Overspeed control brake device in brake control system

Abstract

The invention relates to an overspeed control brake device in a brake control system. The overspeed control brake device comprises a mounting shaft, a speed sensing mechanism, a transmission mechanism and a brake mechanism. The mounting shaft is connected with a rotating shaft of an equipment driving device; the speed sensing mechanism comprises a flywheel and a plurality of centrifugal blocks; the transmission mechanism comprises a driving rod and a rotating shaft; the brake mechanism comprises a friction plate kit and a supporting spring. When the rotating speed of equipment exceeds a set threshold value, the centrifugal block moves in the radial direction of the flywheel under the action of centrifugal force, the driving rod is linked to rotate, the friction plate kit slides in the direction away from the flywheel, the supporting spring is stretched, the friction plate kit is attached to the friction body, and friction braking is achieved. The device achieves the effects that braking is rapidly started when the equipment is overspeed, and safe operation of the equipment is ensured.

Description

Technical Field

[0001] This application relates to the field of mechanical braking, and particularly to an overspeed control braking device within a braking control system. Background Art

[0002] The application of mechanical braking technology in industrial equipment has been very extensive and plays an important role in ensuring the safety and stability of equipment. Especially in fields such as conveyor belts, machine tools, and elevators, the performance of the braking system is directly related to production efficiency and personal safety. With the continuous advancement of industrial automation, the operating speed of equipment is also increasing continuously. How to brake timely and effectively in case of overspeed has become an urgent problem to be solved.

[0003] An overspeed braking device is a safety device used to prevent a transportation device from overspeed due to a malfunction or out-of-control during normal operation on a track.

[0004] In existing overspeed control braking systems, sensors are usually used to monitor the operating speed of equipment. The sensors send data to an electronic controller, and the electronic controller determines whether the equipment is overspeed according to a preset speed threshold. Once an overspeed situation is detected, the electronic controller will trigger the braking mechanism to brake to prevent safety accidents caused by overspeed of the equipment. In addition, there are mechanical braking systems that utilize the principle of centrifugal force. Such systems sense the change in the rotational speed of the equipment through centrifugal blocks and transfer the movement of the centrifugal blocks to the braking mechanism through mechanical transmission components. However, in these existing braking systems, the braking devices that rely on the electronic control system have obvious defects, mainly manifested in the high dependence on power supplies and complex electronic devices. In case of a power failure or the failure of electronic devices, these braking systems may not work properly, thus leading to potential safety hazards. At the same time, the complexity of electronic devices and the relatively high maintenance cost are also problems that need to be solved urgently. Therefore, how to provide a braking device that does not rely on power supplies and electronic devices has become an urgent technical problem to be solved currently. Summary of the Invention

[0005] In order to overcome the above technical problems, this application provides an overspeed control braking device within a braking control system.

[0006] The overspeed control braking device within a braking control system provided by this application adopts the following technical solutions: An overspeed control braking device within a braking control system, comprising: A mounting shaft, connected to the rotating shaft of the equipment driving device; A speed sensing mechanism, including a flywheel fixedly installed on the mounting shaft and a plurality of centrifugal blocks arranged at equal intervals along the circumferential direction of the mounting shaft. Each centrifugal block is connected to the mounting shaft through a telescopic rod, and the centrifugal block is restricted by the telescopic rod to always contact the surface of the flywheel; The transmission mechanism comprises a driving rod and a rotating shaft supported in a horizontal posture on the surface of the flywheel, wherein the driving rod rotates along the axis of the rotating shaft based on the rotating shaft; The brake mechanism comprises a friction plate set sleeved on the mounting shaft and capable of sliding freely, and a plurality of support springs arranged between the friction plate set and the flywheel, wherein one end of the support spring is connected to the friction plate set and the other end is connected to the flywheel; One end of the driving rod is linked with the centrifugal block, and the other end is in contact with the friction plate kit. When the equipment rotation speed exceeds a set threshold, the multiple centrifugal blocks are acted upon by the centrifugal force to move radially along the flywheel, linking the driving rod to rotate along the rotating shaft, so that the driving rod drives the friction plate kit to move axially along the mounting shaft in a direction away from the flywheel, the supporting spring is stretched, and the friction plate kit contacts the friction body that cooperates with it, forming a friction brake.

[0007] By adopting the above technical solution, the threshold is calculated in advance according to different equipment. When the equipment speed exceeds the preset threshold, the centrifugal block moves along the radial direction of the flywheel under the action of centrifugal force, and the linkage drive rod rotates along the shaft, thereby driving the friction plate kit to move axially along the installation shaft, so that the support spring is stretched, and the friction plate kit contacts the friction body, forming an effective friction brake; when the equipment speed drops to a safe range, the spring pulls the friction plate back to its original position, separates it from the friction body, and restores normal operation. This purely mechanical design not only avoids dependence on power and electronic equipment, improves system reliability, and reduces maintenance costs. At the same time, through the linkage mechanism between the centrifugal block and the drive rod, automatic response in case of overspeed and automatic reset after the speed returns to normal are realized, further enhancing the stability and safety of the braking system.

[0008] Preferably, the driving rod includes a first driving part located on one side of the rotating shaft and a second driving part located on the other side of the rotating shaft. A guide member is arranged on the inner side of the centrifugal block, the guide member abuts against the first driving part, and drives the first driving part to rotate as the centrifugal block moves, thereby causing the second driving part to move and push the friction plate kit.

[0009] By adopting the above technical solution, when the rotation speed of the equipment exceeds the set threshold value, multiple centrifugal blocks move radially along the flywheel under the action of centrifugal force, and the first driving part of the driving rod is rotated through the guide linkage. The rotation of the first driving part drives the second driving part to move, pushing the friction plate kit to move along the axial direction of the mounting shaft away from the flywheel, so that the friction plate kit contacts the friction body, generates friction force, and realizes fast and effective braking, which not only ensures the reliability of the braking process, but also improves the braking response speed.

[0010] Preferably, the guide member is L-shaped, and one end of the first driving portion in contact with the guide member is provided with an arc shape, which is disposed opposite to the side of the L shape. When the guide member moves outward with the centrifugal block, it pushes the arc of the first driving portion, driving the driving rod to rotate.

[0011] By adopting the above technical solution, the guide member is set to be L-shaped, and the first driving portion in contact with the guide member is set to be arc-shaped. The centrifugal block moves radially along the flywheel under the action of centrifugal force. The L-shaped guide member moves outward with the centrifugal block, pushing the arc portion of the first driving portion, and then driving the driving rod to rotate. The driving rod can respond to the movement of the centrifugal block more stably and accurately, improving the reliability and response speed of the braking device. At the same time, the design of the L-shaped guide member and the arc structure reduces the wear between components and extends the service life.

[0012] Preferably, the driving rod is integrally formed.

[0013] By adopting the above technical solution, the integral forming of the driving rod can improve the overall strength and reliability of the driving rod, reduce the potential risks brought by the loosening or fracture of the joints of multiple components. At the same time, the integral forming simplifies the manufacturing process, reduces the production cost, and is not prone to deformation or damage during long-term use, ensuring the stability and safety of the braking device.

[0014] Preferably, the driving rod is composed of a combination of rods sleeved at both ends.

[0015] By adopting the above technical solution, the driving rod is composed of a combination of rods sleeved at both ends. The sleeved part of the two rods can change the overall length of the driving rod by adjustment, improving the assembly flexibility of the driving rod. During actual use, the length of the driving rod can be accurately adjusted according to the specific size and installation space of the equipment to ensure that each component of the braking device can be accurately matched. The same type of driving rod can be applicable to a variety of different equipment, reducing the production and management difficulties of different specifications of parts.

[0016] Preferably, a counterweight is provided on the centrifugal block.

[0017] By adopting the above technical solution, setting a counterweight on the centrifugal block can increase the mass of the centrifugal block, thereby increasing the centrifugal force generated when the centrifugal block rotates at high speed on the outer ring, enabling the centrifugal block to reach the set threshold position more quickly, and then triggering the action of the driving rod more rapidly, improving the braking response speed and reliability.

[0018] Preferably, the centrifugal block is threadedly connected to the counterweight.

[0019] By adopting the above technical solution, the centrifugal block is threadedly connected to the counterweight block, enabling the counterweight block to conveniently adjust its position and weight, thereby precisely regulating the centrifugal force of the centrifugal block, enhancing the response sensitivity and reliability of the braking device. In addition, the threaded connection structure is simple and reliable, facilitating assembly and maintenance, and reducing the manufacturing and usage costs.

[0020] Preferably, a bushing is installed in the central hole of the friction plate kit, and the bushing is in clearance fit with the mounting shaft.

[0021] By adopting the above technical solution, when the equipment speed exceeds the set threshold, through the linkage of the centrifugal block and the driving rod, the friction plate kit moves axially along the mounting shaft in a direction away from the flywheel. Installing a bushing in the central hole of the friction plate kit and having the bushing in clearance fit with the mounting shaft can reduce the friction between the friction plate kit and the mounting shaft, improve the response speed and reliability of the device, and extend the service life.

[0022] Preferably, a plurality of guide posts are equidistantly arranged along the circumferential direction on the surface of the flywheel. A guide sleeve is correspondingly arranged on the side of the friction plate kit facing the flywheel, the guide sleeve is sleeved outside the guide post, and the support spring is sleeved outside the guide sleeve.

[0023] By adopting the above technical solution, when the device is braked through the friction plate kit, the friction plate kit rotates synchronously with the flywheel. By equidistantly arranging a plurality of guide posts along the circumferential direction on the surface of the flywheel and correspondingly arranging a guide sleeve on the side of the friction plate kit facing the flywheel, with the guide sleeve sleeved outside the guide post, it ensures that the friction plate kit remains stable during axial movement, avoiding deviation and inclination, and improving the reliability and accuracy of the braking process.

[0024] Preferably, the friction plate kit includes a chuck and a friction plate detachably connected to the chuck.

[0025] By adopting the above technical solution, the friction plate kit includes a chuck and a friction plate detachably connected to the chuck. This design makes the replacement of the friction plate more convenient and rapid, reduces the maintenance cost, and improves the reliability and service life of the device.

[0026] In summary, the present application includes at least one of the following beneficial technical effects: 1. Through the linkage design of the centrifugal block and the driving rod, it can quickly respond and initiate braking when the equipment speed exceeds the set threshold, without relying on external power sources and complex electronic devices, improving the reliability and safety of the system; 2. Utilizing the centrifugal force characteristics of the flywheel and the centrifugal block, a passive braking function is achieved, reducing the dependence on complex electronic devices, and lowering the maintenance cost and failure rate of the system; 3. The design of the friction plate kit and the support spring can effectively absorb energy, generate stable braking force, ensure rapid deceleration in case of overspeed, and protect the safety of equipment and personnel. Brief Description of the Drawings

[0027] Figure 1 is a schematic structural diagram of an overspeed control braking device in a braking control system of the present application.

[0028] Figure 2 is a schematic diagram of the overall structure of the overspeed control braking device in the braking control system.

[0029] Figure 3 is a sectional view of the overspeed control braking device in the braking control system.

[0030] Figure 4 is Figure 2 exploded view of.

[0031] Description of the Reference Numerals: 1. Mounting shaft; 2. Speed sensing mechanism; 21. Flywheel; 22. Centrifugal block; 221. Counterweight; 222. Guide; 23. Telescopic rod; 231. Outer tube; 2311. Chute; 232. Inner rod; 2321. Slide block; 233. Compression spring; 3. Transmission mechanism; 31. Driving rod; 311. First driving part; 312. Second driving part; 32. Rotating shaft; 4. Braking mechanism; 41. Friction plate kit; 411. Chuck; 412. Friction plate; 42. Support spring; 43. Guide post; 44. Bushing; 45. Guide sleeve; 5. Friction body; 6. Fixed bracket. Detailed Description of the Embodiment

[0032] The following is a further detailed description of the present application in conjunction with the attached Figures 1 - 4 drawings.

[0033] The embodiment of the present application discloses an overspeed control braking device in a braking control system. Refer to Figure 1 , Figure 2The overspeed control brake device in the brake control system includes a mounting shaft 1, a speed sensing mechanism 2, a transmission mechanism 3 and a brake mechanism 4. Among them, the mounting shaft 1 is connected to the output shaft of the equipment drive device through a coupling. The output shaft rotates to drive the mounting shaft 1 to rotate. The speed sensing mechanism 2 senses the rotation speed of the drive device. When the set rotation speed threshold is exceeded, the speed sensing mechanism 2 drives the transmission mechanism 3 to move through the centrifugal force. The transmission mechanism 3 drives the brake mechanism 4 along the axial direction of the mounting shaft 1 toward the friction body 5 through mechanical transmission. The brake mechanism 4 contacts the friction body 5 matched therewith to complete the deceleration braking process. The friction body 5 is fixedly installed by a fixing frame 6 and faces the friction plate 412 kit 41. Specifically, the mounting shaft 1 is rotatably connected to the fixing frame 6 through a deep groove ball bearing.

[0034] Reference Figure 2 Specifically, the speed sensing mechanism 2 includes a flywheel 21, a centrifugal block 22, and a telescopic rod 23. The center of the flywheel 21 is fixedly sleeved on the mounting shaft 1. The mounting shaft 1 is made of high-strength alloy steel, has good fatigue resistance and corrosion resistance, and can withstand long-term high-speed operation. The flywheel 21 and the mounting shaft 1 can be connected as a whole by welding or keying to ensure that the mounting shaft 1 and the flywheel 21 rotate synchronously. A plurality of centrifugal blocks 22 are arranged at equal intervals along the circumferential direction of the mounting shaft 1. In one embodiment, the centrifugal blocks 22 are arranged in four. One end of the telescopic rod 23 is fixedly connected to the centrifugal block 22, and the other end is fixedly connected to the mounting shaft 1. Due to the limitation of the telescopic rod 23, the centrifugal block 22 always keeps moving on the wheel surface of the flywheel 21 when the flywheel 21 rotates. The telescopic rod 23 has damping, and the damping can be achieved by friction between the telescopic rods 23 or by setting a compression spring 233, that is, the setting of different speed thresholds is achieved by damping.

[0035] The centrifugal block 22 is arranged in an arc shape, adopts aluminum alloy material, is light and has high strength, and the surface is anodized to increase wear resistance. The centrifugal block 22 is provided with an adjustable counterweight 221, and the counterweight 221 is fixed with the centrifugal block 22 by a threaded connection mode. In a specific embodiment, a threaded hole is provided on the centrifugal block 22, and a through hole for screws to be penetrated is provided on the counterweight 221, and the counterweight 221 is fixedly connected with the centrifugal block 22 by screws. The quantity of the counterweight 221 can be adjusted according to actual needs to realize the accurate control of the overspeed sensing sensitivity under different application scenarios. Each centrifugal block 22 is provided with a guide 222, and the guide 222 is L-shaped, arranged on the inner side of the centrifugal block 22 arc plate, and fixedly connected with the centrifugal block 22, and the guide 222 can be coordinated with the transmission mechanism 3.

[0036] Furthermore, in order to ensure the stability of the movement of the centrifugal block 22 during the rotation of the flywheel 21, guide grooves or guide ridges are provided on the surface of the flywheel 21 along the movement direction of the centrifugal block 22 to cooperate with the body of the centrifugal block 22.

[0037] Referring to Figure 3 , the transmission mechanism 3 includes a driving rod 31 and a rotating shaft 32. The rotating shaft 32 is in a horizontal posture and is supported above the surface of the flywheel 21. An installation hole for the rotating shaft 32 to pass through is formed in the driving rod 31, and the driving rod 31 rotates along the axis of the rotating shaft 32. The driving rod 31 is made of high-strength steel and has good rigidity and toughness, and can withstand large impact forces.

[0038] The driving rod 31 includes a first driving part 311 and a second driving part 312 located on the other side of the rotating shaft 32. The end of the first driving part 311 is set to be arc-shaped, and this arc is arranged opposite to the L-shaped side of the guide member 222. The first driving part 311 is in contact with the guide member 222. When the guide member 222 moves outward with the centrifugal block 22, it pushes the arc of the first driving part 311 to move. The second driving part 312 is in contact with the friction plate 412 kit 41. When the first driving part 311 moves, the second driving part 312 rotates around the rotating shaft 32, and the second driving part 312 pushes the friction plate 412 kit 41 to move along the axis of the installation shaft 1 in a direction away from the flywheel 21, and contacts the friction body 5 for frictional braking.

[0039] In one embodiment, the driving rod 31 is integrally formed.

[0040] In another embodiment, the driving rod 31 is composed of a rod combination with two ends sleeved. When the driving rod 31 is composed of a rod combination with two ends sleeved, the sleeved part of the two rods can change the overall length of the driving rod 31 by adjustment. Specifically, the ends sleeved with each other can be set as inner and outer sleeves fixed and adjusted by screws. It can also be set with a long slot hole for length adjustment. The sleeved rods improve the assembly flexibility of the driving rod 31. During actual use, the length of the driving rod 31 can be accurately adjusted according to the specific size and installation space of the equipment to ensure that each component of the braking device can be accurately matched. The same model of driving rod 31 can be applied to a variety of different equipment, reducing the production and management difficulty of different specifications of parts.

[0041] Referring to Figure 4 , the braking mechanism 4 includes a friction plate 412 kit 41, a support spring 42, a guide post 43 and a guide sleeve 45. Specifically, the friction plate 412 kit 41 includes a chuck 411 and a friction plate 412 detachably connected to the chuck 411. The material of the friction plate 412 can be selected as ceramic composite material or graphite reinforced material, which has a high friction coefficient and good thermal stability. A bushing 44 is installed in the central hole of the chuck 411. The bushing 44 is in clearance fit with the installation shaft 1 to reduce frictional loss and extend the service life. The material of the bushing 44 can be selected as copper-based alloy or nylon, which has a low friction coefficient and good wear resistance.

[0042] The guide posts 43 are fixed on the surface of the flywheel 21 and arranged at equal intervals along the circumferential direction of the flywheel 21. A guide sleeve 45 is correspondingly arranged on the side of the chuck 411 facing the flywheel 21. The guide sleeve 45 is sleeved outside the guide post 43. A support spring 42 is sleeved outside the guide sleeve 45. One end of the support spring 42 is fixed on the surface of the flywheel 21, and the other end is fixed on the chuck 411. The specific connection method of the support spring 42 can adopt a detachable hook connection. After the support spring 42 is connected, the guide post 43 is located inside the guide sleeve 45 and does not disengage from the guide sleeve 45. During the rotation of the flywheel 21, when the preset threshold is exceeded, the transmission mechanism 3 drives the chuck 411 to approach and contact the friction body 5 for braking. The guide post 43 always moves inside the guide sleeve 45. Due to the arrangement of the guide post 43 and the guide sleeve 45, the friction plate 412 can be kept stable during the axial movement. The support spring 42 can be a helical spring or a bellows spring, which has large elasticity and a long service life. In the initial state, the support spring 42 can be in a free state or given a certain pre-compression, and in both cases, after the braking is completed or when the rotation speed of the flywheel 21 is lower than the preset threshold, the support spring 42 can recover its deformation and pull the friction plate 412 away from the friction body 5.

[0043] The implementation principle of the overspeed control braking device in a braking control system according to an embodiment of the present application is as follows: According to the set threshold, the adjustment of each component such as the counterweight 221 is completed. When the equipment is operating normally, the centrifugal block 22 is subjected to a small centrifugal force, the driving rod 31 moves slightly, and the support spring 42 between the friction plate 412 kit 41 and the flywheel 21 is in a compressed state (the initial state of the support spring 42 is a pre-compressed state). The friction plate 412 kit 41 is separated from the friction body 5, and the braking system does not work.

[0044] When the equipment speed exceeds the set threshold, the centrifugal block 22 is subjected to a greater centrifugal force and moves radially outward along the flywheel 21, driving the driving rod 31 to rotate around the rotating shaft 32. The other end of the driving rod 31 pushes the chuck 411 to move axially along the mounting shaft 1. The support spring 42 is stretched, and the friction plate 412 kit 41 contacts the friction body 5 to form frictional braking. This design does not rely on power supplies and electronic devices and can still work effectively in the case of power failures or electronic device failures, improving the safety and reliability of the equipment.

[0045] The above are all the 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. An overspeed control brake device in a brake control system, characterized in that: include: A mounting shaft (1) connected to a rotating shaft (32) of a device driving device; The speed sensing mechanism (2) comprises a flywheel (21) fixedly mounted on the mounting shaft (1), and a plurality of centrifugal blocks (22) arranged at equal intervals along the circumference of the mounting shaft (1), each of the centrifugal blocks (22) being connected to the mounting shaft (1) via a telescopic rod (23), and the centrifugal blocks (22) being restricted by the telescopic rod (23) to always contact the surface of the flywheel (21); The transmission mechanism (3) comprises a driving rod (31) and a rotating shaft (32) supported in a horizontal position on the surface of the flywheel (21), wherein the driving rod (31) rotates along the axis of the rotating shaft (32) based on the rotating shaft (32); A brake mechanism (4) comprising a friction plate (412) set (41) sleeved on the mounting shaft (1) and capable of sliding freely, and a plurality of support springs (42) arranged between the friction plate (412) set (41) and the flywheel (21), wherein one end of the support spring (42) is connected to the friction plate (412) set (41) and the other end is connected to the flywheel (21); One end of the driving rod (31) is linked with the centrifugal block (22), and the other end is in contact with the friction plate (412) set (41). When the rotation speed of the equipment exceeds a set threshold, the plurality of centrifugal blocks (22) are moved radially along the flywheel (21) by the centrifugal force, and the driving rod (31) is linked to rotate along the rotating shaft (32), so that the driving rod (31) drives the friction plate (412) set (41) to move axially along the mounting shaft (1) in a direction away from the flywheel (21), the supporting spring (42) is stretched, and the friction plate (412) set (41) is in contact with the friction body (5) matched therewith, thereby forming a friction brake.

2. The overspeed control brake device in the brake control system according to claim 1, characterized in that: The driving rod (31) comprises a first driving part (311) located on one side of the rotating shaft (32) and a second driving part (312) located on the other side of the rotating shaft (32); a guide member (222) is arranged on the inner side of the centrifugal block (22); the guide member (222) abuts against the first driving part (311) and drives the first driving part (311) to rotate as the centrifugal block (22) moves, thereby causing the second driving part (312) to move and push the friction plate (412) kit (41).

3. The overspeed control brake device in the brake control system according to claim 2, characterized in that: The guide member (222) is L-shaped, and one end of the first driving portion (311) abutting against the guide member (222) is arranged in an arc shape, and the arc shape is arranged opposite to the edge of the L shape. When the guide member (222) moves outward with the centrifugal block (22), the arc shape of the first driving portion (311) is pushed, thereby driving the driving rod (31) to rotate.

4. The overspeed control brake device in the brake control system according to claim 2, characterized in that: The driving rod (31) is integrally formed.

5. The overspeed control brake device in the brake control system according to claim 2, characterized in that: The driving rod (31) is composed of a combination of rod parts with sleeves at both ends.

6. The overspeed control brake device in the brake control system according to claim 1, characterized in that: A counterweight block (221) is provided on the centrifugal block (22).

7. The overspeed control brake device in the brake control system according to claim 6, characterized in that: The centrifugal block (22) is threadedly connected to the counterweight block (221).

8. The overspeed control brake device in the brake control system according to claim 1, characterized in that: A bushing (44) is installed in the center hole of the friction plate (412) kit (41), and the bushing (44) is clearance-matched with the installation shaft (1).

9. The overspeed control brake device in the brake control system according to claim 1, characterized in that: The surface of the flywheel (21) is provided with a plurality of guide posts (43) at equal intervals along the circumferential direction, and a guide sleeve (45) is correspondingly provided on a side of the friction plate (412) kit (41) facing the flywheel (21), the guide sleeve (45) is sleeved outside the guide posts (43), and the support spring (42) is sleeved outside the guide sleeve (45).

10. The overspeed control brake device in the brake control system according to any one of claims 1 to 9, characterized in that: The friction plate (412) kit (41) comprises a chuck (411) and a friction plate (412) detachably connected to the chuck (411).

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