Pinball presser brake

Abstract

The application relates to a pin ball pressure brake, belonging to the technical field of vehicle braking, and solves the problem that the pin ball pressure brake in the prior art cannot automatically and timely adjust a brake gap, affecting safe driving of a vehicle. The application comprises a pin ball pressure mechanism, a friction pair assembly, a brake gap adjusting mechanism and a brake force providing mechanism, the friction pair assembly, the brake gap adjusting mechanism and the brake force providing mechanism are all installed on the pin ball pressure mechanism, the brake force providing mechanism is used for providing a brake force for brake of the brake, the brake gap adjusting mechanism is connected with the brake force providing mechanism and is used for automatically adjusting a brake gap of the friction pair assembly. The application realizes automatic and timely adjustment of the brake gap during driving braking, makes the brake gap keep in an optimal state, and improves the safety of vehicle driving.

Description

Technical Field

[0001] This invention relates to the field of vehicle braking technology, and more particularly to a ball-operated pressure brake. Background Technology

[0002] The ball-operated pressure brake is a common type of brake used in tracked vehicles. It employs a ball-operated pressure mechanism to convert and amplify the rotational force into axial movement between the friction discs, thus pressing the discs together to generate braking. During use, friction between the friction discs inevitably causes wear, increasing the braking clearance between them. This increased clearance affects braking performance and stability, posing a significant problem for vehicle safety. Currently, ball-operated pressure brakes typically adjust the braking clearance manually by turning a knob on a bolt; they cannot automatically and effectively adjust the clearance to an optimal state in a timely manner, thus impacting vehicle safety. Summary of the Invention

[0003] Based on the above analysis, the present invention aims to provide a ball-operated pressurized brake to solve the problem in the prior art that the ball-operated pressurized brake cannot automatically adjust the braking clearance in a timely manner, thus affecting the safe driving of the vehicle.

[0004] The objective of this invention is mainly achieved through the following technical solutions:

[0005] A ball-pressurized brake includes a ball-pressurizing mechanism, a friction pair assembly, a brake clearance adjusting mechanism, and a braking force providing mechanism. The friction pair assembly, the brake clearance adjusting mechanism, and the braking force providing mechanism are all mounted on the ball-pressurizing mechanism. The braking force providing mechanism is used to provide braking force for the brake. The brake clearance adjusting mechanism is connected to the braking force providing mechanism and is used to automatically adjust the brake clearance of the friction pair assembly.

[0006] Furthermore, the ball pressurizing mechanism includes a pressurizing support, a rotating pressurizing plate, and a movable pressurizing plate, wherein the rotating pressurizing plate and the movable pressurizing plate are mounted on the pressurizing support.

[0007] Furthermore, the rotating pressure plate is rotatably connected to the pressure support body.

[0008] Furthermore, the movable pressure plate is slidably connected to the pressure support body.

[0009] Furthermore, the ball pressurizing mechanism also includes a ball device, which is used to convert the rotation of the rotating pressurizing disc into the movement of the movable pressurizing disc along the axis of the pressurizing support.

[0010] Furthermore, the braking force providing mechanism includes a service braking force assembly and a parking braking force assembly.

[0011] Furthermore, the parking brake assembly can rotate synchronously with the brake clearance adjustment mechanism.

[0012] Furthermore, the service braking force assembly includes a service brake cylinder and a service brake control arm.

[0013] Furthermore, the service brake cylinder is hinged to the service brake control arm, and the service brake control arm is fixedly connected to the rotary pressure plate.

[0014] Furthermore, the parking brake assembly includes a parking brake cylinder, a parking brake control disc, and a parking brake energy storage spring.

[0015] The technical solution of this invention can achieve at least one of the following effects:

[0016] (1) The present invention provides a ball-pressurized brake, comprising a ball-pressurizing mechanism, a friction pair assembly, a brake gap adjusting mechanism, and a braking force providing mechanism. The friction pair assembly, the brake gap adjusting mechanism, and the braking force providing mechanism are all mounted on the ball-pressurizing mechanism. The braking force providing mechanism is used to provide braking force for the brake. The brake gap adjusting mechanism is connected to the braking force providing mechanism and is used to automatically adjust the brake gap of the friction pair assembly. This realizes automatic and timely adjustment of the brake gap during vehicle braking, keeping the brake gap in an optimal state and improving vehicle driving safety.

[0017] (2) The present invention also includes a decoupling device comprising a base plate, a housing, a sliding plate, and a force-limiting spring. The base plate is fixedly mounted on the limiting plate and is located downstream of the limiting elongated slot in the rotation direction when the braking clearance of the limiting plate is adjusted. The housing is fastened to the base plate, and the housing and the base plate together form a sliding cavity. One end of the sliding cavity is open, and the other end is closed, forming an open end and a closed end, respectively. The open end of the sliding cavity faces the limiting elongated slot. The sliding plate and the force-limiting spring are both installed inside the sliding cavity. The sliding plate can slide along the length direction of the sliding cavity. One end of the force-limiting spring is fixedly connected to the closed end of the sliding cavity, and the other end is fixedly connected to one end of the sliding plate. The other end of the sliding plate extends out of the sliding cavity and forms an extended end. The end extends a certain distance into the limiting slot on the limiting disc; the force-limiting spring applies an elastic force to the sliding plate, which is greater than the frictional force between the ratchet disc and the pressure support, but less than the elastic force of the parking energy storage spring in the braking force providing mechanism. This prevents the sliding plate from sliding towards the closed end of the sliding cavity during service braking, keeping the brake gap adjustment mechanism and the service brake control arm in a coupled state. This allows for automatic adjustment of the brake gap during service braking, ensuring that the brake gap always remains at the standard brake gap. During parking braking, the sliding plate can slide towards the closed end of the sliding cavity, decoupling the brake gap adjustment mechanism 3 from the parking brake control disc. This ensures that the brake can still achieve parking braking even when the brake gap is greater than the standard brake gap.

[0018] In this invention, the above-described technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of this invention will be set forth in the following description, and some advantages may become apparent from the description or be learned by practicing the invention. The objects and other advantages of this invention can be realized and obtained from what is particularly pointed out in the description and drawings. Attached Figure Description

[0019] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Throughout the drawings, the same reference numerals denote the same parts.

[0020] Figure 1 This is one of the structural schematic diagrams of the brake according to an embodiment of the present invention;

[0021] Figure 2 This is a second schematic diagram of the brake structure according to an embodiment of the present invention;

[0022] Figure 3 This is an exploded view of the brake structure according to an embodiment of the present invention;

[0023] Figure 4 This is one of the structural schematic diagrams of the ball pressurization mechanism according to an embodiment of the present invention;

[0024] Figure 5 This is a second schematic diagram of the ball pressurization mechanism according to an embodiment of the present invention;

[0025] Figure 6 This is a schematic diagram of the structure of the ball device according to an embodiment of the present invention;

[0026] Figure 7 for Figure 4 Enlarged view of part A in the middle;

[0027] Figure 8 This is a cross-sectional view of the friction pair assembly according to an embodiment of the present invention;

[0028] Figure 9 This is a schematic diagram of the brake clearance adjustment mechanism according to an embodiment of the present invention;

[0029] Figure 10 This is an exploded view of the brake clearance adjustment mechanism according to an embodiment of the present invention;

[0030] Figure 11 for Figure 10 Enlarged view of part C;

[0031] Figure 12 This is a schematic diagram of the decoupling device according to an embodiment of the present invention;

[0032] Figure 13 This is a schematic diagram of the vehicle braking force assembly according to an embodiment of the present invention;

[0033] Figure 14 This is a schematic diagram of the parking brake power assembly according to an embodiment of the present invention.

[0034] Figure label:

[0035] 1-Pellet pressurizing mechanism; 11-Pressure support; 111-Mounting groove; 112-Ratchet; 113-Spring; 12-Rotating pressure plate; 121-First tumbler groove; 13-Moving pressure plate; 131-Second tumbler groove; 14-First return spring; 15-Pellet; 2-Friction pair assembly; 21-First friction plate; 22-Second friction plate; 23-Third friction plate; 24-Second return spring; 25-Fixed housing; 3-Brake clearance adjusting mechanism; 31-Ratchet Wheel; 311-Internal gear; 32-Limiting disc; 321-Limiting long slot; 33-Decoupling device; 331-Base plate; 332-Outer shell; 333-Slide plate; 334-Force limiting spring; 4-Brake force providing mechanism; 41-Traffic brake force assembly; 411-Traffic brake cylinder; 412-Traffic brake control arm; 42-Parking brake force assembly; 421-Parking brake cylinder; 422-Parking brake control disc; 4221-Protrusion; 423-Parking energy storage spring. Detailed Implementation

[0036] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which constitute a part of the present invention and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.

[0037] Example 1

[0038] A specific embodiment of the present invention discloses a ball-operated pressure brake, such as... Figure 1 , Figure 2 and Figure 3 As shown, the device includes a ball pressurizing mechanism 1, a friction pair assembly 2, a brake clearance adjusting mechanism 3, and a braking force providing mechanism 4. The friction pair assembly 2, brake clearance adjusting mechanism 3, and braking force providing mechanism 4 are all mounted on the ball pressurizing mechanism 1. The braking force providing mechanism 4 provides braking force to the brake. The brake clearance adjusting mechanism 3 is connected to the braking force providing mechanism 4 and automatically adjusts the brake clearance of the friction pair assembly 2 to maintain a standard brake clearance, thus ensuring the brake clearance remains optimal and improving vehicle safety. Compared to manual adjustment of the brake clearance in other technologies, this embodiment, by incorporating the brake clearance adjusting mechanism 3 connected to the braking force providing mechanism 4, can automatically and timely adjust the brake clearance of the friction pair assembly 2, ensuring it remains a standard brake clearance and thus improving vehicle safety.

[0039] Preferably, such as Figure 4 and Figure 5 As shown, the ball pressurizing mechanism 1 includes a pressurizing support 11, a rotating pressurizing disk 12, a movable pressurizing disk 13, a first return spring 14, and a ball device. The pressurizing support 11 is fixedly connected to an external device to support the ball pressurizing mechanism 1. The rotating pressurizing disk 12 and the movable pressurizing disk 13 are sequentially mounted on the pressurizing support 11. The rotating pressurizing disk 12 is rotatably connected to the pressurizing support 11 and rotates relative to the axis of the pressurizing support 11. The movable pressurizing disk 13 is slidably connected to the pressurizing support 11 and rotates relative to the axis of the pressurizing support 11. The axis of the body 11 moves; the ball device is disposed on the opposite surface of the rotating pressure plate 12 and the moving pressure plate 13, and the ball device is used to convert the rotation of the rotating pressure plate 12 into the movement of the moving pressure plate 13 along the axis of the pressure support body 11; one end of the first return spring 14 is connected to the pressure support body 11 and the other end is connected to the rotating pressure plate 12, and the first return spring 14 is used to apply a pulling force to the rotating pressure plate 12 so that the rotating pressure plate 12 maintains the reset potential energy, and drives the rotating pressure plate 12 to rotate when the brake is released.

[0040] Preferably, such as Figure 6 As shown, the ball device includes a first ball groove 121, a second ball groove 131, and a ball 15. The first ball groove 121 and the second ball groove 131 are respectively disposed on the opposing surfaces of the rotating pressure plate 12 and the moving pressure plate 13, and the first ball groove 121 and the second ball groove 131 are arranged opposite each other to form a cavity. The ball 15 is accommodated in the cavity and can roll freely within the cavity. Both the first ball groove 121 and the second ball groove 131 are grooves with gradually changing depths. The depth of the first ball groove 121 is along the rotation direction of the rotating pressure plate 12 when it is braked (i.e.,...). Figure 7 The depth of the second ball groove 131 gradually decreases along the rotation direction of the rotating pressure plate 12 during braking, so that the cavity formed by the first ball groove 121 and the second ball groove 131 is a cavity with a gradually changing depth. By controlling the rotation of the rotating pressure plate 12, the position of the ball 15 in the cavity with a gradually changing depth is controlled, thereby controlling the distance that the moving pressure plate 13 moves along the axis of the pressure support 11, and thus controlling the braking clearance of the friction pair assembly 2, so as to realize the braking, releasing the braking and adjusting the braking clearance of the brake.

[0041] Preferably, multiple ball devices are provided, and the multiple ball devices are evenly distributed circumferentially on the opposite surfaces of the rotating pressure plate 12 and the moving pressure plate 13, so that when the rotation of the rotating pressure plate 12 is converted into the axial movement of the moving pressure plate 13, the moving pressure plate 13 is subjected to uniform force, thereby enhancing the stability of force transmission.

[0042] Preferably, such as Figure 7 As shown, the edge of the pressure support 11 is provided with a plurality of mounting grooves 111 evenly arranged along the circumference, and ratchet 112 and spring piece 113 are installed in the mounting grooves 111.

[0043] Preferably, such as Figure 8As shown, the friction pair assembly 2 includes a first friction disc 21, a second friction disc 22, a third friction disc 23, a second return spring 24, and a fixed housing 25. The first friction disc 21, the second friction disc 22, and the third friction disc 23 are sequentially installed inside the fixed housing 25, and the third friction disc 23 is fixedly installed on the fixed housing 25. The first friction disc 21 and the second friction disc 22 can move along the axis of the fixed housing 25. There is a gap between the second friction disc 22 and the first friction disc 21 and the third friction disc 23, which is called the braking gap. After the brake is assembled, its braking gap is adjusted to make the braking gap at the most suitable distance. At this time, the braking gap of the brake is called the standard braking gap. The second return spring 24... 4 is disposed between the first friction disc 21 and the third friction disc 23, with its two ends fixedly connected to the first friction disc 21 and the third friction disc 23 respectively. The second return spring 24 is used to apply an elastic force to the first friction disc 21, so that the first friction disc 21 maintains its reset potential energy. When the brake is released, the second return spring 24 can drive the first friction disc 21 to return to its initial position, that is, the moving pressure disc 13 in the ball pressurizing mechanism 1 returns to its initial position. At this time, the brake clearance of the brake returns to the standard brake clearance. The fixed shell 25 is fixedly installed on the pressure support body 11 to protect the structure disposed inside it. It can prevent foreign objects from entering the interior of the friction pair assembly 2 and avoid damage to the friction pair assembly 2.

[0044] Preferably, the first friction disc 21 is fixedly mounted on the movable pressure disc 13 and can move along the axis of the pressure support 11 with the movable pressure disc 13; the second friction disc 22 is sleeved on the external wheel axle and connected to the wheel axle by a rectangular spline, the rectangular spline connection allowing the second friction disc 22 to rotate with the wheel axle and also slide axially relative to the wheel axle; the third friction disc 23 is fixedly mounted inside the fixed housing 25; during braking, the first friction disc 21 moves along the axis of the wheel axle towards the third friction disc 23 under the push of the movable pressure disc 13, reducing the braking gap until the second friction disc 21... The friction disc 22 contacts the first friction disc 21 and the third friction disc 23, causing frictional forces to interact between the second friction disc 22 and the first and third friction discs 21 and 23. This generates braking torque in the friction pair assembly 2, thus achieving braking. When the brake is released, the first friction disc 21 moves in the opposite direction under the elastic force of the second return spring 24 and returns to its initial position. At this time, the braking gap of the brake returns to the standard braking gap, thus releasing the brake. Simultaneously, under the elastic force of the second return spring 24, the moving pressure disc 13 in the ball pressure mechanism 1 also returns to its initial position.

[0045] Preferably, each of the first friction disk 21, the second friction disk 22 and the third friction disk 23 has a plurality of friction plates on its opposing surfaces. The friction plates are fan-shaped friction plates with gaps between them, which is beneficial for heat dissipation.

[0046] Preferably, such as Figure 9 As shown, the brake clearance adjustment mechanism 3 includes a ratchet disc 31, a limiting disc 32, and a decoupling device 33. The ratchet disc 31 is sleeved on the pressure support body 11 of the ball pressurizing mechanism 1 and is rotatably connected to the pressure support body 11. The limiting disc 32 is fixedly installed on the ratchet disc 31 and is used to drive the ratchet disc 31 to rotate when the brake clearance is adjusted. The decoupling device 33 is fixedly installed on the limiting disc 32 and is used to adjust the coupling state between the brake clearance adjustment mechanism 3 and the rotating pressure disc 12. That is, during the driving braking process, the brake clearance adjustment mechanism 3 and the rotating pressure disc 12 are in a coupled state, so that the brake clearance adjustment mechanism 3 rotates synchronously with the rotating pressure disc 12. That is, the brake clearance adjustment mechanism 3 can rotate relative to the pressure support body 11, so that the brake clearance is synchronously adjusted during the driving braking process, and the brake clearance is always at the standard brake clearance. During the parking braking process, the brake... The brake gap adjustment mechanism 3 is decoupled from the rotating pressure plate 12, causing the brake gap adjustment mechanism 3 to rotate relative to the rotating pressure plate 12. That is, the brake gap adjustment mechanism 3 is fixed relative to the pressure support body 11, enabling the brake to perform parking braking regardless of its brake gap size. Compared with the prior art, this embodiment achieves brake gap adjustment while performing service braking by setting the decoupling device 33, so that the brake gap of the brake is always maintained at the standard brake gap. That is, the brake can automatically adjust the brake gap in a timely manner to keep the brake gap in the optimal state, thereby improving the safety of vehicle driving. Because the brake gap adjustment mechanism 3 is equipped with the decoupling device 33, the brake gap adjustment mechanism 3 can rotate relative to the rotating pressure plate 12 during the parking braking process, enabling the brake to perform parking braking regardless of its brake gap size, further improving the safety of vehicle driving.

[0047] Preferably, such as Figure 10 and Figure 11 As shown, the ratchet disc 31 is provided with an internal gear 311. The internal gear 311, together with the ratchet 112 and the spring piece 113 in the pressure support body 11, form a ratchet mechanism. The ratchet mechanism is used to restrict the ratchet disc 31 from rotating in the opposite direction after the brake adjusts the brake clearance, thereby limiting the limiting disc 32 to that position and using that position as the new initial position of the limiting disc 32.

[0048] Preferably, the limiting disk 32 is provided with a limiting elongated slot 321, which is a fan-shaped structure and extends along the circumference of the limiting disk 32. The limiting elongated slot 321 is used to limit the braking stroke of the braking force providing mechanism 4.

[0049] Preferably, such as Figure 12 As shown, the decoupling device 33 includes a base plate 331, a housing 332, a sliding plate 333, and a force-limiting spring 334. The base plate 331 is fixedly installed on the limiting plate 32 and is located downstream of the limiting elongated slot 321 in the rotation direction when the braking clearance of the limiting plate 32 is adjusted. The housing 332 is fastened to the base plate 331, and the housing 332 and the base plate 331 together form a sliding cavity. One end of the sliding cavity is open, and the other end is closed, forming an open end and a closed end, respectively. The open end of the sliding cavity faces the limiting elongated slot 321. The sliding plate 333 and the force-limiting spring 334 are both installed in the sliding cavity. The sliding plate 333 can slide along the length direction of the sliding cavity. One end of the force-limiting spring 334 is fixedly connected to the closed end of the sliding cavity, and the other end is fixedly connected to one end of the sliding plate 333. The other end of the sliding plate 333 extends out of the sliding cavity and forms an extension. The extended end extends a distance into the limiting slot 321 on the limiting disc 32; the force-limiting spring 334 applies an elastic force to the sliding plate 333, which is greater than the frictional force between the ratchet disc 31 and the pressure support 11, but less than the elastic force of the parking energy storage spring 423 in the braking force providing mechanism 4, so that the sliding plate 333 cannot slide towards the closed end of the sliding cavity during the service braking, so that the brake gap adjusting mechanism 3 and the service brake operating arm 412 are in a coupled state, thereby realizing the automatic adjustment of the brake gap during the service braking process, and the brake gap always maintains the standard brake gap; so that the sliding plate 333 can slide towards the closed end of the sliding cavity during the parking braking, so that the brake gap adjusting mechanism 3 and the parking brake operating disc 422 are in a decoupled state, thereby realizing that the brake can still achieve parking braking when the brake gap is greater than the standard brake gap.

[0050] Preferably, the braking force providing mechanism 4 includes a service braking force assembly 41 and a parking braking force assembly 42. The service braking force assembly 41 is used to provide braking force for the service braking of the brake and also to provide braking force for adjusting the brake clearance of the brake. The parking braking force assembly 42 is integrated with the brake clearance adjusting mechanism 3 and can rotate synchronously with the brake clearance adjusting mechanism 3. The parking braking force assembly 42 is used to provide braking force for the parking braking of the brake. The integration of the parking braking force assembly 42 with the brake clearance adjusting mechanism 3 and its synchronous rotation can reduce the movement space of the parking braking force assembly 42 and reduce the size of the brake.

[0051] Preferably, such as Figure 13 As shown, the vehicle braking force assembly 41 includes a vehicle brake cylinder 411 and a vehicle brake control arm 412. The vehicle brake cylinder 411 is rotatably connected to an external device, and its push rod end is hinged to the vehicle brake control arm 412. The vehicle brake control arm 412 passes through the limiting long slot 321 on the limiting disc 32 in the brake gap adjustment mechanism 3 and is fixedly connected to the rotating pressure disc 12 in the ball pressurization mechanism 1. The extension or retraction of the push rod of the vehicle brake cylinder 411 drives the vehicle brake control arm 412 to drive the rotating pressure disc 12 to rotate, thereby providing vehicle braking force to the brake and realizing vehicle braking. At the same time, it can also provide driving force for the brake gap adjustment of the brake, so as to realize the automatic and timely adjustment of the brake gap when the brake is used for vehicle braking.

[0052] Preferably, there is a gap between the end face of the service brake control arm 412 opposite to the extended end of the slide plate 333 and the end face of the extended end of the slide plate 333, and there is an included angle α between the two end faces. The included angle α is set according to the standard brake clearance, that is, when the service brake cylinder 411 pushes the service brake control arm 412 to drive the rotating pressure plate 12 in the ball pressurizing mechanism 1 to rotate by an angle α, the brake clearance in the friction pair assembly 2 is exactly zero.

[0053] Preferably, such as Figure 14As shown, the parking brake assembly 42 includes a parking brake cylinder 421, a parking brake control disc 422, and a parking energy storage spring 423. The parking brake cylinder 421 is rotatably mounted on the edge of the ratchet disc 31 in the brake clearance adjustment mechanism 3, and the end of its push rod is hinged to the parking brake control disc 422. The parking brake control disc 422 is rotatably mounted on the limiting disc 32 in the brake clearance adjustment mechanism 3. The parking brake control disc 422 has a protrusion 4221 extending towards its axis. The protrusion 4221 contacts the service brake control arm 412. By extending or retracting the push rod of the parking brake cylinder 421, the service brake control arm 412 can drive the rotating pressure disc 12 to rotate, thereby providing parking braking force to the brake and realizing parking braking. One end of the parking energy storage spring 423 is fixedly connected to the edge of the ratchet disc 31, and the other end is connected to the parking brake control disc. 422 hinge, the parking energy storage spring 423 is always in a compressed state, so that the ratchet disc 31 and the parking brake control disc 422 are always subjected to the elastic force of the parking energy storage spring 423, so that the position of the ratchet disc 31 remains unchanged when the brake is parked, and the parking brake control disc 422 rotates relative to the ratchet disc 31 to realize parking brake; in addition, if the brake clearance is greater than the standard brake clearance at this time, since the elastic force of the parking energy storage spring 423 is greater than the elastic force of the force limiting spring 334 in the decoupling device 33, under the continuous push of the parking brake cylinder 421, the service brake control arm 412 will push the slide plate 333 to slide towards the closed end of the sliding cavity, so that the brake clearance adjustment mechanism 3 is in a decoupled state, so that the brake can still realize parking brake when the brake clearance is greater than the standard brake clearance; at least one parking energy storage spring 423 is provided.

[0054] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A pin pressurized brake characterized by, The application relates to a brake force providing mechanism, a brake gap adjusting mechanism and a friction pair assembly, which are all installed on a pin roller pressing mechanism, and the brake force providing mechanism is used for providing brake force for the brake, and the brake gap adjusting mechanism is connected with the brake force providing mechanism and used for automatically adjusting the brake gap of the friction pair assembly. The brake gap adjusting mechanism comprises a ratchet disc, a limiting disc and a decoupling device, the ratchet disc is sleeved on a pressing support body of the pin roller pressing mechanism and is rotationally connected with the pressing support body, the limiting disc is fixedly installed on the ratchet disc, and the decoupling device is fixedly installed on the limiting disc and used for adjusting the coupling state of the brake gap adjusting mechanism and the rotating pressing disc so as to synchronously adjust the brake gap during service braking. The decoupling device comprises a bottom plate, a shell, a sliding plate and a limiting spring, the bottom plate is fixedly installed on the limiting disc, the shell is buckled on the bottom plate, and the shell and the bottom plate jointly form a sliding cavity, and the sliding plate and the limiting spring are both installed in the sliding cavity and the sliding plate can slide along the sliding cavity. One end of the limiting spring is fixedly connected with the sliding cavity, the other end is fixedly connected with one end of the sliding plate, the other end of the sliding plate can abut against a service brake force assembly of the brake force providing mechanism, and the limiting spring applies elastic force to the sliding plate so that the sliding plate cannot slide during service braking, so that the brake gap adjusting mechanism and the service brake force assembly of the brake force providing mechanism are in the coupling state, and the brake gap is automatically adjusted during service braking.

2. A pin pressurized brake according to claim 1, wherein The pin roller pressing mechanism further comprises a moving pressing disc, and the rotating pressing disc and the moving pressing disc are installed on the pressing support body.

3. A pin pressurized brake according to claim 2, wherein The rotating pressing disc is rotationally connected with the pressing support body.

4. A pin pressurized brake according to claim 3, wherein The moving pressing disc is slidingly connected with the pressing support body.

5. A pin pressurized brake according to claim 4, wherein The pin roller pressing mechanism further comprises a pin roller device, and the pin roller device is used for converting the rotation of the rotating pressing disc into the movement of the moving pressing disc along the axis of the pressing support body.

6. The billiard press brake of claim 2 wherein, The brake force providing mechanism further comprises a parking brake force assembly.

7. A pin pressurized brake according to claim 6, wherein The parking brake force assembly can rotate synchronously with the brake gap adjusting mechanism.

8. A pin pressurized brake according to claim 7, wherein The service brake force assembly comprises a service brake cylinder and a service brake operating arm.

9. A pin pressurized brake according to claim 8, wherein The service brake cylinder is hingedly connected with the service brake operating arm, and the service brake operating arm is fixedly connected with the rotating pressing disc.

10. The pin pressurized brake according to claim 9, wherein The parking brake force assembly comprises a parking brake cylinder, a parking brake operating disc and a parking energy spring.

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