Band-type brake torque dynamic compensation adjusting device
By introducing an encoder and a dynamic compensation adjustment device into the elevator brake system, and utilizing electromagnetic drive and mechanical linkage, the brake torque is automatically compensated, solving the problem of insufficient brake force in existing technologies and improving the safety and reliability of elevators.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- BEIJING JIAYI NEW ENERGY TECH CO LTD
- Filing Date
- 2025-06-19
- Publication Date
- 2026-05-19
AI Technical Summary
Existing elevator brake systems cannot effectively compensate for a decrease in braking torque, affecting the safety performance of the elevator and increasing potential risks.
A dynamic compensation and adjustment device for brake torque was designed. By setting an encoder on the drive module to collect pulse signals, and combining it with auxiliary braking components and dynamic compensation components, the device automatically provides secondary braking force when the brake force is insufficient, thereby enhancing redundant braking capability.
It enables automatic compensation of braking torque when the braking force of the holding brake decreases, improving the safety and reliability of the elevator system, ensuring a fast and stable braking response, and avoiding safety hazards caused by the decrease in braking force.
Smart Images
Figure CN224258158U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of brake technology, specifically to a brake torque dynamic compensation and adjustment device. Background Technology
[0002] As an indispensable vertical transportation device in modern buildings, the safety and reliability of elevators are of paramount importance. Within an elevator system, the brake is one of the key components ensuring elevator safety. The elevator brake is primarily used to quickly lock the traction machine when the elevator stops or malfunctions, thereby preventing the elevator car from sliding down. Its basic structure typically includes components such as a brake, a push rod, a first brake arm, and a second brake arm.
[0003] According to patent publication CN203653152U, an elevator brake includes a brake, a push rod, a first brake arm, and a second brake arm. The first and second brake arms are located on either side of the brake, and the push rod is positioned between the first and second brake arms. Springs are provided on the outer sides of both the first and second brake arms, and eccentric shafts are provided at the bottom ends of both arms. The first and second brake arms are located on either side of the brake wheel. This design allows the vertical height of the first and second brake arms to be adjusted while rotating, ensuring sufficient contact area between the first and second brake arms and the brake wheel. This design not only improves the safety factor of the brake but also has the advantages of simple structure and reduced cost.
[0004] To further enhance the safety of elevator systems, some innovative designs have incorporated devices for detecting the braking torque of the traction brake. For example, patent CN207243193U discloses an elevator system capable of detecting the braking torque of the traction brake. This system includes a main control module, a traction machine, a brake device for engaging the traction machine to brake the elevator car, a braking torque detection module, and a timing module. The main control module is electrically connected to the traction machine to control its operation and the brake device to control its operation. The braking torque detection module is electrically connected to both the traction machine and the main control module to detect the pulse quantity of the traction machine when the main control module controls the brake device to engage the traction machine, and inputs this pulse into the main control module. The timing module is electrically connected to the main control module to allow the main control module to periodically control the brake device to brake the traction machine, and the braking torque detection module detects this. This design periodically detects the elevator's brake device and sends the corresponding information to the main control module for analysis and processing. This allows staff to promptly replace worn brake devices, ensuring user safety.
[0005] Although current brake systems can achieve braking action and have incorporated detection devices to some extent, existing technology still has certain shortcomings. When a decrease in brake force is detected, current systems can typically only record and issue a warning, but cannot implement actual braking compensation. This not only affects the elevator's safety performance but also increases potential risks. Therefore, the lack of an effective dynamic compensation mechanism is a major weakness in elevator brake technology. In light of this, we propose a dynamic brake torque compensation and adjustment device, aiming to overcome the shortcomings of existing technology by combining a real-time detection device with a dynamic compensation and adjustment device. This device can automatically compensate for insufficient brake torque when brake force is insufficient, thereby improving the elevator's safety and reliability. Utility Model Content
[0006] The purpose of this invention is to provide a dynamic compensation and adjustment device for brake torque to solve the problems mentioned in the background art.
[0007] To achieve the above objectives, this utility model provides the following technical solution:
[0008] The brake torque dynamic compensation and adjustment device includes a base, on the top of which is a brake body. The working principle of the brake body is existing technology, such as the detailed working principle of an elevator brake disclosed in patent CN203653152U, which will not be repeated here. The brake body is connected to a brake torque detection device. The working principle of the brake torque detection device is existing technology, such as the detailed working principle of an elevator system capable of detecting brake torque disclosed in patent CN207243193U, which will not be repeated here. It should be noted that the encoder of the brake torque detection device is set on the drive module used to drive the brake wheel of the brake body to rotate. It is used to collect the pulse signal of the drive shaft to calculate the actual braking torque. The encoder is set on the drive module, and the braking torque detection module is a pulse detection circuit connected to the encoder. When the drive shaft of the drive module is subjected to force, a corresponding pulse signal will be generated on the encoder. The pulse signal is transmitted to the main control module through the braking torque detection module and compared with the preset value to obtain the pulse quantity.
[0009] Combination Figures 2-5 As shown, the front side of the brake wheel of the brake body is integrally formed with a drive shaft, which is used to drive the auxiliary braking component to rotate. The top of the base and the position directly in front of the brake body are provided with an auxiliary braking component as a redundant braking system. When the braking force of the brake body is reduced, it works with the dynamic compensation component to provide secondary braking force.
[0010] The auxiliary braking assembly includes a fixed vertical plate bolted to the front of the top of the base. A rotating block is rotatably connected to the rear of the fixed vertical plate for connecting the drive shaft and the brake wheel. The outer wall of the rotating block is provided with a brake wheel, which cooperates with the dynamic compensation assembly to enhance the braking torque. The top of the base is provided with a dynamic compensation assembly for stopping the brake wheel, which adjusts the braking force in real time through electromagnetic drive and mechanical linkage.
[0011] Preferred, combined Figure 2 and Figure 5 As shown, the front end of the drive shaft is coaxially connected to the rear end of the rotating block's shaft via a coupling, and the front end of the rotating block's shaft is rotatably connected to the fixed vertical plate via a bearing.
[0012] Preferred, combined Figure 4 and Figure 5 As shown, the dynamic compensation component includes two fixed side plates arranged symmetrically on the left and right as a support frame for the dynamic compensation component. The fixed side plates are bolted to the top of the base. A reinforcing cross plate is provided between the two fixed side plates and at the top position to enhance the structural rigidity between the fixed side plates.
[0013] Both of the two fixed side plates have U-shaped movable plates extending through their opposite sides. The U-shaped movable plates can move left and right, and can move laterally to drive the pressure block to press against the brake wheel. The open ends of the two U-shaped movable plates are arranged opposite each other, and each of the open ends of the two U-shaped movable plates is provided with a U-shaped connecting plate to connect the U-shaped movable plates and the pressure block to transmit motion.
[0014] The inner sides of the two U-shaped connecting plates are connected to pressure blocks by bolts to fix the friction blocks and apply pressure. The brake wheel is located between the two pressure blocks. The pressure blocks are provided with friction blocks on the side near the brake wheel. The brake wheel is stopped by friction. The outer wall of the brake wheel is provided with arc-shaped grooves to increase the contact area between the friction blocks and the brake wheel.
[0015] Electromagnets are provided on opposite sides of the two fixed side plates. When energized, they attract magnetic blocks to drive the U-shaped movable plate to move. The control system of the electromagnets is connected to the device for detecting the braking torque of the brake. When the main control module detects that the braking force of the brake body has decreased, the dynamic compensation component is activated: the electromagnets are energized to attract magnetic blocks, causing the U-shaped movable plate to drive the pressure block to clamp the brake wheel. The friction block contacts the arc groove to generate secondary braking force. Magnetic blocks are provided on opposite sides of the inner walls of the two U-shaped movable plates. When the electromagnets are energized, the electromagnets are attracted to the magnetic blocks. The side of the friction block away from the pressure block abuts against the inner wall of the arc groove.
[0016] Each of the two fixed side plates has two symmetrically arranged positioning crossbars on opposite sides. The outer ends of the positioning crossbars pass through the inner wall of the U-shaped movable plate to the outside, restricting the movement trajectory of the U-shaped movable plate to improve the accuracy of the movement. A return spring is sleeved on the outer side of the positioning crossbar. One end of the return spring abuts against the side of the inner wall of the U-shaped movable plate, and the other end of the return spring abuts against the side of the fixed side plate. After the electromagnet is de-energized, it provides a reset force to return the U-shaped movable plate to its original position.
[0017] Compared with the prior art, the beneficial effects of this utility model are:
[0018] 1. The dynamic compensation and adjustment device for the holding brake torque, with the linkage design of the auxiliary braking component and the dynamic compensation component, forms a redundant braking system, providing secondary braking force when the holding brake's own force decreases, significantly enhancing the safety redundancy capability of the elevator system.
[0019] 2. The brake torque dynamic compensation adjustment device, through the coordinated control of the electromagnetic drive module and the detection device, can automatically trigger the dynamic compensation component to apply clamping force to the brake wheel when insufficient braking force is detected, effectively avoiding safety hazards caused by reduced braking force.
[0020] 3. The dynamic compensation and adjustment device for the brake torque, with its matching design of the arc-shaped groove of the brake wheel and the friction block, increases the contact area and the uniformity of friction force distribution. Combined with the precise pressing action of the dynamic compensation component, it ensures rapid braking response and stable braking torque.
[0021] 4. The brake torque dynamic compensation adjustment device, through the positioning crossbar restricting the movement trajectory of the U-shaped movable plate and the automatic rebound effect of the reset spring, not only ensures the accuracy of the clamping action during dynamic compensation, but also can quickly reset after the electromagnetic drive is de-energized, avoiding overload or malfunction of the braking force. Attached Figure Description
[0022] Figure 1 This is a schematic diagram of the overall structure of this utility model;
[0023] Figure 2 This is a schematic diagram of the brake body structure in this utility model;
[0024] Figure 3 This is a partial structural schematic diagram of the present invention;
[0025] Figure 4 This is a schematic diagram of the dynamic compensation component structure in this utility model;
[0026] Figure 5 This is a schematic diagram of the auxiliary braking component structure in this utility model;
[0027] In the diagram: 100, base; 200, brake body; 210, drive shaft; 300, dynamic compensation component; 310, fixed side plate; 311, reinforcing horizontal plate; 320, U-shaped movable plate; 330, U-shaped connecting plate; 340, pressure block; 341, friction block; 350, electromagnet; 360, magnetic block; 370, positioning crossbar; 380, return spring; 400, auxiliary braking component; 410, fixed vertical plate; 420, rotating block; 430, brake wheel; 440, arc-shaped groove. Detailed Implementation
[0028] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.
[0029] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.
[0030] Please see Figures 1-5 This utility model provides a technical solution:
[0031] The brake torque dynamic compensation and adjustment device includes a base 100, with a brake body 200 mounted on top of the base 100. The working principle of the brake body 200 is existing technology, as detailed in the patent publication CN203653152U, which will not be repeated here. The brake body 200 is connected to a brake torque detection device, the working principle of which is also existing technology, as detailed in the patent publication CN207243193U, which discloses an elevator brake torque detection device. The system contains a detailed explanation of its working principle, which will not be repeated here. It is important to note that the encoder for detecting the braking torque of the brake is set on the drive module that drives the 200 brake wheel of the brake body. It is used to collect the pulse signal of the drive shaft to calculate the actual braking torque. The encoder is set on the drive module, and the braking torque detection module is a pulse detection circuit connected to the encoder. When the drive shaft of the drive module is subjected to force, the encoder will generate a corresponding pulse signal, which is transmitted to the main control module through the braking torque detection module. The pulse quantity can be obtained by comparing it with the preset value.
[0032] Combination Figures 2-5 As shown, a drive shaft 210 is integrally formed on the front side of the brake wheel of the brake body 200, which is used to drive the auxiliary braking component 400 to rotate. The auxiliary braking component 400 is provided on the top of the base 100 and in front of the brake body 200. As a redundant braking system, it works with the dynamic compensation component 300 to provide secondary braking force when the braking force of the brake body 200 is reduced.
[0033] The auxiliary braking assembly 400 includes a fixed vertical plate 410 bolted to the front top of the base 100. A rotating block 420 is rotatably connected to the rear side of the fixed vertical plate 410 for connecting the drive shaft 210 and the brake wheel 430. The outer wall of the rotating block 420 is provided with the brake wheel 430, which cooperates with the dynamic compensation assembly 300 to enhance the braking torque. The top of the base 100 is provided with the dynamic compensation assembly 300 for stopping the brake wheel 430, and the braking force is adjusted in real time through electromagnetic drive and mechanical linkage.
[0034] In this embodiment, combined with Figure 2 and Figure 5 As shown, the front end of the drive shaft 210 is coaxially connected to the rear end of the rotating block 420 through a coupling, and the front end of the rotating block 420 is rotatably connected to the fixed vertical plate 410 through a bearing.
[0035] Specifically, in combination Figure 4 and Figure 5As shown, the dynamic compensation component 300 includes two fixed side plates 310 arranged symmetrically on the left and right as a support frame for the dynamic compensation component 300. The fixed side plates 310 are bolted to the top of the base 100. A reinforcing horizontal plate 311 is provided between the two fixed side plates 310 and at the top position to enhance the structural rigidity between the fixed side plates 310.
[0036] Both fixed side plates 310 have U-shaped movable plates 320 extending through their opposite sides. The U-shaped movable plates 320 can move left and right, and can move laterally to drive the pressure block 340 to press the brake wheel 430. The open ends of the two U-shaped movable plates 320 are arranged opposite each other. Both open ends of the two U-shaped movable plates 320 are provided with U-shaped connecting plates 330 to connect the U-shaped movable plates 320 and the pressure block 340 to transmit motion.
[0037] The inner sides of the two U-shaped connecting plates 330 are connected to pressure blocks 340 by bolts to fix friction blocks 341 and apply pressure. The brake wheel 430 is located between the two pressure blocks 340. The pressure block 340 is provided with friction block 341 on the side close to the brake wheel 430. It stops the brake wheel by friction. The outer wall of the brake wheel 430 is provided with an arc-shaped groove 440 to increase the contact area between the friction block 341 and the brake wheel 430.
[0038] Electromagnets 350 are provided on opposite sides of the two fixed side plates 310. When energized, they attract magnetic blocks 360 to drive the U-shaped movable plate 320 to move. The control system of the electromagnets 350 is connected to the device for detecting the braking torque of the brake. When the main control module detects that the braking force of the brake body 200 has decreased, the dynamic compensation component 300 is activated: the electromagnets 350 are energized to attract magnetic blocks 360, causing the U-shaped movable plate 320 to drive the pressure block 340 to clamp the brake wheel 430. The friction block 341 contacts the arc groove 440 to generate secondary braking force. Magnetic blocks 360 are provided on opposite sides of the inner wall of the two U-shaped movable plates 320. When the electromagnets 350 are energized, the electromagnets 350 and magnetic blocks 360 are attracted and connected. The side of the friction block 341 away from the pressure block 340 abuts against the inner wall of the arc groove 440.
[0039] Two positioning crossbars 370 are provided on opposite sides of the two fixed side plates 310. The outer ends of the positioning crossbars 370 pass through the inner wall of the U-shaped movable plate 320 to the outside, restricting the movement trajectory of the U-shaped movable plate 320 to improve the accuracy of the movement. A return spring 380 is sleeved on the outer side of the positioning crossbars 370. One end of the return spring 380 abuts against the side of the inner wall of the U-shaped movable plate 320, and the other end of the return spring 380 abuts against the side of the fixed side plate 310. After the electromagnet 350 is de-energized, it provides a reset force to make the U-shaped movable plate 320 return to its position.
[0040] In this embodiment, when the encoder of the brake torque dynamic compensation adjustment device detects an abnormal pulse signal from the drive module during elevator operation, the main control module determines that the braking force of the brake body 200 is insufficient and immediately triggers the dynamic compensation component 300 to start: the electromagnet 350 is energized to generate magnetic force to attract the magnetic block 360, which drives the U-shaped movable plate 320 to move laterally along the positioning crossbar 370 towards the brake wheel 430. Through the U-shaped connecting plate 330, the pressure block 340 is pushed to clamp the brake wheel 430. At this time, the friction block 34 on the pressure block 340... 1. The friction block 341 is in close contact with the arc-shaped groove 440 on the outer wall of the brake wheel 430, generating secondary braking force through friction. At the same time, the transmission shaft 210 of the brake body 200 drives the rotating block 420 and the brake wheel 430 to rotate, so that the braking force of the dynamic compensation component 300 is transmitted to the traction machine through the auxiliary braking component 400, forming redundant braking force compensation. When the braking force is restored to the preset threshold, the electromagnet 350 is de-energized, the reset spring 380 pushes the U-shaped movable plate 320 back to the initial position, the friction block 341 separates from the brake wheel 430, and the dynamic compensation action ends.
[0041] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.
Claims
1. A brake torque dynamic compensation and adjustment device, comprising a base (100), wherein a brake body (200) is provided on the top of the base (100), and the brake body (200) is connected to a brake torque detection device, characterized in that: The front side of the brake wheel of the brake body (200) is integrally formed with a drive shaft (210). An auxiliary braking assembly (400) is provided on the top of the base (100) and in front of the brake body (200). The auxiliary braking assembly (400) includes a fixed vertical plate (410) that is bolted to the front side of the top of the base (100). A rotating block (420) is rotatably connected to the rear side of the fixed vertical plate (410). A brake wheel (430) is provided on the outer wall of the rotating block (420). A dynamic compensation assembly (300) for stopping the brake wheel (430) is provided on the top of the base (100).
2. The brake torque dynamic compensation and adjustment device according to claim 1, characterized in that: The front end of the drive shaft (210) is coaxially connected to the rear end of the rotating block (420) through a coupling, and the front end of the rotating block (420) is rotatably connected to the fixed vertical plate (410) through a bearing.
3. The brake torque dynamic compensation and adjustment device according to claim 1, characterized in that: The dynamic compensation component (300) includes two fixed side plates (310) arranged symmetrically on the left and right. The fixed side plates (310) are bolted to the top of the base (100). A reinforcing cross plate (311) is provided between the two fixed side plates (310) and at the top.
4. The brake torque dynamic compensation and adjustment device according to claim 3, characterized in that: Both of the two fixed side plates (310) have U-shaped movable plates (320) extending through their opposite sides. The U-shaped movable plates (320) can move left and right. The open ends of the two U-shaped movable plates (320) are arranged opposite each other. Both of the open ends of the two U-shaped movable plates (320) are provided with U-shaped connecting plates (330).
5. The brake torque dynamic compensation and adjustment device according to claim 4, characterized in that: The inner sides of the two U-shaped connecting plates (330) are connected with pressure blocks (340) by bolts. The brake wheel (430) is located between the two pressure blocks (340). The pressure block (340) has a friction block (341) on the side near the brake wheel (430). The outer wall of the brake wheel (430) has an arc-shaped groove (440).
6. The brake torque dynamic compensation and adjustment device according to claim 5, characterized in that: Electromagnets (350) are provided on opposite sides of the two fixed side plates (310), and magnetic blocks (360) are provided on opposite sides of the inner walls of the two U-shaped movable plates (320). When the electromagnets (350) are energized, the electromagnets (350) and magnetic blocks (360) are attracted and connected. The side of the friction block (341) away from the pressure block (340) abuts against the inner wall of the arc-shaped groove (440).
7. The brake torque dynamic compensation and adjustment device according to claim 4, characterized in that: Two positioning crossbars (370) are provided on opposite sides of the two fixed side plates (310) in a vertically symmetrical manner. The outer end of the positioning crossbar (370) passes through the inner wall of the U-shaped movable plate (320) to the outside. A return spring (380) is sleeved on the outer side of the positioning crossbar (370). One end of the return spring (380) abuts against the side of the inner wall of the U-shaped movable plate (320), and the other end of the return spring (380) abuts against the side of the fixed side plate (310).