BRAKE MECHANISM AND BRAKING METHOD

Abstract

A brake mechanism and a method therefor. The brake mechanism comprises: a brake support, fixedly connected to a moving part; a brake wheel shaft and a rotating shaft, disposed on a swing arm along a vertical shaft, one side end of the swing arm being fixedly connected to the brake support by means of the rotating shaft. An electromagnetic clutch and a brake wheel are each sleeved on the brake wheel shaft. The present disclosure differs from the prior art in that a spring and a brake wheel are located on the same side of a rotating shaft, and the spring is located at a position distant from the other side end of the rotating shaft relative to the brake wheel. A spring force application position and the brake wheel are disposed on the same side of the rotating shaft, and limiting and auxiliary positioning parts are disposed on one side of a guide rail. Thus the objectives of improving brake pressure, effectively maintaining guide rail straightness, and adjusting a gap between the guide rail and the brake wheel can be achieved.

Description

Braking mechanism and method thereof

[0001] Join by reference

[0002] This application claims priority to the Chinese patent application filed with the China Patent Office on December 19, 2023, with application number 202311753916X. The entire contents of the above application are incorporated by reference into this application. Technical Field

[0003] The present application relates to a novel mechanism and method for achieving rapid and smooth braking of a high-speed motion device, and belongs to the field of logistics, warehousing and mechanical design. Background Art

[0004] Currently, there are numerous solutions for safely braking various automated motion devices (such as stackers, commonly found in the logistics and warehousing industry, used for loading and unloading cargo in high-bay warehouses). However, when the device transitions from high-speed operation to a braking stop, the inertia of the moving parts causes the drive components to stop, but the upper portion of the moving parts, due to factors such as excessive height and / or weight, must swing several times before coming to a steady stop. This makes it difficult to achieve rapid braking response and accurate positioning. This not only affects the operating efficiency of the moving parts but also poses certain safety risks.

[0005] To address the issue of controlling the braking efficiency and stopping accuracy of such moving parts, various design solutions exist in the prior art. For example, the previously disclosed domestic patent application number CN201720375919.8, entitled "An Auxiliary Positioning Mechanism for a Stacker," is described. This auxiliary positioning mechanism includes a bracket, a push arm, a main shaft, a brake wheel, an electromagnetic brake unit, and a compressed elastic element. The bracket secures the relative positions of the remaining components, allowing the push arm to rotate. The main shaft, brake wheel, and electromagnetic brake unit are located at one end of the push arm, while the elastic element is located at the other end. Because the outer edge of the brake wheel is constantly pressed against one side of the upper rail by the elastic force of the elastic element, the overall wobbling of the stacker during use is reduced, improving its operational stability. Furthermore, during normal operation of the stacker, the electromagnetic brake unit is de-energized. When the stacker requests positioning, the electromagnetic brake unit is energized. Upon energization, the electromagnetic brake unit becomes magnetic and attracts the push arm, preventing the brake wheel from rotating. This causes the brake wheel to slide against the upper rail, thus assisting in positioning.

[0006] The above-mentioned prior art adopts a structure in which the brake wheel and electromagnetic brake unit are located at one end of the push arm, and the elastic element is located at the other end of the push arm. At both ends of the lever, the ratio of the spring force arm to the brake wheel force arm and the ratio of the spring force to the brake wheel pressure are 1:1. When the spring force is constant, the brake wheel pressure is only 1 times the same value. The braking effect is limited by the spring force coefficient and is not suitable for braking under heavy loads and high-speed conditions, resulting in low braking performance. On the other hand, the above-mentioned prior art lacks a protection measure for the guide rail after the brake wheel wears. Under the premise of severe brake wheel wear, the guide rail is easily damaged by friction with the brake wheel shaft, requiring relatively frequent inspection for wear. Due to the long guide rail distance and high maintenance and replacement costs, the original structure cannot effectively protect the guide rail from wear, which is not conducive to controlling component costs and extending maintenance time. In addition, the guide rail of the prior art lacks an auxiliary positioning device. The guide rail is easily deformed when subjected to brake wheel pressure, resulting in an increase in the gap and exceeding the critical value of the spring elastic deformation, reducing the straightness of the guide rail, affecting the stability of the moving parts and the braking effect.

[0007] Application Contents

[0008] The braking mechanism and method described in this application are intended to solve the problems existing in the above-mentioned prior art and propose to set a spring force position and a brake wheel on the same side of the rotating shaft, and at the same time add a limit and auxiliary positioning component on one side of the guide rail, so as to achieve the design purpose of increasing the braking pressure several times, effectively maintaining the straightness of the guide rail, and adjusting the gap between the guide rail and the brake wheel.

[0009] To achieve this design objective, the brake mechanism comprises a brake bracket fixedly connected to the moving component. A brake wheel shaft and a rotating shaft are provided along the vertical axis of a swing arm. One end of the swing arm is fixedly connected to the brake bracket via the rotating shaft. The electromagnetic clutch and brake wheel are respectively mounted on the brake wheel shaft. Unlike the prior art, the spring and brake wheel are located on the same side of the rotating shaft, with the spring positioned farther away from the rotating shaft than the brake wheel.

[0010] In one embodiment, the brake wheel is mounted on the brake wheel shaft via a brake wheel bearing, the electromagnetic clutch is connected to the brake wheel shaft at its fixed end by a connecting key, and the free end of the electromagnetic clutch is connected to the brake wheel as a whole.

[0011] In one embodiment, a limiting screw is connected to the swing arm between the spring and the brake wheel, and a set of nuts are respectively sleeved on the limiting screw and on both sides of the swing arm, and both sets of nuts maintain a gap with the swing arm.

[0012] In one embodiment, an auxiliary roller is provided on the brake bracket on the other side of the running guide rail relative to the brake wheel through a rotating shaft bearing, and the auxiliary roller is in rolling contact with the running guide rail.

[0013] In one embodiment, the auxiliary roller is preferably made of MC nylon.

[0014] In one embodiment, the brake wheel is preferably made of polyurethane.

[0015] In one embodiment, the rated torque of the electromagnetic clutch is greater than the maximum torque M1 generated by the static friction between the brake wheel and the guide rail, M1 = F3 x R1; where R1 is the radius of the brake wheel, and F3 is the friction force applied by the brake wheel to the running guide rail.

[0016] Based on the above improvements to the brake mechanism structure, this application also proposes the following braking method:

[0017] The brake bracket is fixedly connected to the moving part, and a brake wheel shaft and a rotating shaft are provided on the swing arm along the vertical axis. One side end of the swing arm is fixedly connected to the brake bracket through the rotating shaft, and the electromagnetic clutch and the brake wheel are respectively mounted on the brake wheel shaft; the spring and the brake wheel are located on the same side of the rotating shaft, and the spring is located at the other side end away from the rotating shaft than the brake wheel; in the power-off state, the fixed end and the free end of the electromagnetic clutch are separated, and the spring compresses the swing arm to make the brake wheel roll in contact with the running guide rail; in the power-on state, the fixed end and the free end of the electromagnetic clutch are engaged, and the free end of the electromagnetic clutch is braked at this time, and the brake wheel is braked accordingly.

[0018] In one embodiment, a limiting screw is passed through the swing arm between the spring and the brake wheel, and a set of nuts are respectively provided on the limiting screw and on both sides of the swing arm, and both sets of nuts maintain a gap with the swing arm.

[0019] In one embodiment, the auxiliary roller rotates freely along the surface of the running guide rail. When the spring compresses the swing arm to make the brake wheel roll in contact with the running guide rail, the auxiliary roller and the brake wheel together hold the running guide rail from both sides.

[0020] In summary, the braking mechanism and method of the present application have the following advantages:

[0021] 1. The present application arranges the spring force position and the brake wheel on the same side of the rotating shaft, and the spring force position is away from the rotating shaft, thereby significantly increasing the force arm of the spring force; when using the same elastic force, the braking pressure generated by the brake wheel of the present application can be increased several times, thereby significantly reducing the stopping time of the moving parts, and correspondingly improving the operating efficiency and braking effect of the moving parts while being suitable for large loads and high-speed movement states.

[0022] 2. This application can improve the stopping accuracy of moving parts and ensure that the moving parts maintain a relatively high stability during high-speed movement.

[0023] 3. This application adopts the method of presetting the deformable gap of the guide rail by the limiting screw, which effectively prevents the guide rail from being damaged by the brake wheel due to excessive wear, and is conducive to dynamically improving the efficiency of equipment maintenance and guarantee.

[0024] 4. The present application adopts the method of using auxiliary rollers and brake wheels in combination, which is conducive to ensuring that the brake wheel is in constant contact with the guide rail, and outputting stable friction force to achieve precise braking accordingly. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The present application will now be further described with reference to the following drawings.

[0026] FIG1 is a schematic structural diagram of the braking mechanism described in this application;

[0027] Figures 2 and 3 are side views of the structure shown in Figure 1 from different angles;

[0028] In the above drawings, 1. brake bracket; 2. spring fixing rod; 3. brake wheel shaft; 4. rotating shaft; 5. auxiliary roller; 6. electromagnetic clutch; 7. brake wheel; 8. moving parts; 9. running guide rail; 10. spring; 11. swing arm; 12. connecting flat key; 13. brake wheel bearing; 14. rotating shaft bearing; 15. baffle; 16. limit screw; L1 is the center distance between the brake wheel 7 and the rotating shaft 4, L2 is the distance between the center of the spring 10 and the center of the rotating shaft 4, R1 is the radius of the brake wheel 7, F1 is the elastic force of the spring 10, F2 is the positive pressure of the brake wheel 7, F3 is the friction force applied by the brake wheel 7 to the running guide rail 9, and F4 is the positive pressure provided to the running guide rail 9 by the auxiliary roller 5. DETAILED DESCRIPTION

[0029] Example 1, as shown in Figures 1 to 3, the present application proposes a new type of braking mechanism including a brake bracket 1 fixedly connected to a moving part 8, through which the entire braking mechanism can move at high speed along the running guide rail 9 together with the moving part 8; a brake wheel shaft 3 and a rotating shaft 4 are provided on the swing arm 11 along the vertical axis, and one side end of the swing arm 11 is fixedly connected to the brake bracket 1 through the rotating shaft 4; the electromagnetic clutch 6 and the brake wheel 7 are respectively mounted on the brake wheel shaft 3, specifically, the brake wheel 7 is mounted on the brake wheel shaft 3 through a brake wheel bearing 13; the electromagnetic clutch 6 relies on a connecting flat key 12 to connect its fixed end to the brake wheel shaft 3 as one, and the free end of the electromagnetic clutch 6 is connected to the brake wheel 7 as one.

[0030] In the power-off state, the fixed end and the free end of the electromagnetic clutch 6 are separated, and the brake wheel 7 rotates freely on the brake wheel shaft 3 relying on the brake wheel bearing 13; the swing arm 11 is integrated with the brake wheel shaft 3, and the swing arm 11 is compressed by the spring 10 to make the brake wheel 7 roll in contact with the running guide rail 9; in the power-on state, the fixed end and the free end of the electromagnetic clutch 6 are engaged, at this time the free end of the electromagnetic clutch 6 is braked, and the brake wheel 7 is braked accordingly.

[0031] The spring 10 and the brake wheel 7 are located on the same side of the rotating shaft 4, and the spring 10 is located at the other side end position away from the rotating shaft 4 than the brake wheel 7; compared with the prior art, the force position of the spring 10 and the brake wheel 7 are both on the same side of the rotating shaft 4, and the force position of the spring 10 is away from the rotating shaft 4, thereby effectively extending the force arm of the spring. Under the same elastic force condition, the pressure exerted by the brake wheel 7 of this application on the running guide rail 9 can be increased several times, and the braking effect is more prominent.

[0032] Specifically, the spring fixing rod 2 is fixed to the swing arm 11, and a spring 10 is sleeved on the spring fixing rod 2; on the spring fixing rod 2, one end of the spring 10 abuts against the nut and the baffle 15, and the other end abuts against the swing arm 11, and the spring 10 is compressed to achieve rolling contact between the brake wheel 7 and the running guide rail 9.

[0033] In one embodiment, a limiting screw 16 passes through the swing arm 11 between the spring 10 and the brake wheel 7, and a set of nuts are respectively provided on the limiting screw 16 and on both sides of the swing arm 11, and both sets of nuts maintain a certain gap with the swing arm 11.

[0034] The safety limit gap formed by the two sets of nuts on the limit screw 16 does not affect the normal braking effect. At the same time, when the brake wheel 7 is severely worn due to long-term use, it can ensure that the brake wheel shaft 3 does not contact the running guide rail 9 and cause it to be damaged.

[0035] In one embodiment, an auxiliary roller 5 is axially provided on the brake bracket 1 on the other side of the running guide rail 9 relative to the brake wheel 7 through a rotating shaft bearing 14, and the auxiliary roller 5 is in rolling contact with the running guide rail 9.

[0036] The auxiliary roller 5 rotates freely along the surface of the running guide rail 9. When the spring 10 compresses the swing arm 11 and causes the brake wheel 7 to roll in contact with the running guide rail 9, the auxiliary roller 5 and the brake wheel 7 together hold the running guide rail 9 from both sides, which can not only maintain the straightness of the running guide rail 9, but also ensure that the moving part 8 is in contact with the running guide rail 9 at all times.

[0037] During braking, the force acting between the brake wheel 7 and the running guide rail 9, due to the positional limit of the auxiliary roller 5, is static friction. As is well known, under the same normal pressure and the same material, static friction is much greater than rolling friction. The friction between the brake wheel 7 and the running guide rail 9 increases instantaneously, achieving emergency and precise braking of the moving component 8 while reducing its shaking during movement.

[0038] The running rail 9 undergoes a certain degree of elastic deformation when subjected to the pressure of the brake wheel 7. After prolonged use, the straightness of the running rail 9 decreases, affecting the stability of the moving component 8. Furthermore, the elastic force of the spring 10 decreases, and the pressure on the brake wheel 7 also decreases, affecting the braking effect. Compared with the prior art, the present application adds auxiliary rollers 5 to ensure balanced force on the running rail 9 and stable force on the brake wheel 7, resulting in a more effective braking effect.

[0039] In one embodiment, in order to reduce the friction between the auxiliary roller 5 and the running guide rail 9 and protect the guide rail, the auxiliary roller 5 is made of a material with a relatively low friction coefficient, such as MC nylon.

[0040] As shown in FIG1 , to demonstrate the advantage of the present application in increasing braking pressure, the following braking force calculation is performed using the aforementioned braking mechanism characteristics: the positive pressure F2 applied by the brake wheel 7 to the guide rail is: F2 = F1 * L2 ÷ L1; wherein, the brake wheel 7 can be made of a material with a large friction coefficient, such as polyurethane, and its friction coefficient is set to u, where u is 0.6. Then, the friction force applied by the brake wheel 7 to the guide rail is F3 = F2 x 0.6.

[0041] When selecting the electromagnetic clutch 6, the static friction of the brake wheel 7 should be considered. Therefore, the torque generated by the static friction force does not exceed the braking torque of the electromagnetic clutch 6. The maximum torque that the brake wheel 7 can provide is M1 = F3 x R1, that is, the rated torque of the electromagnetic clutch 6 needs to be greater than M1 to achieve a fast and accurate braking effect.

[0042] Based on the structural improvement of the above-mentioned braking mechanism, the present application also realizes the following braking method:

[0043] The brake bracket 1 is fixedly connected to the moving part 8, and a brake wheel shaft 3 and a rotating shaft 4 are provided on the swing arm 11 along the vertical axis. One side end of the swing arm 11 is fixedly connected to the brake bracket 1 through the rotating shaft 4, and the electromagnetic clutch 6 and the brake wheel 7 are respectively mounted on the brake wheel shaft 3; the spring 10 and the brake wheel 7 are located on the same side of the rotating shaft 4, and the spring 10 is located at the other side end position away from the rotating shaft 4 compared to the brake wheel 7; in the power-off state, the fixed end and the free end of the electromagnetic clutch 6 are separated, and the spring 10 compresses the swing arm 11 to make the brake wheel 7 roll in contact with the running guide rail 9; in the power-on state, the fixed end and the free end of the electromagnetic clutch 6 are engaged, and at this time the free end of the electromagnetic clutch 6 is braked, and the brake wheel 7 is braked accordingly.

[0044] In one embodiment, a limiting screw 16 is passed through the swing arm 11 between the spring 10 and the brake wheel 7, and a set of nuts are respectively provided on the limiting screw 16 and on both sides of the swing arm 11, and both sets of nuts maintain a certain gap with the swing arm 11.

[0045] In one embodiment, an auxiliary roller 5 is axially provided on the brake bracket 1 on the other side of the running guide rail 9 relative to the brake wheel 7 through a rotating shaft bearing 14, and the auxiliary roller 5 is in rolling contact with the running guide rail 9.

[0046] The auxiliary roller 5 rotates freely along the surface of the running guide rail 9. When the spring 10 compresses the swing arm 11 and causes the brake wheel 7 to roll in contact with the running guide rail 9, the auxiliary roller 5 and the brake wheel 7 together hold the running guide rail 9 from both sides, which can not only maintain the straightness of the running guide rail 9, but also ensure that the moving part 8 is in contact with the running guide rail 9 at all times.

[0047] In one embodiment, the auxiliary roller 5 is made of a material with a relatively low friction coefficient, such as MC nylon.

[0048] In one embodiment, the brake wheel 7 is made of a material with a large friction coefficient, such as polyurethane.

[0049] In one embodiment, the rated torque of the electromagnetic clutch 6 is greater than the maximum torque M1 generated by the static friction between the brake wheel 7 and the guide rail, M1 = F3 x R1, where R1 is the radius of the brake wheel 7, and F3 is the friction force applied by the brake wheel 7 to the running guide rail 9.

[0050] The embodiments described above, in conjunction with the accompanying drawings, are merely preferred solutions for achieving the objectives of this application. Those skilled in the art will find inspiration in these solutions and can directly deduce other alternative structures that are consistent with the design concepts of this application. Other structural features derived from these solutions should also fall within the scope of the solutions described in this application.

Claims

1. A brake mechanism comprising: a brake caliper fixedly connected to the moving component; swinging shoulder; brake wheel shaft; a rotary shaft, wherein the brake wheel shaft and the rotary shaft are mounted on the swinging arm along a vertical axis, and one side end of the swinging arm is fixedly connected to the brake caliper by the rotary shaft; electromagnetic clutch; a brake wheel, wherein the electromagnetic clutch and the brake wheel are respectively mounted on the brake wheel shaft; and a spring, wherein the spring and the brake wheel are located on one side of the rotary shaft, and the spring is located at a distance from the other side end of the rotary shaft relative to the brake wheel.

2. The brake mechanism according to paragraph 1, also comprising: a brake wheel bearing, wherein the brake wheel is mounted on the brake wheel shaft by means of the brake wheel bearing; and a connecting flat key, wherein the fixed end of the electromagnetic clutch is connected integrally to the shaft of the brake wheel by the connecting flat key, and the free end of the electromagnetic clutch is connected integrally to the brake wheel.

3. The brake mechanism according to paragraph 1, also comprising: a limiting screw connected to the swing arm and passing through it between the spring and the brake wheel; and nuts, and a group of nuts is installed on the limiting screw on both sides of the swinging arm, and the two groups of nuts maintain clearances with the swinging arm.

4. The brake mechanism according to paragraph 1 or 3, also comprising: swivel shaft bearing; an auxiliary roller mounted on the brake caliper relative to the other side of the working guide of the brake wheel by means of a bearing of the rotary shaft, and the auxiliary roller is in rolling contact with the working guide.

5. The brake mechanism according to claim 4, wherein the auxiliary roller is made of MC nylon.

6. The brake mechanism according to claim 4, wherein the brake wheel is made of polyurethane.

7. The brake mechanism according to claim 4, in which the nominal torque of the electromagnetic clutch is greater than the maximum torque M1 created by the static friction force between the brake wheel and the guide, M1 = F3×R1; and In the given formula, R1 is the radius of the brake wheel, and F3 is the friction force applied by the brake wheel to the working guide.

8. A method of braking using a brake mechanism according to any one of paragraphs 1-7, in which the brake caliper is fixedly connected to the moving component, the brake wheel shaft and the rotary shaft are located on the swing arm along the vertical axis, one lateral end of the swing arm is fixedly connected to the brake caliper by the rotary shaft, and the electromagnetic clutch and the brake wheel are respectively mounted on the brake wheel shaft; the spring and the brake wheel are located on one side of the pivot shaft, and the spring is located at a distance from the other side end of the pivot shaft relative to the brake wheel; and In the off state, the fixed end and the free end of the electromagnetic clutch are separated, the spring applies pressure to the swing arm so that the brake wheel is in rolling contact with the working guide; and in the on state, the fixed end and the free end of the electromagnetic clutch are engaged, and at this moment, the free end of the electromagnetic clutch is braked, and accordingly, the brake wheel performs braking.

9. The braking method according to claim 8, in which a limiting screw is connected to the swinging arm, passing through it between the spring and the brake wheel, and a group of nuts is respectively mounted on the limiting screw on both sides of the swinging arm, and the two groups of nuts maintain clearances with the swinging arm.

10. The braking method according to claim 8, in which the auxiliary roller rolls freely on the surface of the working guide, and when the spring applies pressure to the swing arm so that the brake wheel is in rolling contact with the working guide, the auxiliary roller and the brake wheel together tightly hold the working guide on both sides.