmission pair to rotate, and finally drives the cam assembly to drive the lock tongue 13 to rotate. During the process, the primary constraint force and the secondary constraint force gradually change.

[0040] The primary gear transmission pair includes a pinion 5, and the secondary gear transmission pair includes a large gear 9. The pinion 5 is coaxially fixed on the output shaft of the motor 3, and the large gear 9 is coaxially fixed on the camshaft 2. The camshaft 2 is rotatably installed in the mounting area between the partitions of the lock body 1. In this embodiment, the secondary gear transmission pair and the primary gear transmission pair share a single idler double gear 7. The idler double gear 7 is rotatably installed on the partition of the lock body 1 via an idler shaft 6. The idler double gear 7 consists of a large gear and a small gear integrally installed axially. During installation, the large gear and the pinion 5 in the idler double gear 7 mesh to form the primary gear transmission pair; the pinion 5 in the idler double gear 7 meshes with the large gear 9 to form the secondary gear transmission pair. The motor 3 drives the rotation of each gear, indirectly driving the camshaft 2 to rotate, and finally realizing the action of the cam assembly to rotate the lock tongue 13.

[0041] In this embodiment, the cam assembly, as the component that directly contacts the latch 13, needs to ensure strong stability. It is designed as follows: the cam assembly includes a cam 4 and two unlocking springs 12. The cam 4 is fixed to the area between two partitions on the cam shaft 2. Guide cylinders are integrally provided axially at both ends of the cam 4. The two unlocking springs 12 are axially mounted on the guide cylinders. One arm of each unlocking spring 12 hooks onto the pin of the cam 4, and the other arm connects to the lock body 1. The deformation of the unlocking spring 12 provides a secondary constraint force. In this embodiment, the latch 13 is rotatably mounted on the lock body 1 via the latch shaft 15. Guide cylinders are also provided at both ends of the latch 13 axially, and a latch return spring 14 is axially provided on one side of the guide cylinder. One arm of the latch return spring 14 hooks onto the latch 13, and the other arm connects to the lock body 1. The deformation of the latch return spring 14 provides a primary constraint force. It should be noted that the latch 13 and the cam 4 need to be in contact.

[0042] As attached Figures 2 to 4As shown, the spring friction braking device in this embodiment includes an electromagnet 20, a spring stop 17, and a hub 16. The electromagnet 20 and the spring stop 17 are fixed at intervals on the partition plate on the side of the lock body 1 away from the large gear 9. The hub 16 is coaxially fixed to one end of the camshaft 2 near the electromagnet 20. An electromagnet return spring 19 is coaxially mounted on the moving iron core of the electromagnet 20. A hub spring 18 is provided on the outer ring of the hub 16. The hub spring 18 has a certain installation torque. One end arm is blocked by the spring stop 17, and the other end arm is connected to the pin on the moving iron core inside the electromagnet 20 and can move with the moving iron core inside the electromagnet 20.

[0043] In some embodiments, a stop shaft 10 and a gear cover 8 are provided. The stop shaft 10 is fixedly installed on the lock body 1, and its end and the structure on the large gear 9 form a stop feature. The gear cover 8 is fixedly installed on the lock body 1. When in use, the entire device is installed on the corresponding position of the door system with screws.

[0044] As attached Figure 5 As shown, in this embodiment, the sidewall contour line of the cam is the working profile of the cam when it is working. The working profile includes an unloaded approach section, a speed-changing drive section, and a locking bearing section. The total rotation angle of the cam during a single action along the working profile is preferably in the range of 310~330°. Among them, the rotation angle of the cam in the unloaded approach section is preferably in the range of 55~65°. This section is used to drive the locking tongue 13 to swing quickly until it begins to press the corresponding latch. The rotation angle of the cam in the speed-changing drive section is preferably in the range of 260~275°. The pressure angle of the cam in this section gradually decreases from 35° to 25° as the stroke increases. The force transmission performance of the cam gradually improves and the output torque continuously increases. The angle of the locking bearing section is preferably in the range of 25~32°. The cam is designed as a near-concentric circle.

[0045] The technical parameters of the clamping and locking device in this embodiment are compared with those of existing clamping and locking devices as shown in Table 1 below.

[0046]

[0047] Table 1

[0048] As shown in Table 1, compared with the existing clamping and locking devices, the device in this embodiment is superior to the existing clamping and locking devices in many technical parameters, ultimately achieving cost reduction.

[0049] The first key technical point of this application is that, during braking, the spring friction brake device uses an electromagnetic element to drive the spring to grip the hub 16, forming friction braking. The cam 4 profile is designed as a near-concentric circle at the end of its stroke, effectively reducing the braking capacity requirement when the auxiliary lock is in the locked state, thus providing a basis for arranging the intermediate shaft of the spring friction brake device. The braking device's placement on the camshaft 2 effectively reduces the overall height of the motor shaft system, thereby achieving a design that reduces the overall size, weight, and cost of the auxiliary lock device.

[0050] The second key technical point of this application is that the braking capacity of the end-face friction electromagnetic braking device is unstable. In the spring friction braking device, the inner diameter of the hub spring 18 tightens in the same direction as the movement trend of the hub 16. After the hub spring 18 is tightened, if the braked hub 16 has an additional abnormal movement trend, the movement trend of the hub 16 will drive the inner diameter of the hub spring 18 to further contract, and the hub spring 18 will become tighter and tighter, thus rapidly increasing the braking capacity. In addition, the hub spring has a self-centering function when tightened, and has a good adaptability to the initial gaps and unevenness caused by process and installation deviations such as surface roughness and dimensions. The spring friction braking device has no break-in period, further improving the stability of braking performance and providing better adaptability to actual working conditions.

[0051] Working principle of the device:

[0052] In this embodiment, the clamping and locking device (auxiliary lock) is powered by the motor 3, which transmits the power to the camshaft 2 through the I and II gear pairs. This drives the cam 4, which is coaxially mounted on the camshaft 2, to rotate. The cam 4 and the latch 13 form a cam pair, which drives the latch 13 to rotate and clamp the corresponding latch structure on the door leaf, thus achieving the locking function. After reaching the locked position, the electromagnet 20 drives the hub spring 18 to contract and clamp the hub 16 to form friction braking, realizing the clamping and locking function of the electric clamping and locking device on the door. When unlocking, the electromagnet 20 and the hub spring 18 reset and release the hub 16, releasing the brake. The entire mechanism reverses under the action of the unlocking spring 12 and the latch return spring 14. It has a safety function of automatic unlocking when power is off. When power is off, the electromagnet 20 can automatically reset under the action of the electromagnet return spring 19, releasing the brake. The entire mechanism reverses under the action of the unlocking spring 12 and the latch return spring 14.

[0053] Furthermore, when the auxiliary lock is in the locked state, the external load is transmitted to the cam pair formed by cam 4 and latch 13, forming a positive pressure at the contact position between cam 4 and latch 13. Due to the eccentricity of the cam around its rotation center, the external load has a torque on the camshaft 2, which is the main torque required for braking. When designing the profile of cam 4, the end of the stroke (reached in the locked state) is designed as a near-concentric circle. Therefore, the required braking torque around the camshaft 2 generated by the positive pressure at the cam pair is effectively reduced, thereby greatly reducing the braking capacity requirement of the braking actuator and providing a premise for arranging the intermediate shaft of the spring friction braking device. In the spring friction braking device, the hub spring 18 is driven by an electromagnetic element to clamp the hub 16, forming friction braking. In the spring friction braking device, the inner diameter of the hub spring 18 tightens in the same direction as the movement trend of the hub 16. After the hub spring 18 clamps, if the braked hub 16 has an additional abnormal movement trend, the hub movement trend will drive the inner diameter of the spring to further contract, and the hub spring 18 will coil tighter and tighter, rapidly increasing the braking capacity. Example 2

[0054] This embodiment provides a control system, which includes the clamping and locking device and the controller described in Embodiment 1 above. The controller is electrically connected to the power unit and the spring friction braking device, and is used to issue control commands to the power unit and the spring friction braking device. Example 3

[0055] This embodiment discloses a control method, which is implemented based on the control system of Embodiment 2 above, and includes the following steps:

[0056] Electric locking process:

[0057] At the beginning of the locking process, the mechanism is in the unlocked state, at which time the camshaft 2, the coaxially mounted large gear 9, and the locking tongue 13 are in the unlocked state. Figure 3 The position is indicated by the dashed line (dashed outline). When the clamping and locking device receives the locking command from the controller (control system), the electronic control system controls the motor 3 to rotate in the clamping direction and output driving force. The first and second gear pairs transmit power to the camshaft 2. The camshaft 2 and the coaxially mounted large gear 9 gradually move to the position indicated by the solid line (solid outline) under the drive of the motor 3. At the same time, the camshaft 2 drives the coaxially mounted cam 4 to drive the locking tongue 13 to gradually move to the position indicated by the solid line (solid outline). During operation, the built-in position sensor of motor 3 continuously detects the angle of motor movement. Once the set angle is reached, the electronic control system determines that the electric pressing and locking device has reached the locking position. Then, the electronic control system controls the electromagnet 20 installed on the lock body 1 to start actuating. The moving iron core inside the electromagnet 20 contracts, pulling one arm of the hub spring 18 to move. The other arm of the hub spring 18 is blocked by the spring stop 17 fixed on the lock body 1 and remains stationary. Therefore, the inner diameter of the hub spring 18 contracts, gripping the hub 16 and forming a friction braking force around the hub 16, thereby realizing the pressing and locking function of the dynamic pressing and locking device on the door. After braking is achieved, motor 3 enters a short delay. During the delay, the built-in position sensor of motor 3 continuously detects the angle of motor movement. If no movement is detected, motor 3 is de-energized. Electromagnet 20 is continuously energized after starting to operate and keeps the electric lock in the locked state.

[0058] Electric unlocking process:

[0059] When the electric locking device receives the unlocking command from the control system, the position sensor built into motor 3 starts working and continuously detects the angle of motor movement. Simultaneously, the internal windings of motor 3 are short-circuited, at which point motor 3 changes from a motor to a generator. The transmission resistance of the entire electric lock mechanism increases to cope with the rebound force of the door system's rubber strip on the electric lock device during unlocking. Then, the electronic control system de-energizes electromagnet 20, and the moving iron core resets under the action of electromagnet return spring 19, driving one end arm of hub spring 18 to return to its original position. The inner diameter of hub spring 18 increases, releasing hub 16, and camshaft 2 and the entire mechanism are released from braking. The entire mechanism reverses direction under the action of unlocking spring 12, latch return spring 14, and the rubber strip's rebound force. During this reverse movement, the position sensor built into motor 3 continuously detects the angle of motor movement. After reaching the set angle, the electronic control system determines that the influence of the rubber strip's rebound force has been alleviated. Then, the electronic control system controls the internal short-circuited windings of motor 3 to disconnect, motor 3 resumes its motor function and begins to rotate in the unlocking direction, outputting driving force to achieve unlocking.

[0060] Unlocking process after power failure:

[0061] When the system experiences a power outage or partial power loss, the power supply to the electric clamping and locking device is disconnected. After the electromagnet 20 is de-energized, the moving iron core resets under the action of the electromagnet return spring 19, causing one end arm of the hub spring 18 to return to its original position. The inner diameter of the hub spring 18 increases, creating a gap between it and the hub 16, releasing the hub 16. The camshaft 2 and the entire mechanism are then released from braking. The camshaft 2, along with the coaxially mounted cam 4 and large gear 9, reverse direction under the action of the unlocking spring 12, and the locking tongue 13 resets under the action of the locking tongue return spring 14.

[0062] In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0063] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art will understand the specific meaning of the above terms in this application based on the specific circumstances.

Claims

1. A clamping and locking device, characterized in that, include: Lock body (1); A power unit, which is fixed to the lock body (1); The transmission mechanism includes a speed reduction device, a locking tongue (13), and an energy storage element. Each transmission shaft of the speed reduction device is connected to the lock body (1). The transmission mechanism is driven by a power unit and transmits the driving force of the power unit to the locking tongue (13) to make it move and achieve locking. The energy storage element connects the lock body and the speed reduction device and stores energy during the locking process. When the locking device loses power or is unlocked, the energy storage element releases energy to drive the speed reduction device to reset. The braking device is a spring friction braking device; the spring friction braking device includes a control unit and an execution unit, the control unit is fixed on the lock body (1), and the execution unit is installed at the end of the non-longest shaft of the transmission mechanism; the spring friction braking device controls the rotation state and braking state of the transmission mechanism by switching the state of the execution unit.

2. The clamping and locking device according to claim 1, characterized in that, The spring friction braking device includes an electromagnet (20) fixed on the lock body (1), a spring stop (17) and a hub (16) fixed on the transmission mechanism. An electromagnet reset spring (19) is coaxially mounted on the moving iron core of the electromagnet (20). A hub spring (18) is mounted on the outer ring of the hub (16). One end of the hub spring (18) is connected to the spring stop (17), and the other end is connected to the moving iron core of the electromagnet (20).

3. The clamping and locking device according to claim 1, characterized in that, The speed reduction device includes a primary gear transmission pair, a secondary gear transmission pair, and a cam mechanism. The primary gear transmission pair is rotatably connected to the secondary gear transmission pair, the secondary gear transmission pair is coaxially connected to the cam mechanism, and the cam mechanism is in constant contact with the locking tongue (13). The power unit drives the first-stage gear transmission pair to rotate, the first-stage gear transmission pair drives the second-stage gear transmission pair to rotate, and the second-stage gear transmission pair drives the cam assembly to rotate, thereby driving the locking tongue (13) to rotate.

4. The clamping and locking device according to claim 3, characterized in that, The first-stage gear transmission pair includes a small gear (5) fixed at the output end of the power unit, and the second-stage gear transmission pair includes a large gear (9) that rotates synchronously with the cam mechanism. A double idler gear (7) is rotatably mounted on the lock body (1). The small gear (5) meshes with the large gear in the double idler gear (7), and the large gear (9) meshes with the small gear in the double idler gear (7).

5. The clamping and locking device according to claim 3, characterized in that, The cam mechanism includes a cam (4), which is rotatably mounted on the lock body (1) via a camshaft (2), and the cam (4) has guide tubes at both ends of its disc.

6. The clamping and locking device according to claim 5, characterized in that, The rotation of the cam (4) includes an unloaded approach section, a speed-changing drive section, and a locking bearing section. The rotation angle of the cam (4) in the unloaded approach section is preferably in the range of 55~65°, which is used to drive the latch (13) to swing quickly until it begins to press the corresponding latch. The rotation angle of the cam (4) in the speed-changing drive section is preferably in the range of 260~275°. During this period, the pressure angle of the cam (4) gradually decreases from 35° to 25° as the stroke increases. The angle of the locking bearing section is preferably in the range of 25~32°. During this period, the cam is designed to be nearly concentric.

7. The clamping and locking device according to claim 1, characterized in that, The latch (13) is rotatably mounted on the lock body (1) via the latch shaft (15), and the latch (13) has guide tubes at both ends.

8. The clamping and locking device according to claim 5, characterized in that, The energy storage element includes an unlocking spring (12) and a latch return spring (14); there are two unlocking springs (12), which are respectively installed on the guide tubes at both ends of the cam (4), and the two unlocking springs (12) are connected to the cam (4) and the lock body (1); the unlocking springs (12) realize the reset of the cam mechanism; the latch return spring (14) is installed on the guide tube of the latch (13), and the two ends of the latch return spring (14) are connected to the latch (13) and the lock body (1); the latch return spring (14) realizes the reset of the latch (13).

9. A control system, characterized in that, The device includes the clamping and locking device and controller as described in any one of claims 2 to 8, wherein the controller is used to issue control commands to the power unit and the spring friction braking device.

10. A control method based on the control system of claim 9, characterized in that, include: A hub (16) is fixed on the transmission mechanism, and a hub spring (18) is installed on the outer ring of the hub (16). The controller issues a locking command, the power unit drives the deceleration device, the deceleration device drives the locking tongue (13) to rotate to the locking position, the electromagnet (20) of the control unit in the spring friction braking device retracts, drives the hub spring (18) to friction brake the hub (16), and realizes the braking of the transmission mechanism; The controller issues an unlocking command, the power unit is short-circuited to achieve initial buffering, the spring friction braking device is de-energized and reset, relieving the braking on the transmission mechanism; the energy storage element releases energy and drives the transmission mechanism in the reverse direction to achieve the reset and unlocking of the latch (13); or the power unit is energized and drives the transmission mechanism in the reverse direction to achieve the reset and unlocking of the latch (13). When the control system loses power, the spring friction braking device loses power and resets, relieving the braking on the transmission mechanism; the energy storage element releases energy and drives the transmission mechanism in the reverse direction, thereby resetting and unlocking the locking tongue (13).

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