Cam Actuation Braking Unit With Roller Brake Release
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Solution Overview
Problem
Existing actuation units in sheet metal working, particularly in motor vehicle body construction, face issues with wear due to friction in braking units and require larger radial dimensions as cylinder size increases, lacking the ability to exclude or automatically recover the braking unit, especially during installation or emergency situations.
Innovation Solution
A compact braking unit with a threaded shaft and a head portion featuring a cone frustum surface oriented non-orthogonally to the cylinder axis, utilizing rollers with radial clearance for enhanced friction and a deactivation mechanism via a rotatable element and cam portion to facilitate easy brake release.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If disc brake with elastic elements is used to brake the rotation of the shaft, then braking action is achieved, but wear due to friction increases
Solution Approach 1:
The patent replaces the traditional disc brake mechanical system with a cam-based braking mechanism. The cam profile is designed to directly engage with the shaft, converting rotational motion into axial movement that activates the braking action, thereby eliminating the need for friction-based disc brakes and reducing wear.
Solution Approach 2:
The patent changes the geometric parameters of the cam profile to optimize braking performance. By carefully designing the cam surface geometry, the system achieves effective braking while minimizing contact pressure and friction, thus reducing wear on the braking surfaces.
2Force
If larger cylinder size is used, then actuation force is improved, but radial dimensions of braking unit increase
Solution Approach 1:
The patent transitions from a radial braking arrangement to an axial braking arrangement. The cam mechanism utilizes the axial dimension of the cylinder to generate braking force, allowing the braking unit to remain compact in radial dimensions while still providing sufficient actuation force through the mechanical advantage of the cam profile.
3Reliability
If braking unit is always active, then safety is improved, but operational flexibility is reduced
Solution Approach 1:
The patent implements a dynamic braking system where the braking action can be activated or deactivated based on operational requirements. The cam mechanism can be designed to engage or disengage from the shaft depending on the position or state of the actuation system, providing both safety when needed and operational flexibility when required.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The solution provides a reliable, low-wear braking action with minimal radial dimensions, enabling quick and effective braking and easy deactivation, thus addressing the limitations of existing braking units in terms of size, wear, and operational flexibility.
Implementation Method 1
a threaded shaft (41) comprising a first end operatively coupled to the stem (21) of the pneumatic cylinder in such a way that a translation of the stem (21) determines a rotation of the threaded shaft (41)
Implementation Method 2
a braking assembly locked against rotation and axially movable relative to the head portion (42) of the threaded shaft (41) between a first non-braking configuration in which the braking assembly is not in contact with the at least one surface portion of the head portion (42) and a second braking configuration in which the braking assembly is in contact with the at least one surface portion of the head portion (42)
Data Source
Figure 1a~1b
Figure 2a
Figure 2b
AI summary
The present invention relates to an actuation unit (10) of the articulated lever or cam type comprising an actuating arm (13) pivotable between an open position and an operative closed position; a pneumatic cylinder (20) comprising a stem (21) movable linearly along a cylinder axis (A) and operatively connected to the actuating arm (13) to control the movement of the actuating arm (13) between the open position and the operative closed position; a closing device (30) functionally interposed between the pneumatic cylinder (20) and the actuating arm (13) and configured to bring the actuating arm (13) into rotation following a translational movement imparted by the pneumatic cylinder (20), wherein the closing device (30) comprises a mechanism of irreversibility of movement configured to trigger when the actuating arm (13) reaches the operative closed position; and a braking unit (40) configured to brake and/or stop the movement of the actuating arm (13), the braking unit (40) comprising a threaded shaft (41) comprising a first end operatively coupled to the stem (21) of the pneumatic cylinder (20) in such a way that a translation of the stem (21) determines a rotation of the threaded shaft (41), a second end provided with a head portion (42) comprising at least one surface portion configured to come into contact with at least one braking assembly (43); and a braking assembly (43) locked against rotation and axially movable relative to the head portion (42) of the threaded shaft (41) between a first non-braking configuration in which the braking assembly (43) is not in contact with the at least one surface portion of the head portion (42) and a second braking configuration in which the braking assembly (43) is in contact with the at least one surface portion of the head portion (42); characterized in that the at least one surface portion of the head portion (42) configured to come into contact with the braking assembly (43) is in a non- orthogonal arrangement with respect to the axis of the cylinder (A) and in that the braking assembly (43) comprises plurality of rollers (46) retained in the braking assembly (43) with clearance at least with respect to a radial movement thereof, the rollers of the plurality of rollers (46) being able to assume a first radial configuration not in contact with the at least one surface portion of the head portion (42) and a second radial configuration in contact with the at least one surface portion of the head portion (42).