Air suspension brake

Abstract

The utility model relates to the field of brakes, and discloses an air suspension brake, which comprises a brake cylinder, a spring, a spring and a spring, the piston rod coaxially penetrates through the piston cavity of the brake cylinder, and one end of the piston rod extends into the compressed air cavity; the electromagnetic actuator is integrated at the extension end of the piston rod and is used for bidirectional superposition of electromagnetic thrust and pneumatic thrust; and the friction plate is mounted on the electromagnetic actuator. Mechanical delay is eliminated through electromagnetic pre-tightening, assistance is provided through pneumatic pressurization, accurate control is achieved through electromagnetic fine adjustment, the braking response speed can be remarkably increased, the electromagnetic actuator is integrated to the extending end of the piston rod, electromagnetic force plays a main role in the initial stage in the braking process, and auxiliary and fine adjustment can be achieved in the later stage; cooperative control over the brake clearance is achieved, the braking effect is remarkably enhanced, and the braking stability and reliability are improved.

Description

Technical Field

[0001] This utility model relates to the field of brakes, and more particularly to an air suspension brake. Background Technology

[0002] In braking systems, air brakes are an important braking method widely used in various industries. Traditional air brake technology mainly relies on air pressure to achieve braking. Its working principle typically involves using compressed air to push the brake piston, which in turn causes the friction pads to contact the brake disc, generating friction to achieve braking.

[0003] In the initial braking phase, existing air brakes rely entirely on the transmission of compressed air in the pipeline to drive the brake piston. Due to the compressibility of air and the inherent resistance in the pipeline system, the time from the issuance of the braking command to the contact between the friction pads and the brake disc and the generation of effective braking force is relatively long.

[0004] Existing air brakes rely solely on air pressure, resulting in slow braking response. During emergency braking, the delay can increase the risk of accidents. They also fail to organically combine air pressure with electromagnetic force to achieve coordinated control of the braking gap. Utility Model Content

[0005] To solve the problems mentioned above, this utility model is implemented through the following technical solution.

[0006] An air suspension brake includes: a brake cylinder having a compressed air chamber and a piston chamber; a piston rod coaxially passing through the piston chamber of the brake cylinder, with one end extending into the compressed air chamber; an electromagnetic actuator integrated into the extended end of the piston rod for bidirectional superposition of electromagnetic thrust and pneumatic thrust; and a friction plate mounted on the electromagnetic actuator.

[0007] Preferably, it further includes: a connecting seat, installed at the end of the piston rod away from the brake cylinder, and the electromagnetic actuator is disposed on the connecting seat.

[0008] Preferably, the connecting seat includes: a connecting groove formed at one end of the connecting seat, wherein the electromagnetic actuator is installed on the inner wall of the connecting groove; and a drive seat installed in the connecting groove, wherein the electromagnetic actuator is connected to the friction plate through the drive seat.

[0009] Preferably, the drive seat includes: a groove formed at one end of the drive seat; and a second displacement sensor installed in the groove.

[0010] Preferably, the piston rod includes a first displacement sensor mounted on the piston rod.

[0011] Preferably, the brake cylinder includes: an air inlet mounted on the brake cylinder; and a pressure sensor mounted at the air inlet.

[0012] Preferably, the connecting seat is connected to the end of the piston rod away from the brake cylinder via a spline.

[0013] Preferably, a temperature sensor is provided on the friction plate.

[0014] This invention provides an air-suspended brake. Compared with existing technologies, it has the following advantages: by eliminating mechanical delay through electromagnetic preload, providing assistance through pneumatic boosting, and achieving precise control through electromagnetic fine-tuning, it can significantly improve braking response speed. By integrating the electromagnetic actuator into the piston rod extension end, the electromagnetic force not only plays a major role in the initial stage of braking but also assists and fine-tunes in the later stages, achieving coordinated control of the braking gap, significantly enhancing the braking effect, and improving braking stability and reliability. Attached Figure Description

[0015] Figure 1 This is a three-dimensional structural diagram of the present invention.

[0016] Figure 2 This is a three-dimensional structural diagram from another perspective of the present invention.

[0017] Figure 3 This is a schematic diagram of the piston rod and connecting seat structure proposed in this utility model.

[0018] Figure 4 This is a schematic diagram of the cross-section of the connecting seat proposed in this utility model.

[0019] The attached figures are labeled as follows:

[0020] 100. Brake cylinder; 101. Air inlet; 102. Pressure sensor;

[0021] 200. Piston rod; 201. First displacement sensor;

[0022] 300. Connecting seat; 301. Drive seat; 302. Friction plate; 303. Second displacement sensor;

[0023] 400. Electromagnetic actuator. Detailed Implementation

[0024] The present invention will be further described below with reference to specific embodiments. It should be understood that these embodiments are only used to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

[0025] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model.

[0026] Reference Figures 1-4 An air suspension brake includes: a brake cylinder 100, which has a compressed air chamber and a piston chamber; a piston rod 200, which coaxially passes through the piston chamber of the brake cylinder 100, with one end extending into the compressed air chamber; an electromagnetic actuator 400, which is integrated into the extended end of the piston rod 200 and is used for bidirectional superposition of electromagnetic thrust and pneumatic thrust; and a friction plate 302, which is mounted on the electromagnetic actuator 400.

[0027] In this embodiment, the brake cylinder 100 is one of the core components of this air suspension brake. It is mainly divided into a compressed air chamber and a piston chamber. The compressed air chamber stores compressed air supplied by an external air source, while the piston chamber provides space for the movement of the piston rod 200, ensuring that the piston rod 200 can perform precise linear movement under the push of compressed air. The electromagnetic actuator 400 realizes the bidirectional superposition of electromagnetic thrust and pneumatic thrust. When the braking command is issued, the electromagnetic actuator 400 quickly generates electromagnetic force after receiving the electrical signal from the ECU. This electromagnetic force, combined with the pneumatic thrust generated by the compressed air pushing the piston rod 200, can significantly enhance the braking effect.

[0028] In the initial braking phase, the electromagnetic actuator 400 is energized, generating an electromagnetic force that pulls the friction plate 302 closer to the brake disc. At this time, because the pneumatic proportional valve in the brake cylinder 100 has not yet been fully opened, the air pressure in the brake cylinder 100 is relatively low and insufficient to generate significant resistance to prevent the electromagnetic actuator 400 from pulling the piston rod 200. During this phase, the electromagnetic force of the electromagnetic actuator 400 is the main force, overcoming some minor resistance from components such as the friction plate 302 and the piston rod 200, enabling the piston rod 200 to move rapidly.

[0029] When the electromagnetic actuator 400 pulls the friction plate 302 close to the brake disc, the pneumatic proportional valve opens, and compressed air enters the main chamber of the brake cylinder 100. At this time, the air pressure in the brake cylinder 100 rises rapidly, generating a large thrust to push the piston rod 200 forward, making the friction plate 302 press more tightly against the brake disc and providing the main braking force. During this stage, the electromagnetic actuator 400 still maintains a certain electromagnetic force, which plays an auxiliary and fine-tuning role.

[0030] It also includes: a connecting seat 300, which is installed at the end of the piston rod 200 away from the brake cylinder 100, and the electromagnetic actuator 400 is disposed on the connecting seat 300; the connecting seat 300 is connected to the end of the piston rod 200 away from the brake cylinder 100 by a spline.

[0031] The aforementioned electromagnetic actuator 400 is connected to the friction plate 302 via a drive base 301. The drive base 301 can effectively transmit the electromagnetic force generated by the electromagnetic actuator 400 to the friction plate 302, ensuring that the friction plate 302 can accurately adjust its positional relationship with the brake disc under the action of the electromagnetic force.

[0032] The connecting seat 300 includes: a connecting groove formed at one end of the connecting seat 300, wherein the electromagnetic actuator 400 is mounted on the inner wall of the connecting groove; and a drive seat 301 mounted in the connecting groove, wherein the electromagnetic actuator 400 is connected to the friction plate 302 through the drive seat 301. The drive seat 301 includes: a groove formed at one end of the drive seat 301; and a second displacement sensor 303 mounted in the groove.

[0033] The aforementioned second displacement sensor 303 is used to monitor the displacement of the drive seat 301 in real time, thereby assisting in the precise control of the position of the friction pad 302. When the electromagnetic actuator 400 is working, the drive seat 301 will be displaced by the electromagnetic force. The second displacement sensor 303 can feed this displacement information back to the ECU in real time. The ECU adjusts the working state of the electromagnetic actuator 400 based on this data to achieve precise control of the position of the friction pad 302, thereby ensuring the stability and reliability of the braking effect.

[0034] The piston rod 200 includes a first displacement sensor 201, which is mounted on the piston rod 200. This sensor can monitor the displacement of the piston rod 200 in real time. By accurately measuring the displacement of the piston rod 200, the first displacement sensor 201 provides important data support for the precise control of the entire braking system. The ECU can adjust the operating parameters of the electromagnetic actuator 400 and the brake cylinder 100 in a timely manner based on this data, ensuring the accuracy and stability of the braking process.

[0035] The brake cylinder 100 includes: an air inlet 101 mounted on the brake cylinder 100; and a pressure sensor 102 mounted at the air inlet 101. The pressure sensor 102 is installed at the air inlet 101 via a threaded seal connection, with a sealing gasket at the threaded connection to prevent compressed air leakage. The sensing probe of the pressure sensor 102 extends into the airflow channel inside the air inlet 101, enabling real-time and accurate measurement of the air pressure at the air inlet 101, and feeding the data back to the electronic control unit (ECU), providing crucial information for subsequent precise control of the brake cylinder 100's operating state.

[0036] A temperature sensor is installed on the friction pad 302. During braking, the friction between the friction pad 302 and the brake disc generates a large amount of heat, and the temperature sensor can monitor the temperature change of the friction pad 302 in real time. When the temperature of the friction pad 302 exceeds a preset threshold, the temperature sensor transmits a signal to the ECU. The ECU adjusts the operating parameters of the electromagnetic actuator 400 and the brake cylinder 100 based on the temperature signal, such as reducing the electromagnetic force or reducing the amount of compressed air entering the brake cylinder 100, to prevent the friction pad 302 from overheating and causing performance degradation or even damage, thus ensuring the reliability and stability of the braking system.

[0037] During operation, when the vehicle or equipment needs to brake, a braking command is issued to the Electronic Control Unit (ECU). The ECU sends an electrical signal to the electromagnetic actuator 400, which is then energized to rapidly generate electromagnetic force. At this time, the pneumatic proportional valve has not yet fully opened, and the air pressure inside the brake cylinder 100 is relatively low. The electromagnetic force overcomes the minor resistance of components such as the friction plate 302 and the piston rod 200, pulling the friction plate 302 closer to the brake disc, while simultaneously causing the piston rod 200 to move rapidly. During this process, the first displacement sensor 201 monitors the displacement of the piston rod 200 in real time and feeds it back to the ECU.

[0038] After the electromagnetic actuator 400 pulls the friction plate 302 closer to the brake disc, the pneumatic proportional valve opens, and compressed air enters the main chamber of the brake cylinder 100. The air pressure inside the brake cylinder 100 rises rapidly, generating a large thrust to push the piston rod 200 forward, causing the friction plate 302 to press more tightly against the brake disc, providing the main braking force. During this stage, the electromagnetic actuator 400 maintains a certain electromagnetic force to compensate for pneumatic pressure fluctuations or to fine-tune the position of the piston rod 200 according to the wear of the friction plate 302, ensuring stable pressure between the friction plate 302 and the brake disc. The second displacement sensor 303 monitors the displacement of the drive seat 301 in real time and feeds the information back to the ECU, so that the ECU can adjust the working state of the electromagnetic actuator 400 and precisely control the position of the friction plate 302.

[0039] The pressure sensor 102 at the air inlet 101 of the brake cylinder 100 measures the air pressure at the inlet 101 in real time and accurately. A threaded seal ensures no compressed air leakage. The pressure data is fed back to the ECU, providing a basis for precise control of the brake cylinder 100's operating state. The temperature sensor on the friction pad 302 monitors its temperature changes in real time. When the temperature exceeds a preset threshold, a signal is transmitted to the ECU. Based on this signal, the ECU adjusts the operating parameters of the electromagnetic actuator 400 and the brake cylinder 100, such as reducing the electromagnetic force or decreasing the amount of compressed air entering the brake cylinder 100, to prevent the friction pad 302 from overheating and degrading its performance or becoming damaged, thus ensuring the reliability and stability of the braking system. When braking demand is released, the pneumatic proportional valve closes, the air pressure inside the brake cylinder 100 gradually decreases, the electromagnetic actuator 400 stops working, the friction pad 302 separates from the brake disc, and the vehicle or equipment returns to normal operation.

[0040] In summary, compared with existing technologies, it has the following beneficial effects:

[0041] By eliminating mechanical delay through electromagnetic preload, providing assistance through pneumatic boosting, and achieving precise control through electromagnetic fine-tuning, braking response speed can be significantly improved.

[0042] By integrating the electromagnetic actuator 400 into the extension end of the piston rod 200, the electromagnetic force not only plays a major role in the initial stage of braking, but also assists and fine-tunes in the later stage, realizing coordinated control of the braking gap, significantly enhancing the braking effect, and improving the stability and reliability of braking.

[0043] By installing a first displacement sensor 201 on the piston rod 200, the displacement of the piston rod 200 is monitored in real time, providing data support for the ECU to adjust the working parameters of the electromagnetic actuator 400 and the brake cylinder 100. The second displacement sensor 303 monitors the displacement of the drive seat 301 in real time, assisting the ECU in accurately controlling the position of the friction plate 302.

[0044] Therefore, although the present invention has been described herein with reference to specific embodiments thereof, freedom of modification, various changes and substitutions are also within the scope of the above disclosure, and it should be understood that in some cases, certain features of the present invention may be adopted without departing from the scope and spirit of the invention and without corresponding use of other features. Thus, many modifications can be made to adapt a particular environment or material to the essential scope and spirit of the present invention. The present invention is not intended to be limited to the specific terms used in the following claims and / or the specific embodiments disclosed as the best mode of carrying out the present invention, but the present invention will include any and all embodiments and equivalents falling within the scope of the appended claims. Therefore, the scope of the present invention will be determined only by the appended claims.

Claims

1. An air-suspended brake, characterized in that The application relates to a brake cylinder (100) provided with a compressed air chamber and a piston cavity; a piston rod (200) coaxially penetrating the piston cavity of the brake cylinder (100) and extending into the compressed air chamber; an electromagnetic actuator (400) integrated on the extended end of the piston rod (200) and used for bidirectional superposition of electromagnetic thrust and pneumatic thrust; and a friction plate (302) installed on the electromagnetic actuator (400). The application further comprises a connecting seat (300) installed on the end of the piston rod (200) away from the brake cylinder (100), and the electromagnetic actuator (400) is arranged on the connecting seat (300). The connecting seat (300) comprises a connecting groove arranged on one end of the connecting seat (300) and an inner wall of the connecting groove on which the electromagnetic actuator (400) is installed; and a driving seat (301) installed in the connecting groove, and the electromagnetic actuator (400) is connected with the friction plate (302) through the driving seat (301). The driving seat (301) comprises a groove arranged on one end of the driving seat (301) and a second displacement sensor (303) installed in the groove. The piston rod (200) comprises a first displacement sensor (201) installed on the piston rod (200).

2. An air suspension brake according to claim 1 wherein, The brake cylinder (100) comprises an air inlet (101) installed on the brake cylinder (100) and a pressure sensor (102) installed at the air inlet (101). The connecting seat (300) and the end of the piston rod (200) away from the brake cylinder (100) are connected through a spline.

3. An air suspension brake according to claim 2 wherein, A temperature sensor is arranged on the friction plate (302). ​ ​ ​ 4. An air suspension brake according to claim 3 wherein, ​ ​ ​ 5. An air suspension brake according to claim 1 wherein, ​ ​ 6. An air suspension brake according to claim 1 wherein, ​ ​ ​ 7. An air suspension brake according to claim 2 wherein, ​ 8. An air suspension brake according to claim 1 wherein, ​

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