A service brake device

Abstract

A kind of driving brake device, it is related to mechanical safety braking field, comprising: support frame, bottom is equipped with the through slot facing above track;Brake mechanism, including two ends rotationally installed on the support frame on the rotating shaft, rotating shaft outside is equipped with the eccentric ring being arranged with its axis non coaxially, the diameter of eccentric ring is greater than rotating shaft, two have and only have one common tangent, eccentric ring is equipped with brake pad, brake pad is cam-like, its distal end is downward, and located in through slot, when brake pad is in braking state, brake pad distal end outside surface and track top surface contact, the line between the axis of eccentric ring and the axis of rotating shaft is downwardly inclined, and the angle between line and vertical plane is less than the self-locking angle of eccentric ring;Traction mechanism, installed on the top of support frame, including one end connected to the side of brake pad chain, the lower end of chain is swing setting.This application is convenient to reset after locking, drive structure is compact, realize normal locking stability, with stronger practicality.

Description

Technical Field

[0001] This invention relates to the field of mechanical safety braking technology, and in particular to a service braking device. Background Technology

[0002] During the horizontal movement of a crane trolley, if the main brake fails, causing slippage or overspeeding, it poses a significant safety hazard. Therefore, existing technologies typically include an auxiliary braking device for protective braking of the crane trolley. To address the issues of brake devices being susceptible to environmental factors such as dust, oil, temperature, and humidity, and the resulting high reliability and maintenance costs, the applicant previously filed an application for a crane braking device (application number CN202521409460.X). However, under self-locking conditions, the mechanism becomes stuck due to force, and the drive mechanism cannot be directly reset and unlocked, leading to a cumbersome subsequent repair process. Furthermore, the use of a direct-pull steel wire rope drive structure to traction the brake pads occupies a large installation space, resulting in an inefficient overall layout. Existing brake pad structures also have structural defects, failing to achieve a proper locking state when using the brake pads for braking lock-up. Therefore, a novel emergency braking device for cranes is urgently needed, which allows for easy reset and repair after braking, has a compact drive structure, provides stable locking under normal conditions, and offers adaptively enhanced braking performance. Summary of the Invention

[0003] In view of the shortcomings of the above-mentioned prior art, this application provides a service braking device with a compact drive structure that can achieve stable locking under normal conditions and reset after locking, and has strong practicality.

[0004] To achieve the above objectives, the present invention employs the following techniques: A vehicle braking device includes: a support frame, a braking mechanism, and a traction mechanism.

[0005] The bottom of the support frame has a through groove, which faces the top of the track. The braking mechanism includes a rotating shaft rotatably mounted on the support frame at both ends. An eccentric ring is provided on the outer side of the rotating shaft, which is not coaxial with its axis. The diameter of the eccentric ring is larger than the diameter of the rotating shaft, and the two have only one common tangent on their sides. A brake pad with clearance fit is fitted on the eccentric ring. The brake pad is cam-shaped, with its distal end facing down and located in the through groove. When the brake pad is in the braking state, the outer side of the distal end of the brake pad contacts the top surface of the track. The line connecting the axis of the eccentric ring and the axis of the rotating shaft is inclined downward, and the angle between the line and the vertical plane is less than the self-locking angle of the eccentric ring. The traction mechanism is installed on the top of the support frame and includes a chain with one end connected to the side of the brake pad. The lower end of the chain is oscillating.

[0006] Furthermore, the bottom of the brake pad is arc-shaped and consists of multiple arc surfaces. The transition between adjacent arc surfaces is smooth, and the included angle of each arc surface is no greater than 12°. The diameter of the arc surface gradually increases from one end of the bottom of the brake pad to the other end. The line connecting the centerline of each arc surface and the centerline of the adjacent arc surface with a smaller diameter is perpendicular to the radius of the adjacent arc surface with a smaller diameter.

[0007] Furthermore, a connecting plate is bolted to one side of the brake pad, and the side of the connecting plate is connected to the lower end of the chain.

[0008] Furthermore, two retaining rings are fitted on the rotating shaft, and the brake pad and connecting plate are located between the two retaining rings. The end of the retaining ring away from the brake pad is provided with a mounting seat, and the rotating shaft is rotatably mounted in the mounting seat, which is mounted on the support frame.

[0009] Furthermore, the top surface of the support frame is provided with a mounting plate. Both the mounting plate and the support frame are provided with through holes running vertically through them. The chain passes through the through holes and is fitted onto the sprocket. Its upper end is connected to the tensioning block. The sprocket is mounted on the drive shaft. The drive shaft is rotatably mounted on the movable seat. The movable seat is slidably mounted on the guide rail. The guide rail is mounted on the mounting plate and arranged along its length. The movable seat is provided with a push rod and an electromagnet at both ends. The push rod is connected to the moving end of the horizontal linear mechanism. The horizontal linear mechanism, the electromagnet, and the tensioning block are all mounted on the mounting plate. When the brake pad is in a non-braking state, the movable seat is attracted to the electromagnet, and there is a gap between the end of the push rod and the movable seat.

[0010] Furthermore, a convex shaft is provided on the side of the brake pad, and a position sensor is provided inside the support frame. When the brake pad is in a non-braking state, the convex shaft contacts the bottom of the position sensor.

[0011] Furthermore, the gap between the lowest point of the brake pad and the top surface of the track is 3mm-5mm.

[0012] Furthermore, brake blocks are provided on both sides of the bottom of the support frame along its length. The brake blocks have grooves on their inner sides, and during application, the grooves contact the bottom surface of the upper end of the track.

[0013] The beneficial effects of this invention are as follows: 1. The brake pads are mounted on the rotating shaft via an eccentric ring. When the brake needs to be reset and unlocked after braking, the axial offset of the eccentric ring allows the rotating shaft to be rotated to change the position of the brake pad's rotation fulcrum, increasing the distance between the brake pad and the track, and releasing the self-locking clamping force, thus facilitating the reset of the brake pads. This eccentric locking structure effectively solves the problem that existing braking devices cannot unlock because the clamping force is much greater than the release force under locking conditions. 2. By adjusting the effective length of the chain, the lifting stroke and ground clearance of the brake pads can be precisely changed, adapting to different track installation errors, greatly reducing the difficulty of on-site assembly and debugging, avoiding the problem of accidental braking, and adopting a chain and sprocket cooperation structure to form a double speed movement mechanism. Compared with the traditional wire rope traction mechanism, it can increase the actual stroke of the brake pads. Under the same lifting distance, the movement distance of the push rod and the moving seat can be shortened, making the overall structure of the traction mechanism more compact. In addition, the chain has a certain weight, ensuring that it will not coil or loosen when it cooperates with the sprocket, and at the same time, it has strong impact resistance. 3. By setting the brake pads in a cam shape, with the included angle of each arc surface not exceeding 12°, and the diameter of the arc surface gradually increasing from the top to the bottom of the brake pad, the brake pad rotation angle increases as the vehicle's sliding distance increases, and the braking force also increases accordingly, thus achieving adaptive enhancement of braking force and ensuring stable locking under normal conditions. Attached Figure Description

[0014] The accompanying drawings described herein are merely illustrative of selected embodiments, not all possible implementations, and are not intended to limit the scope of the invention.

[0015] Figure 1 This is a three-dimensional schematic diagram of the overall structure of an embodiment of this application.

[0016] Figure 2 This is a side view of an embodiment of this application.

[0017] Figure 3 This is a cross-sectional schematic diagram of an embodiment of this application.

[0018] Figure 4 This is a cross-sectional schematic diagram of the braking mechanism according to an embodiment of this application.

[0019] Figure 5 This is a schematic diagram of the assembly between the rotating shaft and the brake pad in an embodiment of this application.

[0020] Figure 6 This is a three-dimensional schematic diagram of the traction mechanism according to an embodiment of this application.

[0021] Figure 7 This is an exploded view of the brake pad arc surface according to an embodiment of this application. Figure 1 .

[0022] Figure 8 This is an exploded view of the brake pad arc surface according to an embodiment of this application. Figure 2 .

[0023] Figure 9 This is a mechanical analysis diagram of the brake pad, rotating shaft, and eccentric ring according to an embodiment of this application.

[0024] Figure 10This is a diagram showing the total deformation of a traditional brake pad when braking with a rotating shaft.

[0025] Figure 11 This is a diagram showing the deformation in the Y direction when a traditional brake pad is used for braking with a rotating shaft.

[0026] Figure 12 This is a diagram showing the Z-direction deformation of a traditional brake pad during braking with a rotating shaft.

[0027] Figure 13 This is an equivalent stress cloud diagram of traditional brake pads and rotating shaft braking.

[0028] Figure 14 This is a diagram showing the overall deformation from the finite element analysis of an embodiment of this application.

[0029] Figure 15 This is a diagram showing the deformation in the Y direction during braking according to an embodiment of this application.

[0030] Figure 16 This is a diagram showing the deformation in the Z direction during braking according to an embodiment of this application.

[0031] Figure 17 This is an equivalent stress cloud diagram of braking in an embodiment of this application.

[0032] Explanation of reference numerals in the attached drawings: 100—Support frame, 200—Braking mechanism, 300—Traction mechanism, 101—Through groove, 102—Braking block, 103—Mounting plate, 104—Through hole, 105—Position sensor, 201—Rotating shaft, 202—Eccentric ring, 203—Braking pad, 204—Connecting plate, 205—Snap ring, 206—Mounting seat, 207—Protruding shaft, 301—Chain, 302—Sprocket, 303—Drive shaft, 304—Moving seat, 305—Guide rail, 306—Push rod, 307—Electromagnet, 308—Tensioning block, 309—Screw, 310—Support plate. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the implementation methods of the present invention will be described in detail below with reference to the accompanying drawings. However, the embodiments described in this invention are only some embodiments of the present invention, and not all embodiments.

[0034] like Figures 1-6 As shown in the figure, this application provides a vehicle braking device, including: a support frame 100, a braking mechanism 200, and a traction mechanism 300.

[0035] The support frame 100 has a through groove 101 at its bottom, which faces the top of the track. The braking mechanism 200 includes a rotating shaft 201 rotatably mounted on the support frame 100 at both ends. An eccentric ring 202 is provided on the outer side of the rotating shaft 201, which is not coaxial with its axis. The diameter of the eccentric ring 202 is larger than the diameter of the rotating shaft 201, and the two have only one common tangent on their sides. A brake pad 203 is fitted on the eccentric ring 202 with clearance fit. The brake pad 203 is cam-shaped, with its distal end facing downward and located in the through groove 101. When the brake pad 203 is in the braking state, the common tangent of the eccentric ring 202 and the rotating shaft 201 is located on one side of the rotating shaft 201, and the outer side of the distal end of the brake pad 203 contacts the top surface of the track. The axis of the eccentric ring 202 and the axis of the rotating shaft 201 are aligned. The connecting line is inclined downwards, and the angle between the connecting line and the vertical plane is less than the self-locking angle of the eccentric ring 202. When it is necessary to reset and unlock after braking, the rotating shaft 201 is directly rotated to manually release the mechanical pressure and unlock. Due to the offset of the axis of the eccentric ring 202, the position of the rotation fulcrum of the brake pad 203 can be changed by rotating the rotating shaft 201, increasing the distance between the brake pad and the track, and releasing the self-locking clamping force, thereby facilitating the reset of the brake pad 203. This solves the problem that the electric mechanism cannot be reset after self-locking, and the inspection and repositioning are convenient. The traction mechanism 300 is installed on the top of the support frame 100 and includes a chain 301 with one end connected to the side of the brake pad 203. The lower end of the chain 301 is swung. The traction of the chain 301 swings the brake pad 203 upwards, thereby resetting the brake pad 203 to the non-braking state.

[0036] Specifically, in order to achieve bidirectional braking, two braking mechanisms 200 can be set in the support frame 100, and the two braking mechanisms 200 can be arranged symmetrically.

[0037] Specifically, such as Figure 2 As shown, brake blocks 102 are provided on both sides of the bottom of the support frame 100 along the length direction. The inner side of the brake block 102 is provided with a groove. When braking, the groove contacts the bottom surface of the upper end of the track, thereby achieving double braking and ensuring braking effect. As the brake pad 203 continues to rotate and press, the brake pad 203 lifts the support frame 100. After the equipment is slightly raised, the brake block 102 at the bottom presses against the top surface of the track, adding a set of friction pairs to form a secondary braking. The double friction structure greatly improves braking force and safety redundancy, completely eliminating the risk of slippage and loss of control.

[0038] Specifically, such as Figure 6As shown, in order to ensure that the brake pad 203 can self-lock after braking and ensure braking effect, the bottom of the brake pad 203 is arc-shaped and composed of multiple arc surfaces. The transition between adjacent arc surfaces is smooth, and the included angle of each arc surface is no greater than 12°. The diameter of the arc surface gradually increases from one end of the bottom of the brake pad 203 to the other end. The line connecting the center line of each arc surface and the center line of the adjacent arc surface with a smaller diameter is perpendicular to the radius of the adjacent arc surface with a smaller diameter. The friction angle is set within the self-locking angle range. When braking, the bottom of the brake pad 203 contacts the rail, and the brake pad 203 will not slip relative to the rail. As the slip distance of the vehicle increases, the rotation angle of the brake pad increases, and the braking force increases accordingly, realizing adaptive enhancement of braking force. This ensures stable locking under normal conditions, prevents slippage at high speeds, and minimizes impact during low-speed braking.

[0039] Specifically, such as Figures 7-8 As shown, when decomposing the included angle of each arc surface on the bottom surface of brake pad 203, the center point is marked as point O, and the angle is drawn equally based on this. An arc is drawn based on the center point, and the intersection of the arc and the central vertical line is point A. Line segment OA is denoted as a. A perpendicular line to line segment a is drawn through point A and intersects the left ray at point B. Line segment OB is denoted as b. At this time, in the right triangle OAB, a is the leg and b is the hypotenuse. Then, a perpendicular line to line segment b is drawn through point B. The subsequent drawing is completed in sequence. It can be seen from the figure that the length of line segment f to e1 decreases sequentially. All points between point F and point E1 are fitted with a spline curve, and this spline curve is denoted as m. Spline curve m is the arc surface of brake pad 203. A straight line L is set below the spline curve. The horizontal straight line L is the top surface of the guide rail 305. The spline curve m is swung around point O at any angle and is tangent to the horizontal straight line L. The point of tangency is denoted as point X0. A ray n is drawn through point O and point X0. The angle between ray n and line segment a is the friction angle β. As long as the friction angle is within the self-locking angle range, the surface of the brake pad 203 can meet the self-locking condition of braking. Generally speaking, the maximum self-locking angle does not exceed 6.843°. The self-locking angle is equal to the friction angle β, and the corresponding friction angle β is not greater than 6.843°. It can be seen from the figure that when the angle of each arc surface is 12°, the corresponding friction angle β is 6.02°, which can achieve self-locking during braking.

[0040] More preferably, the bottom surface of the brake pad 203 is set as a whole arc, and the diameter of the arc gradually increases or decreases from one end to the other. The side with the smallest diameter is away from the direction of travel of the braking device. That is, the angle of the above-mentioned multiple arcs is infinitely reduced, and the multiple arcs are formed into a whole gradually changing arc by using the concept of limit.

[0041] The brake pad 203 rotates around the axis of the eccentric ring 202 and adopts a cam profile structure. The working surface of the brake pad 203 is adapted to the top surface of the rail. The brake block 102 at the bottom of the support frame 100 is located behind the lower side of the brake pad 203. When the rotating shaft 201 is rotated manually, the axial offset of the rotating shaft 201 can change the position of the rotation fulcrum of the brake pad 203, increase the distance between the brake pad 203 and the rail, and release the self-locking clamping force.

[0042] Specifically, such as Figure 9 As shown, the brake pad 203 is simplified to L1, and the rotating shaft 201 is simplified to L2. Force analysis is performed on L2: F1 is the force exerted by the brake pad 203 on the eccentric ring 202. 11 and F 12 Let F1 be the component of force in the two perpendicular directions, F2 be the normal force exerted by the mounting base 206 on the rotating shaft 201, and M be the torque generated by the friction between the inner hole of the mounting base 206 and the cylindrical surface of the rotating shaft 201. The distance between the axis of the rotating shaft 201 and the axis of the eccentric ring 202 (eccentric wheelbase of the rotating shaft 201) is r1, the radius of the mating section between the rotating shaft 201 and the mounting base 206 is r0, the coefficient of sliding friction between the inner hole of the mounting base 206 and the cylindrical surface of the rotating shaft 201 is μ, and M0 be the torque generated by the sliding friction between the inner hole of the mounting base 206 and the cylindrical surface of the rotating shaft 201. The angle between the line connecting the axis of the rotating shaft 201 and the axis of the eccentric ring 202 and the vertical direction is θ. If the rotating shaft 201 remains in a self-locking state, then: M0 ≥ F 11 *r1,F 11 =F1*sin(θ+β), F2=F 12 =F1*cos(θ+β), M0=F2*μ*r0=F1*cos(θ+β)*μ*r0, β is the friction angle, then we can get F1*cos(θ+β)*μ*r0≥F1*sin(θ+β)*r1, then tan(θ+β)≤μ*r0 / r1. When the diameter of the shaft 201, the diameter of the eccentric ring 202 and the friction angle of the brake pad 203 are determined, then θ can be determined. When installing the shaft 201 When the offset angle of the shaft center of rotating shaft 201 relative to the vertical line is as close as possible to θ, stable braking can be achieved as long as the offset angle of the shaft center of rotating shaft 201 relative to the vertical line reaches θ. When it is necessary to release the brake pads from the brake locking state, it is only necessary to apply a certain rotational torque to rotating shaft 201 to increase θ to release the self-locking braking state. If μ=0.12, r0=35mm, r1=2.5mm are set, then θ=52.394°.

[0043] Traditional brake pads directly use a round shaft, connected and fixed using keys, pins, or interference fits, without an eccentric ring 202. Finite element analysis of the brake pads and shaft in a traditional braking device is as follows: Figures 10-13As shown, the load is set with the main trolley running mechanism weighing 6.1t, the trolley running mechanism weighing 1.65t, the rigid beam plus load weighing approximately 5t, and the total structural load weighing approximately 13t. Considering the seismic condition, the horizontal acceleration of the main trolley structure is approximately 1.4g, resulting in the horizontal force: F = m·a = 1.4mg = 182KN. The analysis is performed based on a unilateral horizontal force of 91kN. The Meshing tool is used to mesh the model, and a structured mesh is used for the brake pads and the contacting track. Mesh independence verification is performed, resulting in a final mesh size of 52384 and 161796 element nodes. The fixed support is given to the track, and the remote displacement restricts the main trolley support frame to have only a degree of freedom in the Y-axis direction. A given horizontal thrust of 91KN is applied to the track profile section. The brake pad and track contact surfaces are given as frictional contact, the bottom brake block and track contact surfaces are given as frictional contact, and the brake pad and shaft are given as rotational contact. The analysis results are as follows. Figures 10-13 As shown, it can be seen that the torque required to reset the brake pads is particularly large, and traditional braking devices can only lift the vehicle to release the force on the brake pads.

[0044] The finite element analysis of the proposed solution is as follows: Figures 14-17 As shown, its operating conditions are consistent with the settings of the aforementioned traditional braking device. A structured mesh is used for the brake pad 203 and the contacting track, and mesh-unrelated verification is performed. The final mesh count is 212045, and the number of element nodes is 83733. The brake pad and track contact surfaces are in frictional contact, the brake block 102 and track contact surfaces are in frictional contact, the brake pad 203 and eccentric ring 202 are in rotational contact, and the brake pad 203 and mounting base 206 are in frictional contact, with a friction coefficient of 0.12. At θ = 52°, from... Figure 14 It is evident that the lower region of the brake pad exhibits significant displacement deformation, with a maximum total deformation of 34.827 mm. The deformation distribution shows a gradual decrease in deformation from the brake pad contact end towards the rotary hinge hole, with the largest displacement occurring at the lower contact position of the brake pad. The deformation of the main base structure is close to 0 mm. This phenomenon indicates that the self-locking condition of the mechanism failed when the shaft deflection angle was 52°. Based on the above mechanical analysis, it can be concluded that simply shifting the axis of the rotating shaft 201 requires only a small torque to achieve reset.

[0045] Specifically, such as Figures 2-3 As shown, a connecting plate 204 is bolted to one side of the brake pad 203. The side of the connecting plate 204 is connected to the lower end of the chain 301 to facilitate the installation of the brake pad 203.

[0046] Specifically, such as Figures 2-4As shown, two retaining rings 205 are sleeved on the rotating shaft 201. The brake pad 203 and the connecting plate 204 are located between the two retaining rings 205 to limit the brake pad 203 and the connecting plate 204 and prevent them from deviating along the axis of the rotating shaft 201. The end of the retaining ring 205 away from the brake pad 203 is provided with a mounting seat 206. The rotating shaft 201 is rotatably mounted in the mounting seat 206. The mounting seat 206 is mounted on the support frame 100 and provides rotational support for the rotating shaft 201 through the mounting seat 206.

[0047] Specifically, such as Figures 1-3 , Figure 7 As shown, the top surface of the support frame 100 is provided with a mounting plate 103. Both the mounting plate 103 and the support frame 100 are provided with through holes 104 extending vertically. The chain 301 passes through the through hole 104 and is fitted onto the sprocket 302. The upper end of the chain 301 is fixedly mounted. The sprocket 302 is mounted on the drive shaft 303. The drive shaft 303 is rotatably mounted on the movable seat 304. The movable seat 304 is slidably mounted on the guide rail 305. The guide rail 305 is mounted on the mounting plate 103 and arranged along its length. The two ends of the movable seat 304 are respectively provided with push rods 306 and electromagnets 307, which are not mechanically connected. To avoid jamming or deformation caused by hinged structures, the push rod 306 is connected to the moving end of the horizontal linear mechanism. The horizontal linear mechanism, electromagnet 307, and tension block 308 are all mounted on the mounting plate 103. The precise adjustment of the brake pad lifting height can be achieved by tensioning and locking the chain. When the brake pad 203 is in a non-braking state, the moving seat 304 is attracted to the electromagnet 307, and there is a gap between the end of the push rod 306 and the moving seat 304. When the brake pad 203 is in a braking state, the electromagnet 307 is de-energized, and the brake pad 203 is released under its own weight. The brake pad 203 rapidly deflects downwards, and its bottom contacts the top surface of the track. Due to inertia, the brake pad 203 lifts the support frame 100, thus achieving braking. To reset the brake pad 203, the shaft 201 is rotated, causing the brake pad 203 to deflect until it no longer lifts the support frame 100. Then, the push rod 306 pushes the moving seat 304 along the guide rail 305. At this point, under the combined traction of the chain 301 and sprocket 302, the brake pad 203 will swing upwards. Compared to direct material traction ropes and guide wheels, this design offers superior structural performance. This mechanism enables a double-speed movement, increasing the actual stroke of the brake pads. Under the same lifting distance, the movement distance between the push rod 306 and the moving seat 304 can be shortened. The actual stroke of the chain 301 pulling the brake pad 203 is greater than the stroke of the moving seat 304. Under the same lifting distance, the movement distance of the moving seat 304 can be shortened, making the overall structure of the traction mechanism 300 more compact. Until the moving seat 304 contacts the electromagnet 307, the electromagnet 307 is energized, and the push rod 306 is reset. The moving seat 304 will be attracted by the electromagnet 307, completing the reset of the brake pad 203.

[0048] For the braking operation of this device, there are two modes: automatic braking and passive braking after power failure. When the entire system loses power, the electromagnet 307 is directly demagnetized and unlocked, and the brake pad 203 relies on its own weight to drop and enter the braking lock, which is the basic safety protection mode. The device controller can be connected to external trigger sources such as manual braking commands, earthquake early warning signals, trolley overspeed signals, and limit interlocking signals. After receiving any valid braking trigger signal, it actively controls the electromagnet 307 to de-energize and release the lock. The brake pad 203 immediately falls and adheres to the rail, quickly entering the braking lock condition, thus expanding the active safety protection capabilities in multiple scenarios.

[0049] More specifically, such as Figure 7 As shown, the upper end of the chain 301 is connected to the tension block 308. The tension block 308 is connected to the mounting plate 103 by bolts. A strip hole is provided on the tension block 308. The threaded part of the bolt is passed through the strip hole and connected to the mounting plate 103, thereby completing the installation of the tension block 308. Moreover, a screw 309 is provided at the end of the tension block 308 away from the electromagnet 307. The screw 309 is passed through the support plate 310 and locked with a nut. The support plate 310 is installed on the mounting plate 103, which makes it easy to adjust the position of the tension block 308, so as to adjust the gap between the brake pad 203 and the track.

[0050] Specifically, such as Figure 3 As shown, a convex shaft 207 is provided on the side of the brake pad 203, and a position sensor 105 is provided inside the support frame 100. When the brake pad 203 is in a non-braking state, the convex shaft 207 is in contact with the bottom of the position sensor 105. The position sensor 105 can monitor the position of the brake pad 203 in real time. Only when the brake pad 203 is in contact with the position sensor 105, and the sensor sends a valid signal that the brake pad 203 is in the open position, will the trolley control system allow the trolley traveling mechanism to be powered on and run. Only then will the brake pad 203 be in the corresponding non-braking state. This can ensure that there is a gap between the brake pad 203 and the track, and avoid abnormal wear between the brake pad 203 and the track caused by starting with the brake engaged.

[0051] Specifically, the gap between the lowest point of the brake pad 203 and the top surface of the track is 3mm-5mm. This ensures that the brake pad 203 does not contact the track when not braking, but can quickly contact the track when braking. The gap between the brake pad 203 and the track after it is lifted is directly determined by the tension of the chain 301. This opening gap is a necessary condition for normal operation. The equipment's travel condition is directly affected by this gap parameter. When the track itself has flatness, shape and position processing, or installation errors, it will occupy the preset safety gap margin of the brake pad 203. If the deviation exceeds the reserved gap, the track will abnormally scrape against the brake pad 203, accidentally triggering the self-locking brake and causing the equipment to stop without cause. Relying on the tensioning mechanism at the end of the chain 301, the effective length of the chain 301 can be flexibly and finely adjusted on site to accurately change the lifting stroke and ground clearance of the brake pad 203, adapting to different track installation errors, greatly reducing the difficulty of on-site assembly and debugging, and avoiding the problem of accidental braking.

[0052] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Obviously, those skilled in the art can make various modifications and variations to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention also intends to include these modifications and variations.

Claims

1. A vehicle braking device, characterized in that, include: The support frame (100) has a through groove (101) at the bottom, and the through groove (101) is directly above the track; The braking mechanism (200) includes a rotating shaft (201) rotatably mounted on the support frame (100) at both ends. An eccentric ring (202) is provided on the outer side of the rotating shaft (201) and is not coaxial with its axis. The diameter of the eccentric ring (202) is larger than the diameter of the rotating shaft (201), and the two have only one common tangent on their sides. A brake pad (203) is fitted on the eccentric ring (202) with clearance fit. The brake pad (203) is cam-shaped, with its distal end facing down and located in the through groove (101). When the brake pad (203) is in the braking state, the outer side of the distal end of the brake pad (203) contacts the top surface of the track. The line connecting the axis of the eccentric ring (202) and the axis of the rotating shaft (201) is inclined downward, and the angle between the line and the vertical plane is smaller than the self-locking angle of the eccentric ring (202). The traction mechanism (300) is installed on the top of the support frame (100) and includes a chain (301) with one end connected to the side of the brake pad (203), and the lower end of the chain (301) is oscillating.

2. The service braking device according to claim 1, characterized in that, The bottom of the brake pad (203) is arc-shaped and consists of multiple arc surfaces. The transition between adjacent arc surfaces is smooth, and the included angle of each arc surface is no greater than 12°. The diameter of the arc surface gradually increases from one end of the bottom of the brake pad (203) to the other end. The line connecting the center line of each arc surface and the center line of the adjacent arc surface with a smaller diameter is perpendicular to the radius of the adjacent arc surface with a smaller diameter.

3. The service braking device according to claim 1, characterized in that, The angle between the line connecting the axis of the eccentric ring (202) and the axis of the rotating shaft (201) and the vertical plane is θ. Then, when braking, tan(θ+β)≤μ*r0 / r1, where β is the self-locking angle of the brake pad (203), μ is the sliding friction coefficient of the cylindrical surface of the rotating shaft (201), r0 is the radius of the rotating shaft (201), and r1 is the distance between the axis of the rotating shaft (201) and the axis of the eccentric ring (202).

4. The service braking device according to claim 1, characterized in that, The brake pad (203) is bolted to one side of a connecting plate (204), and the side of the connecting plate (204) is connected to the lower end of the chain (301).

5. The service braking device according to claim 4, characterized in that, Two retaining rings (205) are fitted on the rotating shaft (201). The brake pad (203) and the connecting plate (204) are both located between the two retaining rings (205). A mounting seat (206) is provided at the end of the retaining ring (205) away from the brake pad (203). The rotating shaft (201) is rotatably mounted in the mounting seat (206). The mounting seat (206) is mounted on the support frame (100).

6. The service braking device according to claim 1, characterized in that, The top surface of the support frame (100) is provided with a mounting plate (103). Both the mounting plate (103) and the support frame (100) are provided with through holes (104) that extend vertically. The chain (301) passes through the through holes (104) and is fitted onto the sprocket (302), with its upper end fixedly mounted. The sprocket (302) is mounted on the drive shaft (303), which is rotatably mounted on the movable seat (304). The movable seat (304) is slidably mounted on the guide rail (305), which is mounted on the guide rail (305). On the mounting plate (103) and arranged along its length, the movable seat (304) is provided with a push rod (306) and an electromagnet (307) at both ends. The push rod (306) is connected to the moving end of the horizontal linear mechanism. The horizontal linear mechanism and the electromagnet (307) are both mounted on the mounting plate (103). When the brake pad (203) is in a non-braking state, the movable seat (304) and the electromagnet (307) are attracted together. There is a gap between the end of the push rod (306) and the movable seat (304).

7. The service braking device according to claim 6, characterized in that, The upper end of the chain (301) is connected to the tension block (308). The tension block (308) has a strip hole on its surface. A threaded portion of a bolt passes through the strip hole and is connected to the mounting plate (103). A screw (309) is provided at the end of the tension block (308) away from the electromagnet (307). The screw (309) passes through the support plate (310) and is locked with a nut. The support plate (310) is mounted on the mounting plate (103).

8. The service braking device according to claim 1, characterized in that, The brake pad (203) has a convex shaft (207) on its side, and the support frame (100) has a position sensor (105) inside. When the brake pad (203) is in a non-braking state, the convex shaft (207) contacts the bottom of the position sensor (105).

9. The service braking device according to claim 1, characterized in that, The gap between the lowest point of the brake pad (203) and the top surface of the track is 3mm-5mm.

10. The service braking device according to claim 1, characterized in that, Braking blocks (102) are provided on both sides of the bottom of the support frame (100) along the length direction. The inner side of the braking block (102) is provided with a groove, which contacts the bottom surface of the upper end of the track during application.

Images