A brake for the high-speed shaft of a mining graphics card

Abstract

The present application relates to a brake for a high-speed shaft of a mining truck, belonging to the field of vehicle brakes. It includes a fixed base and a driving piston. A driving groove is formed on the fixed base, and the driving piston slides in the driving groove. A central shaft rod is fixedly connected to the bottom of the driving groove on the fixed base. A receiving groove is formed on one side of the driving piston facing the bottom of the driving groove. One end of the central shaft rod extends into the receiving groove. A compensation snap ring is sleeved on the central shaft rod. A return spring is coaxially connected to the compensation snap ring. The end of the return spring away from the compensation snap ring transmits a thrust force towards the bottom of the driving groove to the driving piston. An adjustment notch is formed on the compensation snap ring. When the compensation snap ring is sleeved on the central shaft rod, the compensation snap ring undergoes elastic deformation. In the solution of the present application, the process of the compensation snap ring displacing when receiving a contact force is smoother, and the braking effect is more durable.

Description

Technical Field

[0001] This application relates to the field of automotive brakes, and in particular, to a brake for a high-speed shaft of a mining truck. Background Art

[0002] A brake is a device that has functions such as decelerating, stopping, or maintaining a stopped state of a moving part (or moving machinery). It is a mechanical part that stops or decelerates a moving part in a machine. Commonly known as a brake or a brake.

[0003] In vehicle design, the installation position of the brake is crucial. Especially when choosing the high-speed shaft as the installation point, in terms of braking performance, due to its high rotational speed, the high-speed shaft can respond to braking commands more quickly and accurately, enabling the efficient operation of the hydraulic braking system, thereby ensuring that the vehicle can quickly decelerate or stop in case of an emergency.

[0004] In the related art, the brake includes a fixed base, a hydraulic control system, a driving piston, a return spring, and a friction plate. The fixed base is installed on the vehicle chassis. The friction plate is slidably arranged on the fixed base and is beside the wheel brake disc. The driving piston is also slidably arranged on the fixed base. The hydraulic control system and the return spring are used to drive the driving piston to move. Increasing the hydraulic pressure causes the driving piston to move closer to the brake disc. After the hydraulic pressure is removed, the return spring applies a pulling force to the driving piston to reset it. When the friction plate moves to abut against the brake disc, the frictional force generated between the two serves as the rotational resistance of the wheel, thereby achieving the purpose of braking. Since the rotational speed of the brake disc of the high-speed shaft is relatively fast, during the process of the friction plate and the brake disc coming into contact with each other, the friction plate is continuously frictionally damaged and its thickness gradually decreases. With long-term use, the required propulsion distance of the driving piston becomes longer, and the required hydraulic pressure and the telescopic stroke of the return spring both increase, thus making the overall operation mechanism of the device more laborious.

[0005] In this regard, a central shaft is fixedly arranged on a fixed base, the central shaft is coaxial with the driving piston, a receiving chamber is provided on the driving piston, a reset spring is located in the receiving chamber, one end of the reset spring is connected to the wall of the receiving chamber, and the other end is connected to a compensating snap ring, which is sleeved on the central shaft through an interference fit. Under normal conditions, when the friction plate and the brake disc are in contact, the wall of the receiving chamber away from the friction plate does not directly or indirectly contact the compensating snap ring. However, after the thickness of the friction plate is reduced, the stroke of the driving piston gradually increases. When the wall of the receiving chamber away from the friction plate directly or indirectly abuts against the compensating snap ring, the driving piston driven by the oil pressure can apply a thrust to the compensating snap ring. When the thrust is greater than the static friction between the compensating snap ring and the central shaft, the compensating snap ring is pushed and moves closer to the friction plate, and the telescopic stroke of the reset spring is reduced. The above-mentioned "self-adjusting" mechanism has the following problems: the compensating snap ring and the central shaft are interference fit. In addition to the material properties, the maximum static friction between the two places high requirements on their size and fit accuracy, and it is easy to have a situation where the fit is too tight and the reaction is slow during use. Summary of the invention

[0006] In order to improve the above problems, the present application provides a brake for a high-speed shaft of a mining truck.

[0007] The present application provides a brake for a high-speed shaft of a mining truck using the following technical solution:

[0008] A brake for a high-speed shaft of a mining truck comprises a fixed base and a driving piston, wherein the fixed base is provided with a driving groove, the driving piston is located in the driving groove and slides, a central axis rod is fixedly connected to the bottom of the driving groove on the fixed base, a receiving groove is provided on the side of the driving piston facing the bottom of the driving groove, one end of the central axis rod extends into the receiving groove, a compensation snap ring is sleeved on the central axis rod, a return spring is coaxially connected to the compensation snap ring, the end of the return spring away from the compensation snap ring transmits a thrust toward the bottom of the driving groove to the driving piston, an adjustment notch is provided on the compensation snap ring, and when the compensation snap ring is sleeved on the central axis rod, the compensation snap ring undergoes elastic deformation.

[0009] By adopting the above technical solution, the compensating clamping ring clamps the central axis rod through its own elastic deformation, thereby generating static friction between the two that can keep them relatively fixed. The size adjustability during assembly is high and the operation is relatively simple. During use, the mutual clamping state between the compensating clamping ring and the central axis rod is also more stable.

[0010] Preferably, a transition shell cylinder is sleeved outside the compensation snap ring. The distance between two opposite end walls in the inner cavity of the transition shell cylinder is greater than the thickness of the compensation snap ring. One end of the return spring is fixedly connected to the transition shell cylinder. A positioning ring piece is detachably connected to the driving piston at the notch of the accommodating groove. The end of the return spring away from the transition shell cylinder is fixedly connected to an abutting ring piece, and the abutting ring piece abuts against the positioning ring piece.

[0011] By adopting the above technical solution, the transition shell cylinder and the compensation snap ring are jointly sleeved outside the central shaft rod, so as to serve as an intermediate body for connecting the return spring of the compensation snap ring. The positioning ring piece closes the notch of the accommodating groove, so that when the driving piston moves, a thrust can be applied to the return spring through the positioning ring piece.

[0012] Preferably, an external thread structure is formed on the side wall of the positioning ring piece. The positioning ring piece is threadedly connected to the driving piston coaxially. A stop rotation snap spring is clamped on the positioning ring piece. A clamping groove is formed on the positioning ring piece. A stop rotation groove is formed on the groove wall of the accommodating groove. The stop rotation groove and the clamping groove are aligned and communicated, and the stop rotation snap spring passes through the clamping groove and the stop rotation groove at the same time.

[0013] By adopting the above technical solution, under the positioning action of the stop rotation snap spring, the positioning ring piece cannot easily rotate relative to the driving piston, and the relative stability of the two is improved.

[0014] Preferably, a top support member is slidably arranged on the inner edge of the compensation snap ring. The sliding direction of the top support member relative to the compensation snap ring is the radial direction of the central shaft rod. When the top support member moves close to the central shaft rod, it abuts against the side wall of the central shaft rod and applies a reaction force away from the central shaft rod to the compensation snap ring. A control mechanism is further arranged on the compensation snap ring, and the control mechanism is used to control the sliding of the top support member.

[0015] By adopting the above technical solution, when a thrust is applied to the compensation snap ring, the top support member moves close to the central shaft rod. The top support member and the central shaft rod abut against each other. The compensation snap ring is subjected to the force from the top support member and undergoes expansion deformation, so that the friction force between it and the central shaft rod is reduced, which is beneficial to the smooth displacement of the compensation snap ring.

[0016] Preferably, the control mechanism includes a force receiving rod, a primary position spring and a commutation component. The force receiving rod is slidably connected to the compensation snap ring, and the sliding direction is parallel to the axis of the compensation snap ring. One end of the force receiving rod passes through the transition shell cylinder and faces the abutting ring piece. When the abutting ring piece abuts against the force receiving rod, the commutation component is used to vertically decompose the thrust from the abutting ring piece received by the force receiving rod and apply the decomposed component force to the top support member. One end of the primary position spring is connected to the compensation snap ring, and the other end is connected to the force receiving rod. In the natural state, the primary position spring applies a thrust to the force receiving rod towards the abutting ring piece.

[0017] Preferably, the commutation assembly includes a commutation rod and a propulsion wedge. The propulsion wedge is fixedly connected to the force-receiving rod. The commutation rod is slidably connected to the compensation snap ring in the radial direction of the compensation snap ring. One end of the commutation rod is connected to the top support, and the other end is fixedly connected to a commutation wedge. The wedge surface of the commutation wedge abuts against the wedge surface of the propulsion wedge.

[0018] By adopting the above technical solution, when the abutting ring piece abuts against the force-receiving rod, the force-receiving rod receives a thrust force, and the commutation assembly transmits the thrust force to the top support, so that the top support can move closer to the central shaft rod.

[0019] Preferably, a contact ball is embedded at one end of the force-receiving rod facing the abutting ring piece, and the contact ball is used for rolling contact with the abutting ring piece.

[0020] By adopting the above technical solution, when the compensation snap ring undergoes expansion deformation, the position of the force-receiving rod in the radial direction of the compensation snap ring changes, and the contact ball reduces the moving resistance between the force-receiving rod and the abutting ring piece.

[0021] Preferably, the top support includes a mounting block and a mating wheel. The mounting block is fixedly connected to the commutation rod. The mating wheel is rotatably connected to the mounting block, and the rotation axis is perpendicular to the axis of the central shaft rod. The wheel surface of the mating wheel contacts the side wall of the central shaft rod.

[0022] By adopting the above technical solution, when the top support abuts against the central shaft rod, the mating wheel directly contacts the central shaft rod, that is, the top support and the central shaft rod are in rolling abutment, and the friction between them is small, and the movement of the compensation snap ring will be smoother.

[0023] Preferably, the top support is a contact rod. One end of the contact rod is hinged to the force-receiving rod, and the hinge axis is perpendicular to the axis of the central shaft rod. The other end contacts the side wall of the central shaft rod. An adjustment space is provided on the compensation snap ring on the side where the contact rod faces the abutting ring piece, and the adjustment space is for the contact rod to swing into.

[0024] Preferably, a support spring is fixedly connected in the adjustment space on the compensation snap ring. The support spring abuts against the side of the contact rod facing the adjustment space, and the support spring always exerts a thrust force on the contact rod.

[0025] By adopting the above technical solution, the abutting ring piece exerts a thrust force on the compensation snap ring through the force-receiving rod. At the same time, the compensation snap ring undergoes expansion deformation. If the contact rod overcomes the thrust force of the support spring, the contact rod can swing relatively into the adjustment space. At this time, an axial relative movement occurs between the contact rod and the compensation snap ring, that is, the compensation snap ring undergoes a smooth displacement.

[0026] In summary, the present application includes at least one of the following beneficial technical effects:

[0027] 1. By adjusting the setting of the notch, the compensating clamping ring holds the central axis rod tightly through its own elastic deformation, so that static friction that can keep them relatively fixed is generated between the two. The size is highly adjustable during assembly and the operation is relatively simple. During use, the mutual clamping state between the compensating clamping ring and the central axis rod is also more stable;

[0028] 2. Through the arrangement of the top support member and the control mechanism, when the abutment ring is pushed close to the compensation clamping ring by the oil pressure, the control mechanism makes the top support member close to the center axis rod and abut against it. After the compensation clamping ring is subjected to the reaction force from the top support member, it has a tendency to expand, and the clamping effect on the center axis rod is weakened, making it easier to transition from the clamping static state to the sliding state, thereby improving the stability of the compensation clamping ring when it is adjusted and moved. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 It is a schematic diagram of the overall structure of the brake for the high-speed shaft of a mining truck in the first embodiment of the present application.

[0030] Figure 2 It is a cross-sectional schematic diagram used to illustrate the internal structure of the containing tank in the first embodiment of the present application.

[0031] Figure 3 It is a schematic diagram of the connection structure between the driving piston and the retaining ring in the first embodiment of the present application.

[0032] Figure 4 It is a schematic diagram used to illustrate the distribution position of the force-bearing rod on the compensation clamp ring in Examples 2 and 3 of the present application.

[0033] Figure 5 It is a structural diagram used to reflect the control mechanism in Example 2 of the present application.

[0034] Figure 6 It is a structural diagram used to reflect the control mechanism in Example 3 of the present application.

[0035] Explanation of the reference numerals in the accompanying drawings: 1. Fixed base; 11. Driving groove; 12. Central axis rod; 13. Driving piston; 131. Accommodating groove; 132. Anti-rotation groove; 133. Positioning ring; 134. Mounting groove; 135. Anti-rotation retaining spring; 2. Compensating retaining ring; 21. Adjusting notch; 22. Adjusting space; 23. Transition shell; 24. Reset spring; 241. Abutting ring; 3. Support member; 31. Mounting block; 32. Matching wheel; 33. Contact rod; 4. Control mechanism; 41. Force rod; 411. Abutting ball; 42. Initial spring; 43. Reversing assembly; 431. Reversing rod; 432. Pushing wedge; 433. Reversing wedge; 44. Support spring; 5. Friction plate. DETAILED DESCRIPTION

[0036] The following is combined with Figure 1-6A further detailed description of this application is provided below.

[0037] Embodiment 1:

[0038] This embodiment of the present application discloses a brake for a high-speed shaft of a mining truck. As shown in Figure 1 and 2 , it includes a fixed base 1 and a driving piston 13. A driving groove 11 is formed on the fixed base 1, and the driving piston 13 is located inside the driving groove 11 and slides therein. A hydraulic system is provided on the fixed base 1 for controlling the movement of the driving piston 13 through hydraulic pressure. The brake disc of the high-speed shaft is located in the middle of the fixed base 1 (not shown in the figure). A friction plate 5 is provided on the side of the driving piston 13 facing the brake disc. A total of four driving pistons 13 are evenly distributed on the opposite sides of the brake disc.

[0039] As shown in Figure 1 and 2 , a central shaft rod 12 is fixedly connected to the bottom of the driving groove 11 on the fixed base 1. The number of the central shaft rod 12 and the driving piston 13 is the same and they correspond to each other one by one. A receiving groove 131 is formed on the side of the driving piston 13 facing the bottom of the driving groove 11. One end of the central shaft rod 12 extends into the receiving groove 131. A compensation snap ring 2 is sleeved on the central shaft rod 12, and a transition shell cylinder 23 is sleeved outside the compensation snap ring 2. Therefore, the transition shell cylinder 23 is also sleeved outside the central shaft rod 12. An adjustment notch 21 is formed on the compensation snap ring 2. Thus, the shape of the compensation snap ring 2 is similar to that of a circlip. When the compensation snap ring 2 is sleeved on the central shaft rod 12, the compensation snap ring 2 undergoes elastic deformation and tightly holds the central shaft rod 12, and there is a large static friction force between its inner edge and the side wall of the central shaft rod 12. The number of the compensation snap rings 2 is two, and the two compensation snap rings 2 are closely attached to each other. The distance between the two opposite end walls of the inner cavity of the transition shell cylinder 23 is greater than the sum of the thicknesses of the two compensation snap rings 2. That is, the transition shell cylinder 23 can move axially relative to the compensation snap ring 2 in a small amount. A return spring 24 is coaxially arranged outside the transition shell cylinder 23. One end of the return spring 24 is fixedly connected to the transition shell cylinder 23, and the other end of the return spring 24 away from the transition shell cylinder 23 is fixedly connected to an abutting ring piece 241. The abutting ring piece 241 is located at the end of the return spring 24 away from the friction plate 5.

[0040] As shown in Figure 2 and 3As shown in the figure, a positioning ring piece 133 is detachably connected to the driving piston 13 at the notch of the receiving groove 131. When the driving piston 13 moves closer to the brake disc, the abutting ring piece 241 can abut against the positioning ring piece 133. In this embodiment, an external thread structure is formed on the side wall of the positioning ring piece 133, and the positioning ring piece 133 is threadedly connected to the driving piston 13 coaxially. A rotation-preventing snap spring 135 is clamped on the positioning ring piece 133. A clamping groove 134 is formed on the positioning ring piece 133. The length direction of the clamping groove 134 is the radial direction of the positioning ring piece 133. A rotation-preventing groove 132 is formed on the groove wall of the receiving groove 131. The length direction of the rotation-preventing groove 132 is parallel to the axis of the positioning ring piece 133. The rotation-preventing groove 132 and the clamping groove are aligned and communicated. The rotation-preventing snap spring 135 passes through the clamping groove 134 and the rotation-preventing groove 132 at the same time. Thus, the positioning ring piece 133 cannot easily rotate relative to the driving piston 13, and the relative stability of the two is improved.

[0041] The implementation principle of a brake for a high-speed shaft of a mining truck in an embodiment of the present application is as follows:

[0042] During braking, the oil pressure in the driving groove 11 increases. The driving piston 13 is pushed and the friction disc is pushed closer to the brake disc. The return spring 24 is compressed. The compensation retaining ring 2 maintains its position stability through the static friction force between itself and the central shaft rod 12. After the braking is released, the oil pressure drops. The hydraulic action and the elastic force of the return spring 24 cause the driving piston 13 to return to its original position. When the brake disc gradually wears, the required moving distance for the driving piston 13 to perform effective braking increases, that is, the stroke of the driving piston 13 moving under the action of the oil pressure increases. When the abutting ring piece 241 abuts against the outer end face of the transition shell 23, the thrust of the oil pressure on the driving piston 13 is finally transmitted to the compensation retaining ring 2. The thrust received by the compensation retaining ring 2 gradually increases until it is greater than the maximum static friction force between it and the central shaft rod 12. Then the compensation retaining ring 2 moves to a new position closer to the friction plate 5 on the side closer to the friction plate 5. Since the new position of the compensation retaining ring 2 drives the connection point of the return spring 24 and the transition shell 23 to move together, the deformation amount of the return spring 24 will not increase excessively when the driving piston 13 moves for braking, and the energy consumption demand of the oil pressure system will not increase excessively.

[0043] Embodiment 2:

[0044] As Figure 4 and 5As shown, the difference from the first embodiment is that in this embodiment, the number of compensation snap rings 2 on a single central shaft rod 12 is one. A support member 3 is slidably arranged on the inner edge of the compensation snap ring 2. The sliding direction of the support member 3 relative to the compensation snap ring 2 is the radial direction of the central shaft rod 12. A control mechanism 4 is further provided on the compensation snap ring 2, and the control mechanism 4 is used to control the sliding of the support member 3; when the support member 3 approaches the side wall of the central shaft rod 12 and abuts, the support member 3 exerts a reaction force away from the central shaft rod 12 on the compensation snap ring 2, so that the compensation snap ring 2 has a tendency to expand and deform.

[0045] As Figure 4 and 5 shown, the control mechanism 4 includes a force-receiving rod 41, a pre-position spring 42 and a commutation assembly 43. The force-receiving rod 41 is slidably connected to the compensation snap ring 2, and the sliding direction is parallel to the axis of the compensation snap ring 2. One end of the force-receiving rod 41 passes through the transition shell cylinder 23 and faces the abutting ring piece 241; an abutting ball 411 is embedded at the end of the force-receiving rod 41 facing the abutting ring piece 241. When the abutting ring piece 241 moves to abut against the force-receiving rod 41, the abutting ball 411 is used to rollingly contact the abutting ring piece 241. The direction of the abutting force exerted on the force-receiving rod 41 by the abutting ring piece 241 is parallel to the axial direction of the compensation snap ring 2. The commutation assembly 43 is used to vertically decompose the thrust exerted on the force-receiving rod 41 by the abutting ring piece 241 and act the decomposed component force on the support member 3. One end of the pre-position spring 42 is connected to the compensation snap ring 2, and the other end is connected to the force-receiving rod 41. In the natural state, the pre-position spring 42 exerts a thrust on the force-receiving rod 41 towards the abutting ring piece 241, so that at this time the force-receiving rod 41 does not generate a propulsion force on the support member 3. The number of force-receiving rods 41 on the compensation snap ring 2 is four, and the positions of the four force-receiving rods 41 are arranged in a circumferential array along the compensation snap ring 2.

[0046] As Figure 5 shown, the commutation assembly 43 includes a commutation rod 431 and a propulsion wedge 432. The propulsion wedge 432 is fixedly connected to the force-receiving rod 41. The commutation rod 431 is slidably connected to the compensation snap ring 2, and the sliding direction is the radial direction of the compensation snap ring 2. One end of the commutation rod 431 is connected to the support member 3, and the other end is fixedly connected with a commutation wedge 433. When the wedge surface of the commutation wedge 433 abuts against the wedge surface of the propulsion wedge 432, the commutation rod 431 and the support member 3 are pushed to move towards the central shaft rod 12, and the force-receiving rod 41 is pushed in the direction away from the central shaft rod 12 and this thrust is finally transmitted to the compensation snap ring 2.

[0047] As Figure 5As shown in the figure, in this embodiment, the top support member 3 includes a mounting block 31 and a mating wheel 32. The mounting block 31 is fixedly connected to the reversing rod 431, and the mating wheel 32 is rotatably connected to the mounting block 31. The rotation axis is perpendicular to the axis of the central shaft rod 12. After the top support member 3 is stressed and moves closer to the central shaft rod 12, the wheel surface of the mating wheel 32 contacts the side wall of the central shaft rod 12.

[0048] Embodiment Three:

[0049] As Figure 6 shown in the figure, the difference from Embodiment Two is that in this embodiment, the top support member 3 is a contact rod 33. One end of the contact rod 33 is hinged to the force-receiving rod 41, and the hinge axis is perpendicular to the axis of the central shaft rod 12. The other end contacts the side wall of the central shaft rod 12. An adjustment space 22 is provided on the compensation retaining ring 2 and on the side of the contact rod 33 facing the abutting ring piece 241. A support spring 44 is fixedly connected in the adjustment space 22 of the compensation retaining ring 2. The support spring 44 abuts against the side of the contact rod 33 facing the adjustment space 22 and the support spring 44 always exerts a thrust on the contact rod 33. That is, if the contact rod 33 overcomes the thrust of the support spring 44, the contact rod 33 can swing into the adjustment space 22.

[0050] The implementation principle of a brake for a high-speed shaft of a mining truck in an embodiment of the present application is as follows:

[0051] For Embodiments Two and Three, when the abutting ring piece 241 approaches the transition shell cylinder 23, before contacting the transition shell cylinder 23, it first abuts against the force-receiving rod 41 and transmits the thrust. Under the action of the reversing assembly 43, the compensation retaining ring 2 is expanded. At the same time, the axial force received by the compensation retaining ring 2 gradually increases, and the static friction force between it and the central shaft rod 12 gradually decreases. When the axial thrust received by the compensation retaining ring 2 is greater than the friction force between it and the central shaft rod 12, an axial movement trend occurs. At this time, the top support member 3 undergoes rolling deformation relative to the central shaft rod 12 (the mating wheel 32 rolls or the contact rod 33 swings), improving the smoothness of the movement of the compensation retaining ring 2.

[0052] The above are all preferred embodiments of the present application. The protection scope of the present application is not limited by this. Therefore, all equivalent changes made according to the structure, shape, and principle of the present application should be covered within the protection scope of the present application.

Claims

1. A brake for a high-speed shaft of a mining truck, comprising a fixed base (1) and a driving piston (13), wherein the fixed base (1) is provided with a driving groove (11), wherein the driving piston (13) is located in the driving groove (11) and slides, wherein a central axis rod (12) is fixedly connected to the bottom of the driving groove (11) on the fixed base (1), wherein a receiving groove (131) is provided on the side of the driving piston (13) facing the bottom of the driving groove (11), wherein one end of the central axis rod (12) extends into the receiving groove (131), wherein a compensating snap ring (2) is sleeved on the central axis rod (12), wherein a return spring (24) is coaxially connected to the compensating snap ring (2), wherein the central axis rod (12) is characterized in that: One end of the return spring (24) away from the compensation snap ring (2) transmits a thrust force to the driving piston (13) toward the bottom of the driving groove (11); an adjustment notch (21) is provided on the compensation snap ring (2); when the compensation snap ring (2) is sleeved on the central shaft (12), the compensation snap ring (2) undergoes elastic deformation; The compensation snap ring (2) is provided with a transition shell (23) on its outer sleeve, the distance between two opposite end walls of the inner cavity of the transition shell (23) is greater than the thickness of the compensation snap ring (2), one end of the return spring (24) is fixedly connected to the transition shell (23), a retaining ring piece (133) is detachably connected to the driving piston (13) at the notch of the accommodating groove (131), and an abutting ring piece (241) is fixedly connected to one end of the return spring (24) away from the transition shell (23), and the abutting ring piece (241) abuts against the retaining ring piece (133); A supporting member (3) is slidably provided on the inner edge of the compensating snap ring (2); the sliding direction of the supporting member (3) relative to the compensating snap ring (2) is the radial direction of the central axis (12); when the supporting member (3) moves close to the central axis (12), it abuts against the side wall of the central axis (12) and exerts a reaction force on the compensating snap ring (2) in a direction away from the central axis (12); a control mechanism (4) is also provided on the compensating snap ring (2); the control mechanism (4) is used to control the sliding of the supporting member (3); The control mechanism (4) comprises a force-bearing rod (41), an initial position spring (42) and a reversing assembly (43); the force-bearing rod (41) is slidably connected to the compensation snap ring (2); the sliding direction is parallel to the axis of the compensation snap ring (2); one end of the force-bearing rod (41) passes through the transition shell (23) and faces the abutment ring piece (241); when the abutment ring piece (241) and the force-bearing rod (41) abut, the reversing assembly (43) is used to vertically decompose the thrust from the abutment ring piece (241) received by the force-bearing rod (41), and the decomposed force is applied to the supporting member (3); one end of the initial position spring (42) is connected to the compensation snap ring (2), and the other end is connected to the force-bearing rod (41); in a natural state, the initial position spring (42) applies a thrust to the force-bearing rod (41) toward the abutment ring piece (241); The reversing assembly (43) comprises a reversing rod (431) and a pushing wedge (432), wherein the pushing wedge (432) is fixedly connected to the force-bearing rod (41), and the reversing rod (431) is slidably connected to the compensation snap ring (2), wherein the sliding direction is the radial direction of the compensation snap ring (2), and one end of the reversing rod (431) is connected to the top support member (3), and the other end is fixedly connected to the reversing wedge (433), and the wedge surface of the reversing wedge (433) abuts against the wedge surface of the pushing wedge (432).

2. A brake for a high-speed shaft of a mining truck according to claim 1, characterized in that: The side wall of the retaining ring piece (133) is formed with an external thread structure, the retaining ring piece (133) and the driving piston (13) are coaxially threadedly connected, a rotation-stopping spring (135) is clamped on the retaining ring piece (133), a retaining groove (134) is provided on the retaining ring piece (133), a rotation-stopping groove (132) is provided on the groove wall of the accommodating groove (131), the rotation-stopping groove (132) and the retaining groove are aligned and connected, and the rotation-stopping spring (135) passes through the retaining groove (134) and the rotation-stopping groove (132) at the same time.

3. The brake for a high-speed shaft of a mining truck according to claim 1, characterized in that: An abutment ball (411) is embedded in one end of the force bearing rod (41) facing the abutment ring piece (241), and the abutment ball (411) is used for rolling contact with the abutment ring piece (241).

4. A brake for a high-speed shaft of a mining truck according to claim 1 or 3, characterized in that: The supporting member (3) comprises a mounting block (31) and a matching wheel (32); the mounting block (31) is fixedly connected to the reversing rod (431); the matching wheel (32) is rotatably connected to the mounting block (31); the rotation axis is perpendicular to the axis of the central axis (12); and the wheel surface of the matching wheel (32) contacts the side wall of the central axis (12).

5. A brake for a high-speed shaft of a mining truck according to claim 1 or 3, characterized in that: The supporting member (3) is a contact rod (33), one end of which is hinged to the force-bearing rod (41), the hinge axis is perpendicular to the axis of the central axis (12), and the other end is in contact with the side wall of the central axis (12). An adjustment space (22) is provided on the compensation clamping ring (2) and on the side of the contact rod (33) facing the abutting ring sheet (241), and the adjustment space (22) is for the contact rod (33) to swing into.

6. A brake for a high-speed shaft of a mining truck according to claim 5, characterized in that: A support spring (44) is fixedly connected on the compensation clamp ring (2) and in the adjustment space (22); the support spring (44) and the contact rod (33) abut against one side of the adjustment space (22); and the support spring (44) always applies a thrust to the contact rod (33).

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