Multi-plate friction disc mine car brake and endurance detection device thereof

Abstract

The application relates to a multi-piece friction plate mine car brake and a durability detection device thereof, and relates to the technical field of brakes. The brake comprises a brake bottom plate and brake shoes rotatably arranged on the brake bottom plate. Two brake shoes are arranged oppositely. The brake shoe comprises two webs, a wing plate and friction linings. The two webs are arranged oppositely and are rotatably connected with the brake bottom plate. A plurality of heat dissipation holes are arranged on the web. The wing plate is in a semicircular arc shape. The inner circumferential wall of the wing plate is connected with the two webs. The friction linings are arranged on the outer circumferential wall of the wing plate away from the web. A plurality of friction linings are arranged uniformly along the axial direction and the radial direction of the wing plate. An expansion joint for deformation of the friction linings is arranged between two adjacent friction linings. The width of the axial expansion joint between the two adjacent friction linings is smaller than the width of the radial expansion joint. The application can reduce the risk of deformation and even fragmentation of the friction linings, and improve the braking performance and safety performance of the brake.

Description

Technical Field

[0001] This application relates to the technical field of brakes, and in particular to a multi-plate friction plate mine car brake and its durability testing device. Background Technology

[0002] A brake is a device that can decelerate, stop, or keep moving parts in a stopped state. Mine cars usually use drum brakes, which generate braking torque through friction between the working surfaces of fixed and rotating elements.

[0003] A common drum brake includes a brake backing plate, a brake drum, brake shoes, a return spring, and a transmission assembly. The brake backing plate is fixed to the vehicle axle and is coaxially arranged with the vehicle's output shaft. The two brake shoes are rotatably connected to the brake backing plate and are arranged opposite each other. The two ends of the return spring are connected to the two brake shoes respectively. The brake drum is fixed to the wheel hub. Friction linings are fixed on the outer peripheral wall of the brake shoes. The friction linings are movable and pressed against the inner peripheral wall of the brake drum. When braking is required, the driver presses the brake pedal, which causes the brake shoes to rotate around the axis of rotation through the transmission assembly, and causes the friction linings to press against the inner peripheral wall of the brake drum. The friction generates braking torque, thus braking the vehicle. After braking is completed, the return spring returns the brake shoes to their original position.

[0004] Regarding the aforementioned technologies, with the development of technology, the tonnage of mine cars is getting larger and larger, and the size of the brakes is also increasing to meet the braking torque requirements of mine cars. When mine cars are running for a long time and under high load, the increase in the size of the brake shoes leads to an increase in the axial deformation of the brake shoes. At this time, the single friction lining is prone to deformation or even breakage, which seriously affects the braking performance and safety performance. Therefore, it needs to be improved. Summary of the Invention

[0005] In order to reduce the risk of deformation or even breakage of friction pads and improve the braking performance and safety performance of the brake, this application provides a multi-plate friction pad mine car brake and its durability testing device.

[0006] The multi-plate friction plate mine car brake provided in this application adopts the following technical solution:

[0007] A multi-plate friction plate mine car brake includes a brake base plate and brake shoes rotatably mounted on the brake base plate. Two brake shoes are provided and arranged opposite each other. Each brake shoe includes two webs, a wing plate, and friction linings. The two webs are arranged opposite each other and rotatably connected to the brake base plate. Multiple heat dissipation holes are provided on the webs. The wing plate is semi-circular and connected to the two webs. Multiple friction linings are provided on the outer peripheral wall of the wing plate away from the webs. These friction linings are evenly spaced along the axial and radial directions of the wing plate. An expansion joint is provided between adjacent friction linings to allow deformation, and the width of the axial expansion joint between adjacent friction linings is smaller than the width of the radial expansion joint. A brake drum is provided on the brake base plate. The brake drum is a cylindrical shape with one open end. The friction linings are movably pressed against the inner peripheral wall of the brake drum. A transmission assembly for driving the brake shoes to rotate is also provided on the brake base plate.

[0008] By adopting the above technical solution, when braking is required, the transmission assembly drives the two brake shoes to rotate synchronously. At this time, the web plate rotates, causing the end of the wing plate away from the rotation axis to approach the inner peripheral wall of the brake drum, thereby making the friction lining abut against the inner peripheral wall of the brake drum. The vehicle braking is achieved through the friction between the friction lining and the brake drum. The two web plates, which are provided with heat dissipation holes, facilitate heat dissipation of the brake shoes, reduce the radial bending stiffness of the brake shoes, make the web plate easier to bend radially, make the contact pressure between the wing plate and the brake drum uniform, increase the friction area between the friction lining and the brake drum, improve braking performance, and reduce brake squealing.

[0009] Meanwhile, when the friction lining rubs against the brake drum, the wing plate is prone to axial deformation due to the reaction force. By setting multiple friction linings and leaving expansion joints between the friction linings, the amount of deformation of the friction linings is reduced, the risk of friction lining deformation and breakage is reduced, and the expansion joints help the friction linings dissipate heat, reducing the risk of friction performance degradation due to excessive temperature, and improving the braking performance and safety performance of the brake.

[0010] Meanwhile, the radial deformation of the wing plate is greater than the axial deformation, and the width of the axial expansion joint of the friction lining is smaller than the width of the radial expansion joint. Through the above scheme, the deformation space of the friction lining is guaranteed, while the axial dimension of the wing plate is reduced and the axial stiffness of the wing plate is improved, thereby improving the braking performance.

[0011] Optionally, the brake base plate is provided with two support pins, each of which corresponds to one of the two brake shoes. The web plate is rotatably connected to the support pins, and the two web plates on each brake shoe are located at the two ends of one of the support pins. The web plate is provided with a semi-circular groove corresponding to the support pin, and the support pin is movably pressed against the inner circumferential wall of the semi-circular groove. The web plate is provided with a fixing spring that keeps the support pin pressed against the inner circumferential wall of the semi-circular groove. The web plate is also provided with a pull-back spring that keeps the two brake shoes rotating closer to each other.

[0012] By adopting the above technical solution, after braking is completed, under the action of the return spring, the end of the web plate away from the semi-circular groove rotates away from the inner peripheral wall of the brake drum, so that the friction lining separates from the inner peripheral wall of the brake drum, which facilitates the next braking.

[0013] During maintenance, technicians remove the fixing spring and the return spring to separate the support pin from the inner circumferential wall of the semi-circular groove. Then, the technicians remove the brake shoes from the brake base plate to disassemble the brake shoes, making it easier for technicians to operate.

[0014] During installation, the technician will align the support pin with the inner wall of the semicircular groove, then connect the two ends of the fixing spring to the web of the two brake shoes respectively, so that the support pin is in contact with the inner wall of the semicircular groove. Then, connect the two ends of the return spring to the web of the two brake shoes respectively to complete the installation of the brake shoes, which is convenient for technicians to operate.

[0015] On the other hand, this application provides a durability testing device for a multi-plate friction plate mine car brake, which adopts the following technical solution: it includes a mounting base, a testing cavity is provided in the mounting base, the brake shoe is installed in the testing cavity, a fixing component for fixing the brake shoe is provided on the mounting base, and a testing component for testing the brake shoe and a drawing component for recording the testing results are also provided on the mounting base.

[0016] The detection assembly includes a sliding block slidably disposed within the detection cavity. Multiple abutment wheels are slidably and rotatably disposed on the sliding block, evenly spaced along the axial direction of the friction lining. The outer peripheral walls of the abutment wheels are movably abutted against the outer peripheral wall of the friction lining. A retaining spring is provided on the sliding block to ensure that the abutment wheels and the friction lining are always in contact. Guide grooves are formed on the two opposite inner sidewalls of the detection cavity, arranged along the circumference of the outer peripheral wall of the friction lining, with a radius larger than the radius of the outer peripheral wall of the friction lining. The two ends of the sliding block are located within two of the guide grooves and movably abut against the inner sidewalls of the guide grooves. A power component for driving the sliding block to slide is provided on the mounting base.

[0017] By adopting the above technical solution, when testing is required, the technician places a brake shoe in the testing cavity and fixes the brake shoe with the fixing component. At this time, the sliding block is located at one end of the guide groove, and the clamping wheel is separated from the friction lining. This is the initial position of the sliding block.

[0018] During testing, the power component drives the sliding block to slide along the guide groove, the friction lining causes the pressing wheel to slide away from the friction lining, and the pressing wheel to come into contact with the outer peripheral wall of the friction lining. At the same time, the pressing spring keeps the pressing wheel pressed against the outer peripheral wall of the friction lining.

[0019] The sliding block continues to slide, causing the clamping wheel to slide along the outer peripheral wall of the friction lining. At this time, the clamping wheel rotates as it slides, reducing the friction between the clamping wheel and the friction lining, reducing the risk of the clamping wheel slipping or deviating due to friction, and improving the accuracy of the detection. At the same time, as the thickness of the friction lining decreases / increases, the clamping wheel slides towards / away from the friction lining. The sliding trajectory of the clamping wheel is recorded by the drawing component. At this time, the sliding trajectory of the clamping wheel is a smooth curve. By analyzing the curve, the wear amount at multiple positions of the friction lining can be obtained. Calculating the wear amount and the working time of the mine car can give the remaining durability of the mine car in actual use, which can help technicians schedule the next maintenance.

[0020] Because mine cars require long-term high-load operation, the friction linings are prone to overheating and forming pits on their surface. When the clamping wheel slides to the pit, the sliding trajectory of the clamping wheel will show a large fluctuation curve. By analyzing the curve, the contact ratio between the friction lining and the brake drum during braking can be obtained, thereby determining whether the contact area between the friction lining and the brake drum meets the design requirements. If the contact area between the friction lining and the brake drum does not meet the design requirements, even if the wear of the friction lining meets the working requirements, technicians still need to replace the friction lining to improve the safety performance of the brake.

[0021] Optionally, the drawing component includes a sliding post disposed on the clamping wheel, the sliding post being slidably connected to the sliding block, the sliding post having a polygonal cross-section, a clamping block being disposed at the end of the sliding post away from the clamping wheel, a drawing block being slidably disposed on the sliding block, the sliding direction of the drawing block being parallel to the axial direction of the friction lining, the sidewalls of the clamping block and the drawing block being inclined, and the inclined side of the clamping block being movably pressed against the inclined side of the drawing block, the drawing block also being provided with a return spring to keep the clamping block and the drawing block always pressed against each other, a first drawing pen being disposed on the sidewall of the drawing block away from the inclined side, an arc-shaped drawing plate being rotatably disposed in the detection cavity, the drawing plate being adapted to the friction lining, the end of the drawing plate away from its axis of rotation being movably protruding from the mounting base, a measuring paper being disposed on the sidewall of the drawing plate near the first drawing pen, the measuring paper having scale lines arranged along the longitudinal and axial directions of the friction lining, and the drawing end of the first drawing pen being movably attached to the measuring paper.

[0022] By adopting the above technical solution, when the clamping wheel slides along the outer peripheral wall of the friction lining, the drawing end of the first drawing pen is in contact with the surveying paper and draws on the surveying paper. When the clamping wheel slides away from the friction lining, the clamping wheel drives the sliding column to slide. Since the cross-section of the sliding column is polygonal, it is not easy for the sliding column to rotate when it drives the clamping block to slide, so that the inclined side of the clamping block abuts against the inclined side of the drawing block and drives the drawing block to slide along the axial direction of the friction lining. When the clamping wheel slides towards the friction lining, the return spring drives the drawing block to slide in the opposite direction along the axial direction of the friction lining, so that the first drawing pen draws a smooth curve on the surveying paper that corresponds to the surface of the friction lining, and the curve is a trough-shaped curve at the point corresponding to the pit of the friction lining.

[0023] Then, the technician rotates the drawing board so that the end of the drawing board away from its axis protrudes from the mounting base, and removes the completed measurement paper. The drawn curves visually show the wear condition of the friction lining, making it easier for the technician to analyze the data. Then, the technician installs a new measurement paper on the drawing board for the next inspection.

[0024] By comparing the readings of the axial scale line and removing the data at the troughs of the curve, the average value is taken to calculate the wear of the friction lining, thereby realizing the calculation of the remaining durability of the friction lining.

[0025] By comparing the readings of the radial scale lines at the beginning and end of the trough-shaped curve, and calculating the area ratio of the pits on the friction lining to the outer peripheral wall of the friction lining, the contact area ratio between the friction lining and the brake drum can be obtained, thus enabling the determination of whether the contact area between the friction lining and the brake drum meets the design requirements.

[0026] Optionally, the detection assembly further includes a rotating block rotatably mounted on the sliding block, a limiting block on the sliding block, the rotating block and the limiting block being movably pressed against each other on their adjacent side walls, a tension spring on the rotating block, the tension spring ensuring that the rotating block and the limiting block are always pressed against each other, multiple rotating blocks are provided, each of the multiple rotating blocks corresponding to multiple pressing wheels, the sliding column is slidably connected to the rotating block, a one-way bearing is provided at the shaft of the pressing wheel, a locking component for fixing / unlocking the sliding column is provided on the mounting base, and an adjusting component for adjusting the extension and retraction of the pressing spring is provided on the mounting base.

[0027] By adopting the above technical solution, when the sliding block slides from the initial position to the other end of the guide groove, the tension spring causes the rotating block to abut against the limiting block, making it difficult for the rotating block to rotate. At the same time, the one-way bearing rotates freely, and the clamping wheel rotates when it slides, realizing the detection of the wear of the friction lining. Until the clamping wheel moves to separate from the friction lining, the locking component fixes the sliding column, keeping the relative position of the sliding column and the rotating block constant. Then the sliding block continues to rotate, and the adjusting component adjusts the extension and retraction of the clamping spring, compressing the extension and retraction of the clamping spring to the set value.

[0028] Then the power component drives the sliding block to slide until the clamping wheel is in contact with the outer peripheral wall of the friction lining. At this time, the locking component unlocks the sliding column, and the clamping spring makes the clamping wheel press against the outer peripheral wall of the friction lining. Since the compression of the clamping spring is at the set value at this time, the clamping wheel presses against the friction lining with the set force. At the same time, the one-way bearing is locked, so the clamping wheel is not easy to rotate when it slides. At this time, sliding friction is generated between the clamping wheel and the friction lining. Then the friction coefficient of the friction lining is detected.

[0029] When the friction coefficient of the friction lining meets the standard value, the frictional force between the clamping wheel and the friction lining overcomes the elastic force of the tension spring, thereby causing the rotating block to rotate.

[0030] When the friction coefficient of the friction lining does not meet the standard value, the friction between the clamping wheel and the friction lining is insufficient to overcome the elastic force of the tension spring. At this time, the rotating block maintains a constant relative position with the limiting block.

[0031] When the clamping wheel moves to the recess of the friction lining, the clamping spring extends, reducing the force of the clamping wheel against the friction lining. This makes the friction between the clamping wheel and the friction lining insufficient to overcome the elastic force of the tension spring. At this time, the rotating block maintains a constant relative position with the limiting block.

[0032] Because mining cars carry heavy loads, they generate a lot of heat during braking, which can easily cause the friction lining temperature to rise and lead to thermal fade. This reduces the friction coefficient of the friction lining, affecting the vehicle's braking performance. In this case, the drawing component records the rotation of the rotating block, which helps technicians to detect and analyze the friction coefficient of the friction lining and further evaluate its durability. When the friction coefficient does not meet the standard value, even if the wear of the friction lining meets the working requirements, technicians need to replace the friction lining to improve the safety performance of the brake.

[0033] Optionally, the locking component includes a first locking block and a second locking block respectively disposed on two opposing inner sidewalls of the detection cavity. The sidewalls of the first locking block and the second locking block that are close to each other are inclined, and the inclined side of the first locking block is parallel to the inclined side of the second locking block. A locking rod is slidably disposed on the sliding block, and the locking rod is movably protruding from the sidewall of the sliding block. One end of the locking rod is movably abutted against the inclined side of the first locking block, and the other end of the locking rod is movably abutted against the inclined side of the second locking block. A plurality of locking screws are threadedly assembled on the sliding block, and the plurality of locking screws correspond one-to-one with a plurality of sliding posts. One end of the locking screw is movably abutted against the outer sidewall of the sliding post, and the other end of the locking screw is provided with a locking gear. A locking rack is provided on the locking rod, and the grooves of the locking rack are spaced apart. The plurality of locking gears mesh with the locking rack.

[0034] By adopting the above technical solution, when the sliding block slides from the initial position to the other end of the guide groove, until the abutting wheel moves to separate from the friction lining, the locking rod abuts against the inclined side of the first locking block, and the locking rod and the locking rack slide away from the first locking block, driving multiple locking gears to rotate synchronously, thereby causing the locking screw to rotate and abut against the sliding column, thus fixing the sliding column.

[0035] When the sliding block slides to the initial position until the abutting wheel and the friction lining are in contact, the end of the locking rod away from the first locking block abuts against the inclined side of the second locking block, and the locking rod and the locking rack slide away from the second locking block, thereby separating the locking screw from the sliding post and unlocking the sliding post.

[0036] The above scheme enables the sliding block to reciprocate and detect the friction lining, while simultaneously coordinating the switching of the sliding column's fixing / unlocking. This improves detection efficiency, saves power, and facilitates subsequent adjustment of the compression of the clamping spring.

[0037] Optionally, the adjusting component includes an adjusting worm gear rotatably mounted on the rotating block, an adjusting disc coaxially threaded onto the adjusting worm gear, the adjusting disc movably penetrating the adjusting worm gear, a sliding column coaxially movably penetrating the adjusting disc, a clamping spring disposed between the adjusting disc and the clamping wheel, an adjusting rod rotatably mounted on the sliding block, the adjusting rod having multiple adjusting worms, each corresponding to one of the multiple adjusting worm gears, the adjusting worms and adjusting worm gears being movably engaged, a first one-way gear and a second one-way gear rotatably mounted at both ends of the adjusting rod, a first rack and a second rack respectively mounted on opposite inner side walls of the mounting base, both the first rack and the second rack being arc-shaped, the first one-way gear being movably engaged with the first rack, the second one-way gear being movably engaged with the second rack, a limit switch mounted on the adjusting disc, the limit switch being movably engaged with one of the clamping wheel and the adjusting worm gear, a controller mounted on the mounting base, the limit switch and the power component being electrically connected to the controller.

[0038] By adopting the above technical solution, when the sliding column is fixed and the sliding block continues to slide away from the initial position, the first one-way gear is locked and meshes with the first rack. At the same time, the rotating block and the limiting block are pressed together. At this time, the adjusting worm and the adjusting worm wheel mesh, thereby causing the first one-way gear to rotate. This causes the adjusting rod and the adjusting worm to rotate synchronously, driving the adjusting worm wheel to rotate. This causes the adjusting disc to move towards the pressing wheel until the first limit switch is in contact with the pressing wheel. At this time, the limit switch transmits an electrical signal to the controller. The controller controls the power component to reverse, causing the sliding block to slide back to the initial position. At this time, the first one-way gear rotates freely, making it difficult for the first one-way gear to rotate, thereby compressing the pressing spring.

[0039] The friction coefficient is measured, and when the rotating block rotates, the adjusting worm and the adjusting worm wheel separate, so that the adjusting worm does not easily block the rotation of the rotating block, which facilitates the measurement of the friction coefficient.

[0040] The power component continues to drive the sliding block to slide until the clamping wheel separates from the friction lining, and the sliding column is in the unlocked state. At this time, the second one-way gear is locked and meshes with the second rack. Simultaneously, the rotating block and the limit block are pressed together. At this time, the adjusting worm gear meshes with the adjusting worm wheel, thereby causing the second one-way gear to rotate. This causes the adjusting worm wheel to rotate in the opposite direction, making the adjusting disc move away from the clamping wheel until the limit switch engages with the adjusting worm wheel. At this time, the limit switch transmits an electrical signal to the controller, which then controls the power component to stop working. During the next test, the second one-way gear rotates freely, making it difficult for the second one-way gear to rotate, thus maintaining a constant relative position between the adjusting disc and the sliding block, which is convenient for the next test.

[0041] The above scheme enables the sliding block to reciprocate and slide to detect the friction lining, while simultaneously adjusting the compression of the clamping spring. This facilitates subsequent detection of the friction coefficient of the friction lining, improves detection efficiency, and saves power.

[0042] Optionally, the drawing component further includes a second drawing pen that is elastically slidably disposed on the drawing block. The drawing end of the second drawing pen is in contact with the surveying paper. The sidewall of the second drawing pen away from the drawing end is inclined. A switching block is elastically slidably disposed on the drawing block. One end of the switching block is in contact with the inclined side of the second drawing pen, and the other end of the switching block is in contact with the sliding block.

[0043] When the rotating block rotates, the switching block abuts against the sliding block, causing the switching block to abut against the tilted side of the second drawing pen, which in turn causes the second drawing pen to slide and abut against the surveying paper.

[0044] When the rotating block abuts against the limiting block, the switching block separates from the tilted side of the second drawing pen under elastic force, and at this time the second drawing pen separates from the surveying paper under elastic force.

[0045] By adopting the above technical solution, when the friction coefficient of the friction lining is detected, when the rotating block rotates, one end of the switching block abuts against the sliding block, and the other end of the switching block abuts against the inclined side of the second drawing pen, causing the second drawing pen to slide towards the measuring paper, so that the output end of the second drawing pen abuts against the measuring paper. As the sliding block slides, the second drawing pen draws the corresponding curve on the measuring paper. At this time, it is indicated that the friction coefficient of the friction lining and the corresponding position of the curve meet the standard value.

[0046] When the friction coefficient of the friction lining is tested, the rotating block remains pressed against the limiting block. The switching block separates from the tilted side of the second drawing pen under the elastic force. At the same time, the second drawing pen slides away from the measuring paper under the elastic force, causing the second drawing pen to separate from the measuring paper. At this time, a blank segment appears in the curve drawn by the second drawing pen, indicating that the friction coefficient of the friction lining at the position corresponding to the blank segment of the curve does not meet the standard value. At the same time, by comparing with the trough of the curve corresponding to the wear amount, the influence of the pits on the friction lining on the test results is eliminated.

[0047] The above method allows for a direct observation of whether the coefficient of friction at various locations on the surface of the friction lining meets the standard value, facilitating further evaluation of the durability of the friction lining.

[0048] Optionally, the fixing component includes a positioning block disposed on the inner bottom wall of the mounting base. The web plate and the side wall of the positioning block are movably abutted against each other. The inner peripheral wall of the web plate away from the wing plate is movably abutted against the positioning block. The positioning block is provided with multiple positioning rods, each of which corresponds to one of the multiple heat dissipation holes. The positioning rods are movably arranged through the heat dissipation holes. The end of the positioning rod away from the positioning block is provided with a thread. A fixing nut is coaxially and detachably disposed on the positioning rod. The fixing nut is movably abutted against the side wall of the web plate. Both web plates are movably located between the positioning block and the fixing nut. The positioning rod and the fixing nut are threadedly adapted.

[0049] By adopting the above technical solution, when fixing the brake shoe, the technician passes the positioning rod through the heat dissipation hole and pushes the brake shoe into the testing chamber until the web plate on the side away from the technician is in contact with the positioning block. At this time, the inner peripheral wall of the web plate away from the wing plate is pressed against the positioning block. Then, the technician puts the fixing nut coaxially on the positioning rod and tightens the nut so that the fixing nut is pressed against the web plate, thereby pressing the web plate against the positioning block and fixing the brake shoe, which is convenient for the technician to operate.

[0050] In summary, this application includes at least one of the following beneficial technical effects:

[0051] 1. Through the brake drum and transmission assembly, the transmission assembly drives the web plate to rotate, causing the wing plate to rotate towards the inner peripheral wall of the brake drum. This causes the friction lining to abut against the inner peripheral wall of the brake drum, and the vehicle braking is achieved through the friction between the friction lining and the brake drum. The two web plates, with heat dissipation holes on them, facilitate heat dissipation of the brake shoes, reduce the radial bending stiffness of the brake shoes, and make the web plate easier to bend and deform radially. This makes the contact pressure between the wing plate and the brake drum uniform, increases the friction area between the friction lining and the brake drum, improves braking performance, and reduces brake squeal.

[0052] Meanwhile, when the friction lining rubs against the brake drum, the wing plate is prone to axial deformation due to the reaction force. By setting multiple friction linings and leaving expansion joints between the friction linings, the amount of deformation of the friction linings is reduced, the risk of friction lining deformation and breakage is reduced, and the expansion joints help the friction linings dissipate heat, reducing the risk of friction performance degradation due to excessive temperature, and improving the braking performance and safety performance of the brake.

[0053] Meanwhile, the radial deformation of the wing plate is greater than the axial deformation, and the width of the axial expansion joint of the friction lining is smaller than the width of the radial expansion joint. Through the above scheme, the deformation space of the friction lining is guaranteed, while the axial dimension of the wing plate is reduced and the axial stiffness of the wing plate is improved, thereby improving the braking performance.

[0054] 2. During testing, the sliding block is driven by the mounting base, sliding block, clamping wheel, clamping spring, power component, and drawing component. The power component drives the sliding block to slide, causing the clamping wheel to come into contact with the outer peripheral wall of the friction lining. The clamping spring keeps the clamping wheel pressed against the outer peripheral wall of the friction lining. Then the sliding block continues to slide, causing the clamping wheel to slide along the outer peripheral wall of the friction lining. As the thickness of the friction lining decreases / increases, the clamping wheel slides towards / away from the friction lining. The drawing component records the sliding trajectory of the clamping wheel. At this time, the sliding trajectory of the clamping wheel is a smooth curve. By analyzing the curve, the wear amount at multiple positions of the friction lining can be obtained. Calculating the wear amount and the working time of the mine car can give the remaining durability of the mine car in actual use, which can help technicians schedule the next maintenance.

[0055] When the clamping wheel slides to the recess, its sliding trajectory will show a curve with large fluctuations. By analyzing the curve, the contact ratio between the friction lining and the brake drum during braking can be obtained, thereby determining whether the contact area between the friction lining and the brake drum meets the design requirements. If the contact area between the friction lining and the brake drum does not meet the design requirements, even if the wear of the friction lining meets the working requirements, the technicians still need to replace the friction lining to improve the safety performance of the brake. At the same time, the clamping wheel rotates when it slides, reducing the friction between the clamping wheel and the friction lining, reducing the risk of the clamping wheel sliding or deviating due to friction, and improving the accuracy of the detection.

[0056] 3. Through the setting of rotating block, limit block, tension spring, one-way bearing, locking component and adjusting component, when the sliding block slides and the one-way bearing rotates freely, the tension spring makes the rotating block and limit block press against each other, so the rotating block is not easy to rotate. When the pressing wheel slides, it rotates on its own, realizing the detection of the wear of the friction lining until the pressing wheel separates from the friction lining. At this time, the locking component fixes the sliding column, so that the relative position of the sliding column and the rotating block remains constant. Then the sliding block continues to rotate, and the adjusting component adjusts the extension and retraction of the pressing spring, so that the pressing spring is compressed to the set value.

[0057] Then the sliding block slides in the reverse direction until the clamping wheel and the friction lining are in contact. At this time, the locking component unlocks the sliding column, and the clamping spring causes the clamping wheel to press against the friction lining with the set force. At the same time, the one-way bearing locks, making it difficult for the clamping wheel to rotate. Then the sliding block continues to rotate in the reverse direction. At this time, sliding friction is generated between the clamping wheel and the friction lining. When the friction coefficient of the friction lining meets the standard value, the rotating block rotates. When the friction coefficient of the friction lining does not meet the standard value or the friction lining has pits, the rotating block maintains a constant relative position with the limit block. The rotation of the rotating block is recorded by the drawing component, which is convenient for technicians to detect and analyze the friction coefficient of the friction lining and further evaluate the durability of the friction lining. When the friction coefficient does not meet the standard value, even if the wear of the friction lining meets the working requirements, the technicians need to replace the friction lining to improve the safety performance of the brake. Attached Figure Description

[0058] Figure 1 This is a schematic diagram of the overall structure of an embodiment of this application;

[0059] Figure 2 This is a schematic diagram of the connection structure between the brake backing plate and the brake shoes;

[0060] Figure 3 This is a schematic diagram of the connection structure between the brake shoe and the mounting base;

[0061] Figure 4 This is a schematic diagram of the connection structure between the power component and the mounting base;

[0062] Figure 5 This is a schematic diagram of the connection structure between the clamping wheel and the sliding block;

[0063] Figure 6 This is a schematic diagram of the connection structure between the sliding column and the rotating block;

[0064] Figure 7 This is a schematic diagram of the connection structure of the second drawing pen, the drawing block, and the clamping block;

[0065] Figure 8 This is a schematic diagram of the internal mechanism of the mounting base.

[0066] Reference numerals: 1. Brake base plate; 11. Brake drum; 12. Transmission assembly; 13. Support pin; 14. Fixed spring; 15. Return spring; 2. Brake shoe; 21. Friction lining; 22. Web plate; 23. Wing plate; 24. Heat dissipation hole; 25. Semicircular groove; 26. Expansion joint; 3. Mounting seat; 31. Detection chamber; 32. Guide groove; 33. Power component; 34. Controller; 35. Mounting port; 4. Detection assembly; 41. Sliding block; 42. Pressing wheel; 43. Pressing spring; 44. Rotating block; 45. Limiting block; 46. Tension spring; 47. One-way bearing; 48. Locking component; 481. First locking block; 482. Second locking block; 48 3. Locking rod; 484. Locking screw; 485. Locking gear; 486. Locking rack; 49. Adjusting component; 491. Adjusting worm gear; 492. Adjusting disc; 493. Adjusting rod; 494. Adjusting worm gear; 495. First one-way gear; 496. Second one-way gear; 497. First rack; 498. Second rack; 499. Limit switch; 5. Drawing assembly; 51. Sliding column; 52. Clamping block; 53. Drawing block; 54. Return spring; 55. First drawing pen; 56. Second drawing pen; 57. Switching block; 58. Survey paper; 59. Drawing board; 6. Fixing assembly; 61. Positioning block; 62. Positioning rod; 63. Fixing nut. Detailed Implementation

[0067] The following is in conjunction with the appendix Figure 1-8 This application will be described in further detail.

[0068] This application discloses a multi-plate friction plate mine car brake. (Refer to...) Figure 1 and Figure 2A multi-plate friction plate mine car brake includes a circular brake base plate 1 and brake shoes 2 rotatably connected to the brake base plate 1. Two brake shoes 2 are provided and arranged opposite each other. Each brake shoe 2 includes two webs 22, wing plates 23, and friction linings 21. The two webs 22 are arranged opposite each other and are arched in shape, rotatably connected to the brake base plate 1. Multiple heat dissipation holes 24 are provided on the webs 22 to facilitate heat dissipation of the brake shoes 2. In this application, two heat dissipation holes 24 are provided. In other embodiments, there may be three, five, six, or more heat dissipation holes 24, as long as the arrangement is consistent with this application. The wing plates 23 are semi-circular arc-shaped, and their inner peripheral walls are fixed to the two webs 22. The friction linings 21 are riveted to the outer peripheral walls of the wing plates 23 away from the webs 22. Multiple friction pads 21 are provided, and the multiple friction pads 21 are evenly distributed along the axial and radial directions of the wing plate 23. An expansion joint 26 is left between two adjacent friction pads 21 to allow for deformation of the friction pads 21, and the width of the axial expansion joint 26 between two adjacent friction pads 21 is smaller than the width of the radial expansion joint 26. In this application, two friction pads 21 are provided. In other embodiments, there may be three, five, six or more friction pads 21, and the arrangement method can be the same as in this application. A brake drum 11 is connected to the brake base plate 1. The brake drum 11 is a cylindrical shape with one end open. The friction pads 21 are movably pressed against the inner peripheral wall of the brake drum 11. The brake base plate 1 is fixed to the axle of the mine car, and the brake drum 11 is fixed to the wheel hub of the mine car. A transmission assembly 12 for driving the brake shoes 2 to rotate is also provided on the brake base plate 1.

[0069] When braking is required, the two brake shoes 2 are driven to rotate synchronously through the transmission assembly 12. At this time, the web plate 22 rotates, causing the end of the wing plate 23 away from the rotation axis to approach the inner peripheral wall of the brake drum 11, thereby making the friction lining 21 abut against the inner peripheral wall of the brake drum 11. The vehicle braking is achieved through the friction between the friction lining 21 and the brake drum 11. The two web plates 22 at this time are conducive to heat dissipation of the brake shoes 2, while reducing the radial bending stiffness of the brake shoes 2, making the web plate 22 easy to bend and deform radially, making the contact pressure between the wing plate 23 and the brake drum 11 uniform, increasing the friction area between the friction lining 21 and the brake drum 11, improving braking performance, and reducing brake squealing.

[0070] Meanwhile, when the friction lining 21 rubs against the brake drum 11, the wing plate 23 is prone to axial deformation due to the reaction force. By setting multiple friction linings 21 and leaving expansion joints 26 between the friction linings 21, the amount of deformation of the friction linings 21 is reduced, the risk of deformation and breakage of the friction linings 21 is reduced, and the expansion joints 26 help the friction linings 21 dissipate heat, reducing the risk of the friction performance of the friction linings 21 decreasing due to excessive temperature, and improving the braking performance and safety performance of the brake.

[0071] Meanwhile, the radial deformation of the wing plate 23 is greater than the axial deformation, and the width of the axial expansion joint 26 of the friction lining 21 is less than the width of the radial expansion joint 26. Through the above scheme, the deformation space of the friction lining 21 is guaranteed, while the axial dimension of the wing plate 23 is reduced, and the axial stiffness of the wing plate 23 is improved, thereby improving the braking performance.

[0072] Furthermore, refer to Figure 2 Two support pins 13 are fixed on the brake base plate 1, and the two support pins 13 correspond one-to-one with the two brake shoes 2. The web plate 22 is rotatably connected to the support pins 13, and the two web plates 22 on each brake shoe 2 are located at the two ends of a support pin 13. The web plate 22 is provided with a semi-circular groove 25 corresponding to the support pin 13. The support pin 13 and the inner peripheral wall of the semi-circular groove 25 are movably pressed together. A fixing spring 14 is connected to the web plate 22 to keep the support pin 13 and the inner peripheral wall of the semi-circular groove 25 pressed together. In order to improve the stability of the web plate 22, two fixing springs 14 are provided, and the two fixing springs 14 are arranged opposite each other. One end of the fixing spring 14 is detachably connected to the web plate 22 of one brake shoe 2, and the other end of the fixing spring 14 is detachably connected to the web plate 22 of the other brake shoe 2. A pull-back spring 15 is also detachably fixed on the web plate 22 to keep the brake shoes 2 rotating close to each other.

[0073] After braking is completed, under the action of the return spring 15, the end of the web plate 22 away from the semi-circular groove 25 rotates away from the inner peripheral wall of the brake drum 11, so that the friction lining 21 separates from the inner peripheral wall of the brake drum 11, which is convenient for the next braking.

[0074] During maintenance, the technician removes the fixing spring 14 and the return spring 15, separating the support pin 13 from the inner circumferential wall of the semi-circular groove 25. Then, the technician removes the brake shoe 2 from the brake base plate 1 to disassemble the brake shoe 2, making it easier for the technician to operate.

[0075] During installation, the technicians fit the support pin 13 against the inner circumferential wall of the semicircular groove 25, and then connect the two ends of the fixing spring 14 to the web plates 22 of the two brake shoes 2 respectively, so that the support pin 13 and the inner circumferential wall of the semicircular groove 25 are moved and pressed together. Then, the two ends of the pull-back spring 15 are connected to the web plates 22 of the two brake shoes 2 respectively, thus realizing the installation of the brake shoes 2, which is convenient for technicians to operate.

[0076] The implementation principle of a multi-plate friction plate mine car brake according to an embodiment of this application is as follows: When braking is required, the two brake shoes 2 are driven to rotate synchronously through the transmission component 12. At this time, the web plate 22 rotates, so that the end of the wing plate 23 away from the rotation axis approaches the inner peripheral wall of the brake drum 11, thereby making the friction lining 21 abut against the inner peripheral wall of the brake drum 11, and the vehicle braking is achieved through the friction between the friction lining 21 and the brake drum 11.

[0077] After braking is completed, under the action of the return spring 15, the end of the web plate 22 away from the semi-circular groove 25 rotates away from the inner peripheral wall of the brake drum 11, so that the friction lining 21 separates from the inner peripheral wall of the brake drum 11, which is convenient for the next braking.

[0078] During maintenance, technicians remove the fixing spring 14 and the return spring 15, separating the support pin 13 from the inner peripheral wall of the semi-circular groove 25. Then, the technicians remove the brake shoe 2 from the brake base plate 1 to disassemble the brake shoe 2. During installation, the technicians fit the support pin 13 against the inner peripheral wall of the semi-circular groove 25, and then connect both ends of the fixing spring 14 to the web plates 22 of the two brake shoes 2 respectively, so that the support pin 13 and the inner peripheral wall of the semi-circular groove 25 are moved and pressed together. Then, the two ends of the return spring 15 are connected to the web plates 22 of the two brake shoes 2 respectively to install the brake shoe 2.

[0079] This application also discloses a durability testing device for multi-plate friction plate mine car brakes. (See also...) Figure 3 A durability testing device for a multi-plate friction plate mine car brake includes a mounting base 3 placed vertically on an operating table. The mounting base 3 is semi-cylindrical, and the arc end of the mounting base 3 is adapted to the friction lining 21. A testing cavity 31 is opened inside the mounting base 3, and the brake shoe 2 is installed in the testing cavity 31. An installation port 35 for inserting the brake shoe 2 is opened on the side wall of the testing cavity 31. A fixing component 6 for fixing the brake shoe 2 is provided on the mounting base 3. A testing component 4 for testing the brake shoe 2 is also provided on the mounting base 3.

[0080] Reference Figure 3 The fixing component 6 includes a positioning block 61 fixed to the inner bottom wall of the mounting base 3. The side walls of the web plate 22 and the positioning block 61 are movably pressed together. The inner peripheral wall of the web plate 22 away from the wing plate 23 is movably pressed together with the positioning block 61. Two positioning rods 62 are fixed on the positioning block 61. The two positioning rods 62 correspond one-to-one with two heat dissipation holes 24. The positioning rods 62 are movably arranged through the heat dissipation holes 24. The end of the positioning rod 62 away from the positioning block 61 is provided with a thread. A fixing nut 63 is coaxially and detachably connected to the positioning rod 62. The fixing nut 63 is movably pressed together with the side walls of the web plate 22. Both web plates 22 are movably located between the positioning block 61 and the fixing nut 63. The positioning rods 62 and the fixing nut 63 are threadedly matched.

[0081] Reference Figure 3 , Figure 4 and Figure 5The detection component 4 includes a sliding block 41 slidably connected to the detection cavity 31. A clamping wheel 42 is slidably and rotatably connected to the sliding block 41. The sliding direction of the clamping wheel 42 is consistent with the radial direction of the mounting base 3, and the rotation direction of the clamping wheel 42 is parallel to the axis of the mounting base 3. Multiple clamping wheels 42 are provided, and they are evenly spaced along the axial direction of the friction lining 21. In this application, six clamping wheels 42 are provided. In other embodiments, there may be two, three, eight, or more clamping wheels, as long as the arrangement is consistent with this application. The outer peripheral wall of the clamping wheel 42 is parallel to the outer peripheral wall of the friction lining 21. The sliding block 41 is equipped with a retaining spring 43 that keeps the retaining wheel 42 and the friction lining 21 in constant contact. Guide grooves 32 are provided on the two opposite inner sidewalls of the detection cavity 31. The guide grooves 32 are arranged along the circumference of the outer peripheral wall of the friction lining 21, and the radius of the guide grooves 32 is larger than the radius of the outer peripheral wall of the friction lining 21. The two ends of the sliding block 41 are located in the two guide grooves 32 respectively, and are movably abutted against the inner sidewall of the guide grooves 32. The mounting base 3 is provided with a power component 33 for driving the sliding block 41 to slide. In this application, the power component 33 is a drive motor, and the output end of the drive motor is connected to the sliding block 41.

[0082] To record the test results and facilitate analysis by technicians, a drawing component 5 is provided on the mounting base 3, for reference. Figure 5 , Figure 6 and Figure 7The drawing component 5 includes a sliding post 51 fixed to the clamping wheel 42. The sliding post 51 is slidably connected to the sliding block 41. The sliding direction of the sliding post 51 is consistent with the sliding direction of the clamping wheel 42. The cross-section of the sliding post 51 is polygonal. In this application, the sliding post 51 is a regular quadrilateral. In other embodiments, the sliding post 51 can also be a polygon such as a triangle, pentagon, or hexagon, as long as the sliding post 51 slides without rotating. A clamping block 52 is fixed to the end of the sliding post 51 away from the clamping wheel 42. A drawing block 53 is slidably connected to the sliding block 41. The sliding direction of the drawing block 53 is parallel to the axial direction of the friction pad 21 and perpendicular to the sliding direction of the clamping block 52. The sidewalls of the clamping block 52 and the drawing block 53 that are close to each other are inclined. The inclined side of 2 is movably pressed against the inclined side of the drawing block 53. The drawing block 53 is fixed with a return spring 54 to keep the pressing block 52 and the drawing block 53 pressed against each other. The first drawing pen 55 is connected to the side wall of the drawing block 53 away from the inclined side. An arc-shaped drawing plate 59 is rotatably connected in the detection cavity 31. The rotation axis of the drawing plate 59 is parallel to the axis of the mounting base 3. The shape of the drawing plate 59 is adapted to the friction pad 21. The end of the drawing plate 59 away from its rotation axis is movably protruding from the mounting base 3. A measuring paper 58 is detachably connected to the side wall of the drawing plate 59 near the first drawing pen 55. The measuring paper 58 is in contact with the drawing plate 59. The measuring paper 58 has scale lines arranged along the radial and axial directions of the friction pad 21. The drawing end of the first drawing pen 55 is movably in contact with the measuring paper 58.

[0083] When testing is required, the technician places a brake shoe 2 into the testing cavity 31 through the mounting port 35, and passes the positioning rod 62 through the heat dissipation hole 24. At the same time, the brake shoe 2 is pushed into the testing cavity 31 until the web plate 22 on the side away from the technician is in contact with the positioning block 61. At this time, the inner peripheral wall of the web plate 22 away from the wing plate 23 is pressed against the positioning block 61. Then, the technician puts the fixing nut 63 coaxially on the positioning rod 62 and tightens the nut, so that the fixing nut 63 is pressed against the web plate 22, thereby pressing the web plate 22 against the positioning block 61, thus fixing the brake shoe 2, which is convenient for the technician to operate. At this time, the sliding block 41 is located at one end of the guide groove 32, and the clamping wheel 42 is separated from the friction lining 21. This is the initial position of the sliding block 41.

[0084] During testing, the power component 33 drives the sliding block 41 to slide along the guide groove 32, the friction lining 21 causes the pressing wheel 42 to slide away from the friction lining 21, and the pressing wheel 42 to fit against the outer peripheral wall of the friction lining 21. At the same time, the pressing spring 43 presses the pressing wheel 42 against the outer peripheral wall of the friction lining 21.

[0085] The sliding block 41 continues to slide, causing the clamping wheel 42 to slide along the outer peripheral wall of the friction lining 21. At this time, the clamping wheel 42 rotates as it slides, reducing friction between the clamping wheel 42 and the friction lining 21, thus reducing the risk of slippage or displacement due to friction and improving detection accuracy. Simultaneously, the first drawing pen 55 moves to its drawing end and comes into contact with the measuring paper 58, drawing on the measuring paper 58 as the sliding block 41 slides. When the clamping wheel 42 slides away from the friction lining 21, it drives the sliding column 51 to slide. Due to the sliding column 51's... The cross-section is polygonal. When the sliding column 51 drives the pressing block 52 to slide, it is not easy to rotate. This makes the inclined side of the pressing block 52 press against the inclined side of the drawing block 53, and drives the drawing block 53 to slide along the axial direction of the friction lining 21. When the pressing wheel 42 slides towards the friction lining 21, the return spring 54 drives the drawing block 53 to slide in the opposite direction along the axial direction of the friction lining 21, so that the first drawing pen 55 draws a smooth curve on the surveying paper 58 corresponding to the surface of the friction lining 21, and the curve is a trough-shaped curve at the corresponding position of the pit of the friction lining 21.

[0086] Then the technician rotates the drawing board 59 so that the end of the drawing board 59 away from its axis of rotation protrudes from the mounting base 3, and removes the completed measurement paper 58. The drawn curves visually show the wear condition of the friction pad 21, which is convenient for the technician to analyze the data. Then the technician installs a new measurement paper 58 on the drawing board 59 for the next inspection.

[0087] By comparing the readings of the axial scale line and removing the data at the trough of the curve, the wear amount of the friction lining 21 is calculated by taking the average value. By calculating the wear amount and the working time of the mine car, the remaining durability of the mine car during actual use can be obtained, which makes it easier for technicians to schedule the next maintenance.

[0088] By comparing the readings of the radial scale lines at the beginning and end of the trough-shaped curve, and calculating the proportion of the area of ​​the outer peripheral wall of the friction lining 21 occupied by the pits on the friction lining 21, the contact area between the friction lining 21 and the brake drum 11 can be obtained. This allows for the determination of whether the contact area between the friction lining 21 and the brake drum 11 meets the design requirements. If the contact area between the friction lining 21 and the brake drum 11 does not meet the design requirements, even if the wear of the friction lining 21 meets the working requirements, technicians still need to replace the friction lining 21 to improve the safety performance of the brake.

[0089] Furthermore, in order to test the coefficient of friction of the friction lining 21, refer to Figure 5 and Figure 6The detection component 4 also includes a rotating block 44 rotatably connected to the sliding block 41. The rotation axis of the rotating block 44 is parallel to the axis of the mounting base 3. A limit block 45 is fixed on the sliding block 41. The side walls of the rotating block 44 and the limit block 45 are movably pressed together. A tension spring 46 is fixed on the rotating block 44. The tension spring 46 keeps the rotating block 44 pressed against the limit block 45. There are six rotating blocks 44. The six rotating blocks 44 correspond one-to-one with the six pressing wheels 42. The sliding column 51 is slidably connected to the rotating block 44. A one-way bearing 47 is fixed at the rotating shaft of the pressing wheel 42.

[0090] To secure / unlock the sliding post 51 and facilitate the testing of the friction coefficient of the friction lining 21, a locking element 48 is provided on the mounting base 3. (Refer to...) Figure 7 and Figure 8 The locking component 48 includes a first locking block 481 and a second locking block 482, which are respectively fixed to the two opposing inner sidewalls of the detection cavity 31. The sidewalls of the first locking block 481 and the second locking block 482 that are close to each other are inclined, and the inclined side of the first locking block 481 is parallel to the inclined side of the second locking block 482. A locking rod 483 is slidably connected to the sliding block 41, and the locking rod 483 is movably protruding from the sidewall of the sliding block 41. The sliding direction of the locking rod 483 is parallel to the axial direction of the mounting base 3. One end of the locking rod 483 is connected to the first locking block 481. The inclined side of the fixed block 481 is movably pressed against the locking rod 483, and the other end of the locking rod 483 is movably pressed against the inclined side of the second locking block. Six locking screws 484 are threadedly fitted on the sliding block 41. The six locking screws 484 correspond one-to-one with the six sliding posts 51. One end of the locking screw 484 is movably pressed against the outer wall of the sliding post 51. The other end of the locking screw 484 is fixed with a locking gear 485. A locking rack 486 is fixed on the locking rod 483. The tooth grooves of the locking rack 486 are spaced apart. Multiple locking gears 485 mesh with the locking rack 486.

[0091] To adjust the extension and retraction of the clamping spring 43 and improve detection accuracy, an adjusting component 49 is provided on the mounting base 3, as shown in the reference. Figure 5 , Figure 6 and Figure 8The adjusting component 49 includes an adjusting worm gear 491 rotatably connected to the rotating block 44. The rotation axis of the adjusting worm gear is movably aligned with the radius of the mounting base 3. An adjusting disc 492 is coaxially threaded onto the adjusting worm gear 491, and the adjusting disc 492 movably passes through the adjusting worm gear 491. A sliding column 51 is coaxially movably arranged through the adjusting disc 492. A retaining spring 43 is located between the adjusting disc 492 and the retaining wheel 42. An adjusting rod 493 is rotatably mounted on the sliding block 41. The rotation axis of the adjusting rod 493 is aligned with the axis of the mounting base 3. Six adjusting worms 494 are fixed on the adjusting rod 493. The six adjusting worms 494 correspond one-to-one with the six adjusting worm gears 491. The adjusting worms 494 are located on the side of the rotating block 44 away from the limiting block 45. The adjusting worm 494 is movably engaged with the adjusting worm wheel 491. The two ends of the adjusting rod 493 are coaxially rotatably connected to the first one-way gear 495 and the second one-way gear 496, respectively. The first rack 497 and the second rack 498 are fixed on the opposite inner side walls of the mounting base 3, respectively. The first rack 497 and the second rack 498 are both arc-shaped. The first one-way gear 495 is movably engaged with the first rack 497, and the second one-way gear 496 is movably engaged with the second rack 498. The limit switch 499 is fixed on the adjusting plate 492. The limit switch 499 is movably engaged with either the pressing wheel 42 or the adjusting worm wheel 491. The controller 34 is fixed on the mounting base 3. The limit switch 499 and the power component 33 are electrically connected to the controller 34.

[0092] To record the test results and facilitate their analysis by technicians, refer to... Figure 6 , Figure 7 and Figure 8 The drawing component 5 also includes a second drawing pen 56 that is elastically slidably connected to the drawing block 53. The drawing end of the second drawing pen 56 is movably pressed against the survey paper 58. The side wall of the second drawing pen 56 away from the drawing end is inclined. A switching block 57 is elastically slidably connected to the drawing block 53. The sliding direction of the second drawing pen 56 is consistent with the sliding direction of the pressing wheel 42. The sliding direction of the switching block 57 is perpendicular to the sliding direction of the second drawing pen 56. One end of the switching block 57 is movably pressed against the inclined side of the second drawing pen 56, and the other end of the switching block 57 is movably pressed against the sliding block 41.

[0093] During wear detection, the tension spring 46 presses the rotating block 44 against the limiting block 45, making it difficult for the rotating block 44 to rotate. At the same time, the one-way bearing 47 rotates freely, and the pressing wheel 42 rotates when it slides, thus detecting the wear of the friction lining 21. This continues until the pressing wheel 42 moves to separate from the friction lining 21, at which point the locking rod 483 presses against the inclined side of the first locking block 481, and the locking rod 483 and the locking rack 486 slide away from the first locking block 481, driving multiple locking gears 485 to rotate synchronously. This causes the locking screw 484 to rotate and press against the sliding post 51, thus fixing the sliding post 51.

[0094] Then, the sliding block 41 continues to slide away from the initial position, causing the first one-way gear 495 to mesh with the first rack 497. At this time, the first one-way gear 495 is locked, and the rotating block 44 abuts against the limiting block 45. The adjusting worm 494 meshes with the adjusting worm wheel 491, causing the first one-way gear 495 to rotate. This causes the adjusting rod 493 and the adjusting worm 494 to rotate synchronously, driving the adjusting worm wheel 491 to rotate. This causes the adjusting disc 492 to move closer to the pressing wheel 42 until the first limit switch 499 is in contact with the pressing wheel 42. At this time, the limit switch 499 transmits an electrical signal to the controller 34. The controller 34 controls the power component 33 to reverse, causing the sliding block 41 to slide closer to the initial position. At this time, the first one-way gear 495 rotates freely, making it difficult for the first one-way gear 495 to rotate, thereby compressing the extension and retraction of the pressing spring 43 to the set value.

[0095] The sliding block 41 continues to slide until the abutting wheel 42 is in contact with the friction lining 21. At this time, the end of the locking rod 483 away from the first locking block 481 abuts against the inclined side of the second locking block 482, and the locking rod 483 and the locking rack 486 slide away from the second locking block 482, so that the locking screw 484 is separated from the sliding post 51, thereby unlocking the sliding post 51. The sliding block 41 reciprocates to detect the friction lining 21, and at the same time, the locking / unlocking of the sliding post 51 is switched in a coordinated manner, improving detection efficiency and saving power.

[0096] The sliding block 41 continues to slide. At this time, the clamping spring 43 causes the clamping wheel 42 to press against the outer peripheral wall of the friction lining 21. Since the compression of the clamping spring 43 is at the set value, the clamping wheel 42 presses against the friction lining 21 with the set force. At the same time, the one-way bearing 47 is locked, and the clamping wheel 42 is not easy to rotate when it slides. At this time, sliding friction is generated between the clamping wheel 42 and the friction lining 21. Then the sliding block 41 continues to slide and the friction coefficient of the friction lining 21 is detected.

[0097] When the rotating block 44 rotates, the adjusting worm 494 separates from the adjusting worm wheel 491, making it less likely for the adjusting worm 494 to obstruct the rotation of the rotating block 44. At the same time, one end of the switching block 57 abuts against the sliding block 41, and the other end of the switching block 57 abuts against the inclined side of the second drawing pen 56, causing the second drawing pen 56 to slide towards the surveying paper 58, so that the output end of the second drawing pen 56 abuts against the surveying paper 58. As the sliding block 41 slides, the second drawing pen 56 draws the corresponding curve on the surveying paper 58. This indicates that the friction coefficient of the friction pad 21 and the corresponding position of the curve meets the standard value.

[0098] When the rotating block 44 remains pressed against the limiting block 45, the switching block 57 separates from the inclined side of the second drawing pen 56 under the elastic force. At the same time, the second drawing pen 56 slides away from the measuring paper 58 under the elastic force, causing the second drawing pen 56 to separate from the measuring paper 58. At this time, the curve drawn by the second drawing pen 56 has a blank segment, indicating that the friction coefficient of the friction pad 21 and the blank segment of the curve do not meet the standard value. At the same time, by comparing with the trough of the curve corresponding to the wear amount, the influence of the pit on the friction pad 21 on the test results is eliminated.

[0099] When the coefficient of friction does not meet the standard value, even if the wear of the friction lining 21 meets the working requirements, the technicians still need to replace the friction lining 21 to improve the safety performance of the brake.

[0100] After the friction coefficient test is completed, the power component 33 continues to drive the sliding block 41 to slide closer to the initial position, causing the clamping wheel 42 to separate from the friction lining 21, and causing the second one-way gear 496 to mesh with the second rack 498. At this time, the second one-way gear 496 is locked, and the rotating block 44 abuts against the limiting block 45. The adjusting worm 494 meshes with the adjusting worm wheel 491. Then the sliding block 41 continues to slide, thereby driving the second one-way gear 496 to rotate, realizing the reverse rotation of the adjusting worm wheel 491, causing the adjusting disc 492 to move towards the opposite direction. Move away from the clamping wheel 42 until the limit switch 499 engages with the adjusting worm gear 491. At this point, the limit switch 499 transmits an electrical signal to the controller 34, causing the controller 34 to stop the power component 33 from working. The clamping spring 43 returns to its uncompressed state, and at the same time, the sliding block 41 slides to its initial position. This allows the sliding block 41 to reciprocate and detect the friction lining 21 while simultaneously adjusting the compression of the clamping spring 43, thus improving detection efficiency.

[0101] During the next test, the second one-way gear 496 rotates freely, making it less likely for the second one-way gear 496 to rotate, thus maintaining a constant relative position between the adjusting disk 492 and the sliding block 41, which facilitates the next test.

[0102] The implementation principle of the multi-plate friction plate mine car brake durability testing device in this application embodiment is as follows: When testing is required, the technician puts the brake shoe 2 into the testing cavity 31, and the positioning rod 62 is coaxially inserted into the heat dissipation hole 24. Then, the fixing nut 63 is tightened to fix the brake shoe 2.

[0103] Then the power component 33 works, driving the sliding block 41 to slide along the guide groove 32 until the pressing wheel 42 abuts against the outer peripheral wall of the friction lining 21. At this time, the first drawing pen 55 is in contact with the surveying paper 58, and the sliding block 41 continues to slide. At this time, the one-way bearing 47 rotates freely, causing the pressing wheel 42 to rotate while sliding along the friction lining 21, and to slide with the change in the thickness of the outer peripheral wall of the friction lining 21. At this time, the first drawing pen 55 records the trajectory of the sliding of the pressing wheel 42.

[0104] Then the sliding block 41 continues to slide until the abutting wheel 42 separates from the friction lining 21. At this time, the locking rod 483 abuts against the first locking block 481 and drives the locking rod 483 to slide, thereby causing the locking rack 486 to slide and drive the locking gear 485 to rotate, which in turn causes the locking screw 484 to rotate and abut against the sliding post 51, thus fixing the sliding post 51.

[0105] Then, the sliding block 41 continues to slide, causing the first one-way gear 495 to mesh with the first rack 497. At this time, the first one-way gear 495 is locked, and the rotating block 44 abuts against the limiting block 45. The adjusting worm 494 meshes with the adjusting worm wheel 491, causing the first one-way gear 495 to rotate. This, in turn, drives the adjusting rod 493 to rotate synchronously with the adjusting worm 494, thus rotating the adjusting worm wheel 491. This causes the adjusting disc 492 to slide closer to the pressing wheel 42, compressing the pressing spring 43 until the first... When the limit switch 499 is engaged with the clamping wheel 42, the limit switch 499 transmits an electrical signal to the controller 34. The controller 34 drives the power component 33 to reverse, thereby causing the sliding block 41 to slide in the opposite direction and causing the other end of the locking rod 483 to abut against the second locking block 482. This causes the locking rod 483 to slide in the opposite direction, thereby unlocking the sliding column 51. At this time, the clamping wheel 42 moves to the position corresponding to the friction lining 21. The clamping spring 43 causes the clamping wheel 42 to press against the friction lining 21 with a set force.

[0106] Then the sliding block 41 continues to slide. At this time, the one-way bearing 47 is locked, and the clamping wheel 42 is not easy to rotate, so that friction is generated between the clamping wheel 42 and the friction lining 21.

[0107] When the rotating block 44 rotates, the adjusting worm 494 separates from the adjusting worm wheel 491, making it less likely for the adjusting worm 494 to obstruct the rotation of the rotating block 44. At the same time, one end of the switching block 57 abuts against the sliding block 41, and the other end of the switching block 57 abuts against the inclined side of the second drawing pen 56, so that the output end of the second drawing pen 56 abuts against the surveying paper 58. As the sliding block 41 slides, the second drawing pen 56 draws the corresponding curve on the surveying paper 58.

[0108] When the rotating block 44 remains pressed against the limiting block 45, the switching block 57 separates from the inclined side of the second drawing pen 56 under the elastic force. At the same time, the second drawing pen 56 slides away from the surveying paper 58 under the elastic force, so that the second drawing pen 56 separates from the surveying paper 58. At this time, the curve drawn by the second drawing pen 56 has a blank segment.

[0109] Then the sliding block 41 continues to slide until the clamping wheel 42 separates from the friction lining 21. At this time, the second one-way gear 496 locks and meshes with the second rack 498. At the same time, the rotating block 44 abuts against the limit block 45, and the adjusting worm 494 meshes with the adjusting worm wheel 491. Then the sliding block 41 continues to slide, realizing the reversal of the adjusting worm wheel 491, causing the adjusting disc 492 to move away from the clamping wheel 42 until the limit switch 499 is in contact with the adjusting worm wheel 491. At this time, the limit switch 499 transmits an electrical signal to the controller 34, and the controller 34 controls the power component 33 to stop working. At this time, the clamping spring 43 returns to the uncompressed state, and the sliding block 41 slides to the initial position. Then the technician rotates the drawing board 59, removes the drawn measurement paper 58, and analyzes and calculates the drawn curve to obtain the test results.

[0110] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A multiple disc brake for a mine car, characterized by: The system includes a brake base plate (1) and brake shoes (2) rotatably mounted on the brake base plate (1). Two brake shoes (2) are provided and arranged opposite each other. Each brake shoe (2) includes two webs (22), a wing plate (23), and a friction lining (21). The two webs (22) are arranged opposite each other and rotatably connected to the brake base plate (1). Multiple heat dissipation holes (24) are provided on the webs (22). The wing plate (23) is semi-circular and connected to the two webs (22). The friction lining (21) is located on the outer peripheral wall of the wing plate (23) away from the webs (22). Multiple friction linings (21) are provided, and the multiple friction linings (21) are evenly distributed along the axial and radial directions of the wing plate (23). An expansion joint (26) is left between two adjacent friction linings (21) to allow the friction linings (21) to deform. The width of the axial expansion joint (26) between two adjacent friction linings (21) is smaller than the width of the radial expansion joint (26). A brake drum (11) is provided on the brake base plate (1). The brake drum (11) is a cylindrical shape with one end open. The friction linings (21) are movably pressed against the inner peripheral wall of the brake drum (11). A transmission assembly (12) for driving the brake shoe (2) to rotate is also provided on the brake base plate (1). The brake base plate (1) is provided with two support pins (13), and the two support pins (13) correspond one-to-one with the two brake shoes (2). The web plate (22) is rotatably connected to the support pins (13), and the two web plates (22) on each brake shoe (2) are respectively located at the two ends of one of the support pins (13). The web plate (22) is provided with a semi-circular groove (25) corresponding to the support pin (13). The support pin (13) is movably pressed against the inner wall of the semi-circular groove (25). The web plate (22) is provided with a fixing spring (14) that keeps the support pin (13) pressed against the inner wall of the semi-circular groove (25). The web plate (22) is also provided with a pull-back spring (15) that keeps the two brake shoes (2) rotating closer to each other.

2. A kind of multi-plate friction plate mine car brake endurance detection device, for detecting the detection device of the endurance of claim 1 multi-plate friction plate mine car brake, it is characterized by: The device includes a mounting base (3), which has a detection cavity (31) and the brake shoe (2) is installed in the detection cavity (31). The mounting base (3) is provided with a fixing component (6) for fixing the brake shoe (2), and the mounting base (3) is also provided with a detection component (4) for detecting the brake shoe (2) and a drawing component (5) for recording the detection results. The detection assembly (4) comprises a sliding block (41) slidingly arranged in the detection cavity (31), a plurality of abutting wheels (42) are slidingly and rotatably arranged on the sliding block (41), the abutting wheels (42) are uniformly arranged along the axial direction of the friction lining (21), the outer peripheral wall of the abutting wheel (42) is movably abutted against the outer peripheral wall of the friction lining (21), the sliding block (41) is provided with an abutting spring (43) allowing the abutting wheel (42) to always abut against the friction lining (21), guide grooves (32) are formed in the opposite two inner side walls of the detection cavity (31), the guide grooves (32) are arranged along the circumferential direction of the outer peripheral wall of the friction lining (21), and the radius of the guide groove (32) is greater than the radius of the outer peripheral wall of the friction lining (21), the two ends of the sliding block (41) are located in the two guide grooves (32) respectively, and the inner side walls of the guide grooves (32) are movably abutted against the two ends of the sliding block (41), and the mounting seat (3) is provided with a power member (33) driving the sliding block (41) to slide.

3. The device for endurance testing of a mine car brake with a multiple-disc frictional plate according to claim 2, characterized in that: The drawing assembly (5) comprises a sliding column (51) arranged on the abutting wheel (42), the sliding column (51) is slidingly connected with the sliding block (41), the cross section of the sliding column (51) is polygonal, one end of the sliding column (51) away from the abutting wheel (42) is provided with an abutting block (52), the sliding block (41) is slidingly provided with a drawing block (53), the sliding direction of the drawing block (53) is parallel to the axial direction of the friction lining (21), the side walls of the abutting block (52) and the drawing block (53) approaching each other are both inclined, the inclined side of the abutting block (52) is movably abutted against the inclined side of the drawing block (53), the drawing block (53) is further provided with a reset spring (54) allowing the abutting block (52) to always abut against the drawing block (53), a first drawing pen (55) is arranged on the side wall of the drawing block (53) away from the inclined side, an arc-shaped drawing plate (59) is rotatably arranged in the detection cavity (31), the drawing plate (59) is matched with the friction lining (21), the drawing plate (59) protrudes from the mounting seat (3) at one end away from the rotation shaft, a surveying and mapping paper (58) is arranged on the side wall of the drawing plate (59) close to the first drawing pen (55), the surveying and mapping paper (58) is provided with scale lines arranged along the meridian direction and the axial direction of the friction lining (21), and the drawing end of the first drawing pen (55) is movably attached to the surveying and mapping paper (58).

4. The device for endurance testing of a mine car brake with a multiple-disc frictional plate according to claim 3, characterized in that: The detection assembly (4) further comprises rotating blocks (44) rotatably arranged on the sliding blocks (41), the sliding blocks (41) are provided with limiting blocks (45), the side walls of the rotating blocks (44) and the limiting blocks (45) are movably abutted, the rotating blocks (44) are provided with tension springs (46), the tension springs (46) always abut the rotating blocks (44) and the limiting blocks (45), the rotating blocks (44) are provided in plurality, the rotating blocks (44) correspond to the abutting wheels (42) one by one, the sliding columns (51) are slidably connected with the rotating blocks (44), the shafts of the abutting wheels (42) are provided with one-way bearings (47), the mounting seat (3) is provided with locking pieces (48) for fixing / unlocking the sliding columns (51), and the mounting seat (3) is provided with adjusting pieces (49) for adjusting the extension amount of the abutting springs (43).

5. The device for endurance testing of a mine car brake with a multiple-disc frictional plate according to claim 4, characterized in that: The locking pieces (48) comprise first locking blocks (481) and second locking blocks (482) arranged on the opposite two inner side walls of the detection cavity (31) respectively, the side walls of the first locking blocks (481) and the second locking blocks (482) are inclined, and the inclined side of the first locking block (481) is parallel to the inclined side of the second locking block (482), the sliding blocks (41) are slidably provided with locking rods (483), and the locking rods (483) are movably protruded from the side walls of the sliding blocks (41), one end of the locking rod (483) is movably abutted with the inclined side of the first locking block (481), the other end of the locking rod (483) is movably abutted with the inclined side of the second locking block, the sliding blocks (41) are threadedly provided with locking screws (484), the locking screws (484) correspond to the sliding columns (51) one by one, one end of the locking screw (484) is movably abutted with the outer side wall of the sliding column (51), the other end of the locking screw (484) is provided with a locking gear (485), the locking rod (483) is provided with a locking rack (486), the tooth grooves of the locking rack (486) are arranged at intervals, and the locking gears (485) are engaged with the locking rack (486).

6. The device for endurance testing of a mine car brake with a multiple-disc frictional plate according to claim 5, characterized in that: The adjusting part (49) comprises an adjusting worm wheel (491) rotatably arranged on the rotating block (44), an adjusting disc (492) coaxially and threadedly arranged on the adjusting worm wheel (491), the adjusting disc (492) movably penetrating the adjusting worm wheel (491), the sliding column (51) movably penetrating the adjusting disc (492) coaxially, the abutting spring (43) arranged between the adjusting disc (492) and the abutting wheel (42), an adjusting rod (493) rotatably arranged on the sliding block (41), a plurality of adjusting worm gears (494) arranged on the adjusting rod (493), the adjusting worm gears (494) corresponding to the adjusting worm wheels (491) one by one, the adjusting worm gears (494) movably engaging with the adjusting worm wheels (491), the first one-way gear (495) and the second one-way gear (496) rotatably arranged at two ends of the adjusting rod (493), the first rack (497) and the second rack (498) arranged on opposite inner side walls of the mounting seat (3), the first rack (497) and the second rack (498) being in arc shape, the first one-way gear (495) movably engaging with the first rack (497), the second one-way gear (496) movably engaging with the second rack (498), the travel switch (499) arranged on the adjusting disc (492), the travel switch (499) movably and selectively abutting with the abutting wheel (42) and the adjusting worm wheel (491), the controller (34) arranged on the mounting seat (3), the travel switch (499) and the power part (33) electrically connected with the controller (34).

7. The device for endurance testing of a mine car brake with a multiple-disc frictional plate according to claim 6, characterized in that it comprises: The drawing assembly (5) further comprises a second drawing pen (56) elastically and slidably arranged on the drawing block (53), the drawing end of the second drawing pen (56) movably and abuttingly abutting with the surveying and mapping paper (58), the side wall of the second drawing pen (56) away from the drawing end being in inclined shape, the switching block (57) elastically and slidably arranged on the drawing block (53), one end of the switching block (57) movably and abuttingly abutting with the inclined side of the second drawing pen (56), the other end of the switching block (57) movably and abuttingly abutting with the sliding block (41); When the rotating block (44) rotates, the switching block (57) abuttingly abuts with the sliding block (41), so that the switching block (57) abuttingly abuts with the inclined side of the second drawing pen (56), and drives the second drawing pen (56) to slide and abuttingly abut with the surveying and mapping paper (58); When the rotating block (44) abuttingly abuts with the limiting block (45), the switching block (57) separates from the inclined side of the second drawing pen (56) under the elastic force, and at this time, the second drawing pen (56) separates from the surveying and mapping paper (58) under the elastic force.

8. The device for endurance testing of a mine car brake with a multiple-disc frictional plate according to claim 7, characterized in that it comprises: The fixed assembly (6) comprises a positioning block (61) arranged on the bottom wall of the mounting seat (3), the side wall of the web plate (22) close to the positioning block (61) is movably abutted, the inner circumferential wall of the web plate (22) away from the wing plate (23) is movably abutted to the positioning block (61), a plurality of positioning rods (62) are arranged on the positioning block (61), the plurality of positioning rods (62) correspond to the plurality of heat dissipation holes (24) one by one, the positioning rods (62) movably pass through the heat dissipation holes (24) and are arranged, the end of the positioning rod (62) away from the positioning block (61) is provided with a thread, a fixed nut (63) is coaxially and detachably arranged on the positioning rod (62), the fixed nut (63) is movably abutted to the side wall of the web plate (22) close to each other, the two web plates (22) are movably arranged between the positioning block (61) and the fixed nut (63), and the positioning rod (62) is screw adapted to the fixed nut (63).

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