Gate control system of aerial passenger device

Abstract

The utility model discloses a gate control system of an aerial passenger device, and relates to the technical field of coal mine transportation, the scheme comprises a hydraulic control system and a gate control device which are connected with each other, the hydraulic control system comprises an oil tank, the oil tank is respectively and fixedly connected with a first oil transportation assembly and a second oil transportation assembly through pipelines, the first oil conveying assembly and the second oil conveying assembly are jointly and fixedly connected with an energy accumulator through a pipeline, common flow type pressure adjustment can be avoided, and pressure type double-closed-loop speed adjustment is adopted to achieve the constant deceleration braking effect; a multi-channel safety hydraulic control function is achieved, and the seamless safety braking function of the system is achieved; and under the condition that the constant deceleration effect is limited, quasi-constant deceleration braking is started immediately, under the condition that the quasi-constant deceleration effect is limited, safe emergency braking is started immediately, and safe and firm shutdown is promoted.

Description

Technical Field

[0001] The utility model relates to the technical field of coal mine transportation, in particular to a gate control system for an overhead passenger device. Background Art

[0002] The overhead passenger device is currently the main equipment for transporting personnel in coal mines. The safety and reliability of the overhead passenger device is closely related to the lives of underground workers. The most critical thing is the advancement and safety and reliability of the control measures of its gate control system in the event of a safety failure. At present, the braking system of the overhead passenger device used in coal mines is mainly a working brake and a safety brake. The working brake is the brake on the motor output shaft, and the safety brake is the wheel brake on the driving wheel. At present, the safety braking system of the overhead passenger device in coal mines still uses the traditional safety failure type wheel brake. There are two common types. One is the wheel brake driven by the hydraulic station. The brake has a built-in disc spring. The disc spring is compressed by hydraulic pressure, and the piston moves to drive the brake arm to open the gate; the other is the electro-hydraulic type, which uses the electro-hydraulic push rod to drive the brake arm to open the gate. The control system of the overhead passenger device only controls the hydraulic station or electro-hydraulic push rod of the wheel brake. At present, all of them are primary brakes, that is, the oil pressure is directly released during braking without any buffering, which will cause a large equipment impact and is not conducive to safe operation. Therefore, it is imperative to develop a safer and more reliable braking system to improve the safety and reliability of the operation of overhead passenger devices. Utility Model Content

[0003] In view of the deficiencies of the prior art, the utility model provides a gate control system for an overhead passenger device, which solves the existing problems raised in the background technology.

[0004] To achieve the above objectives, the utility model is implemented through the following technical solutions: an overhead passenger device gate control system, including a hydraulic control system and a gate control device connected to each other, the hydraulic control system including an oil tank, the oil tank is fixedly connected with a first oil delivery component and a second oil delivery component through pipelines, the first oil delivery component and the second oil delivery component are commonly fixedly connected with an accumulator through a pipeline, the accumulator is fixedly connected with a first high-pressure ball valve through a pipeline, the first oil delivery component and the second oil delivery component are commonly fixedly connected with a first explosion-proof digital display pressure controller through a pipeline, the first oil delivery component and the second oil delivery component are commonly fixedly connected with a first main explosion-proof solenoid valve through a pipeline, the first main explosion-proof solenoid valve is respectively fixedly connected with a second explosion-proof digital display pressure controller, a second main explosion-proof solenoid valve and a multi-stage control device through pipelines, the first main explosion-proof solenoid valve is fixedly connected with a main oil filter through a pipeline, one end of the main oil filter is fixedly connected with a second high-pressure ball valve, and one end of the second high-pressure ball valve is fixedly connected with the gate control device.

[0005] Preferably, the first oil delivery component includes a first mesh filter connected to the oil tank, one end of the first mesh filter is fixedly connected to the first oil pump, the main shaft of the first oil pump is fixedly connected to the first explosion-proof motor, the output end of the first oil pump is fixedly connected to the first secondary oil filter, one end of the first secondary oil filter is fixedly connected to the first one-way valve, and the other end of the first one-way valve is fixedly connected to the first main overflow valve and the second one-way valve in sequence through a pipeline, so as to realize the flow of hydraulic oil in the hydraulic control system.

[0006] Preferably, the second oil delivery assembly includes a second mesh filter connected to the oil tank, one end of the second mesh filter is fixedly connected to the second oil pump, the main shaft of the second oil pump is fixedly connected to the second explosion-proof motor, the output end of the second oil pump is fixedly connected to the second auxiliary oil filter, one end of the second auxiliary oil filter is fixedly connected to the third one-way valve, and the other end of the third one-way valve is fixedly connected to the second main overflow valve and the fourth one-way valve in sequence through a pipeline, so as to realize the flow of hydraulic oil in the hydraulic control system.

[0007] Preferably, the first high-pressure ball valve is connected to the oil tank, a liquid level gauge is fixedly installed inside the oil tank, the oil tank and the accumulator are fixedly connected with an air filter, a thermometer and a gate valve, a fifth one-way valve is fixedly connected between the accumulator and the first oil delivery component and the second oil delivery component, and a throttle valve is fixedly connected between the accumulator and the first main explosion-proof solenoid valve, so as to facilitate the detection of the oil tank and the accumulator, so that the current situation can be known in time.

[0008] Preferably, the multi-stage control device includes a first secondary explosion-proof solenoid valve, a second secondary explosion-proof solenoid valve and a third secondary explosion-proof solenoid valve which are fixedly interconnected with the first main explosion-proof solenoid valve, one end of the first secondary explosion-proof solenoid valve, the second secondary explosion-proof solenoid valve and the third secondary explosion-proof solenoid valve are respectively fixedly connected with a first secondary overflow valve, a second secondary overflow valve and a third secondary overflow valve, and a explosion-proof direct-acting proportional valve is fixedly installed between the first secondary explosion-proof solenoid valve and the second secondary explosion-proof solenoid valve, which can provide different types of oil pressure to the gate control device according to different situations, thereby achieving different braking effects.

[0009] Preferably, the gate control device includes a brake body, one side of the brake body is symmetrically fixedly connected to two support seats, one end of the two support seats is threadedly connected to an adjustment seat, one end of the adjustment seat is fixedly connected to an oil cylinder, the outer surface of the support seat is slidably connected with a disc spring shaft, one end of the disc spring shaft is fixedly connected to a brake shoe, the outer surface of the disc spring shaft is sleeved with a disc spring, the movable end of the oil cylinder is fixedly connected to a piston rod, one end of the piston rod is fixedly connected to a connecting seat, and one side of the connecting seat is fixedly connected to a disc spring pad that matches the disc spring.

[0010] The utility model provides a gate control system for an overhead passenger device, which has the following beneficial effects:

[0011] The gate control system of an overhead passenger device can achieve the following effects through the hydraulic control system and gate control device: (1) it can avoid the usual flow-type pressure regulation and adopt pressure-type double closed-loop speed regulation to achieve constant deceleration braking effect; (2) the multi-channel safety hydraulic control function realizes the seamless safety braking function of the system; (3) when the constant deceleration effect is limited, it immediately switches to start quasi-constant deceleration braking, and when the quasi-constant deceleration effect is limited, it immediately enters safety emergency braking to promote safe and reliable shutdown; (4) it has main liquid circuit channel redundancy and safety channel liquid circuit redundancy to ensure that the liquid circuit can complete the complete production cycle until normal shutdown and maintenance without stopping due to faults in the event of faults; (5) it has a no-wait online immediate recovery measure in the event of a fault in the main control channel of the liquid circuit. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a structural schematic diagram of the hydraulic control system of the utility model;

[0013] Figure 2 It is a front view of the gate control device of the utility model;

[0014] Figure 3 It is a side view of the gate control device of the utility model;

[0015] Figure 4 It is a top view of the gate control device of the present invention.

[0016] In the figure, 1, hydraulic control system; 11, oil tank; 12, air filter; 131, first mesh filter; 132, second mesh filter; 141, first oil pump; 142, second oil pump; 151, first flameproof motor; 152, second flameproof motor; 161, first main relief valve; 162, second main relief valve; 171, first auxiliary oil filter; 172, second auxiliary oil filter; 181, first check valve; 182, second check valve; 183, third check valve; 184, fourth check valve; 185, fifth check valve; 191, first flameproof digital pressure controller; 192, second flameproof digital pressure controller; 110, throttle valve; 111, accumulator; 112, flameproof direct-acting proportional valve; 1131. First secondary relief valve; 1132. Second secondary relief valve; 1133. Third secondary relief valve; 1141. First secondary flameproof solenoid valve; 1142. Second secondary flameproof solenoid valve; 1143. Third secondary flameproof solenoid valve; 1151. First main flameproof solenoid valve; 1152. Second main flameproof solenoid valve; 116. Main oil filter; 1171. First high-pressure ball valve; 1172. Second high-pressure ball valve; 118. Thermometer; 119. Gate valve; 120. Liquid level gauge; 2. Gate control device; 21. Brake body; 22. Oil cylinder; 23. Adjustment seat; 24. Support seat; 25. Disc spring shaft; 26. Brake shoe; 27. Disc spring; 28. Piston rod; 29. ​​Connecting seat; 210. Disc spring pad. DETAILED DESCRIPTION

[0017] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0018] Embodiment 1:

[0019] like Figure 1As shown, an overhead passenger device gate control system includes a hydraulic control system 1 and a gate control device 2 connected to each other, the hydraulic control system 1 includes an oil tank 11, the oil tank 11 is fixedly connected to a first oil delivery component and a second oil delivery component through pipelines, the first oil delivery component and the second oil delivery component are fixedly connected to an accumulator 111 through a pipeline, the accumulator 111 is fixedly connected to a first high-pressure ball valve 1171 through a pipeline, and the first oil delivery component and the second oil delivery component are fixedly connected to a first explosion-proof digital pressure controller 191 through a pipeline The first oil delivery component and the second oil delivery component are fixedly connected to the first main explosion-proof solenoid valve 1151 through a pipeline. The first main explosion-proof solenoid valve 1151 is fixedly connected to the second explosion-proof digital pressure controller 192, the second main explosion-proof solenoid valve 1152 and the multi-stage control device through pipelines. The first main explosion-proof solenoid valve 1151 is fixedly connected to the main oil filter 116 through a pipeline. One end of the main oil filter 116 is fixedly connected to the second high-pressure ball valve 1172, and one end of the second high-pressure ball valve 1172 is fixedly connected to the gate control device 2.

[0020] The first oil delivery assembly includes a first screen filter 131 connected to the oil tank 11, one end of the first screen filter 131 is fixedly connected to the first oil pump 141, the main shaft of the first oil pump 141 is fixedly connected to the first flameproof motor 151, the output end of the first oil pump 141 is fixedly connected to the first auxiliary oil filter 171, one end of the first auxiliary oil filter 171 is fixedly connected to the first check valve 181, and the other end of the first check valve 181 is fixedly connected to the first main overflow valve 161 and the second check valve 182 in sequence through the pipeline. The rotation of the first flameproof motor 151 can drive the first oil pump 141 to operate, and the operation of the first oil pump 141 can extract the hydraulic pressure in the oil tank 11 and transport it to the accumulator 111, thereby driving the flow of hydraulic oil in the pipeline.

[0021] The second oil delivery assembly includes a second mesh filter 132 connected to the oil tank 11, one end of the second mesh filter 132 is fixedly connected to the second oil pump 142, the main shaft of the second oil pump 142 is fixedly connected to the second flameproof motor 152, the output end of the second oil pump 142 is fixedly connected to the second auxiliary oil filter 172, one end of the second auxiliary oil filter 172 is fixedly connected to the third one-way valve 183, and the other end of the third one-way valve 183 is fixedly connected to the second main overflow valve 162 and the fourth one-way valve 184 in sequence through a pipeline. The operation of the second flameproof motor 152 can drive the second oil pump 142 to operate, so that the hydraulic oil in the oil tank 1 can be extracted and transported to the accumulator 111, thereby driving the flow of hydraulic oil in the pipeline.

[0022] The first high-pressure ball valve 1171 is connected to the oil tank 11, a liquid level gauge 120 is fixedly installed inside the oil tank 11, the oil tank 11 and the accumulator 111 are fixedly connected with an air filter 12, a thermometer 118 and a gate valve 119, a fifth one-way valve 185 is fixedly connected between the accumulator 111 and the first oil delivery assembly and the second oil delivery assembly, and a throttle valve 110 is fixedly connected between the accumulator 111 and the first main explosion-proof solenoid valve 1151, so that the hydraulic oil inside the oil tank 11 and the accumulator 111 can be monitored, so as to know the current situation and facilitate automatic monitoring.

[0023] The multi-stage control device includes a first secondary flameproof solenoid valve 1141, a second secondary flameproof solenoid valve 1142 and a third secondary flameproof solenoid valve 1143 which are fixedly interconnected with the first main flameproof solenoid valve 1151, one end of the first secondary flameproof solenoid valve 1141, the second secondary flameproof solenoid valve 1142 and the third secondary flameproof solenoid valve 1143 are respectively fixedly connected with a first secondary overflow valve 1131, a second secondary overflow valve 1132 and a third secondary overflow valve 1133, a flameproof direct-acting proportional valve 112 is fixedly installed between the first secondary flameproof solenoid valve 1141 and the second secondary flameproof solenoid valve 1142, and oil pressure starting can be performed according to different situations, thereby achieving a multi-stage control effect.

[0024] Embodiment 2:

[0025] like Figures 2 to 4 As shown, the gate control device 2 includes a brake body 21, one side of the brake body 21 is symmetrically fixedly connected with two support seats 24, one end of the two support seats 24 is threadedly connected with an adjusting seat 23, one end of the adjusting seat 23 is fixedly connected with a cylinder 22, the outer surface of the support seat 24 is slidably connected with a disc spring shaft 25, one end of the disc spring shaft 25 is fixedly connected with a brake shoe 26, the outer surface of the disc spring shaft 25 is sleeved with a disc spring 27, the movable end of the cylinder 22 is fixedly connected with a piston rod 28, one end of the piston rod 28 is fixedly connected with a connecting seat 29, one side of the connecting seat 29 is fixedly connected with a disc spring pad 210 matched with the disc spring 27, the hydraulic oil in the hydraulic control system 1 enters the cylinder 22, the cylinder 22 runs, thereby driving the piston rod 28, the disc spring 27, and the disc spring shaft 25 to move, thereby driving the two brake shoes 26 to move relative to each other, thereby clamping the driving wheel, and realizing the braking of the overhead passenger device.

[0026] Working principle: The first explosion-proof digital pressure controller 191 and the second explosion-proof digital pressure controller 192 are powered by DC24V, which is powered by the main control UPS, and the analog 4~20mA and passive switch signal enter the main control PLC.

[0027] (1) During normal operation, the first flameproof motor 151 is started to drive the first oil pump 141 to run, thereby charging the accumulator 111 with oil. When the oil charging pressure of the accumulator 111 reaches the set value (maximum opening pressure), the JP1 contact of the first flameproof digital pressure controller 191 is closed, and the first flameproof motor 151 and the first oil pump 141 are stopped; the first main flameproof solenoid valve 1151, the first auxiliary flameproof solenoid valve 1141, the second auxiliary flameproof solenoid valve 1142 and the third auxiliary flameproof solenoid valve are energized 1143, and the main control determines whether the host can be started according to the analog signal of the second flameproof digital pressure controller 192. During operation, if the JP1 contact of the first flameproof digital pressure controller 191 is disconnected, the PLC controls the first flameproof motor 151 and the first oil pump 141 to start replenishing oil until the JP1 contact of the first flameproof digital pressure controller 191 is closed, and the first flameproof motor 151 and the first oil pump 141 are stopped. The JP3 contact signal of the first flameproof digital pressure controller 191 is an oil pressure insufficient alarm signal. During normal operation, when the JP3 contact of the first flameproof digital pressure controller 191 is disconnected, it indicates a hydraulic station failure, and the driver stops the vehicle normally.

[0028] (2) Normal parking: After the parking command is issued, when the main engine running speed drops to a very low level (the specific speed value is set by the main control in a conventional manner), all the solenoid valves of the hydraulic station are de-energized, the oil pressure of the gate control device 2 drops to zero, and the monkey car system is in a full braking state.

[0029] (3) In the case of constant deceleration braking under emergency braking, the first secondary flameproof solenoid valve 1141 is powered off, and at the same time, the flameproof direct-acting proportional valve 112 is given a signal (this signal can correspond to the pressure setting value of the first secondary relief valve 1131, and this pressure setting value will not cause excessive deceleration). The oil pressure of the gate control device 2 drops below the gate pressure, the monkey car decelerates, and the electronic control system enters a closed-loop adjustment. Through the feedback of the speed measuring device, if the deceleration is too small, the program-controlled flameproof direct-acting proportional valve 112 signal is reduced, the oil pressure is reduced, the braking force is increased, and the deceleration is increased; if the deceleration is too large during the closed-loop adjustment process, the program-controlled flameproof direct-acting proportional valve 112 signal is increased, the oil pressure is increased, the braking force is reduced, and the deceleration is reduced; if the deceleration is close to the setting value, the flameproof direct-acting proportional valve 112 signal remains unchanged until the end time of the constant deceleration. At this time, all solenoid valves are powered off, the oil pressure of the gate control device 2 drops to zero, and the monkey car system is in a full braking state.

[0030] (4) In the secondary braking under emergency braking, the first secondary explosion-proof solenoid valve 1141 is powered off, and at the same time, the explosion-proof direct-acting proportional valve 112 gives a fixed set value signal (this signal corresponds to the pressure setting value of the first secondary relief valve 1131). After the delay time is reached, all solenoid valves are powered off, the oil pressure of the gate control device 2 drops to zero, and the monkey car system is in a full braking state.

[0031] Note: In order to avoid braking shock when emergency braking is applied, the setting value of the first auxiliary relief valve 1131 will not be too low, that is, the braking force will not be too large, so the secondary braking is generally slower.

[0032] (5) In the third-level braking under emergency braking, the flameproof direct-acting proportional valve 112 gives a fixed set value signal (according to the signal during the second-level braking), the first flameproof solenoid valve 1141 is de-energized, and after an appropriate delay (determined by the delay time debugging), the second flameproof solenoid valve 1142 is de-energized. After the entire delay time is reached, all solenoid valves are de-energized, the oil pressure of the gate control device 2 drops to zero, and the monkey car system is in a full braking state.

[0033] (6) In the fourth-level braking under emergency braking, the flameproof direct-acting proportional valve 112 gives a fixed set value signal (according to the signal during the second-level braking), the first flameproof solenoid valve 1141 is de-energized, and after an appropriate delay (determined by the delay time debugging), the second flameproof solenoid valve 1142 is de-energized, and after an appropriate delay, the third flameproof solenoid valve 1143 is de-energized, until all the delay time is reached, all the solenoid valves are de-energized, the oil pressure of the gate control device 2 drops to zero, and the monkey car system is in a full braking state.

[0034] (7) First-level braking under emergency braking. This working condition is relatively special and requires rapid stopping. Therefore, once it is put into operation, all solenoid valves are immediately de-energized, the oil pressure of the gate control device 2 quickly drops to zero, and the monkey car system is in a full braking state.

[0035] When the hydraulic control system 1 is running, the gate control device 2 will perform corresponding braking operations. The specific operation is that the hydraulic oil in the hydraulic control system 1 enters the cylinder 22, and the cylinder 22 runs, thereby driving the piston rod 28 and the connecting seat 29 to move, and the disc spring 27 and the disc spring shaft 25 drive the brake shoe 26 to move. The two brake shoes 26 move relative to each other, so that the drive wheel can be clamped and braked, thereby realizing the corresponding braking method.

[0036] The above shows and describes the basic principles and main features of the utility model and the advantages of the utility model. For those skilled in the art, it is obvious that the utility model is not limited to the details of the above exemplary embodiments, and can be implemented in other specific forms without departing from the spirit or basic features of the utility model. Therefore, no matter from which point of view, the embodiments should be regarded as exemplary and non-restrictive. The scope of the utility model is defined by the attached claims rather than the above description, and it is intended to include all changes within the meaning and scope of the equivalent elements of the claims. Any figure mark in the claims should not be regarded as limiting the claims involved.

[0037] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. An overhead passenger device gate control system, characterized in that: The invention comprises a hydraulic control system (1) and a gate control device (2) connected to each other, wherein the hydraulic control system (1) comprises an oil tank (11), wherein the oil tank (11) is respectively fixedly connected to a first oil delivery component and a second oil delivery component through pipelines, wherein the first oil delivery component and the second oil delivery component are jointly fixedly connected to an accumulator (111) through a pipeline, wherein the accumulator (111) is fixedly connected to a first high-pressure ball valve (1171) through a pipeline, wherein the first oil delivery component and the second oil delivery component are jointly fixedly connected to a first explosion-proof digital pressure controller (191) through a pipeline, wherein the first oil delivery component The first main flameproof solenoid valve (1151) is fixedly connected to the second oil delivery assembly via a pipeline; the first main flameproof solenoid valve (1151) is fixedly connected to a second flameproof digital pressure controller (192), a second main flameproof solenoid valve (1152) and a multi-stage control device via pipelines; the first main flameproof solenoid valve (1151) is fixedly connected to a main oil filter (116) via a pipeline; one end of the main oil filter (116) is fixedly connected to a second high-pressure ball valve (1172); one end of the second high-pressure ball valve (1172) is fixedly connected to a gate control device (2).

2. The overhead passenger device gate control system according to claim 1, characterized in that: The first oil delivery assembly comprises a first screen filter (131) connected to the oil tank (11); one end of the first screen filter (131) is fixedly connected to a first oil pump (141); a main shaft of the first oil pump (141) is fixedly connected to a first flameproof motor (151); an output end of the first oil pump (141) is fixedly connected to a first auxiliary oil filter (171); one end of the first auxiliary oil filter (171) is fixedly connected to a first check valve (181); and the other end of the first check valve (181) is fixedly connected to a first main overflow valve (161) and a second check valve (182) in sequence through a pipeline.

3. The overhead passenger device gate control system according to claim 1, characterized in that: The second oil delivery assembly comprises a second screen filter (132) connected to the oil tank (11); one end of the second screen filter (132) is fixedly connected to a second oil pump (142); the main shaft of the second oil pump (142) is fixedly connected to a second flameproof motor (152); the output end of the second oil pump (142) is fixedly connected to a second auxiliary oil filter (172); one end of the second auxiliary oil filter (172) is fixedly connected to a third one-way valve (183); the other end of the third one-way valve (183) is fixedly connected to a second main overflow valve (162) and a fourth one-way valve (184) in sequence through a pipeline.

4. The overhead passenger device gate control system according to claim 1, characterized in that: The first high-pressure ball valve (1171) is connected to the oil tank (11); a liquid level gauge (120) is fixedly installed inside the oil tank (11); an air filter (12), a thermometer (118) and a gate valve (119) are fixedly connected to the oil tank (11) and the accumulator (111); a fifth check valve (185) is fixedly connected between the accumulator (111) and the first oil delivery assembly and the second oil delivery assembly; and a throttle valve (110) is fixedly connected between the accumulator (111) and the first main explosion-proof solenoid valve (1151).

5. The overhead passenger device gate control system according to claim 4, characterized in that: The multi-stage control device comprises a first auxiliary flameproof solenoid valve (1141), a second auxiliary flameproof solenoid valve (1142) and a third auxiliary flameproof solenoid valve (1143) which are fixedly interconnected with a first main flameproof solenoid valve (1151); one end of the first auxiliary flameproof solenoid valve (1141), the second auxiliary flameproof solenoid valve (1142) and the third auxiliary flameproof solenoid valve (1143) are respectively fixedly connected to a first auxiliary relief valve (1131), a second auxiliary relief valve (1132) and a third auxiliary relief valve (1133); and a flameproof direct-acting proportional valve (112) is fixedly installed between the first auxiliary flameproof solenoid valve (1141) and the second auxiliary flameproof solenoid valve (1142).

6. The overhead passenger device gate control system according to claim 1, characterized in that: The gate control device (2) comprises a brake body (21), one side of the brake body (21) is symmetrically fixedly connected to two support seats (24) in an upper and lower manner, one end of each of the two support seats (24) is threadedly connected to an adjustment seat (23), one end of the adjustment seat (23) is fixedly connected to an oil cylinder (22), the outer surface of the support seat (24) is slidably connected to a disc spring shaft (25), one end of the disc spring shaft (25) is fixedly connected to a brake shoe (26), the outer surface of the disc spring shaft (25) is sleeved with a disc spring (27), the movable end of the oil cylinder (22) is fixedly connected to a piston rod (28), one end of the piston rod (28) is fixedly connected to a connecting seat (29), and one side of the connecting seat (29) is fixedly connected to a disc spring pad (210) that matches the disc spring (27).

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