Self-locking brake clamp for large-tonnage ship model test

Abstract

The invention discloses a self-locking brake clamp for a large-tonnage ship model test. The self-locking brake clamp comprises a rack; a driving mechanism; each set of clamping unit comprises a clamping jaw, a first rod group and a second rod group, the output end of the driving mechanism is linked with the input end of the second rod group, the output end of the second rod group is linked with the input end of the first rod group, and the output end of the first rod group is connected with the clamping jaw; the driving mechanism drives the second rod set and the first rod set to be in linkage, so that when the clamping jaw clamps a clamped object, the first rod set is located at the mechanical dead point position of the first rod set and is in a first collinear form, and meanwhile, the second rod set is located at the mechanical dead point position of the second rod set and is in a second collinear form which is in an inclined state relative to the first collinear form. The device has the capability of keeping a clamping state after power failure, and is particularly suitable for a large-tonnage ship model test scene.

Description

Technical Field

[0001] This invention relates to the field of power-off self-locking technology, specifically to a self-locking brake clamp for testing large-tonnage ship models. Background Technology

[0002] During towing tests of ship models, a trailer needs to be connected to the model so that the trailer can accelerate the model to a specified speed before releasing it for testing. After the test, the trailer is reconnected to decelerate the model until it stops. Previously, some equipment, such as the Japanese GEL-430-L airworthiness instrument, used workers on the trailer to tighten ropes on the model to achieve this process. Other equipment used specialized clamps (or "brakes"). However, when ship models reach a certain tonnage, the above process cannot be achieved manually or with conventional clamps. A key challenge is how to reliably and automatically clamp and release the model, and ensure that the clamps remain locked in the event of power outages or other malfunctions to prevent the several-ton ship model from going out of control, thus guaranteeing test safety and equipment integrity.

[0003] Currently, common clamps are mostly used in machine tools, robotics, and other fields. Conventional clamps rely on springs and other components for holding, but this is only suitable for light-load applications. The safety and reliability of some large clamps are highly dependent on a continuous power / pneumatic supply. In the event of a power outage, circuit failure, or control system malfunction, the clamping force will instantly disappear, leading to brake failure and rendering them ineffective in critical situations. Ship models, due to their enormous inertia, may even crash out of the testing area, causing serious collisions. Therefore, they cannot be used in heavy-load applications with high safety requirements. Furthermore, to achieve sufficient clamping force, high-power electric actuators are required, resulting in high energy consumption and requiring continuous power to maintain the clamping state, leading to low energy efficiency. The entire system has a single function, and installation and fixing require additional operation of a separate lead screw mechanism, making the operation process cumbersome. In summary, existing solutions are only suitable for light-load, non-critical applications, and their design philosophy remains at the level of simple "electric / pneumatic drive to achieve function," failing to address core issues such as power outage safety redundancy and heavy-load reliability.

[0004] Therefore, how to provide a self-locking brake clamp for large-tonnage ship model testing that can solve the above-mentioned drawbacks has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] To achieve the above objectives, this invention provides a self-locking brake clamp for large-tonnage ship model testing. The specific technical solution is as follows:

[0006] A self-locking brake clamp for testing large-tonnage ship models includes:

[0007] frame;

[0008] The drive mechanism is mounted on the frame;

[0009] At least one clamping unit, each clamping unit includes: a gripper, a first linkage group and a second linkage group with mechanical linkage, the output end of the drive mechanism is linked with the input end of the second linkage group, the output end of the second linkage group is linked with the input end of the first linkage group, and the output end of the first linkage group is connected to the gripper;

[0010] The drive mechanism drives the second and first rod groups in a coordinated manner so that when the gripper clamps the object being held, the first rod group is at its mechanical dead point and is in a first collinear configuration. At the same time, the second rod group is at its mechanical dead point and is in a second collinear configuration that is inclined relative to the first collinear configuration. In the first collinear configuration, the first rod group can provide clamping force in the clamping direction of the gripper. In the second collinear configuration, the second rod group can apply a pressing force to the first rod group.

[0011] Preferably, the first lever assembly includes a first rocker arm, a first connecting rod, and a slider. The frame is provided with a guide portion, the slider is slidably connected to the guide portion, the gripper is mounted on the slider, one end of the first rocker arm is hinged to the frame, the other end is hinged to one end of the first connecting rod, the other end of the first connecting rod is hinged to the slider, and the first collinear configuration is that the first connecting rod and the first rocker arm are collinear.

[0012] Preferably, the second linkage includes a second rocker and a second connecting rod. One end of the second rocker is hinged to the frame and the other end is hinged to one end of the second connecting rod. The other end of the second connecting rod is linked to the first linkage. The second collinear configuration is the state when the second connecting rod and the second rocker are collinear.

[0013] Preferably, there are two second connecting rods arranged in parallel. One end of each second connecting rod is simultaneously hinged to the second rocker arm, and the other end is simultaneously hinged to the first rocker arm, so that the second connecting rod forms the output end of the second rod group, the first rocker arm forms the input end of the first rod group, and the slider forms the output end of the first rod group.

[0014] Preferably, the drive mechanism is at least one cylinder, which corresponds to a set of clamping units. The cylinder is hinged to the frame, and the end of the telescopic rod of the cylinder forms the output end of the drive mechanism and the input end of the second rod group.

[0015] Preferably, the end of the cylinder's telescopic rod is hinged to the hinge point between the second rocker and the second connecting rod, such that the hinge point forms the input end of the second rod assembly.

[0016] Preferably, the clamping unit consists of two sets, and the two sets of clamping units and the corresponding cylinders are arranged symmetrically along a centerline perpendicular to the clamping direction.

[0017] Preferably, the gripper is a right triangle, with one straight side connected to the slider and the other straight side forming a clamping edge for clamping the object.

[0018] The self-locking brake clamp provided for large-tonnage ship model testing has the following technical advantages:

[0019] The drive mechanism propels the second linkage group to move, which in turn drives the first linkage group to close the gripper and hold the docking device of the ship model. When the mechanism moves to the designed position, the connecting rod and rocker arm of the first linkage group are collinear, and the connecting rod and rocker arm of the second linkage group are also collinear. The entire system enters the dead-point region, achieving mechanical self-locking. At this time, even if the cylinder is cut off, the clamp can still maintain clamping, effectively preventing the large-tonnage ship model from going out of control and improving the safety and reliability of the test. When the first linkage group reaches the mechanical dead-point position during clamping, the connecting rod and rocker arm are collinear, and the effective component of the driving force is zero, achieving main self-locking. The second linkage group simultaneously reaches the dead-point, providing auxiliary support to the first linkage group and enhancing the stability of the locking. This brake clamp utilizes the mechanical dead-point characteristic to achieve power-off self-locking, locking without the need for external energy maintenance, resulting in extremely high safety and reliability.

[0020] Preferably, the sliding connection between the slider and the guide enables stable movement of the gripper in the linear direction, avoiding lateral displacement during clamping. When the first connecting rod and the first rocker arm are collinear, a dead point is formed, maximizing the transmission of clamping force in the gripper direction and enhancing clamping stability and load-bearing capacity.

[0021] As a preferred option, the second linkage, through the collinear design of the second connecting rod and the second rocker, also reaches the dead point position when clamped, providing auxiliary support and clamping effect to the first linkage, further enhancing the locking stability and impact resistance of the entire fixture, making it particularly suitable for heavy-load and high-inertia test scenarios.

[0022] As a preferred option, two parallel second connecting rods are used, which not only enhances the structural rigidity and motion stability of the second rod group, but also achieves uniform force transmission, avoids the problem of eccentric loading or torsion that may occur with a single connecting rod, and improves the durability and reliability of the fixture.

[0023] As a preferred option, through a clever rod assembly design, the small thrust of the cylinder can be converted into a huge clamping force of up to 20,000N to meet the testing requirements of large-tonnage ship models; its structure is simple, mainly using standard parts such as connecting rods and pins, without the need for complex hydraulic or servo systems, resulting in low manufacturing costs and high reliability; at the same time, by changing the connecting rod, it can be adapted to the docking devices of different ship models, demonstrating strong adaptability and versatility.

[0024] As a preferred option, the two symmetrically arranged clamping units can achieve simultaneous clamping on both sides, which not only enhances the balance and stability of clamping, but also adapts to objects of different sizes and shapes, improving the versatility and adaptability of the clamp.

[0025] As a preferred option, the right-angled triangular gripper structure is simple and rigid, the straight-edge connection method facilitates installation and replacement, the clamping edge has a large contact area with the clamped object and the pressure distribution is uniform, which helps to protect the surface of the clamped object and enhances the reliability and safety of clamping. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of a specific embodiment of a self-locking brake clamp for testing large-tonnage ship models protected by this invention;

[0027] Figure 2 for Figure 1 Schematic diagrams of the structure from different angles;

[0028] Figure 3 for Figure 2 A cross-sectional view along the AA direction.

[0029] Figure 1-3 The labels in the attached figures are as follows:

[0030] 1. Frame, 2. Clamping unit, 3. Grippers, 4. First lever group, 5. Second lever group, 6. First rocker arm, 7. First connecting rod, 8. Slider, 9. Second rocker arm, 10. Second connecting rod, 11. Cylinder. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of this invention clearer, the following detailed description of a self-locking brake clamp for large-tonnage ship model testing, in conjunction with the accompanying drawings and specific embodiments, is provided. The advantages and features of this invention will become clearer from the following description. It should be noted that the drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clearly illustrate the purpose of the embodiments of this invention. Please refer to the accompanying drawings to make the objectives, features, and advantages of this invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation conditions of this invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by this invention, should still fall within the scope of the technical content disclosed in this invention.

[0032] This invention provides a self-locking brake clamp for large-tonnage ship model testing, combined with Figure 1-3 In one specific embodiment, it includes:

[0033] Rack 1;

[0034] A drive mechanism, which is mounted on the frame 1;

[0035] At least one clamping unit 2 (e.g.) Figure 2 (as indicated by the dashed box in the image) Each clamping unit 2 includes: a gripper 3, a first linkage 4 and a second linkage 5 with mechanical linkage. The output end of the drive mechanism is linked to the input end of the second linkage 5, the output end of the second linkage 5 is linked to the input end of the first linkage 4, and the output end of the first linkage 4 is connected to the gripper 3.

[0036] The drive mechanism drives the second rod group 5 and the first rod group 4 to work together so that when the gripper 3 clamps the object, the first rod group 4 is at its mechanical dead point and is in a first collinear configuration. At the same time, the second rod group 5 is at its mechanical dead point and is in a second collinear configuration that is inclined relative to the first collinear configuration. In the first collinear configuration, the first rod group 4 can provide clamping force in the clamping direction of the gripper 3. In the second collinear configuration, the second rod group 5 can apply a pressing force to the first rod group 4.

[0037] In one specific implementation, such as Figure 1-3 As shown, the first lever assembly 4 includes a first rocker arm 6, a first connecting rod 7, and a slider 8. The frame 1 is provided with a guide portion, and the slider 8 is slidably connected to the guide portion. The gripper 3 is mounted on the slider 8. One end of the first rocker arm 6 is hinged to the frame 1, and the other end is hinged to one end of the first connecting rod 7. The other end of the first connecting rod 7 is hinged to the slider 8. The first collinear configuration is that the first connecting rod 7 and the first rocker arm 6 are collinear.

[0038] The sliding connection between the slider 8 and the guide section enables stable movement of the gripper 3 in the linear direction, preventing lateral displacement during clamping. When the first connecting rod 7 and the first rocker arm 6 are collinear, they form a dead point, maximizing the transmission of clamping force in the gripper direction and enhancing clamping stability and load-bearing capacity.

[0039] like Figure 1-3 As shown, the second linkage 5 includes a second rocker arm 9 and a second connecting rod 10. One end of the second rocker arm 9 is hinged to the frame 1 and the other end is hinged to one end of the second connecting rod 10. The other end of the second connecting rod 10 is linked to the first linkage 4. The second collinear configuration is the state when the second connecting rod 10 and the second rocker arm 9 are collinear.

[0040] The second linkage 5, through the collinear design of the second connecting rod 10 and the second rocker arm 9, also reaches the dead point position when clamped, providing auxiliary support and clamping effect to the first linkage 4, further enhancing the locking stability and impact resistance of the entire fixture, making it particularly suitable for heavy-load and high-inertia test scenarios.

[0041] The drive mechanism pushes the second linkage group 5 to move, which in turn drives the first linkage group 4 to close the gripper 3, clamping the docking device of the ship model. When the mechanism moves to the designed position, the connecting rod of the first linkage group 4 and the rocker arm are collinear, and the connecting rod of the second linkage group 5 and the rocker arm are also collinear. The entire system enters the dead point region, achieving mechanical self-locking. At this time, even if the air cylinder 11 is cut off, the clamp can still maintain clamping, effectively preventing the large-tonnage ship model from going out of control and improving the safety and reliability of the test. When the first linkage group 4 reaches the mechanical dead point position during clamping, the connecting rod and the rocker arm are collinear, and the effective component of the driving force is zero, achieving main self-locking. The second linkage group 5 also reaches the dead point at the same time, forming auxiliary support for the first linkage group 4 and enhancing the stability of the locking. This brake clamp utilizes the mechanical dead point characteristic to achieve power-off self-locking, locking without the need for external energy maintenance, and has extremely high safety and reliability.

[0042] In one specific implementation, such as Figure 1-3 As shown, there are two second connecting rods 10, which are arranged in parallel. One end of each second connecting rod 10 is simultaneously hinged to the second rocker arm 9, and the other end is simultaneously hinged to the first rocker arm 6, so that the second connecting rod 7 forms the output end of the second rod group 5, the first rocker arm 6 forms the input end of the first rod group 4, and the slider 8 forms the output end of the first rod group 4.

[0043] The use of two parallel second connecting rods 10 not only enhances the structural rigidity and motion stability of the second rod group 10, but also achieves uniform force transmission, avoiding the problem of eccentric loading or torsion that may occur with a single connecting rod, and improving the durability and reliability of the fixture.

[0044] The driving mechanism is at least one cylinder 11, which corresponds to a set of clamping units 2. The cylinder 11 is hinged to the frame 1. The end of the telescopic rod of the cylinder 11 forms the output end of the driving mechanism and is linked to the input end of the second rod group 5.

[0045] Through ingenious rod assembly design, the small thrust of cylinder 11 can be converted into a huge clamping force of up to 20,000N to meet the testing requirements of large-tonnage ship models; its structure is simple, mainly using standard parts such as connecting rods and pins, without the need for complex hydraulic or servo systems, resulting in low manufacturing costs and high reliability; at the same time, by changing the connecting rod, it can be adapted to docking devices of different ship models, demonstrating strong adaptability and versatility.

[0046] In one specific implementation, such as Figure 1-3As shown, the end of the telescopic rod of the cylinder 11 is hinged to the hinge point between the second rocker arm 9 and the second connecting rod 10, so that the hinge point forms the input end of the second rod group 5.

[0047] The clamping unit 2 consists of two sets, and the two sets of clamping units 2 and the corresponding cylinders 11 are arranged symmetrically along the centerline perpendicular to the clamping direction.

[0048] The two symmetrically arranged clamping units 2 can achieve simultaneous clamping on both sides, which not only enhances the balance and stability of clamping, but also adapts to objects of different sizes and shapes, improving the versatility and adaptability of the clamp.

[0049] like Figure 1-3 As shown in the specific embodiment, the gripper 3 is shaped like a right triangle, with one straight side of the right triangle connected to the slider 8 and the other straight side forming a clamping edge for clamping the object being held.

[0050] The right-angled triangular gripper has a simple structure and good rigidity. The straight-edge connection method facilitates installation and replacement. The clamping edge has a large contact area with the object being clamped and the pressure distribution is uniform, which helps to protect the surface of the object being clamped and enhances the reliability and safety of clamping.

[0051] During work:

[0052] Clamping process: The piston rod of cylinder 11 extends, pushing the second rod group 5 to move, which in turn drives the first rod group 4 to close the gripper 3, clamping the docking device of the ship model. When the mechanism moves to the designed position, the connecting rod of the first rod group 4 and the rocker arm are collinear, and the connecting rod of the second rod group 5 and the rocker arm are also collinear, and the entire system enters the dead zone, achieving mechanical self-locking. At this time, even if the air supply to cylinder 11 is cut off, the clamp can still maintain clamping.

[0053] Release process: When release is required, the piston rod of cylinder 11 retracts, applying a force opposite to the clamping direction, pulling the mechanism away from the dead point position, and the gripper 3 then opens to release the ship model.

[0054] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A self-locking brake clamp for testing large-tonnage ship models, characterized in that, include: frame; The drive mechanism is mounted on the frame; At least one clamping unit, each clamping unit includes: a gripper, a first linkage group and a second linkage group with mechanical linkage, the output end of the drive mechanism is linked with the input end of the second linkage group, the output end of the second linkage group is linked with the input end of the first linkage group, and the output end of the first linkage group is connected to the gripper; The drive mechanism drives the second and first rod groups in a coordinated manner so that when the gripper clamps the object being held, the first rod group is at its mechanical dead point and is in a first collinear configuration. At the same time, the second rod group is at its mechanical dead point and is in a second collinear configuration that is inclined relative to the first collinear configuration. In the first collinear configuration, the first rod group can provide clamping force in the clamping direction of the gripper. In the second collinear configuration, the second rod group can apply a pressing force to the first rod group.

2. The self-locking brake clamp for large-tonnage ship model testing according to claim 1, characterized in that, The first lever assembly includes a first rocker arm, a first connecting rod, and a slider. The frame is provided with a guide portion, the slider is slidably connected to the guide portion, and the gripper is mounted on the slider. One end of the first rocker arm is hinged to the frame, and the other end is hinged to one end of the first connecting rod. The other end of the first connecting rod is hinged to the slider. The first collinear configuration is that the first connecting rod and the first rocker arm are collinear.

3. The self-locking brake clamp for large-tonnage ship model testing according to claim 2, characterized in that, The second linkage includes a second rocker and a second connecting rod. One end of the second rocker is hinged to the frame and the other end is hinged to one end of the second connecting rod. The other end of the second connecting rod is linked to the first linkage. The second collinear configuration is the state when the second connecting rod and the second rocker are collinear.

4. The self-locking brake clamp for large-tonnage ship model testing according to claim 3, characterized in that, The second connecting rod consists of two rods arranged in parallel. One end of each rod is simultaneously hinged to the second rocker arm, and the other end is simultaneously hinged to the first rocker arm. This allows the second connecting rod to form the output end of the second rod group, the first rocker arm to form the input end of the first rod group, and the slider to form the output end of the first rod group.

5. The self-locking brake clamp for large-tonnage ship model testing according to claim 4, characterized in that, The drive mechanism is at least one cylinder, which corresponds to a set of clamping units. The cylinder is hinged to the frame, and the end of the telescopic rod of the cylinder forms the output end of the drive mechanism, which is the input end of the second rod group.

6. The self-locking brake clamp for large-tonnage ship model testing according to claim 5, characterized in that, The end of the cylinder's telescopic rod is hinged to the hinge point between the second rocker and the second connecting rod, such that the hinge point forms the input end of the second rod assembly.

7. The self-locking brake clamp for large-tonnage ship model testing according to claim 6, characterized in that, The clamping unit consists of two sets, and the two sets of clamping units and the corresponding cylinders are arranged symmetrically along the centerline perpendicular to the clamping direction.

8. The self-locking brake clamp for large-tonnage ship model testing according to any one of claims 1-7, characterized in that, The gripper is shaped like a right triangle, with one straight side connected to the slider and the other straight side forming a clamping edge for clamping the object.

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