Forklift braking system with friction plate abrasion alarm and brake clearance self-adaptive adjustment functions and forklift

Abstract

The invention discloses a forklift braking system with friction plate abrasion alarming and brake clearance self-adaptive adjusting functions and a forklift. The forklift braking system comprises a controller, a clearance sensor, a clearance adjusting device and an abrasion alarming sensor. The gap sensor is mounted on a brake shoe of the drum brake; the wear alarm sensor is mounted on a brake shoe of the drum brake; the gap adjusting device is installed between a left brake shoe and a right brake shoe of the drum brake. The gap sensor, the abrasion alarm sensor and the gap adjusting device are all in signal connection with the controller. By monitoring the abrasion degree of the friction plate and the brake clearance in real time and conducting self-adaptive adjustment, the problems that according to a traditional forklift brake system, the abrasion state of the friction plate is difficult to know, the brake distance is prolonged due to the fact that the brake clearance is increased, and clearance adjustment is inaccurate are effectively solved. Therefore, the system can ensure that the braking effect is always kept in the optimal state, the braking performance and the operation safety of the forklift are remarkably improved, and the accident risk caused by braking faults is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of forklift braking systems, in particular to a forklift braking system with friction plate wear warning and brake clearance self-adaptive adjustment. BACKGROUND

[0002] The forklift braking system is the core device to ensure the safe operation of the vehicle, and bears the functions of deceleration, parking and parking. In the long-term operation process, the friction plate inside the drum brake gradually wears and thins due to continuous friction, and when the wear reaches the critical state, it is easy to cause brake response delay or even complete failure. Since the friction plate is completely enclosed inside the brake drum, its actual wear condition cannot be obtained through external observation, and the driver is difficult to master the part state in time, which exists a major driving hidden danger. At the same time, the continuous wear of the friction plate causes the clearance between the brake shoe and the brake hub to increase, causing the brake pedal stroke to be extended and the braking distance to be increased, affecting the emergency braking effect. Although the existing brake is equipped with a basic clearance adjustment mechanism, it lacks real-time monitoring and accurate feedback mechanism for the clearance value, and cannot dynamically determine whether the adjustment reaches the ideal range, which is easy to cause under-adjustment or over-adjustment, resulting in fluctuations in brake performance. In addition, when the friction plate wears to the limit thickness, the existing technology cannot actively trigger a warning signal, and the driver can only rely on experience to determine the replacement time, which may delay maintenance and cause safety accidents. The above problems show that the traditional braking system has obvious deficiencies in wear monitoring and clearance regulation, and it is urgent to develop a solution with automatic warning and intelligent adjustment capability. SUMMARY

[0003] Therefore, the present application provides a forklift braking system with friction plate wear warning and brake clearance self-adaptive adjustment, which can monitor the wear degree of the friction plate and the brake clearance in real time, automatically adjust the clearance to the ideal range, timely alarm the wear limit, improve the braking performance and driving safety, and reduce the risk of accidents.

[0004] To achieve the above purpose, the present application provides the following technical scheme:

[0005] A forklift braking system with friction plate wear warning and brake clearance self-adaptive adjustment, comprising: a controller, a clearance sensor, a clearance adjustment device, and a wear warning sensor; the clearance sensor is installed on the brake shoe of the drum brake for detecting the clearance between the friction plate and the brake hub; the wear warning sensor is installed on the brake shoe of the drum brake for detecting the wear degree of the friction plate; the clearance adjustment device is installed between the left brake shoe and the right brake shoe of the drum brake for real-time adjustment of the brake clearance; the clearance sensor, the wear warning sensor and the clearance adjustment device are signal connected with the controller.

[0006] Preferably, the gap sensor comprises a left gap sensor and a right gap sensor, the wear warning sensor comprises a left wear warning sensor and a right wear warning sensor, the left gap sensor and the left wear warning sensor are both mounted on the left brake shoe, and the right gap sensor and the right wear warning sensor are both mounted on the right brake shoe.

[0007] Preferably, the gap adjusting device comprises a left adjusting device and a right adjusting device, two ends of the left adjusting device are clamped between the left brake shoe and the right brake shoe in the left drum brake, and two ends of the right adjusting device are clamped between the left brake shoe and the right brake shoe in the right drum brake.

[0008] Preferably, the brake shoe is provided with an alarm circuit of the wear warning sensor.

[0009] Preferably, the gap adjusting device comprises a support rod, a fixed plate, a motor, a speed reducer, and a telescopic mechanism.

[0010] The fixed plate comprises a left partition plate and a right partition plate, the motor is bolted to the left partition plate, the support rod is mounted on the left partition plate, the telescopic mechanism is mounted on the right partition plate, the top of the support rod and the end of the telescopic mechanism are both provided with a clamping groove, and the clamping grooves at the left and right ends are clamped with the left brake shoe and the right brake shoe respectively.

[0011] Preferably, the output shaft of the motor is parallel to the output shaft of the speed reducer, the output shaft gear of the motor is engaged with the input shaft gear of the speed reducer, and the telescopic mechanism is coaxial with the output shaft of the speed reducer.

[0012] Preferably, the speed reducer comprises a first-stage speed reduction assembly, a second-stage speed reduction assembly, and a third-stage speed reduction assembly; the first-stage speed reduction assembly comprises a first-stage speed reduction gear and a first-stage speed reduction gear shaft; the second-stage speed reduction assembly comprises a second-stage speed reduction gear and a second-stage speed reduction gear shaft; the third-stage speed reduction assembly comprises a third-stage speed reduction gear and a third-stage speed reduction gear shaft; the first-stage speed reduction gear comprises a first-stage input gear and a first-stage output gear, the first-stage input gear and the first-stage output gear are connected through the first-stage speed reduction gear shaft, and the first-stage input gear is engaged with the input shaft gear of the motor; the second-stage speed reduction gear comprises a second-stage input gear and a second-stage output gear, the second-stage input gear and the second-stage output gear are connected through the second-stage speed reduction gear shaft, and the first-stage output gear is engaged with the second-stage input gear; the third-stage speed reduction gear is mounted on the third-stage speed reduction gear shaft, and the second-stage output gear is engaged with the third-stage speed reduction gear.

[0013] Preferably, the telescopic mechanism comprises a cylinder, a trapezoidal screw rod, a screw nut, a push rod and a bearing; the bearing is sleeved on the trapezoidal screw rod; the bottom inner spline of the trapezoidal screw rod is matched with the three-stage reduction gear shaft spline; the push rod is hollow and provided with an inner thread, and the push rod is matched with the screw nut in a threaded manner; the trapezoidal screw rod, the screw nut and the push rod form an integral arrangement inside the cylinder.

[0014] Preferably, the screw nut is in a "convex" shape.

[0015] The application further provides a forklift comprising the forklift brake system with the friction plate wear alarm and self-adaptive adjustment of brake clearance according to any one of the above embodiments.

[0016] The application has the following beneficial effects: compared with the prior art, the application can monitor the friction plate wear degree and brake clearance in real time and perform self-adaptive adjustment, effectively solving the problems of the traditional forklift brake system, i.e., the friction plate wear state is difficult to know, the brake clearance is increased to cause the brake distance to be prolonged, and the clearance adjustment is not accurate. Therefore, the system can ensure that the brake effect is always maintained in the best state, significantly improves the brake performance and operation safety of the forklift, and reduces the accident risk caused by brake failure.

[0017] Additional aspects and advantages of the application will be given in part in the following description, become apparent in part from the following description, or be understood by practicing the application. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 is a principle diagram of the brake system of the application;

[0019] Figure 2 is a schematic diagram of the clearance adjusting device of the application;

[0020] Figure 3 is a schematic diagram of the speed reducer of the application;

[0021] Figure 4 is a schematic diagram of the telescopic mechanism of the application.

[0022] LIST OF REFERENCE NUMERALS

[0023] 1, left gap sensor; 2, left wear warning sensor; 3, left gap adjusting device; 4, controller; 5, right gap sensor; 6, right gap adjusting device; 7, right wear warning sensor; 21, support rod; 22, fixed plate; 23, motor; 24, speed reducer; 25, telescopic mechanism; 31, first input gear; 32, first output gear; 33, second input gear; 34, second output gear; 35, third speed reduction gear; 36, third speed reduction gear shaft; 41, bearing; 42, screw nut; 43, cylinder; 44, trapezoidal screw; 45, push rod. DETAILED DESCRIPTION

[0024] Embodiments of the present application are described in detail below with reference to examples illustrated in the accompanying drawings, in which the same or similar components are denoted by the same or similar reference numerals throughout. The embodiments described below by reference to the drawings are exemplary and are intended to explain the present application, and cannot be understood as limiting the present application.

[0025] In addition, the terms "first", "second" are used only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "a plurality of" is two or more, unless otherwise explicitly and specifically limited.

[0026] Reference is made below Figures 1 to 4 A forklift brake system with friction plate wear warning and adaptive adjustment of brake gap is described in embodiments of the present application.

[0027] A forklift brake system with friction plate wear warning and adaptive adjustment of brake gap is disclosed in embodiments of the present application, comprising: a controller 4, a gap sensor, a gap adjusting device, a wear warning sensor; the gap sensor is installed on the brake shoe of the drum brake, used to detect the gap between the friction plate and the brake hub; the wear warning sensor is installed on the brake shoe of the drum brake, used to detect the wear degree of the friction plate; the gap adjusting device is installed between the left brake shoe and the right brake shoe of the drum brake, used to adjust the brake gap in real time; the gap sensor, the wear warning sensor and the gap adjusting device are all signal connected with the controller 4.

[0028] In this embodiment, the brake system integrates multiple functional modules, which realizes the optimization of forklift brake performance and the improvement of safety.

[0029] Specifically, the brake system includes a controller 4, a gap sensor, a gap adjustment device, and a wear warning sensor. These components work together to form a closed-loop control system. The controller 4 serves as the core of the entire system, responsible for receiving information from the sensors, processing data and making logical judgments, and sending control instructions to the adjustment device.

[0030] The gap sensor is installed on the brake shoe of the drum brake. The main function of the gap sensor is to detect the gap between the friction plate and the brake hub in real time and feed back the detected gap value to the controller 4.

[0031] The wear warning sensor is also installed on the brake shoe of the drum brake. The main function of the wear warning sensor is to detect the wear degree of the friction plate, and send an alarm signal to the controller 4 when the wear reaches the preset limit value.

[0032] The gap adjustment device is installed between the left brake shoe and the right brake shoe of the drum brake. The main function of the gap adjustment device is to adjust the brake gap between the friction plate and the brake hub in real time and accurately according to the instructions from the controller 4.

[0033] In order to realize the automation and intelligence of the system, the gap sensor, the wear warning sensor, and the gap adjustment device are all connected to the controller 4. Through this signal connection, the controller 4 can obtain the gap information and wear state in real time, and accurately control the gap adjustment device according to the preset control strategy, so as to ensure that the brake system is always in the best working state.

[0034] The forklift brake system of the application can effectively solve the problems of traditional forklift brake systems, such as difficulty in knowing the wear state of the friction plate, increase of the brake gap leading to extension of the brake distance, and inaccuracy of the gap adjustment, by real-time monitoring of the wear degree of the friction plate and the brake gap and adaptive adjustment. Therefore, the system can ensure that the brake effect is always maintained in the best state, significantly improve the brake performance and operation safety of the forklift, and reduce the risk of accidents caused by brake failure.

[0035] In some embodiments, for example Figure 1 As shown, the gap sensor includes a left gap sensor 1 and a right gap sensor 5, the wear warning sensor includes a left wear warning sensor 2 and a right wear warning sensor 7, and the left gap sensor 1 and the left wear warning sensor 2 are both installed on the left brake shoe, and the right gap sensor 5 and the right wear warning sensor 7 are both installed on the right brake shoe.

[0036] Specifically, the left gap sensor 1 and the right gap sensor 5 are respectively used to independently detect the gap between the left and right friction plates and the brake hub. These gap sensors can be implemented in various forms, for example, they can be non-contact inductive or capacitive sensors that output a gap signal by detecting changes in distance from the brake hub; or they can be mechanical probes integrated with displacement sensors that directly measure the gap size. The left wear warning sensor 2 and the right wear warning sensor 7 are respectively used to independently monitor the wear degree of the left and right friction plates. These wear warning sensors can be designed to have wires embedded inside the friction plate, which break when the friction plate wears to a preset limit, thereby sending an alarm signal; or they can be sensors based on resistance change principle, whose resistance value changes with the decrease of friction plate thickness, thereby indicating the wear degree. The left gap sensor 1 and the left wear warning sensor 2 are precisely installed on the left brake shoe, ensuring that they can directly and in real time obtain the operating state data of the left brake. Similarly, the right gap sensor 5 and the right wear warning sensor 7 are installed on the right brake shoe to achieve independent monitoring of the right brake.

[0037] By the above technical solution, the gap sensor and the wear warning sensor are respectively configured as independent left and right units and installed on the corresponding brake shoe, so that the system can independently detect the gap of the left brake shoe and the right brake shoe, avoiding errors caused by overall average measurement, and ensuring that the controller 4 obtains accurate left and right gap data. At the same time, the wear degree of the left and right friction plates is independently monitored to prevent the overall alarm accuracy from being affected by the wear of one side not being identified in time. This configuration ensures that the sensors are directly related to the real-time state of the left and right brake shoes, providing high responsiveness feedback, thereby supporting the controller 4 to make differential and synchronous adjustments to the left and right brake gaps, enhancing the reliability and efficiency of adaptive control. In view of this, the present application can realize fine management of the braking state of the left and right sides of the forklift brake system, significantly improving the accuracy and reliability of adaptive adjustment of the brake gap, effectively avoiding safety hazards caused by uneven brake effect or adjustment lag, and ensuring that the braking performance of the forklift is always in the best state.

[0038] In some embodiments, for example Figure 1 As shown, the gap adjusting device includes a left adjusting device and a right adjusting device, both ends of the left adjusting device are respectively clamped between the left brake shoe and the right brake shoe in the left drum brake, and both ends of the right adjusting device are respectively clamped between the left brake shoe and the right brake shoe in the right drum brake.

[0039] Specifically, the gap adjusting device is subdivided into two independent adjusting units, namely the left adjusting device and the right adjusting device. This design allows the left and right brake gaps to be monitored and adjusted separately, avoiding the problem of left and right brake imbalance that may be caused by a single adjusting device.

[0040] The left adjusting device is mechanically connected to the left brake shoe and the right brake shoe inside the left drum brake through its two ends. The clamping connection ensures that the left adjusting device can stably apply a pushing and pulling force to the left brake shoe and the right brake shoe, thereby accurately changing the gap between the friction plate and the brake hub.

[0041] Similarly, the right adjusting device is mechanically connected to the left brake shoe and the right brake shoe inside the right drum brake through its two ends. This clamping connection allows the right adjusting device to independently apply a force to the right brake shoe to adjust the brake gap of the right drum brake. The clamping connection can be the same as that of the left adjusting device, ensuring the reliability of the connection and the effective transmission of the force.

[0042] By the above technical solution, the gap adjusting device is divided into independent left and right adjusting devices, and is clamped between the brake shoes of the left and right drum brakes, respectively, to achieve independent and accurate adjustment of the brake gaps on both sides of the forklift. When the controller 4 receives a gap value from the left or right gap sensor that is outside the preset range, it can individually drive the corresponding left or right adjusting device to adjust. This independent adjustment capability effectively avoids the problem of uneven braking caused by a single adjusting device that cannot take into account the differences between the left and right sides, ensuring uniform distribution of left and right braking forces, thereby significantly improving the reliability, stability and safety of the forklift braking system. At the same time, since each brake can be finely adjusted according to the actual wear condition, it also helps to prolong the service life of the friction plate and the brake drum, reducing maintenance costs.

[0043] Preferably, the friction plate of the brake shoe is internally provided with a warning circuit of a wear warning sensor. Specifically, the warning circuit of the wear warning sensor is physically embedded inside the friction plate material. This internal embedding can have various implementation forms. For example, a thin conductive layer or conductive grid, such as a grid composed of copper wire or carbon fiber, can be embedded at a predetermined wear depth during the manufacturing process of the friction plate. When the friction plate reaches this depth due to wear, the conductive layer or grid will be damaged, causing the circuit to be disconnected. Another implementation is to mix conductive particles or short conductive fibers into the friction plate base material at a specific concentration and depth. As wear progresses, the conductive path is damaged, causing a significant change in resistance or an open circuit. In addition, a flexible printed circuit board (FPCB) or conductive ink pattern can be used to directly print or integrate into a specific layer of the friction plate during the lamination or molding process. These internal warning circuits ensure the directness and reliability of wear detection.

[0044] Through the above technical solution, when the friction plate is worn to the preset limit thickness, the built-in warning circuit will physically break or its electrical characteristics will change due to wear. The wear warning sensor can accurately detect the change in this circuit state and feed back the signal to the controller 4 in a timely manner. After receiving the signal, the controller 4 can trigger the corresponding warning prompt, such as displaying warning information on the forklift instrument panel, thereby reminding the driver or maintenance personnel to replace the friction plate in a timely manner. This built-in design avoids false alarms or delayed warning problems caused by external circuits that are not worn, ensuring the accuracy and timeliness of wear detection. It enables the forklift braking system to always maintain optimal braking performance, significantly improving the safety and reliability of the forklift operation, while simplifying the wear detection mechanism and eliminating the need for additional complex external sensors.

[0045] In some embodiments, for example Figure 4 As shown, the gap adjusting device includes a support rod 21, a fixed plate 22, a motor 23, a reducer 24, and a telescopic mechanism 25. The fixed plate 22 includes left and right partitions, the motor 23 is bolted to the left partition, the support rod 21 is installed on the left partition, and the telescopic mechanism 25 is installed on the right partition. The top of the support rod 21 and the end of the telescopic mechanism 25 are both provided with clamping grooves, and the clamping grooves at the left and right ends are respectively clamped with the left brake shoe and the right brake shoe.

[0046] The gap adjusting device is a mechanism for real-time adjustment of the gap between the friction plate and the brake hub. The concept is to provide a mechanical or mechatronic device that can accurately change the position of the brake shoe according to control instructions to maintain the optimal working state of the braking system. The support rod 21 is used to provide structural support and positioning. Its role is to provide a stable reference point for the gap adjusting device to prevent unnecessary displacement or shaking during adjustment, thereby ensuring the accuracy of the adjustment. The fixed plate 22 serves as the mounting base and structural connector for various components. Its role is to provide a unified and stable mounting platform for the motor 23, support rod 21, and telescopic mechanism 25, and to achieve spatial isolation and structural connection between components. The motor 23 provides a power source. Its role is to convert electrical energy into mechanical energy to drive the reducer 24 and telescopic mechanism 25 to work, thereby achieving adjustment of the brake gap. The reducer 24 is used to reduce the speed and increase the torque. Its role is to convert the high speed and low torque output by the motor 23 into low speed and high torque to meet the pushing or pulling force required by the telescopic mechanism 25 in adjusting the brake gap. The telescopic mechanism 25 is used to convert rotary motion into linear motion and achieve length extension. Its role is to convert rotary motion into linear pushing and pulling motion according to the power output by the reducer 24, directly acting on the brake shoe to achieve gap adjustment.

[0047] The fixed plate 22 includes left and right partitions that are integral components of the fixed plate 22, used to divide the installation space. Its role is to form independent installation areas inside the fixed plate 22, respectively for the motor 23, support rod 21 and telescopic mechanism 25, thereby optimizing space layout, reducing component interference and enhancing overall structural rigidity. These partitions can be connected to the main body of the fixed plate 22 through integral molding or welding; they can also be connected to the main body of the fixed plate 22 through detachable means such as bolts or rivets. The top of the support rod 21 and the end of the telescopic mechanism 25 are provided with a clamping groove, which is a connection feature. Its role is to provide a reliable connection interface with the brake shoe, through the shape and size of the clamping groove cooperating with the corresponding structure on the brake shoe, achieving quick and stable connection and ensuring that the adjustment force can be effectively transmitted. The clamping groove can be a U-shaped or V-shaped groove, cooperating with the protrusions or pins on the brake shoe; it can also be a dovetail groove or T-shaped groove, providing stronger anti-disengagement capability. The clamping grooves at the left and right ends are respectively connected with the left and right brake shoes, which are specific connection objects. Its role is to achieve mechanical connection between the gap adjustment device and the left and right brake shoes in the forklift braking system, so that the gap adjustment device can directly exert a pushing or pulling force on the brake shoe, thereby changing the gap between the friction plate and the brake hub.

[0048] Through the above technical solutions, the structure of the gap adjustment device is optimized, in which the support rod 21 provides a stable support point, the fixed plate 22 serves as the overall base, and the left and right partitions are used to partition the installation of the motor 23, support rod 21 and telescopic mechanism 25, effectively avoiding interference between components. The motor 23 is firmly connected to the left partition through bolts, ensuring the stability and continuity of power transmission. The reducer 24 amplifies the torque of the motor 23 output, improving the efficiency of power transmission. The telescopic mechanism 25 accurately converts rotary motion into linear motion and reliably connects with the left and right brake shoes through the clamping grooves at its end and the top of the support rod 21, so that the adjustment force can act uniformly and directly on the brake shoe. This design significantly enhances the structural stability of the gap adjustment device, improves the efficiency of power transmission, and ensures the accuracy of brake gap adjustment, thereby effectively solving the problems of insufficient accuracy and loose components during adjustment, ensuring the reliability of brake gap adjustment.

[0049] In some embodiments, for example Figure 2 and Figure 3 The output shaft of the motor 23 is parallel to the output shaft of the reducer 24, the output shaft gear of the motor 23 is engaged with the input shaft gear of the reducer 24, and the telescopic mechanism 25 is coaxial with the output shaft of the reducer 24.

[0050] In particular, the output shaft of the motor 23 is parallel to the output shaft of the reducer 24, meaning that both maintain a parallel relationship in space, rather than being collinear or perpendicular. This parallel arrangement helps achieve a compact structural design, especially in space-limited application scenarios. For example, power can be transmitted between the parallel shafts through gear transmission, belt transmission, or chain transmission, etc. In one implementation, the motor 23 output shaft and the reducer 24 input shaft are meshed through a pair of parallel shaft gears, achieving power transmission. In another implementation, a belt pulley and belt connection, or a sprocket and chain connection can be used to adapt to different transmission needs and spatial layouts.

[0051] The meshing of the motor 23 output shaft gear and the reducer 24 input shaft gear is a direct and efficient way to transmit power from the motor 23 to the reducer 24. Gear meshing transmission has the advantages of stable transmission ratio, high transmission efficiency, and compact structure. The telescopic mechanism 25 is coaxial with the output shaft of the reducer 24, meaning that the input end of the telescopic mechanism 25 (e.g. the screw rod) is on the same axis as the output shaft of the reducer 24. This coaxial connection can minimize transmission links and avoid additional shaft couplings or transmission components, thereby reducing energy loss and improving transmission efficiency and overall system rigidity. For example, coaxial fixation can be achieved through spline connection, key connection, or thread connection, etc. In one implementation, the output shaft of the reducer 24 can be directly used as the drive shaft of the telescopic mechanism 25, such as the bottom inner spline of the screw rod being matched with the spline of the reducer 24 output shaft. In another implementation, a rigid shaft coupling can be used to connect the reducer 24 output shaft and the input shaft of the telescopic mechanism 25, ensuring synchronous rotation.

[0052] By the above technical solutions, the output shaft of the motor 23 and the output shaft of the reducer 24 are designed in a parallel relationship, and the motor 23 output shaft gear and the reducer 24 input shaft gear are directly meshed, while ensuring that the telescopic mechanism 25 is coaxial with the output shaft of the reducer 24, thereby optimizing the connection relationship between the motor 23, the reducer 24, and the telescopic mechanism 25. This design significantly simplifies the transmission path, reduces unnecessary intermediate transmission links, effectively reduces energy loss during transmission, and improves the efficiency of power transmission. In addition, the parallel shaft and coaxial layout makes the structure of the entire adjustment device more compact, reducing the occupied space and facilitating integration in the limited installation space of the forklift brake system. This optimization not only improves the reliability and response speed of brake clearance adjustment, but also enhances the overall stability of the system, ensuring that the forklift brake system can adaptively adjust more accurately and efficiently, thereby maintaining the optimal clearance between the friction plate and the brake hub and ensuring the braking performance of the forklift.

[0053] In some embodiments, for example Figure 3As shown, the speed reducer 24 includes a first-stage reduction assembly, a second-stage reduction assembly, and a third-stage reduction assembly; the first-stage reduction assembly includes a first-stage reduction gear and a first-stage reduction gear shaft; the second-stage reduction assembly includes a second-stage reduction gear and a second-stage reduction gear shaft; the third-stage reduction assembly includes a third-stage reduction gear 35 and a third-stage reduction gear 35 shaft; the first-stage reduction gear includes a first-stage input gear 31 and a first-stage output gear 32, the first-stage input gear 31 and the first-stage output gear 32 are connected through the first-stage reduction gear shaft, the first-stage input gear 31 is engaged with the input shaft gear of the motor 23; the second-stage reduction gear includes a second-stage input gear 33 and a second-stage output gear 34, the second-stage input gear 33 and the second-stage output gear 34 are connected through the second-stage reduction gear shaft, the first-stage output gear 32 is engaged with the second-stage input gear 33; the third-stage reduction gear 35 is installed on the third-stage reduction gear 35 shaft, and the second-stage output gear 34 is engaged with the third-stage reduction gear 35.

[0054] Specifically, the first-stage reduction is the initial link of the entire reduction process, directly receiving power from the motor 23. The engagement of the first-stage input gear 31 with the input shaft gear of the motor 23 is the first step of power transmission from the motor 23 to the speed reducer 24. The first-stage input gear 31 and the first-stage output gear 32 are connected through the first-stage reduction gear shaft, forming an integral whole, ensuring the integrity and stability of the first-stage reduction. The second-stage reduction is an intermediate link that receives power from the first-stage reduction and transmits it to the third-stage reduction. The engagement of the first-stage output gear 32 with the second-stage input gear 33 realizes the power transmission from the first-stage to the second-stage. The second-stage input gear 33 and the second-stage output gear 34 are connected through the second-stage reduction gear shaft, further reducing the speed and increasing the torque. The third-stage reduction is the final link of the entire reduction process, and its output is directly connected to the telescopic mechanism 25. The engagement of the second-stage output gear 34 with the third-stage reduction gear 35 completes the final reduction ratio setting and torque amplification, providing the required driving force for the telescopic mechanism 25. The third-stage reduction gear 35 is installed on the third-stage reduction gear 35 shaft, ensuring the stability and reliability of the final output.

[0055] Through the above technical solution, the speed reducer 24 proposed in the present application adopts a fine three-stage reduction assembly design, effectively solving the problems of unstable torque transmission, low efficiency, and inaccurate adjustment that may be caused by a single reduction stage. The multi-stage reduction structure can gradually reduce the speed of the motor 23 while gradually amplifying the torque, making the power transmission process more stable and efficient, and avoiding vibration or failure caused by instantaneous impact or excessive load. This staged reduction mechanism ensures that the torque and speed output by the speed reducer 24 can accurately match the requirements of the telescopic mechanism 25, thereby significantly improving the accuracy and reliability of the brake gap self-adaptive adjustment. In addition, the modular three-stage component design also facilitates manufacturing, assembly, and maintenance, further enhancing the stability and durability of the entire forklift brake system.

[0056] In some embodiments, for example Figure 4 As shown, the telescopic mechanism 25 includes a cylinder 43, a trapezoidal screw 44, a screw nut 42, a push rod 45, and a bearing 41; the bearing 41 is sleeved on the trapezoidal screw; the bottom inner spline of the trapezoidal screw 44 is matched with the shaft spline of the three-stage reduction gear 35; the push rod 45 is hollow and provided with internal threads, and the push rod 45 is threadedly matched with the screw nut 42; the trapezoidal screw 44, the screw nut 42, and the push rod 45 form an integral arrangement inside the cylinder 43.

[0057] Specifically, the telescopic mechanism 25 is the core component for realizing the conversion of rotary motion to linear motion, and its main function is to accurately extend or retract according to the control instruction, thereby pushing or pulling the brake shoes to adjust the gap between the brake shoes and the brake hub.

[0058] In this application, the bearing 41 is sleeved on the trapezoidal screw 44, which serves to support the rotation of the trapezoidal screw 44, reduce the friction resistance during rotation, ensure smooth and efficient rotation of the screw, and bear certain radial and axial loads. The bearing 41 can adopt the form of rolling bearings (such as deep groove ball bearings, angular contact ball bearings) or sliding bearings (such as oil-containing bearings, composite bearings), etc. The bottom inner spline of the trapezoidal screw 44 is matched with the shaft spline of the three-stage reduction gear 35, and this connection mode is designed to realize reliable torque transmission between the trapezoidal screw 44 and the output shaft of the reducer 24. The spline connection can transmit a large torque through the meshing of multiple teeth and grooves, and ensure synchronous rotation between the two, avoiding slipping. The push rod 45 is hollow and provided with internal threads, and the push rod 45 is threadedly matched with the screw nut 42. The hollow design of the push rod 45 helps to reduce the overall weight, while providing space for internal components. The internal threads in the push rod 45 are matched with the threads of the screw nut 42, so that when the screw nut 42 moves linearly on the trapezoidal screw 44, it can drive the push rod 45 to move linearly synchronously. This thread matching ensures the close connection and precise motion transmission between the push rod 45 and the screw nut 42. The trapezoidal screw, the screw nut 42, and the push rod 45 form an integral arrangement inside the cylinder 43, and this integral arrangement is designed to improve the compactness, stability, and protection of the telescopic mechanism 25. Integrating these key motion components inside the cylinder 43 can effectively prevent the intrusion of external impurities such as dust and moisture, reduce component wear, prolong service life, and ensure the alignment and smoothness of motion.

[0059] By the above technical solution, the specific structure of the telescopic mechanism 25 is optimized, solving the problems of smoothness, self-locking and compactness of motion conversion, thereby improving the reliability and efficiency of brake gap adjustment. Specifically, the cylinder body 43 provides stable accommodation and guidance for the internal components, ensuring the alignment and stability of the push rod 45 during movement. The trapezoidal screw 44 utilizes its unique trapezoidal thread design to achieve excellent self-locking characteristics when converting the rotational motion of the reducer 24 into linear motion, effectively preventing accidental retraction of the push rod 45 in the unpowered state, thereby ensuring the accuracy and stability of brake gap adjustment. The close cooperation between the screw nut 42 and the trapezoidal screw 44 ensures efficient conversion of rotational motion to linear motion, reducing energy loss. The hollow design of the push rod 45 not only reduces the overall weight, but also the internal threads cooperate with the threads of the screw nut 42 to achieve precise telescopic control, directly acting on the brake shoes to adjust the gap. The bearing 41 is sleeved on the trapezoidal screw 44, significantly reducing rotational friction, ensuring smooth movement and prolonging the service life of the components. In addition, the bottom internal spline of the trapezoidal screw 44 cooperates with the shaft spline of the three-stage reduction gear 35, ensuring reliable torque transmission from the reducer 24 to the screw, avoiding slipping or transmission failure. Arranging the trapezoidal screw 44, screw nut 42 and push rod 45 as a whole inside the cylinder body 43 significantly improves the compactness of the structure, reduces external space occupation, and enhances the overall rigidity and reliability, effectively avoiding looseness or deviation that may occur during brake gap adjustment, making the brake gap self-adaptive adjustment function of the forklift brake system more precise, stable and efficient.

[0060] In some embodiments, for example Figure 4 As shown, the screw nut 42 is in the shape of a "V". By designing the screw nut 42 in the shape of a "V", the connection stability and motion reliability between the screw nut 42 and the push rod 45 in the telescopic mechanism 25 are significantly improved. Specifically, the "V" shape structure provides a larger contact area and stronger structural strength, making the screw nut 42 more stable when cooperating with the threads of the push rod 45, effectively preventing the screw nut from axial deviation or looseness during the rotation of the trapezoidal screw 44. This ensures the accuracy of the conversion of rotational motion to linear motion, avoiding the risk of failure due to unstable connection of the screw nut during brake gap adjustment. Therefore, this design can ensure that the push rod 45 of the gap adjustment device can be telescoped with higher precision and stability, thereby achieving precise self-adaptive adjustment of the gap between the friction plate and the brake hub, ultimately improving the overall performance and safety of the forklift brake system.

[0061] The present application also provides a forklift comprising the forklift brake system with friction plate wear warning and brake gap self-adaptive adjustment according to any one of the above embodiments.

[0062] The core innovation of the embodiment is to integrate the wear alarm function and the brake clearance self-adaptive adjustment mechanism into a single brake system to form a closed-loop control system based on real-time feedback. Since the clearance sensor continuously provides clearance value data, the controller 4 can accurately control the stroke of the push rod 45 of the clearance adjustment device to avoid over-adjustment or under-adjustment. At the same time, the wear alarm sensor realizes reliable early warning through the state change of the built-in circuit to ensure that the driver learns about the maintenance needs in time when the friction plate still has temporary braking capability. Through the above technical solutions, the forklift always maintains the best braking effect during the wear process of the friction plate, effectively solves the problems of brake distance extension, unstable braking performance and unknown wear state, and significantly improves the driving safety and system reliability.

[0063] The forklift brake system and other components and operations of the forklift according to the embodiment of the application are known to those skilled in the art, and will not be described in detail here.

[0064] In the description of the present specification, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, the person skilled in the art can combine and combine the different embodiments or examples described in the present specification and the features of the different embodiments or examples without contradiction.

[0065] Although the embodiments of the present application have been shown and described, those skilled in the art can understand that various changes, modifications, replacements and variations can be made to the embodiments without departing from the principles and purposes of the present application, and the scope of the present application is defined by the claims and their equivalents.

Claims

1. A forklift brake system with friction pad wear warning and self-adaptive brake clearance adjustment, characterized in that, The utility model relates to a drum brake gap adjusting device, including: Controller, gap sensor, gap adjusting device, wear warning sensor; The gap sensor is installed on the brake shoe of the drum brake and is used for detecting the gap between the friction plate and the brake hub; The wear warning sensor is installed on the brake shoe of the drum brake and is used for detecting the wear degree of the friction plate; The gap adjusting device is installed between the left brake shoe and the right brake shoe of the drum brake and is used for adjusting the brake gap in real time; The gap sensor, the wear warning sensor and the gap adjusting device are signal connected with the controller.

2. The fork truck brake system of claim 1 wherein, The gap sensor includes a left gap sensor and a right gap sensor, the wear warning sensor includes a left wear warning sensor and a right wear warning sensor, the left gap sensor and the left wear warning sensor are installed on the left brake shoe, and the right gap sensor and the right wear warning sensor are installed on the right brake shoe.

3. The fork truck brake system of claim 1 wherein, The gap adjusting device includes a left adjusting device and a right adjusting device, both ends of the left adjusting device are clamped between the left brake shoe and the right brake shoe in the left drum brake, and both ends of the right adjusting device are clamped between the left brake shoe and the right brake shoe in the right drum brake.

4. The fork truck brake system of claim 1 wherein, The brake shoe is provided with an alarm circuit of the wear warning sensor.

5. The fork truck brake system of claim 1 wherein, The gap adjusting device includes a support rod, a fixed plate, a motor, a speed reducer and a telescopic mechanism; The fixed plate includes a left partition plate and a right partition plate, the motor is bolted on the left partition plate, the support rod is installed on the left partition plate, the telescopic mechanism is installed on the right partition plate, and the top of the support rod and the end of the telescopic mechanism are provided with clamping grooves, and the clamping grooves at the left and right ends are clamped with the left brake shoe and the right brake shoe respectively.

6. The fork truck brake system of claim 5 wherein, The output shaft of the motor is parallel to the output shaft of the speed reducer, the output shaft gear of the motor is engaged with the input shaft gear of the speed reducer, and the telescopic mechanism is coaxial with the output shaft of the speed reducer.

7. The fork truck brake system of claim 6 wherein, The speed reducer includes a first-stage speed reduction assembly, a second-stage speed reduction assembly and a third-stage speed reduction assembly, the first-stage speed reduction assembly includes a first-stage speed reduction gear and a first-stage speed reduction gear shaft, the second-stage speed reduction assembly includes a second-stage speed reduction gear and a second-stage speed reduction gear shaft, and the third-stage speed reduction assembly includes a third-stage speed reduction gear and a third-stage speed reduction gear shaft. The first-stage speed reduction gear includes a first-stage input gear and a first-stage output gear, the first-stage input gear and the first-stage output gear are connected through the first-stage speed reduction gear shaft, and the first-stage input gear is engaged with the input shaft gear of the motor. The second-stage speed reduction gear includes a second-stage input gear and a second-stage output gear, the second-stage input gear and the second-stage output gear are connected through the second-stage speed reduction gear shaft, and the first-stage output gear is engaged with the second-stage input gear. The third-stage speed reduction gear is installed on the third-stage speed reduction gear shaft, and the second-stage output gear is engaged with the third-stage speed reduction gear.

8. The fork truck brake system of claim 7 wherein, The telescopic mechanism includes a cylinder body, a trapezoidal screw rod, a screw nut, a push rod and a bearing; The bearing is sleeved on the trapezoidal screw rod; The bottom inner spline of the trapezoidal screw rod is matched with the spline of the third-stage speed reduction gear shaft. The push rod is hollow inside and is provided with internal threads, and the push rod is in threaded cooperation with the screw nut; The trapezoidal screw, the screw nut and the push rod form an integral arrangement inside the cylinder body.

9. The fork truck brake system of claim 8 wherein, The screw nut is in the shape of a "n" character.

10. A fork lift truck characterised in that, The fork truck brake system comprises the friction plate wear alarm and brake clearance self-adaptive adjustment fork truck brake system according to any one of claims 1-9.

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