Shaft brake static braking torque detection device

Abstract

The application provides a shaft brake static braking torque detection device, a mounting seat is arranged on a base, a brake disc is rotatably arranged on the base, a test rod is arranged on the outer peripheral wall of the brake disc, the test rod is arranged along the radial direction of the brake disc, the radius of the brake disc is R, and the length of the test rod is L; a driving mechanism is fixedly arranged on the base, an output rod is slidably arranged on the output end of the driving mechanism, and the sliding direction of the output rod is perpendicular to the test rod; one end of a detection mechanism is hingedly connected to the outer end of the test rod, and the other end of the detection mechanism is hingedly connected to the outer end of the output rod, and the detection mechanism is used for detecting the force F of the driving mechanism for pulling the brake disc to rotate. The application applies a continuous and controllable pulling force on the test rod fixed on the brake disc through the output rod and the detection mechanism, the force can be smoothly increased, the design completely gets rid of the restriction of discrete weight of the weight, realizes continuous and stepless loading of the force, and can accurately approach and capture the critical point of the brake slip.

Description

Technical Field

[0001] This application belongs to the field of testing equipment technology, and more specifically, relates to a device for detecting the static braking torque of an axle brake. Background Technology

[0002] Currently, the lever arm and weight method is commonly used to test the static braking torque of axle brakes. This method involves fixing a lever arm of known length to the test shaft where the brake is clamped, and suspending standard weights at the end of the lever arm in stages. When the test shaft just rotates, the static braking torque of the brake can be calculated by multiplying the total weight of the weights by the length of the lever arm.

[0003] However, the lever arm weight method has obvious limitations. Since the weights are usually discretely configured according to fixed specifications, continuous stepless loading cannot be achieved. This makes it difficult to accurately approach the critical point where the brake just slips during the detection process. Therefore, existing detection devices using lever arm weights cannot meet the modern industrial demand for high-precision and high-efficiency detection of brake torque. Summary of the Invention

[0004] The purpose of this application is to provide a device for detecting the static braking torque of an axle brake, so as to improve the detection accuracy of the static braking torque of the brake.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows: A static braking torque testing device for axle brakes is provided, comprising a base, a mounting base, a brake disc, a drive mechanism, and a testing mechanism. The mounting base is disposed on the base and has a sliding state (sliding along the vertical direction) and a fixed test state. The mounting base is used to mount the brake to be tested. The brake disc is rotatably disposed on the base, and a test rod is provided on the outer peripheral wall of the brake disc. The test rod is arranged radially along the brake disc. The brake disc is used for fixed connection with the test shaft held by the brake. The brake disc is designed to drive the test shaft to rotate. The radius of the brake disc is R, and the length of the test rod is L. The drive mechanism is fixedly mounted on the base. The output end of the drive mechanism has a slidably arranged output rod, and the sliding direction of the output rod is perpendicular to the test rod. One end of the detection mechanism is hinged to the end of the test rod away from the brake disc, and the other end is hinged to the outer end of the output rod. The drive mechanism is used to apply a tensile force to the test rod through the detection mechanism. The detection mechanism is used to detect the tensile force and record the value F of the tensile force at the instant the brake disc rotates.

[0006] In one possible implementation, the detection mechanism includes a detection cylinder, a tension sensor, a piston, and a first spring. The detection cylinder has two ends, A and B, respectively. A first detection rod is fixedly mounted on end A, and the top end of the first detection rod is hinged to the end of the test rod furthest from the brake disc. The detection cylinder is filled with hydraulic oil. The tension sensor is fixedly mounted on the inner end face of end A of the detection cylinder, and the display panel of the tension sensor is mounted on the outer wall of the detection cylinder. The piston is slidably mounted inside the detection cylinder and has a one-way valve that allows one-way flow from end B to end A. A second detection rod is partially extended from end B on the piston, and the outer end of the second detection rod is hinged to the outer end of the output rod. One end of the first spring is fixedly connected to the detection part of the tension sensor, and the other end is fixedly connected to the piston.

[0007] In one possible implementation, the piston divides the inner cavity of the detection cylinder into a first cavity near end A and a second cavity away from end A; the inner wall of end A of the detection cylinder is provided with a detection groove and a first detection hole, the detection groove is connected to the first cavity, one end of the first detection hole is connected to the first cavity, and the other end of the first detection hole is connected to the detection groove; an unlocking rod is slidably provided in the detection groove, one end of the unlocking rod extends out of end B, the unlocking rod is provided with a second detection hole, one end of the second detection hole is connected to the second cavity, and the other end of the second detection hole is located in the detection groove and blocked by the side wall of the detection groove; the unlocking rod has an unlocked state where the first detection hole and the second detection hole are connected due to sliding, and a locked state where the first detection hole and the second detection hole are disconnected.

[0008] In one possible implementation, a limiting plate is provided on the side wall of the detection groove, and the unlocking rod is in an unlocked state when the end of the unlocking rod abuts against the limiting plate.

[0009] In one possible implementation, a second spring is provided in the detection groove. When the second spring is in its natural state, the unlocking rod is spaced apart from the limiting plate, and the unlocking rod is in a locked state.

[0010] In one possible implementation, the mounting base is box-shaped, with lifting plates on both sides and multiple lifting holes on the lifting plates. Multiple lifting columns are provided on the base, each corresponding to a lifting hole, and the lifting columns are inserted into the corresponding lifting holes. The bottom of the mounting base has a first adjustable surface arranged at an inclination, and an adjusting block is slidably mounted on the base. The adjusting block has a second adjustable surface arranged at an inclination. The first adjusting surface and the second adjusting surface are adapted to each other, and the first adjusting surface abuts against the second adjusting surface. When the adjusting block slides, the mounting base is in a sliding state; when the adjusting block is fixed, the mounting base is in a test state.

[0011] In one possible implementation, the base is provided with two first mounting blocks arranged at intervals, a drive screw is rotatably provided between the first mounting blocks, the drive screw is screwed onto the adjusting block, and one end of the drive screw is provided with a first handle.

[0012] In one possible implementation, the mounting base is slidably mounted on two first positioning plates, and a synchronization component is provided between the first positioning plates. The synchronization component is used to drive the two first positioning plates to slide synchronously inward or synchronously outward, and the first positioning plates are used to abut against and fix the brake. A second positioning plate is provided above the mounting base, and a positioning bolt is screwed onto the second positioning plate. The positioning bolt is used to abut against and fix the brake.

[0013] In one possible implementation, the top of the mounting base is provided with a strip-shaped sliding hole, the first positioning plate is I-shaped, a portion of the first positioning plate is slidably disposed within the sliding hole, and the two ends of the first positioning plate are respectively disposed on the inner and outer sides of the mounting base; the synchronization assembly includes a synchronization screw, a first gear, a second gear, and a synchronization shaft, wherein the synchronization screw is rotatably disposed within the mounting base, and the side wall of the synchronization screw is provided with a first thread and a second thread in opposite directions, and the two first positioning plates are respectively screwed onto the first thread and the second thread; the first gear is fixedly disposed on the synchronization screw; the synchronization shaft is rotatably disposed on one side of the synchronization screw, one end of the synchronization shaft extends out of the mounting base, and the outer end of the synchronization shaft is provided with a second handle; the second gear is fixedly disposed on the synchronization shaft, and the first gear meshes with the second gear.

[0014] In one possible implementation, a first power-off block is fixedly mounted on the base, and the first power-off block has a first contact that is electrically connected to the drive mechanism; a second power-off block is mounted on the brake disc, and the second power-off block has a second contact that is connected to an external power source. When the test begins, the first power-off block and the second power-off block abut against each other, and the first contact and the second contact are in communication; when the brake disc rotates, the first power-off block and the second power-off block separate, and the first contact and the second contact separate, and the drive mechanism is de-energized and stops.

[0015] The beneficial effects of the static braking torque detection device for axle brakes provided in this application are as follows: Compared with the prior art, this application constructs a detection system by integrating a base, a liftable and fixed mounting seat, a brake disc with a test rod, a drive mechanism, and a detection mechanism, transforming the traditional "weight gravity loading" mode into a "drive mechanism continuously applies force, and the detection mechanism measures force in real time" mode.

[0016] The drive mechanism applies a continuous and controllable pulling force to the test rod fixed on the brake disc via the output rod and the detection mechanism. This force can be smoothly increased until it overcomes the static friction of the brake, causing the test shaft to rotate. During this process, the detection mechanism measures this pulling force F in real time, so that the operator can directly calculate the braking torque based on the well-defined geometric relationship M=F×(R+L).

[0017] This design completely eliminates the limitation of discrete weights, enabling continuous and stepless loading of force. It can accurately approximate and capture the critical point of brake slippage, thereby significantly improving the detection accuracy of static braking torque. At the same time, the entire process is highly automated, eliminating the need for manual repeated addition or subtraction of weights, which significantly improves detection efficiency and meets the needs of modern industry for high-precision and high-efficiency detection. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 A schematic diagram of the working structure of the static braking torque detection device for axle brake provided in this embodiment of the application; Figure 2 A cross-sectional view of the mounting base provided in an embodiment of this application; Figure 3 This is a schematic diagram of the initial structure of the testing mechanism provided in the embodiments of this application; Figure 4 This is a schematic diagram of the structure of the testing institution during testing, provided in an embodiment of this application. Figure 5 This is a schematic diagram of the unlocking lever of the detection mechanism provided in the embodiments of this application when it is unlocked; Figure 6 for Figure 4 Enlarged view of part A; Figure 7 for Figure 5 Enlarged view of part B; Figure 8 This is a schematic diagram of the structure of the mounting base and adjusting block provided in the embodiments of this application; Figure 9 This is a schematic diagram of the structure of the first positioning plate provided in an embodiment of this application; Figure 10 This is a schematic diagram of the structure when the first power-off block and the second power-off block cooperate, as provided in the embodiments of this application.

[0020] The labels for the attached figures are as follows: 1. Base; 2. Mounting base; 3. Brake disc; 4. Drive mechanism; 5. Detection mechanism; 101. Lifting column; 102. Adjusting block; 103. First mounting block; 104. Drive screw; 105. First handle; 106. Second adjusting surface; 201. Lifting plate; 202. First positioning plate; 203. Synchronization assembly; 204. Second positioning plate; 205. Positioning bolt; 206. Synchronization screw; 207. First gear; 208. Synchronization shaft; 209. Second gear; 210. First adjusting surface; 301. Test rod; 302. First power-off block; 303. First contact; 304. Second power-off block; 305. Second contact; 401. Output rod; 501. Detection cylinder; 502. End A; 503. End B; 504. First detection rod; 505. Tension sensor; 506. Piston; 507. One-way valve; 508. Second detection rod; 509. First spring; 510. First cavity; 511. Second cavity; 512. Detection groove; 513. First detection hole; 514. Unlocking rod; 515. Second detection hole; 516. Limiting plate; 517. Second spring. Detailed Implementation

[0021] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0022] It should be further noted that the accompanying drawings and embodiments of this application mainly describe the concept of this application. Based on this concept, some specific forms and arrangements of connection relationships, positional relationships, power mechanisms, power supply systems, hydraulic systems and control systems may not be fully described. However, under the premise that those skilled in the art understand the concept of this application, they can implement the above-mentioned specific forms and arrangements in a well-known manner.

[0023] When a component is referred to as "fixed to" or "set on" another component, it can be directly on or indirectly on that other component. When a component is referred to as "connected to" another component, it can be directly connected to or indirectly connected to that other component.

[0024] The terms “length”, “width”, “up”, “down”, “front”, “back”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inner”, “outer”, etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0025] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, and "several" means one or more, unless otherwise explicitly specified.

[0026] The static braking torque detection device for axle brakes provided in this application will now be described.

[0027] Please refer to the following: Figures 1 to 10The static braking torque testing device for the axle brake includes a base 1, a mounting base 2, a brake disc 3, a drive mechanism 4, and a testing mechanism 5. The mounting base 2 is mounted on the base 1 and has a sliding state (sliding along the vertical direction) and a fixed test state. The mounting base 2 is used to mount the brake to be tested. The brake disc 3 is rotatably mounted on the base 1. A test rod 301 is provided on the outer peripheral wall of the brake disc 3, arranged radially along the brake disc 3. The brake disc 3 is used to fixably connect to the test shaft being braked, so that the braking torque is applied... The disc 3 can drive the test shaft to rotate. The radius of the brake disc 3 is R, and the length of the test rod is L. The drive mechanism 4 is fixed on the base 1. The output end of the drive mechanism 4 is provided with a sliding output rod 401, and the sliding direction of the output rod 401 is perpendicular to the test rod. One end of the detection mechanism 5 is hinged to the end of the test rod 301 away from the brake disc 3, and the other end is hinged to the outer end of the output rod 401. The drive mechanism 4 is used to apply a pulling force to the test rod 301 through the detection mechanism 5. The detection mechanism 5 is used to detect the pulling force and record the value F of the pulling force at the moment the brake disc 3 rotates.

[0028] In actual use, the radius R of the brake disc and the length L of the test rod are known fixed values. At the instant the brake disc rotates, the pulling force value recorded by the testing mechanism is F, and the static braking torque of the brake is M = (R + L) × F.

[0029] The beneficial effects of the static braking torque detection device for axle brakes provided in this embodiment are as follows: Compared with the prior art, the static braking torque detection device for axle brakes provided in this embodiment integrates a base 1, a liftable and fixed mounting seat 2, a brake disc 3 with a test rod 301, a drive mechanism 4, and a detection mechanism 5 to construct a completely new detection system, transforming the traditional "weight gravity loading" mode into a "drive mechanism 4 continuously applies force, and detection mechanism 5 measures force in real time" mode.

[0030] The drive mechanism 4 applies a continuous and controllable pulling force to the test rod 301 fixed on the brake disc 3 via the output rod 401 and the detection mechanism 5. This force can be smoothly increased until it overcomes the static friction of the brake and causes the test shaft to rotate. During this process, the detection mechanism 5 measures this pulling force F in real time so that the operator can directly calculate the braking torque based on the explicit geometric relationship M=F×(R+L).

[0031] This design completely eliminates the limitation of discrete weights, enabling continuous and stepless loading of force. It can accurately approximate and capture the critical point of brake slippage, thereby significantly improving the detection accuracy of static braking torque. At the same time, the entire process is highly automated, eliminating the need for manual repeated addition or subtraction of weights, which significantly improves detection efficiency and meets the needs of modern industry for high-precision and high-efficiency detection.

[0032] In this embodiment, the drive mechanism 4 can be any one of a linear motor, hydraulic cylinder, or pneumatic cylinder. The base 1 is arranged in a box shape, and the drive mechanism 4 is fixed inside the base 1. Since the detection mechanism 5 will deflect at the moment the brake disc 3 rotates, a clearance hole is provided on the top of the base 1 in this embodiment to allow the detection mechanism 5 to pass.

[0033] like Figure 3 , Figure 4 and Figure 5 As shown, the detection mechanism 5 includes a detection cylinder 501, a tension sensor 505, a piston 506, and a first spring 509. The detection cylinder 501 has two ends, A end 502 and B end 503, respectively. A first detection rod 504 is fixedly mounted on end A 502, and the top end of the first detection rod 504 is hinged to the end of the test rod furthest from the brake disc. The detection cylinder 501 is filled with hydraulic oil. The tension sensor 505 is fixedly mounted on the inner end face of end A 502 of the detection cylinder 501. The display panel of 05 is located on the outer wall of the detection cylinder 501; the piston 506 is slidably located inside the detection cylinder 501, and the piston 506 is provided with a one-way valve 507 that conducts one-way from end B 503 to end A 502. The piston 506 is provided with a second detection rod 508 that partially extends out of end B 503, and the outer end of the second detection rod 508 is hinged to the outer end of the output rod 401; one end of the first spring 509 is fixedly connected to the detection part of the tension sensor 505, and the other end is fixedly connected to the piston 506.

[0034] Through meticulous design of the internal structure of the detection mechanism 5, the stability and accuracy of force measurement are significantly improved. Specifically, the detection cylinder 501 is filled with hydraulic oil, forming a closed hydraulic system. When the tension is transmitted through the second detection rod 508 and the piston 506, the hydraulic oil can uniformly and smoothly transmit the force to the first spring 509 and the tension sensor 505, effectively buffering the impact and vibration at the moment of start-up or during the loading process, ensuring that the sensor is subjected to stable force and the measurement data is more accurate and reliable.

[0035] The one-way valve 507 prevents the piston 506 from resetting after unloading, facilitating observation of the tension at the moment the drive mechanism 4 pulls the brake disc to rotate, simplifying the operation process and improving the efficiency of repeated testing. The first spring 509, as an elastic force transmission element, ensures flexible force transmission, so that the value finally read by the tension sensor 505 can accurately reflect the actual applied tension, thereby ensuring the accuracy of the braking torque calculation.

[0036] In this embodiment, a first hinge groove is provided at the outer end of the test rod, the top end of the first detection rod 504 extends into the first hinge groove, the first hinge shaft passes through the first detection rod 504 and the two ends of the first hinge shaft are fixed on the side wall of the first hinge groove to complete the hinge between the first detection rod 504 and the test rod.

[0037] Similarly, a second hinge groove is arranged at the top of the output rod 401, the bottom end of the second detection rod 508 extends into the second hinge groove, the second hinge shaft passes through the second detection rod 508, and both ends of the second hinge shaft are fixed on the side wall of the second hinge groove to complete the hinge between the second detection rod 508 and the output rod 401.

[0038] Combination Figure 4 , Figure 5 , Figure 6 and Figure 7 As shown, piston 506 divides the inner cavity of detection cylinder 501 into a first cavity 510 near end A 502 and a second cavity 511 away from end A 502; a detection groove 512 and a first detection hole 513 are provided on the inner wall of end A 502 of detection cylinder 501. The detection groove 512 communicates with the first cavity 510, one end of the first detection hole 513 communicates with the first cavity 510, and the other end of the first detection hole 513 communicates with the detection groove 512; an unlocking rod 514 is slidably provided in the detection groove 512. One end of the unlocking rod 514 extends out of end B 503. The unlocking rod 514 is provided with a second detection hole 515. One end of the second detection hole 515 is connected to the second cavity 511, and the other end of the second detection hole 515 extends into the detection groove 512 and is blocked by the side wall of the detection groove 512. The unlocking rod 514 has an unlocked state where the first detection hole 513 and the second detection hole 515 are connected due to sliding, and a locked state where the first detection hole 513 and the second detection hole 515 are disconnected.

[0039] An unlocking rod 514 and a linkage structure with the detection hole are introduced inside the detection mechanism 5. This design cleverly realizes the self-locking and unlocking functions of the detection system, greatly enhancing the safety and reliability of the detection process. In the detection state, the unlocking rod 514 is in a "locked state," at which point the first detection hole 513 and the second detection hole 515 are disconnected, meaning the hydraulic oil passage between the first chamber 510 and the second chamber 511 is cut off. This prevents the hydraulic oil in the detection cylinder 501 from flowing within the first chamber 510 and the second chamber 511. Even if the external pulling force is removed, the piston 506 is difficult to move, thus providing a safety guarantee.

[0040] When the test is complete, simply press the unlocking lever 514 to put it into the "unlocked state," connecting the first detection hole 513 and the second detection hole 515, and connecting the hydraulic oil circuits of the first chamber 510 and the second chamber 511. At this time, the hydraulic oil in the second chamber 511 can enter the first chamber 510, thereby allowing the piston 506 to slide and reset. This design ensures both absolute safety of the equipment during standby or workpiece replacement, and smooth force transmission during testing, thus balancing safety and functionality.

[0041] Furthermore, a limiting plate 516 is provided on the side wall of the detection groove 512. When the end of the unlocking rod abuts against the limiting plate 516, the unlocking rod 514 is in the unlocked state. By setting the limiting plate 516, the "unlocked state" position of the unlocking rod 514 is precisely defined, greatly improving the convenience and consistency of operation. The limiting plate 516 acts as a mechanical stop, providing the operator with a clear and reliable pressing endpoint. When the operator pushes the unlocking rod 514 until its end abuts against the limiting plate 516, it means that the unlocking rod 514 has accurately reached the position where the first detection hole 513 and the second detection hole 515 are completely aligned and connected.

[0042] This design avoids the operator relying on feeling or visual inspection to determine whether the lock is in place, eliminating the risk of incomplete unlocking due to insufficient pressure or structural damage due to excessive pressure. It ensures consistent unlocking status with every operation.

[0043] In this embodiment, a second spring 517 is provided in the detection groove 512. When the second spring 517 is in its natural state, the unlocking rod 514 and the limiting plate 516 are arranged at intervals, and the unlocking rod 514 is in a locked state. By adding a second spring 517 in the detection groove 512 and utilizing its elasticity, the automatic reset function of the unlocking rod 514 is realized, further optimizing the operation process and safety.

[0044] The second spring 517 keeps the unlocking lever 514 in the "locked state" under its natural state. When the operator applies external force to press the unlocking lever 514 for testing, the spring is compressed and stores energy. At this time, the first chamber 510 and the second chamber 511 are connected, and the piston 506 can be reset under the action of the first spring 509. Once the reset is completed, the operator releases their hand, and the second spring 517 releases the stored energy, automatically pushing the unlocking lever 514 back to the initial "locked state" position.

[0045] This automatic reset mechanism brings two benefits: first, it simplifies the operation steps and improves work efficiency; second, it fundamentally eliminates the possibility of the device remaining in an unlockable state for an extended period due to forgetting to reset.

[0046] Combination Figure 1 , Figure 2 and Figure 8 As shown, a guide portion is provided between the base 1 and the mounting base 2, which is used to guide the mounting base 2 to slide in the vertical direction. The bottom of the mounting base 2 is provided with an inclined first adjustment surface 210, and an adjustment block 102 is slidably provided on the base 1. The adjustment block 102 is provided with an inclined second adjustment surface 106. The first adjustment surface 210 and the second adjustment surface 106 are adapted to each other, and the first adjustment surface 210 abuts against the second adjustment surface 106. When the adjustment block 102 slides, the mounting base 2 is in a sliding state. When the adjustment block 102 is fixed, the mounting base 2 is in a test state.

[0047] Specifically, the mounting base 2 is box-shaped, and lifting plates 201 are provided on both sides of the mounting base 2. Multiple lifting holes are provided on the lifting plates 201, and multiple lifting columns 101 are provided on the base 1. The lifting columns 101 correspond one-to-one with the lifting holes, and the lifting columns 101 are inserted into the corresponding lifting holes.

[0048] By combining the inclined surface with the guiding mechanism of the lifting column 101, stepless and stable height adjustment of the mounting base 2 is achieved, significantly enhancing the device's adaptability to brakes of different specifications. Both the first adjustment surface 210 at the bottom of the mounting base 2 and the second adjustment surface 106 of the adjustment block 102 on the base 1 are inclined and fit together. When the adjustment block 102 slides on the base 1, the mounting base 2 smoothly rises or falls along the guiding direction of the lifting column 101 due to the inclined surface.

[0049] This inclined sliding mechanism can precisely convert the horizontal displacement of the adjusting block 102 into the vertical lifting of the mounting base 2, achieving continuous height adjustment, unlike shims which can only be adjusted in steps. Simultaneously, the cooperation of multiple lifting columns 101 with the lifting holes provides stable guidance for the mounting base 2, ensuring its verticality and rigidity during lifting. This allows the device to flexibly adapt to brakes of different thicknesses and installation heights, ensuring that the relative position of the brake disc 3 and the drive mechanism 4 remains optimal, thus broadening the application range of the equipment.

[0050] In this embodiment, the base 1 is provided with two first mounting blocks 103 arranged at intervals. A drive screw 104 is rotatably provided between the first mounting blocks 103. The drive screw 104 is screwed onto the adjusting block 102, and one end of the drive screw is provided with a first handle 105. By introducing the drive screw 104 and the first handle 105, a precise and labor-saving driving method is provided for the horizontal sliding of the adjusting block 102, further improving the convenience and controllability of height adjustment.

[0051] Two first mounting blocks 103 provide stable rotational support for the drive screw 104, which passes through and is screwed onto the adjusting block 102. When the operator turns the first handle 105, the drive screw 104 rotates accordingly, and its helix converts the rotational motion into linear motion of the adjusting block 102.

[0052] Compared to manually pushing or pulling the adjusting block 102, this screw-nut mechanism has a significant speed reduction and force amplification effect, allowing the operator to easily and smoothly drive the adjusting block 102, achieving precise control even under heavy loads. More importantly, the screw has a self-locking characteristic, meaning that after rotation stops, the adjusting block 102 will not slide due to external force, thus ensuring that the set height position remains stable without the need for an additional locking device, making operation both effortless and reliable.

[0053] Meanwhile, the screw connection between the drive screw 104 and the adjusting block 102 has a self-locking state, at which point the mounting base 2 is in a test state. When the first handle 105 is rotated, the mounting base 2 is in a sliding state.

[0054] like Figure 1 , Figure 2 and Figure 9 As shown, the mounting base 2 is slidably mounted on two first positioning plates 202. A synchronization component 203 is provided between the first positioning plates 202. The synchronization component 203 is used to drive the two first positioning plates 202 to slide inward or outward synchronously. The first positioning plates 202 are used to abut against and fix the brake. A second positioning plate 204 is provided above the mounting base 2. A positioning bolt 205 is screwed onto the second positioning plate 204. The positioning bolt 205 is used to abut against and fix the brake.

[0055] By designing a clamping system that includes both lateral and longitudinal clamping, a stable and reliable fixation of the brake is achieved, laying the foundation for accurate detection. The two first positioning plates 202 located on the mounting base 2 can move in opposite directions or towards each other in the horizontal direction under the drive of the synchronization component 203, thereby clamping or releasing the brake from both sides. This dual-side synchronous clamping method ensures that the brake remains centered on the mounting base 2 during clamping and does not tilt.

[0056] Meanwhile, the upper second positioning plate 204 and positioning bolt 205 provide vertical clamping force, complementing the horizontal clamping. This "four-sided" three-dimensional positioning method can firmly constrain the brake, effectively preventing it from shifting, tilting, or twisting when subjected to braking torque, ensuring the concentricity of the brake disc 3 and the test shaft, thereby eliminating measurement errors caused by unstable installation and ensuring the authenticity and reliability of the test results.

[0057] Specifically, in this embodiment, the top of the mounting base 2 is provided with a strip-shaped sliding hole, the first positioning plate 202 is I-shaped, and a portion of the first positioning plate 202 is slidably disposed in the sliding hole, with the two ends of the first positioning plate 202 respectively disposed on the inner and outer sides of the mounting base 2; the synchronization component 203 includes a synchronization screw 206, a first gear 207, a second gear 209, and a synchronization shaft 208, wherein the synchronization screw 206 is rotatably disposed in the mounting base 2, and the side wall of the synchronization screw 206 is provided with a first thread and a second thread in opposite directions, and the two first positioning plates 202 are respectively screwed onto the first thread and the second thread; the first gear 207 is fixedly disposed on the synchronization screw 206; the synchronization shaft 208 is rotatably disposed on one side of the synchronization screw 206, one end of the synchronization shaft 208 extends out of the mounting base 2, and a second handle is provided on the outer end of the synchronization shaft 208; the second gear 209 is fixedly disposed on the synchronization shaft 208, and the first gear 207 meshes with the second gear 209.

[0058] Turning the second handle transmits power to the second gear 209 via the synchronizer shaft 208, which in turn meshes with the first gear 207, driving the synchronizer screw 206 to rotate. The synchronizer screw 206 has a first thread and a second thread with opposite directions of rotation, and two first positioning plates 202 are screwed onto it respectively. Therefore, when the synchronizer screw 206 rotates, the two positioning plates will move synchronously in opposite directions along the sliding holes, i.e., simultaneously clamping inwards or simultaneously releasing outwards.

[0059] This gear and double-thread combination design perfectly transforms a single rotary input into symmetrical linear motion of two components, ensuring absolute synchronization and symmetry of the clamping action. The I-shaped first positioning plate 202 spans the inner and outer sides of the mounting base 2, possessing high structural strength and smooth sliding within the sliding hole, ensuring clamping stability. The operator only needs to turn one handle to quickly center and clamp the brake, greatly shortening clamping time and improving inspection efficiency.

[0060] Finally, a first power-off block 302 is fixedly installed on the base 1. The first power-off block 302 is provided with a first contact 303, which is electrically connected to the drive mechanism 4. A second power-off block 304 is provided on the brake disc 3. The second power-off block 304 is provided with a second contact 305, which is connected to an external power source. When the test starts, the first power-off block 302 and the second power-off block 304 abut against each other, and the first contact 303 and the second contact 305 are connected. When the brake disc 3 rotates, the first power-off block 302 and the second power-off block 304 separate, and the first contact 303 and the second contact 305 separate, and the drive mechanism 4 is de-energized and stops.

[0061] In the initial position, the second power-off block 304 on the brake disc 3 abuts against the first power-off block 302 on the base 1, connecting the first contact 303 and the second contact 305, thus supplying power to the drive mechanism 4, which is then in a standby state. When the detection begins and the drive mechanism 4 pulls the brake disc 3 to rotate, the brake disc 3 will cause the second power-off block 304 to rotate as well, separating it from the fixed first power-off block 302. Once the two separate, the first contact 303 and the second contact 305 immediately disconnect, the power supply circuit of the drive mechanism 4 is immediately cut off, and the motor stops running.

[0062] This design is equivalent to an extreme position protection switch, which can cut off the power source the instant the brake disc 3 begins to rotate, forcing the machine to stop regardless of whether the operator releases the brake disc in time. This prevents the drive mechanism 4 from continuing to apply force after the brake disc 3 has slipped, and prevents mechanical damage to the detection mechanism 5, drive mechanism 4, and even the brake itself due to excessive stretching or impact. It is a purely mechanical and highly reliable overload protection solution.

[0063] Specifically, in this embodiment, two spaced-apart brake plates are provided on the top of the base 1. A first brake shaft is rotatably provided between the brake plates, and the brake disc 3 is fixed on the first brake shaft and can rotate around the first brake shaft. One end of the first brake shaft extends to the outside of the brake plate and is bolted to the test shaft, so that the test shaft can rotate under the drive of the brake disc 3. The aforementioned first power-off block 302 is fixed between the two brake plates by a fixing rod.

[0064] To improve the detection accuracy, the pulling force F1 used by the drive mechanism 4 to drive the brake disc 3 to rotate is measured once when the brake disc 3 is connected to the test shaft. Then, the pulling force F2 used by the drive mechanism 4 to pull the brake disc 3 to rotate is measured once when the brake disc 3 is disconnected from the test shaft. Here, the static braking torque of the brake is more accurately obtained as M = (F1-F2) × (L+R).

[0065] The above are merely preferred embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A device for detecting the static braking torque of an axle brake, characterized in that, include: Base (1); Mounting seat (2) is provided on the base (1), and the mounting seat (2) has a sliding state in which it is slidably arranged in the vertical direction, and a test state in which it is fixedly arranged. The mounting seat (2) is used to install the brake to be tested. A brake disc (3) is rotatably mounted on the base (1). A test rod (301) is provided on the outer peripheral wall of the brake disc (3). The test rod (301) is arranged radially along the brake disc (3). The brake disc (3) is used to fix and connect with the test shaft held by the brake. The radius of the brake disc (3) is R, and the length of the test rod is L. The drive mechanism (4) is fixedly mounted on the base (1). The output end of the drive mechanism (4) is provided with a sliding output rod (401), and the sliding direction of the output rod (401) is perpendicular to the test rod (301). The detection mechanism (5) is hinged at one end to the end of the test rod (301) away from the brake disc (3) and at the other end to the outer end of the output rod (401). The drive mechanism (4) is used to apply a pulling force to the test rod (301) through the detection mechanism (5). The detection mechanism (5) is used to detect the pulling force and record the value F of the pulling force at the moment the brake disc (3) rotates.

2. The static braking torque detection device for axle brakes as described in claim 1, characterized in that, The testing organization (5) includes: The detection cylinder (501) has two ends, A end (502) and B end (503), respectively. The A end (502) is fixedly provided with a first detection rod (504). The top end of the first detection rod (504) is hinged to the end of the test rod (301) away from the brake disc (3). The detection cylinder (501) is filled with hydraulic oil. A tension sensor (505) is fixedly disposed on the inner end face of the A end (502), and the display panel of the tension sensor (505) is disposed on the outer wall of the detection cylinder (501); A piston (506) is slidably disposed inside the detection cylinder (501). The piston (506) is provided with a one-way valve (507) that unidirectionally flows from the B end (503) to the A end (502). The piston (506) is provided with a second detection rod (508) that partially extends out of the B end (503), and the outer end of the second detection rod (508) is hinged to the outer end of the output rod (401). The first spring (509) is fixedly connected at one end to the detection part of the tension sensor (505) and at the other end to the piston (506).

3. The static braking torque detection device for axle brakes as described in claim 2, characterized in that: The piston (506) divides the inner cavity of the detection cylinder (501) into a first cavity (510) near the A end (502) and a second cavity (511) away from the A end (502). The inner end face of the A end (502) is provided with a detection groove (512) and a first detection hole (513). The detection groove (512) is connected to the first cavity (510), one end of the first detection hole (513) is connected to the first cavity (510), and the other end of the first detection hole (513) is connected to the detection groove (512). An unlocking rod (514) is slidably provided in the detection groove (512). One end of the unlocking rod (514) extends out of end B (503). A second detection hole (515) is provided on the unlocking rod (514). One end of the second detection hole (515) is connected to the second cavity (511), and the other end of the second detection hole (515) extends into the detection groove (512). The unlocking lever (514) has an unlocked state where the first detection hole (513) and the second detection hole (515) are connected due to sliding, and a locked state where the first detection hole (513) and the second detection hole (515) are disconnected.

4. The static braking torque detection device for axle brakes as described in claim 3, characterized in that: The detection groove (512) has a limiting plate (516) on its side wall. When the end of the unlocking rod (514) abuts against the limiting plate (516), the unlocking rod (514) is in the unlocked state.

5. The static braking torque detection device for axle brakes as described in claim 4, characterized in that: The detection groove (512) is provided with a second spring (517). When the second spring (517) is in its natural state, the unlocking rod (514) is arranged at intervals with the limiting plate (516), and the unlocking rod (514) is in a locked state.

6. The static braking torque detection device for axle brakes as described in claim 1, characterized in that: A guide portion is provided between the base (1) and the mounting base (2), and the guide portion is used to guide the mounting base (2) to slide in the vertical direction; The bottom of the mounting base (2) is provided with an inclined first adjustment surface (210), and an adjustment block (102) is slidably provided on the base (1). The adjustment block (102) is provided with an inclined second adjustment surface (106). The first adjustment surface (210) abuts against the second adjustment surface (106). When the adjustment block (102) slides, the mounting base (2) is in a sliding state. When the adjustment block (102) is fixed, the mounting base (2) is in a test state.

7. The static braking torque detection device for axle brakes as described in claim 6, characterized in that: The base (1) is provided with two first mounting blocks (103) arranged at intervals. A drive screw (104) is rotatably provided between the first mounting blocks (103). The drive screw (104) is screwed onto the adjusting block (102), and a first handle (105) is provided at one end of the drive screw.

8. The static braking torque detection device for axle brakes as described in claim 1, characterized in that: The mounting base (2) is slidably mounted on two first positioning plates (202), and a synchronization component (203) is provided between the first positioning plates (202). The synchronization component (203) is used to drive the two first positioning plates (202) to slide synchronously towards each other or synchronously away from each other. The first positioning plates (202) are used to abut against and fix the brake. A second positioning plate (204) is provided above the mounting base (2), and a positioning bolt (205) is screwed onto the second positioning plate (204). The positioning bolt (205) is used to abut and fix the brake.

9. The static braking torque detection device for axle brakes as described in claim 8, characterized in that: The top of the mounting base (2) is provided with a strip-shaped sliding hole. The first positioning plate (202) is in the shape of an I-beam. Part of the first positioning plate (202) is slidably disposed in the sliding hole, and the two ends of the first positioning plate (202) are respectively disposed on the inner and outer sides of the mounting base (2). The synchronization component (203) includes: Synchronous screw (206) is rotatably disposed in the mounting base (2), and the side wall of the synchronous screw (206) is provided with a first thread and a second thread in opposite directions, and the two first positioning plates (202) are respectively screwed onto the first thread and the second thread; The first gear (207) is fixedly mounted on the synchronizing screw (206); A synchronous shaft (208) is rotatably disposed on one side of the synchronous screw (206), one end of the synchronous shaft (208) extends out of the mounting base (2), and a second handle is provided on the outer end of the synchronous shaft (208); The second gear (209) is fixedly mounted on the synchronous shaft (208), and the first gear (207) meshes with the second gear (209).

10. The static braking torque detection device for axle brakes as described in claim 1, characterized in that: A first power-off block (302) is fixedly provided on the base (1). A first contact (303) is provided on the first power-off block (302). The first contact (303) is electrically connected to the drive mechanism (4). A second power-off block (304) is provided on the brake disc (3). A second contact (305) is provided on the second power-off block (304). The second contact (305) is connected to an external power source. When the test starts, the first power-off block (302) and the second power-off block (304) abut against each other, and the first contact (303) and the second contact (305) are connected. When the brake disc (3) rotates, the first power-off block (302) and the second power-off block (304) separate, and the first contact (303) and the second contact (305) separate. The drive mechanism (4) is powered off and stops.

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