DE102010023701A1 - Ventilating apparatus for use in brake system, has brake head adjustable between braking and ventilating positions by working positioning device, where brake head occupies brake position under effect of engagement force applied by clutch - Google Patents

Abstract

The apparatus (500) has a brake head (100) adjustable between a braking position and a ventilating position by a working positioning device. The brake head and the working positioning device are connected with each other over an adjusting force transferring clutch. The positioning device is formed of a drive unit (560) i.e. stepping motor, and a position element (558) i.e. linear spindle. The brake head occupies the brake position under effect of the engagement force applied by the clutch. An independent claim is also included for a brake system comprising a ventilating apparatus.

Description

FIELD OF THE INVENTION

The present invention relates to a Lüftgerät for a braking device and the Lüftgerät comprehensive braking system, in particular a self-energizing brake system.

BACKGROUND OF THE INVENTION

Industrial brakes are used in different work strands. They hold heavy loads or slow them down in fractions of a second and have to work very reliably. Due to harsh environmental conditions and safety reasons, industrial brakes must meet high requirements. These differ considerably depending on the field of application. Often a very high braking torque must be applied, for example, to secure a falling load on a crane. Other braking systems must be able to absorb a large amount of energy, especially in conveyor technology, for example in open-pit mining. Still other brake systems keep speeds or torques of work machines, for example, in manufacturing factories constant. In case of accidents, z. B. a power failure, a braking system should automatically bring the machine to a standstill (FAIL-SAFE).

In general, braking systems with low energy consumption, increased robustness and thus reduced maintenance requirements, a compact and therefore space-saving design and / or reduced production costs through the use of simple components are increasingly required. One goal is therefore to provide brakes with a high braking torque, which as far as possible need no energy source such as a hydraulic system with high energy consumption to close the brake or keep open.

At high braking forces usually large-sized actuators are required because at low actuation force, the distances traveled the lever assembly for a sufficient translation must be very large. For smaller lever ratios, however, the actuating force must be very large with the same braking force.

An alternative approach is the principle of self-reinforcement. Although self-reinforcement offers many advantages, it has so far found little use in modern industrial brake technology. The generation of high braking forces is instead implemented largely by means of strong springs and correspondingly powerful hydraulic drives.

In self-boosting, part of the existing energy extracted by the braking process from the braked system is used to increase the braking effect. For example, the frictional force of a brake disc acting on the brake pad is used to increase the braking force. This so-called SERVO effect can be constructionally z. B. with levers or with wedges. The wedge principle has largely prevailed over the lever principle.

The self-boosting principle for brakes is already being investigated in the automotive sector. The development trend is towards a sophisticated control technology to make the self-enhanced braking effect better dosed and to prevent blocking (self-locking) of a brake wedge. See: Bernd Gombert: "Modeling and Validation of the Mechatronic Wedge Brake", SAE International: 2003-01-3331, 03.2003 ; "Modeling Testing the Mechatronic Wedge Brake", SAE International: 2004-01-2766, 01.2004 ; "Modeling and Control of a Single Motor Electronic Wedge Brake", SAE International: 2007-01-0866, 01.2007 ,

Furthermore, from the German Offenlegungsschrift DE 103 50 225 A1 a brake for lifting or transport systems (type KSP SITEMA) known which uses the self-reinforcing principle. This brake is used on conveyor bars for holding, securing or emergency braking of downwardly moved masses. For this purpose, a clamping bush engages with an outer cone in braking position circumferentially on the conveyor bar. The clamping bush is movably mounted in a likewise movable clamping sleeve with an inner cone. In the release position, the clamping bush is held in a ventilated position by pressurizing an annular piston against the force of a diaphragm spring. The clamping sleeve is held by means of appropriate spring to stop. When switching off the pressure, the plate spring presses the clamping bush against the force of the clamping sleeve spring in the inner cone. As a result, the brake is applied to the conveyor bar. If a load acts on the rod, self-energizing begins, which pulls the clamping bush further into the inner cone. However, the movement of the clamping bush is limited by the annular piston, which is in the stop position without pressurization. This affects the rod a defined contact force. However, the described brake can not be readily released under load. In addition, a pneumatic system for releasing the brake is required.

The pneumatic or hydraulic systems used in known brake systems regularly take a large part of the installation space, the weight and the cost of a brake system due to the materials used and the complex structure. The efficiency of such Lüftgeräte is comparatively low despite high energy costs. They also require complex components, such as oil chambers and pumps, where ambient conditions such as temperature determine which oil can be used as the hydraulic unit. Thus, the conditions of use of such Lüftgeräte can be limited.

The invention is therefore based on the object to provide a universally applicable Lüftgerät with reduced manufacturing and operating costs, which allows a simple and reliable ventilation of the braking device, especially for rotary brake elements, even under load, and also at least partially the disadvantages of known Lüftgeräte described above overcomes.

SUMMARY OF THE INVENTION

According to the invention, this object is achieved by the subject matter of the independent claims. Variants and preferred embodiments will become apparent from the dependent claims, the following description and the drawings.

A first aspect of the invention relates to a ventilation device for a braking device. The Lüftgerät comprises an acting on a adjustable between a brake and a release position brake head adjusting device that overcomes a force acting on the brake head adjusting force when adjusting the brake head in the release position. In this case, adjusting device and brake head via a releasable, actuating forces transmitting coupling can be coupled together. When the clutch is released, the brake head assumes its braking position under the effect of the contact force.

According to a first embodiment, the clutch as a releasable, the contact force axially transmitting clutch, in particular magnetic coupling configured.

Such a clutch automatically disconnects in the event of a power failure, with the help of an electromagnet, which unfolds only under power supply its adhesive effect. For switching the electromagnet no moving components are required, whereby the susceptibility of the brake decreases. Also electromechanical couplings are possible. For safe operation, in particular a safe opening of the brake, the clutch / the magnet must apply a force that is greater than the closing force for closing the brake.

The adjusting device according to the invention of the Lüftgeräts is configured according to a development as a linear drive unit, which is formed with a drive unit and an adjustable between a coupling and a clamping position actuator. The actuator is in particular a linear spindle and the drive unit in particular a stepper motor.

The ventilation device according to the invention can thus be designed purely electromechanical. The reduced number of components simplifies the design and reduces weight, space requirements and costs of the air handling unit. The described ventilation device can on the one hand in a normal operation actively controls a brake opening and closing. The coupling between the brake head and actuator is not solved. Thus, the Lüftgerät is suitable for use in work machines. On the other hand, the releasable coupling of the Lüftgeräts, for example, designed as a magnet, also allows operation as a safety brake (safety operation), in which the brake automatically closes in case of power failure and / or when switching off the power supply of the magnet.

In another embodiment, the adjusting device is self-locking, so that the stepper motor in a release position of the brake corresponding clamping position of the actuator can be energy-saving disabled without the actuator shifted by the contact force in a coupling position and the brake would be closed.

Compared to known Lüftgeräten the adjustment of the linear spindle by the stepper motor for actuating the brake head also costs only little energy, whereby the Lüftgerät invention saves both energy and operating costs.

The speed of the stepper motor can also be used to set the release or closing time of the brake in accordance with specified requirements so that the brake closes or opens gently and only as quickly as necessary. Accordingly, the Lüftgerät is suitable for use for actively opening and closing the brake in a normal operation.

A change between normal and safety operation can also be done by changing the control and is accordingly possible without conversion measures of the brake system.

In a development of the invention, the coupling can be connected axially with a transmission element acting between the brake head and the coupling. The configuration of the transmission element depends on the respective brake type and / or the specific arrangement of the brake components. For example, the transmission element is a sliding along its axis push rod.

Due to the simplified and compact design can be described Lüftgerät regardless of installation position, environmental conditions and use in a limited space.

The ventilation device according to the invention can also be used in self-energizing brakes according to one embodiment. Accordingly, the transmission element can be locked in a position in which the brake head of a self-energizing brake device assumes its braking position, in order to build up the self-amplification effect which occurs during braking and acts on the transmission element via the brake head.

The transmission element is determined for example by the adjusting device itself, which is designed so that it fixes the transmission element against the self-reinforcing effect. The purpose of the self-locking spindle drive, which prevents a displacement of the spindle in the release position during braking. Alternatively, a holding device for locking the spindle may additionally be provided.

In an alternative embodiment of the invention Lüftgeräts the adjusting device comprises a clamping device which exerts a release force on the transmission element at befindlichem with the transmission element coupling and actuator located in the adjustment element and causes a released movement of the transmission element and thus the brake head with released transmission element.

By means of coupling and located in the clamping position actuator, the brake is released immediately upon release of the transmission element by the clutch. The venting can therefore be done solely by the action of the tensioning device without external power supply and in particular independently of the stepper motor. The constructive decoupling of the functions "Build up the release force" and "Release the brake" allows the use of simple low-power motors.

The release or fixing of the transmission element takes place by a holding device provided for this purpose. The acting on the transmission element, caused by the clamping device release force is built up when the brake is closed.

In a further development, the tensioning device comprises an elastic tensioning element for exerting the release force. The clamping element is preferably designed as acting as a compression spring coil spring. Springs are standard components with defined mechanical properties, which also allow a compact design of the braking device. This version is also suitable for cramped environments.

The tension spring is tensioned in the brake direction locked transmission element by the movement of the spindle in the direction of ventilation and acts on the transmission element. Upon release of the transmission element, the release force of the tension spring lifts the action of a control device arranged on the adjusting device and causes a rapid release movement of the braking device.

A further embodiment of the invention is concerned with a Lüftgerät, in which additionally a damping element is provided as a stop, which dampens the effect of the Lüftbewegung on the actuator. Also for the damping element are springs, in particular compression springs, springs are cheap standard components of a diverse range and can be very space-saving obstruct.

The damping element prevents overloading of the stepping motor, when a arranged on the transmission element clamping device is jammed to build a self-reinforced braking action and relaxed only when already dissolved holding device, although the tension spring has not been biased. The life of the brake can be increased while at the same time reducing the susceptibility to damage.

For reasons of space, the damping element is arranged coaxially within the tension spring according to a further embodiment.

According to an alternative embodiment, damping element and clamping element are integrally formed as an elastomeric element, which transmits both tensile and compressive forces elastically.

The elastomer element allows a simple construction of the clamping device, in which both opening function and damping function of tensioning and damping spring remain fully intact. With a suitable storage of the elastomeric element, for example, encapsulated, wear effects and the maintenance of service life can be reduced with increased life.

A further embodiment of the invention is concerned with a Lüftgerät, which realizes a combination of the above advantages. This Lüftgerät comprises a clamping device which has a fixedly connected to the actuator housing, an axially slidably mounted in the housing and connected to the clutch clamping plate and acting between housing and clamping plate tension spring. The coupling is via an axially slidably mounted in the housing slider coupled, which is coupled via an axially displaceable in the slider pull piece with the clamping plate and thus connected via the tension spring and the clamping plate with the housing. Between slide and clamping plate also has a damping element is arranged within the and coaxial with the tension spring on the Zugstück, which dampens a release movement of the slider relative to the clamping plate and the housing.

The nested arrangement of damping and tension spring is particularly space-saving, without hindering damping and tension spring in their function. By means of this embodiment of the clamping device, the opening process for a brake can be made particularly simple. As a result, a motor with average power or low feed speed can be used as the drive unit.

Another aspect of the invention relates to a brake system, which comprises an inventive Lüftgerät in the embodiments described above and with the advantages mentioned.

According to a first embodiment, the brake system comprises an adjusting device for adjusting a brake head from its release position into its braking position by means of a setting force against which the lifting device releases the brake. The adjusting device is also space and cost-saving preferably configured as a compression spring.

According to a further development, the brake system also comprises a tensioning device of a self-energizing brake device which builds up a braking force on a brake head acting perpendicular to an active surface of a brake element when the brake head assumes its braking position. This tensioning device is preferably a compression spring arrangement which builds up the self-reinforced braking force acting on the brake element via the brake head against the holding action of the adjusting device or a holding device.

Accordingly, in a further embodiment of a self-energizing brake system, a releasable holding device is also included, with which the brake head can be fixed in its braking position. By the holding device, the self-energizing braking effect generated by the clamping device is obtained and used for the braking operation.

By adjusting device, holding device and clamping device all attack on a one acting on the brake head transmission element, this embodiment combines the beneficial effects of a self-energizing brake with those of a simple and thus compact design.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the invention will be explained in more detail with reference to schematic drawings. Showing:

1 a perspective view of a self-energizing brake system with, designed as a caliper brake device, an adjusting device, a holding device and a Lüftgerät invention;

1b a detailed perspective view of a holding device;

1c a schematic representation of a holding device;

2 a sectional view of a brake head in the release position for a braking device;

3 a view of a running as a caliper brake device;

3b a schematic view of a braking device designed as a lever brake;

3c a perspective sectional view of a running as a floating caliper brake device;

4 a view of a control device;

5 a sectional view of a ventilation device according to the invention for a lever brake in the release position;

5a a sectional view of the in 5 shown Lüftgeräts in braking position;

5b a sectional view of the in 5 shown Lüftgeräts in a different braking position;

5c a perspective sectional view of a Lüftgerätes invention according to a second embodiment;

6a a schematic representation of a brake system in the release position with a braking device, an adjusting device, a holding device and a ventilation device according to the invention according to the second embodiment;

6b this in 6a illustrated brake system in the braking position;

6c this in 6a illustrated brake system in the braking position;

6d this in 6a illustrated brake system in the braking position;

6e this in 6a illustrated brake system in Lüftstellung;

6f this in 6a illustrated brake system in the braking position;

6g this in 6a illustrated brake system in the braking position;

7 a control diagram for the operation of a brake system with a braking device, an adjusting device, a holding device and a Lüftgerät invention according to the second embodiment;

8th a schematic representation of a centering device according to a first example; and.

8b a schematic representation of a centering device according to a second example.

DESCRIPTION OF THE EMBODIMENTS

The 1 . 2 and 3 show the basic structure and function of a braking system 10 , which comprises an embodiment of a braking device according to the invention. The illustrated brake system 10 is equipped with a designed as a clamp brake brake lever assembly 200 provided that at their Stellende 225 with the adjusting device 300 is coupled and at its braking end 226 the brake heads 100 wearing. Between the brake levers 220 acts a centering device 600 whose construction and function are described below in connection with 8th is explained. The adjusting device 300 is at one end over a control block 224 articulated with the Stellende 225b of the brake lever 220b coupled, which is constructed of two parallel tabs. The other end of the actuator 300 is with the holding device 400 coupled with the air handling unit 500 the adjustment arrangement 700 form over their case frame 710 with the end of the job 225a of the brake lever 220a is coupled articulated. About the adjustment 700 and the actuator 300 is the brake system 10 adjustable between its braking position and its release position. The entire brake system 10 is in the fulcrums 221 firmly to one as a braking element 119 trained brake disc pivotally fixed, in such a way that serving as the effective surfaces of the radial surfaces of the brake disc 119 (see. 3 ) centered between the opposing brake heads 100 runs.

The in 2 illustrated brake head 100 includes a brake body 112 with a brake pad fixed thereto 116 , Which serves as an effective surface friction surface when braking on the radial surface of the brake disc 119 attacks and over the brake disc 119 transmits the braking effect to a brake shaft.

The brake body 112 is to a stake 113 arranged adjustable and is over a total of four spring elements 120 ( 1 and 3 ) in a starting position ( 2 ) on the adjusting piece 113 held. The adjusting piece 113 itself is with a hinge block 121 screwed, which has a cylindrical centering pin 122 to the adjusting piece 113 is centered. About two from the hinge block 121 protruding pins 123 whose ends each in one of the adjusting piece 113 fixed support bracket 124 protrude, is the entire brake head 100 articulated respectively at the brake ends 226a and 226b the brake lever 220a and 220b added.

The tension of the spring elements 120 can over a control flap 125 on the hinge block 121 adjustable fixable, can be adjusted.

The mutually facing coupling surfaces of the brake body 112 and the stake 113 are each with several parallel to each other keyways 118 provided, which serve by mutually inclined serving as shelves wedge surfaces 114 are defined. Between the shelves 114 are according to the number of keyways 118 (Here four) designed as cylindrical Wälzrollen or needles rolling elements 117 intended. About the location of the keyways 118 and the rolling elements 117 will the in 2 illustrated starting position of the brake body 112 to the adjusting piece 113 defined and by the spring elements 120 elastically fixed so that the brake body 112 in the direction of arrow P to the adjusting piece 113 is adjustable.

The available adjustment s is about the serving as a stop screws 115 defined, the position of which is fixable via a lock nut.

When braking, the brake head described above works as follows:
First, the brake head 100 with the effective surface of the brake pad 116 to the radial surface of the rotating in direction P brake disc 119 created. The onset of friction shifted on the brake pad 116 attacking the brake body 112 towards the stop 115 , The wedge surfaces shift 114 to each other, through the rolling elements 117 rolling against each other. When moving the brake body 112 in direction P, the rolling elements arrive 117 when rolling from the notch base to the flanks of the wedge surface 114 and tense while the brake body 112 against the radial surface of the brake disc 119 , This will put the on the brake head 100 acting force and thus also the braking effect.

The inclination of the wedge surfaces 114 is adjusted so that the wedge surfaces 114 and rolling elements 117 self-locking coupled to each other, ie, that the rolling elements 117 during the braking process when adjusting the brake body 112 opposite the adjusting piece 113 under the brake disc 119 outgoing force acting perpendicular to the direction of arrow P not in the keyways 118 can slip.

To dose the braking force built up by the wedging action, the following is provided:
On the one hand serve the attacks 115 to limit the travel s, so that an adjustment of the setting piece caused by the wedge effect 113 is also limited perpendicular to the direction of arrow P also.

To build a definable braking force, the adjustment is 700 with the adjusting device 300 intended. It includes according to 4 the adjusting device 300 a trained as a push rod transmission element 330 that between the end 225b and the one with the end 225a coupled rack 710 acts. It penetrates the push rod 330 a face plate 720 of the case frame 710 and flows into the holding device 400 (see below and 1b and 1c ). Between the face plate 720 and a stop ring which is adjustable along the push rod axis via a thread 336 acts as a trained as adjusting pressure spring 332 (hereinafter also called adjusting spring).

The push rod 330 itself can by means of the holding device 400 concerning the frame of the case 710 fixed or solved. With fixed push rod 330 is the contact spring 332 ineffective. When the push rod is released 330 spreads the adjusting spring 332 the brake levers 220 at the end of the job 225 diverge by getting between stop ring 336 and front face plate 720 of the case frame 710 supporting it, passing over the frame 710 at the end of the job 225a attacks and so on the Stellende 225b acts. The force of the adjusting spring 332 is doing over the stop ring 336 on the push rod 330 and about this in another stop ring 335 transferred, in which another formed as a tensioning device compression spring 331 (hereinafter also called tension spring) connects, which also on the push rod 330 led sitting. The other end of this tension spring 331 acts on the control block 224 , the hinge pin hinged in the Stellende 225b of the control lever 220b is included (see also 1 ). It penetrates the push rod 330 this control block 224 displaceable and is about a securing element against slipping out of the control block 224 secured. The spring force of the clamping device 331 Serving compression spring is much higher than that of serving as adjusting pressure spring 332 , This is the actuating effect of the adjusting spring 332 over the tension spring 331 and the control block 224 on the end of the job 225b transferred and over the front Gehäusestimplatte 720 in the case frame 710 and thus also on the end of the job 225a , When the push rod is released 330 become thereby the Stellenden 225a and 225b spread apart and the brake heads 100 with the brake bodies 112 or the brake pads 116 to the radial surfaces of the brake disc 119 created.

In this position, the push rod 330 over the holding device 400 concerning the frame of the case 710 and with respect to the end of the job 225a fixed. Through the over the brake pad 116 on the brake body 112 in the direction P acting force is the brake body 112 concerning the adjusting piece 113 adjusted in the direction of P. Due to the roll-wedge effect of the keyways 118 rolling rolling elements 117 becomes the control piece 113 perpendicular to the radial surface of the brake disc 119 moved away from this. That is, the braking ends 226a and b are pushed apart and against those between the positions 225a and 225b acting tension spring 331 , At the end of the job 225b the power flow takes place via the adjusting lever 220b in the control block 224 in the clamping device 331 and the stop ring 335 and with it in the push rod 330 , At the end of the job 225a the power flow takes place via the housing frame 710 in the holding device 400 and in relation to the holding device 400 fixed push rod 330 and about in the stop element 335 ,

Thus, the braking force by a defined deformation of the tension spring 331 built up. The braking force can by a corresponding bias of the tension spring 331 over the stop ring 335 be adjusted or by the choice of a compression spring with a different spring constant. The braking force is via the travel s of the brake body 112 concerning the adjusting piece 113 limited and can be adjusted by adjusting the stops 115 to be changed. By setting these different stops, it can also be varied depending on the direction of rotation.

needle rollers 117 with circular cross-section effect in particular opposite, flat wedge surfaces 114 a linear relationship between the spread of the brake head 100 and that of the brake body 112 set back path.

rolling 117 allow with oval and elliptical in particular cross-sections various other spreading / Stellwegcharakteristika. With eccentrically acting rolling elements 117 planar active surfaces can be coupled together without wedge effect.

The number of keyways 118 Depends on several, partly contradictory factors, such as the surface pressure, the wear of the affected components, the manufacturing cost and / or the production cost.

Alternatively, the as wedge surfaces 114 designed wedge areas of brake body 112 and Stellstück 113 arranged directly on each other and be designed as a sliding bearing. Suitable lubricants or coated sliding surfaces allow plain bearings, which can accommodate in particular large dormant loads, eg. B. in long braking cycles in which the braking device is closed for long periods of time, while for moving loads (with high braking frequencies), for example, rolling bearings with substantially cylindrical or spherical Wälz- or transmission elements 117 suitable.

There are also versions with non-flat wedge areas. By choosing an advantageous Keilbereichsform the braking device of the application can be adjusted as best as possible. For example, progressive or degressive braking effects can be reduced.

According to a further alternative embodiment (not shown) are brake body 112 and Stellstück 113 connected by a push element with each other. Thrust element and brake body 112 are connected at one end of the thrust element by means of a pivotable joint, so that a setting angle between the thrust element and the brake body 112 is variable. The adjusting piece 113 is arranged at the other end of the thrust element. The thrust element is z. As a lever or a rod, the pivotable or the brake body 112 and Stellstück 113 is articulated. The self-reinforcing effect depends on the angle of attack of the line of action extending through the articulation points to the travel. Through the travel of the brake body 112 at the onset of the self-boosting effect is in analogy to the previously described embodiment against the action of the tensioning device 331 a positional shift of the adjusting piece 113 caused.

The special shape, arrangement and design of brake body 112 and Stellstück 113 allowed in any direction of movement of the brake disc 119 an adjustable constant braking torque without the need for elaborate modifications to the brake. This makes the brake versatile.

Other embodiments for the stop positioning are possible, for example, several screws 115 on one side. Furthermore, a stop 115 be arranged displaceably and lockable on a guide rail. To set a stop position can also serve spacers. In addition, a damping element is preferably integrated in the stop to absorb the impact of the brake body at the time of the brake. As a result, the life of the attacks is significantly increased.

The tension spring 331 is on a tour 333 that firmly attaches to the push rod 330 is connected, for example by means of a thread, arranged and prevents buckling of the tension spring 331 under pressure. At the lead 333 is the stop ring 335 arranged.

The hiring facility 332 or adjusting spring 332 can also be on a lead 334 be arranged, which is the buckling of the adjusting spring 332 prevented under load. The adjusting spring 332 acts between the at the spring guide 334 arranged stop ring 336 and at the end of the lever 225b arranged control block 224 , Also the lead 334 is for example a thread on the push rod 330 locked. Both spring guides may have threaded portions with which the position of the stop ring 335 respectively. 336 for biasing the adjusting spring 332 or the tension spring 331 can be changed.

lever Type

3b shows a schematic representation of a designed as a lever brake passive braking device. The braking device is without brake element 119 or brake disc 119 shown.

The braking device also has two symmetrically to each other, oppositely arranged brake heads 100 (please refer 1 ), which by means of a lever arrangement 200 on both sides with the active surfaces of the brake pads 116 at one between the brake heads 100 extending brake disc 119 can be created. These are the brake levers 220 around the fixed fulcrums 221 pivoted, which in this embodiment each at the fixed point ends 227a respectively. 227b the brake lever 220 are located. The brake heads 100 are by means of pins 222 about a construction comparable to that in terms of 2 described, each pivotally centered on the brake levers 220 arranged so that here too the active surfaces of the brake pad 116 regardless of the inclination of the brake lever 220 in braking position always flat to the brake disc 119 attach.

At the articulation points 221 opposite positions 228a and 228b the brake lever 220 are both brake levers 220 via a linkage arrangement 223 to a trained as a push rod transmission element 330 coupled. The push rod 330 is centered on one on the push rod 330 displaceably arranged control block 223b with the adjusting lever 223a coupled. The control block 223b is by means of a hinge pin (not shown) pivotable at the end of the actuating lever 223a the lever arrangement 223 arranged. The push rod 330 , grips over a front faceplate 720 on the adjustment 700 on, is mounted axially displaceable therein and opens on the stop 338 in a holding device 400 (see below and 1b and 1c ) for fixing or releasing the push rod 330 relative to the frame of the case 710 the adjustment arrangement 700 ,

For adjusting the push rod 330 , So for braking and ventilation of the braking device, are in analogy to the brake device designed as a brake device, axially on the push rod 330 a clamping device 331 and a hiring facility 332 , which are each formed as a spring provided. Both springs are designed as compression springs. The spring force of the clamping device 331 serving compression spring is also much higher than that of serving as adjusting pressure spring 332 , The clamping device 331 is on the out of the adjustment 700 outstanding section of the push rod 330 arranged and supported between a stop 337 at the end of the push rod 330 and a flank of the control block 223b starting from the clamping action on the lever assembly 223 and the brake heads 100 , transmits to the brake disc (not shown). The hiring facility 332 is located in the interior of the adjustment 700 and acts between a stop 338 at the end of the push rod 330 and the front face plate 720 of the case frame 710 the adjustment arrangement 700 ,

A braking process in this embodiment is as follows:
When the push rod is released 330 spreads the adjusting spring 332 between stop 338 and face plate 720 and pull the push rod 330 in the adjustment 700 into it. The control block 223b acts on the lever arrangement 223 that the brake levers 220 around the fulcrums 221 pivoted so that the brake lever ends 228a and 228b move towards each other and the brake heads 100 Apply to the brake disc. The adjusting spring 332 acts on the stop 337 and the tension spring 331 on the control block 223b ,

In this position, the push rod 330 over the holding device 400 in the frame 710 fixed. By in this position on the brake body 112 Frictional force acting in direction P becomes brake body 112 and Stellstück 113 spread. The brake lever ends 228a and 228b are pressed apart and the lever assembly 223 pushes over the control block 223b the tension spring 331 against the attack 337 together. Thus, the braking force is here by a defined deformation of the tension spring 331 built up. The brake force curve can by a corresponding bias of the tension spring 331 about the stop 337 adapted and / or by the choice of a compression spring with a certain spring constant. The above comments on the design of the brake head 100 apply analogously.

Between the brake levers 220 is preferably also a centering device 600 arranged the movement of the brake levers 220 synchronized and equalized (see 8th ).

Floating caliper design

3c shows a perspective sectional view of a designed as a floating caliper brake device.

In contrast to the above embodiments, the in 3c The brake shown is an active brake that closes when energized and remains closed, and releases when power is removed.

It has a saddle arrangement 900 and a piston 800 each with a brake head 100a respectively. 100 on, which are arranged opposite each other and on one between the brake heads 100a . 100 extending brake disc (not shown) act. The saddle arrangement 900 carries the caliper brake head 100a without self-reinforcing mechanism. The saddle arrangement 900 is floating via a saddle-race guide, sprung relative to the brake disc and the piston 800 slidably mounted, with retaining springs a constant air gap between the caliper head 100a and brake disc (not shown) is adjustable. The structure and function of the saddle arrangement correspond to those of conventional floating caliper brakes. In the following, therefore, a description of the operation of the saddle will be omitted.

The piston 800 replaces the hydraulic cylinders used in common designs. The piston includes one on the brake head 100 acting adjustment arrangement 700 for closing and releasing the brake. The brake head 100 has a brake body 112 with a brake pad facing the brake disc 116 and a stake 113 on, each on opposite sides of keyways 118 with wedge surfaces 114 (please refer 2 ) exhibit. The brake body 112 is over between the wedge surfaces 114 arranged, acting as rolling elements needle rollers (not shown) on the adjusting piece 113 hinged.

The mantle of a cylindrical, cup-shaped slide 340 engages on its upper side in a groove provided for this purpose in the adjusting piece 113 one. The slider 340 is displaceable in a housing element 704 the adjustment arrangement 700 stored and is guided by this in its movement. One along its longitudinal axis 715 relative to the fixedly connected housing elements 704 and 703 and the slider 340 sliding push rod 330 penetrates centrally the base of the slider 340 and acts via a push rod stop 330a at the adjusting piece 113 attacking the brake body 100 , Between base of the slider 340 and one firmly on the push rod 330 fixed clamping plate 339 a clamping device is supported 331 from, which is designed here as a plate spring package.

For adjusting the push rod 330 is in a further housing element 702 a hiring facility 332 housed, over a the Anstelleinrichtung 332 longitudinally passing through, serving as an actuating element ball screw 558 on the push rod 330 acts. This is the spindle 558 firmly with the end of the push rod 330 connected. The hiring facility 332 is as a spin nut 332 configured, the rotatable nut inner ring (not shown) via a ball bearing (not shown) to a fixed in the housing element 702 anchored nut outer ring (not shown) is rotatably articulated. The rotational movement of the nut inner ring displaces the ball screw 558 in a likewise the push rod 330 adjusting axial movement.

That in the housing element 702 recorded intermediate piece 407 and the drive shaft 408 connect via corresponding flanges the nut inner ring with the rotor 560a a torque motor 560 whose stator 560b rotationally fixed to the housing element 701 is held.

This penetrates the drive shaft 408 a holding device 400 holding a sprag freewheel 433 and one over the outer hub 443b the freewheel connected clutch 444 includes how they relate to 1c is described. At the clutch 444 it is an electromagnetic spring pressure coupling, which closes by means of electromagnet, as soon as it is activated, and opens again in the de-energized state by means of spring force. It serves to absorb the torque load in the braking position and transmits it to the housing element 702 , The inner hub 443a the freewheel is connected to the drive shaft 408 coupled while the outer hub 443b connected to the coupling. engine 560 , Holding device 400 and ball screw 558 together form a ventilation device 500 '' ,

To close the brake will be engine 560 and freewheel 443 (Clutch / magnet) activated. The rotation of the rotor 560a is about the intermediate piece 407 and the drive shaft 408 transferred to the nut inner ring and offset the ball screw 558 and the push rod 330 in a movement in the direction of braking B, the adjusting piece 113 attacking the brake head 100 with the brake pad 116 attached to the brake disc. The freewheel 443 leaves in the braking direction B, a rotation of the inner hub 443a according to the rotation of the drive shaft 408 relative to the outer ring 443b to.

Due to the onset of friction of the located in rotation in direction P brake disc on the brake pad 116 becomes the brake body 112 around one of the side of the adjusting piece 113 attached stops 115 limited displacement s shifted. The needle rollers in the keyways 118 roll on the wedge surfaces 114 off, causing the brake body 112 and the stake 113 subjected to a stroke while the brake head 100 according to the adjustment s spreads. The adjusting piece 113 puts the slider 340 against the spring package 331 located on the freewheel that locks in the direction of travel L. 443 fixed clamping plate 339 supported. The tensioning effect caused by the displacement s is via slide 340 and brake head 100 transferred to the brake disc. The floating caliper design allows the centering of the brake on the brake disc and ensures that this without bending effect between the brake pads 116 . 116a is slowed down.

To release the brake, the power supply of the engine 560 and clutch 444 interrupted. The coupling 444 opens. The plate spring package 331 lifts over the now movable in the direction of air L Spannteller 339 the push rod stop 330a from the adjusting piece 113 from. rotating nut 332 and rotor 560a are now freely rotatable and leave the over the spindle 558 mediated release movement of the push rod 330 to. Between housing element 704 and Stellstück 113 acting, z. B. designed as compression springs adjusting elements 126 , lift the brake head 100 from the brake disc. Between brake body 112 and Stellstück 113 acting tension springs 120 hold the brake body 112 also in the ventilation position on the adjusting piece 113 ,

The adjustment described 700 does not require a large and maintenance-intensive electro-hydraulic actuator. The use of a torque motor 560 allows a particularly compact low-maintenance and "brake by wire" design.

That in terms of 3c described operating principle of the piston 800 Can also be used in a fixed caliper brake and / or a comparable self-centering brake.

As an alternative to the illustrated embodiments of the braking device, the clamping device 331 not be a spring, but may also be another elastic component of the brake system. For example, a brake lever can serve as a clamping device (see. 6f ), which acts on the brake disc clamping force caused by its own elastic deformation (bending) in the braking state. But other components can also build up the braking forces by reversible compression, extension and / or torsion. Also several components can build together the required clamping effect.

holder

The holding device 400 (see. 1 and 1b ) includes one in a rack 710 linear guided slide 410 that with one end of the push rod 330 is coupled so that it follows their linear movements during adjustment (braking, ventilation). The sled 410 carries a shaft rotatably mounted therein 412 , which are transverse to the push rod 330 runs and rotates on a gear 445 sitting. The gear 445 engages in a firm with the case frame 710 connected rack 446 one, so that the sled 410 during positioning movements (braking, ventilation) of the push rod 330 linear in the frame 710 moves and the shaft 412 and the gear 445 to be twisted.

The wave 412 sticks out of the sled at one end 410 out. There is a freewheel on this end 443 , which rotates about its inner hub with the shaft 412 coupled while its outer hub with a setting clutch 444 is coupled (here a Magnetahnkupplung), which has a torque disc 449 rotatable, but linearly displaceable to the frame 710 is arranged. The non-rotatable coupling via guide tabs 448 in a corresponding guide groove 712 run, which runs in the direction of adjustment.

The adjusting clutch 444 is closed by a spring (not shown) and opened by an electromagnet when it is activated. With closed setting clutch 444 is the outer hub of the freewheel 443 firmly with the torque disc 449 coupled and secured against twisting. In this switching position of the adjusting clutch 444 is the wave 412 only in the idling direction of the freewheel 443 adjustable, while the other direction of rotation on the clamping body (not shown), which engage the outer hub, via the adjusting clutch 444 is blocked. The freewheel 443 is oriented so that the push rod 330 and the sledge attached to it 410 only in the direction B (braking direction) relative to the housing frame 710 can be adjusted, regardless of the position of the adjusting clutch 444 , With the clutch closed 444 So only one movement in this direction B is possible. This is how the employees can 225a and 225b under the action of the adjusting spring 332 be spread.

When braking is about the self-energizing brake heads 100 built up a counterforce, via the tension spring 331 on the push rod 330 and on the sled 410 is transmitted, which is pressed in the direction of arrow L (direction of ventilation). In this direction, however, is the gear 445 over the wave 412 , the freewheel 443 and the blocked clutch 444 fixed, so the sled 410 concerning the rack 446 and the case frame 710 is locked and thus also a movement of the push rod 330 blocks and thus maintains the braking effect.

When the adjusting clutch is released 444 the freewheel hub is released and the shaft 412 or the gear 445 unlocked so that then the push rod 330 can move towards L and the sled 410 shifts in this direction while reducing the braking force. This then twists the gear 445 on the rack 446 taking along the freewheel 443 , The sled 410 moves under the action of the tension spring 331 in the frame 710 in the direction of L; the braking effect decreases. The sled 410 acts as a coupling element in this embodiment 447 ,

The coupling 444 is z. B. as a positive coupling 444 , Especially designed as a spring normally closed Magnetahnkupplung. The coupling 444 is driven electrically. In this case, it implements the FAIL SAFE principle of locking the braking device in case of power failure - a typical requirement for industrial brakes.

In other embodiments, the adhesion is produced via a multi-plate clutch. These alternative embodiments also realize the FAIL SAFE principle.

A schematic representation of an alternative embodiment of a holding device 400 is in 1c shown.

This holding device 400 comprises a rotary nut serving as a converter unit 441 that are relative to the case frame 710 can rotate freely. It has an internal thread and is of acting as an actuator, an external thread having spindle 440 interspersed, with both threads engage in each other. The spindle is at her one end along with the push rod 330 firmly connected, so is axially parallel to the push rod 330 , For adjusting movements of the push rod 330 (Brakes / Ventilate) becomes the spindle 440 also moved longitudinally. At the same time, the thread turns the nut 441 set in rotation.

At the rotation nut 441 is the inner hub 443a a sprag freewheel 443 rotatably arranged, whereas the outer hub 443b of the freewheel 443 with a clutch 444 is screwed. A U-element acting as a moment support 449 , which is a rigid connection between the holding device 400 and frame 710 makes, takes from the spin nut 441 over the clutch 444 transmitted torque load and transmits it to the housing frame 710 , This is the U element 449 at a central opening through which the spindle 440 is guided, with a likewise over the spindle 440 guided tube 451 coupled on which the clutch 444 by means of a shaft-hub connection 450 , z. B. a key, is attached to the torque load of the clutch 444 on the U element 449 transferred to.

At the push rod 330 facing away, a clutch 553 a lifting device 500 facing the end, the spindle points 440 a coupling element 447 (not shown), z. B. a metallic, magnetizable plate 447 (please refer 6a ) on that with the clutch 553 , z. B. an electromagnet, is.

The adjusting clutch 444 is closed by a spring (not shown) and opened by an electromagnet when it is activated. With closed setting clutch 444 is the outer hub 443b of the freewheel 443 firmly with the moment support 449 coupled and secured against twisting. In this switching position of the adjusting clutch 444 is thus the rotation nut 441 only in the idling direction of the freewheel 443 adjustable, while the other direction of rotation over the sprags of the freewheel 443 at the outer hub 443b attack, over the clutch 444 is blocked. The freewheel 443 is oriented so that push rod 330 and attached spindle 440 only in the direction B (braking direction) relative to the housing frame 710 can be adjusted, regardless of the position of the adjusting clutch 444 , With the clutch closed 444 So only one movement in this direction B is possible. This is how the employees can 225 under the action of the adjusting spring 332 be spread.

When braking is about the self-energizing brake heads 100 built up a counterforce, via the tension spring 331 on the push rod 330 and thus on the spindle 440 is transmitted, which is thereby pressed in the direction of arrow L. In this direction, however, is the rotation nut 441 over the freewheel 443 and the blocked clutch 444 fixed, so that the spindle 440 concerning the frame of the case 710 is locked and thus also a movement of the push rod 330 blocks and thus maintains the braking effect.

When the adjusting clutch is released 444 the freewheel hub is released and the rotation nut 441 unlocked, so then the spindle 440 together with the push rod 330 can move in the direction L under degradation of the braking force. The braking effect decreases.

Sprag clutches have sprags with low inertia, respond quickly, can absorb large torques and have low slip. Other equivalent designs of a freewheel 443 are possible, however. Furthermore, the freewheel used 443 be suitable, that through the rotation nut 441 to generate generated torque in the reverse direction.

This structure of the holding device 400 by means of spindle 440 and a rotation nut 441 is compact, so that both weight and space can be saved.

Couplings suitable for the invention 444 are in any case switchable under load, otherwise the brake according to the described operating principle could not be released.

The holding device 400 In addition, z. B. automatically compensate for the brake pad wear by means of an adjustment and thus keep the air gap and thus the braking characteristics constant.

thruster

5 shows a sectional view of a Lüftgeräts 500 ' in a lever brake according to a first embodiment of the invention in the release position. The illustrated braking device is not self-reinforcing. It can be operated actively and passively.

The braking device has - analogous to the in 3b shown lever brake - two symmetrical to each other, opposite each other and pivotally centered on each one brake lever 220a ' . 220b ' arranged brake heads 100a ' on that over a lever arrangement 200 ' and a linkage arrangement 223 ' on both sides and symmetrically with their active surfaces on the lateral surface of one between the brake heads 100a ' extending brake drum 119 ' can be created.

At the articulation points 221 ' opposite positions 228a ' and 228b ' are the brake lever 220a ' . 220b ' over the linkage arrangement 223 ' pivoted to a push rod 330 ' trained transmission element coupled by a Lüftgerät 500 ' caused actuating forces on the linkage arrangement 223 ' and the lever arrangement 200 ' on the brake heads 100a ' transmits, as described below.

An adjusting device designed as a compression spring 332 ' serves to generate a contact force for adjusting the brake heads 100 ' in the braking position and is on a longitudinally displaceable spring guide 334 ' arranged. The adjusting spring 332 ' rests between one in a spring housing 334a ' fixed integrated stop ring 336 '' and one on the lead 334 ' attached stop ring 336 ' from. The lead 334 ' and the surrounding case 550 ' prevent at the same time an undesirable buckling of the spring 332 ' , Unlike the in 3b shown lever brake engages the adjusting spring 332 ' but at a point of articulation 223d ' one about this pivotally hinged actuating rod 223b ' the linkage arrangement 223 ' at.

The end of the job 223c ' the operating rod 223b ' is also pivotable on the parallel to the adjusting device 332 ' acting push rod 330 ' hinged into the housing 550 ' of the fan 550 ' protrudes and while the front wall 511 ' of the housing 550 ' as well as an electromagnet 553 ' (Magnet) centrally interspersed. At the free end of the push rod 330 ' is a coupling element 447 ' functioning, magnetizable end plate 447 ' arranged when activating the magnet 553 ' is coupled to this. The magnet 553 ' is in the case 550 ' mounted adjustably along the push rod axis, wherein the housing 550 ' for example via corresponding grooves (not shown) the magnet 553 ' leads. One also in the fan housing 550 ' arranged adjusting device 562 ' for adjusting the push rod 330 ' includes a stepper motor 560 ' with an adjusting nut (not shown) and a passing through this linear spindle 558 ' , where the engine 560 ' the spindle 558 ' and with it the push rod 330 ' adjusted linearly in braking and ventilation direction. The linear drive is self-locking, so even with the engine off 553 ' the spindle 558 ' not alone is movable. A cup-shaped, at the same time for receiving the magnetizable end plate 447 ' serving slide 553a ' standing at its top surface with the magnet 553 ' and at its base with the spindle 558 ' is firmly connected, transmits the translational movement of the spindle 558 ' on the magnet 553 ' and with the magnet activated 553 ' over the end plate 447 ' the push rod 330 ' , the linkage arrangement 223 ' and the lever arrangement 200 ' on the brake heads. Depending on the direction of rotation of the motor 553 ' closes the brake or releases air.

The actuating forces of the adjusting device 562 ' act via the operating rod 223b ' also on the aforementioned adjusting 332 ' by the by means of operating rod 223b and lead 334 ' transmitted effect of the push rod 330 ' tensioned when releasing the brake and at least partially relaxed when closing the brake.

The hiring facility 332 ' also ensures fast (emergency) closing of the brake, even in the event of a power failure.

A braking process is as follows:
In 5 the brake is in the release position. The adjusting device 562 ' is in clamping position, in which the magnet 553 ' (adjusted upwards) on the front wall 551 ' abuts and there by the self-locking of the linear drive of the. setting device 562 ' with the engine deactivated 560 ' is held. In release position are magnet 553 ' and end plate 447 ' coupled, so that the spring leadership 334 ' velvet stop ring 336 ' by the movement of push rod 330 ' and operating rod 223b ' relative to the spring housing 334a ' and stop ring 336 '' against the action of the adjusting spring 332 ' (adjusting spring 332 ' strained) are pulled upwards.

So are the brake heads 100 ' and the brake levers 220a ' and 220b ' in their release position and from the brake drum 119 ' solved.

In normal operation, in which the brake is actively closed, moves the actuator 562 ' the over magnet 553 ' and end plate 447 ' coupled push rod 330 ' from the clamping position in the in 5b shown lifting position down, so that the resulting movement of actuating rod 223b ' , Push rod 330 ' and lead 334 ' the distance of the stops 336 '' and 336 ' enlarged and the adjusting spring 332 ' relaxed according to this distance increase. The on the brake drum 119 ' applied contact force is proportional to that by the adjusting spring 332 ' on the linkage arrangement 223 ' applied clamping force. With suitable control, for example, speeds or torques of working machines in production plants can be controlled or constantly controlled.

The Anstellkraftverlauf can by a corresponding bias of the adjusting spring 332 ' about the stop 336 ' and / or be adapted by the choice of a compression spring with a certain spring constant.

In safety or emergency operation, the connection between the magnet is in the event of a power failure (power failure, emergency stop) 553 ' and end plate 447 ' solved. This relaxes the adjusting spring 332 ' Immediately, taking the lead 334 ' and stop ring 336 ' moved down, and causes a via the operating rod 223b ' and the push rod 330 ' mediated, downward movement of the end plate 447 ' relative to slider 553a ' and magnet 553 ' , as in 5a shown. At the same time causes the displacement of the actuating rod 223b ' over the linkage arrangement 223 ' and the brake levers 220 ' a quick attachment of the brake heads 100 ' to the brake drum 119 ' ,

Between the brake levers 220 ' can be a centering device 600 be arranged, indicating the movement of the brake lever 220 ' synchronized and equalized (see 8th ). An electronic wear compensation device (not shown) can also be provided. This is, for example, via a relative or absolute position monitoring of the spindle 558 ' and a corresponding adjustment of the same by the engine 560 ' realized, so no additional components are required.

Due to its simple design, the air handling unit is less susceptible to interference and can therefore be used in particular in dusty environments.

Compared to known, for example, hydraulic Lüftgeräten inventive Lüftgerät has the same or even greater strength over a compact design. Since it is also suitable for the safety operation of brakes, for example in the storm protection of cranes or wind turbines, the air handling unit in industrial brake technology could in the future completely replace hydraulic air handling units.

5c shows a perspective sectional view of a Lüftgerätes 500 for a clamp or lever brake.

The lifting device 500 has a housing 550 on which of a cylindrical sleeve 510 is formed, whose open ends with a front end plate 511 and a rear face plate 512 are closed. The housing 550 itself is linearly displaceable in the housing frame 710 stored. Serve on the face plates 511 and 512 trained noses 513 similar to the sled 410 in corresponding grooves 713 of the case frame 710 be guided.

The rear face plate 512 is with a spindle 558 connected, the rear end 721 of the case frame 710 interspersed and a there attached stepper motor 560 can be adjusted linearly. The spindle drive is designed self-locking, so that the spindle with the engine off 560 not alone in the direction of L adjusted. The lifting device 500 is about the spindle 558 and the stepper motor 560 in the frame 710 slidable in the direction of L and B respectively.

At the front end of the fan 500 is one as an electro-adhesive magnet 553 trained clutch arranged magnetically with the coupling element 447 or the carriage 410 is linearly coupled and dissolved holding device 400 in the direction of air L, the push rod 330 against the force of the adjusting spring 332 can adjust.

In addition, the air handling unit includes 500 a clamping mechanism for applying this force is constructed as follows: The coupling 553 is stuck to one with the front face plate 511 passing slider 557 coupled, at its rear end over a Zugstück 554 with a clamping plate 556 is coupled, the outer contour of the inner contour of the cylindrical sleeve 510 corresponds, so that slider 557 , Zugstück 554 and clamping plate 556 linearly displaceable in the cylindrical sleeve 510 or in the front face plate 511 are stored. Between the inward facing surface of the front faceplate 511 and the opposite end of the clamping plate 556 serves a compression spring 551 as a clamping element, the clamping plate 556 against the inner bottom of the rear face plate 512 pushes and thus the slide 557 over the Zugstück 554 holds in the position shown.

The Zugstück 554 is with the cup-shaped slide 557 via a guide head 555 coupled, extending over a support shoulder at the bottom of the slider 557 supported. The Zugstück 554 passes through a corresponding opening in the bottom of the slide 557 , where one the Zugstück 554 surrounding damping spring 552 between the clamping plate 556 and the bottom of the slider 557 acts, leaving the bottom of the slider 557 to the shoulder of the leader 555 is pressed. The guide head 555 However, filled in the longitudinal direction, the cavity 561 in the slide 557 not completely out, so that a relative movement in the longitudinal direction between the guide head 555 and slider 557 is possible, when the damping spring 552 between the bottom of the slider 557 and the clamping plate 556 is compressed. casing 550 , Slider 557 , Guide head 555 , Zugstück 554 , Clamping plate 556 , Damping spring 552 and tension spring form the tensioning device 559 ,

The ventilation or opening of the braking device is done as follows: The clamping device 559 will be together with the clutch 553 via the stepper motor 560 who is the spindle 558 drives out of the 6b position shown in the in 6c shown position brought. The coupling 553 lies with her front side on the sledge 410 at.

The magnetic coupling 553 is activated and with the sled 410 and with the push rod 330 coupled. By pressing the stepper motor 560 The spindle now moves in the opposite direction 558 the housing 550 to the rear (direction L) in the in 6d shown position. This moves the front face plate 511 relative to the slider 557 to the rear and tensions the tension spring 551 against the clamping plate 556 that extends from the rear face plate 512 solves. The tensioning device 559 is now curious and causes a pulling force on the back to the still to the frame 710 locked sled 410 ,

To release the brake is now the adjusting clutch 444 unlocked (activated), so that the shaft 412 and the gear 445 This will cause the linear movement of the carriage 410 released towards L and this is via the clutch 553 , the slider 557 , the Zugstück 554 and the on the clamping plate 556 acting clamping or opening spring 551 pulled back so that the clamping plate 556 again at the rear face plate 512 is applied. This is about the sled 410 the drawbar 330 against the action of the adjusting spring 332 shifted in the direction L and the braking device dissolved (see. 6a ).

When the carriage snaps back 410 that's about the clutch 553 with the slider 557 coupled, dampens the damping spring 552 the return movement of the slider 557 about the in 5c position shown by the slide 557 relative to the Zugstück 554 is shifted, and thereby the damping spring 552 compressed. This prevents this "kickback" directly and undamped over the Zugstück 554 and the clamping plate 556 on the rear face plate 512 and thus on the spindle 558 and stepper motor 560 comprehensive adjusting device 562 is transmitted.

According to an alternative embodiment, the actuating element 558 designed as a rod which is driven by means of hydraulic or pneumatic adjusting cylinder. Other equally effective alternatives for the actuator 562 are a rack-pinion arrangement and a rack and pinion arrangement, each driven by a motor.

The coupling 553 is alternatively an electromechanical coupling, which only intervenes under power in each other and also triggers in case of power failure.

Functional sequence of a complete braking and release cycle

7 shows a control diagram for the operation of a brake system 10 comprising a braking device, an adjusting device 300 , a holding device 400 and a lifting device 500 , The individual control steps are related to the 6a . 6b . 6c . 6d and 6e explained in more detail.

The 6a . 6b . 6c . 6d . 6e . 6f and 6g show schematically all the essential components of a brake system 10 to different control steps.

The brake system 10 , designed here as a clamp brake, comprises a brake lever arrangement with two radially to a brake disc 119 arranged brake levers 220 with two at the end of the brake 226 arranged brake heads 100 , Each brake lever 220 is at a fixed fulcrum 221 hinged. Between the Stellenden 225 the brake lever 220 is the actuator 300 that the spring arrangement 331 . 332 and a push rod 330 includes. The push rod 330 engages in the holding device 400 one, which together with the Lüftgerät 500 the adjustment arrangement 700 forms, wherein holding device 400 and that the tensioning device 559 comprehensive air handling unit 500 in their case frame 710 are arranged. The brake lever 220a is with his job 225a swiveling with the case frame 710 connected. The coupling element 447 at the push rod 330 , a magnetizable end plate or the carriage 441 the holding device 400 , serves to couple the adjusting device 300 with a clutch 553 , for example, an electromagnet, acting as a spindle 558 trained actuator with a stepper motor 560 connected to the move of the electromagnet 553 and over this also the push rod 330 serves, what a change between brake and release position of the brake heads 100 causes.

To 6a :
The brake system 10 is against the action of the prestressed tension spring 331 in ventilation position. The brake heads 100 are ventilated and form a gap to the brake disc 119 , The holding device 400 is unlocked, so that the push rod 330 could move freely in both directions. However, the end plate 447 and the switched-on electromagnet 553 coupled while the tensioning device 559 in clamping position (furthest to the right) is what the brake heads against the action of the adjusting spring 332 holding in the ventilation position.

Both tension spring 551 as well as damping spring 552 are ineffective in this state.

In the following the interaction of the individual system components becomes different in 7 explained control steps explained in more detail:

In 6b (Step 0 in 7 ) the brake system is in braking position:
When braking, for example as a result of a power failure, starting from the in 6a shown position, the coupling between electromagnet 553 and end plate 447 solved. At the same time, the holding device 400 closed, causing a movement of the push rod 330 prevented in the direction of L.

By the action of the adjusting spring 332 becomes the push rod 330 from the case frame 710 moved and spreads the Stellenden 225 the brake lever 220 apart, causing the brake heads 100 to the radial surfaces of the brake disc 119 attach. By the onset of friction, the brake body 112 along the direction P by the displacement s relative to the setting pieces 113 adjusted, which in turn the brake heads 100 spreads. Only the clamping device 331 becomes with this spreading effect of the brake heads 100 , transmitted via the brake levers 220 , acted as the push rod 330 in the direction of L relative to the frame 710 is locked. The attacks 115 on the brake heads 100 limit the adjustment s of the brake body 112 , thus preventing self-locking or blockage of the brake body 112 when braking and also define together with the tension spring 331 the measure of the tension spring 331 exercised self-reinforcement.

By the holding device 400 which is due to the self-reinforcement of the brake heads 100 by means of the tension spring 331 obtained generated braking force.

Because the connection between electromagnet 553 and end plate 447 automatically releases in the event of a power failure, the braking system described is suitable 10 as a safety brake or emergency brake (FAIL SAFE).

In 6c (Step 1 in 7 ) the brake is still in the braking position:
The stepper motor 560 moves the tensioning device 559 including the electromagnet turned on 553 , by means of the spindle 558 in direction B. The electromagnet couples to the end plate 447 at. The tension spring 331 is acted upon and the holding device 400 is locked. tension spring 551 and damping spring 512 the tensioning device 559 are relaxed.

Also in 6d (Step 2 in 7 ) the brake is closed:
The stepper motor 560 now moves with locked holding device 400 and to the plate 447 coupled electromagnet 553 towards L, whereby only the housing 550 of the fan 500 against the action of the tensioning or opening spring 551 relative to slider 557 and Zugstück 554 is moved back. For a reliable operation, the adhesive force of the electromagnet should 553 be greater than the force of the tension spring 551 ,

In step 3 ( 7 ) is the brake system 10 with locked holding device 400 and non-actuated stepper motor 560 waiting for an electronic signal to release the holding device 400 or opening the brake. The electromagnet 553 is on. tension spring 331 and opening spring 551 are excited.

The holding device 400 is in 6e (Step 4 in 7 ) when the electromagnet is switched on 553 solved. The push rod 330 moves through the action of the tension spring 331 and the opening spring 551 and against the action of the adjusting spring 332 in the direction L relative to the frame of the case 710 , The Stellenden 225 the brake lever 220 are guided together and the brake heads 100 at the brake ends 226 the brake lever 220 ventilated.

For a reliable operation, the force of the tension spring should 551 be greater than the force of the adjusting spring 332 ,

The brake system 10 is now in the release position and can be pressed again.

The tension spring 551 in the tensioning device 559 serves to instantaneously ventilate the braking device. The stepper motor 560 would have to apply for ventilation large actuating forces at high feed rates. Ventilation would still cause some delay. The tension spring 551 however, can be biased in the braking position to the braking device when required by unlocking the push rod 330 to air immediately.

6e (Step 5 in 7 ) shows the opened brake device with locked holding device 400 , A closing signal, switching off the electromagnet 553 or a power failure, the push rod would 330 Decouple again, which then by the action of the adjusting spring 332 would move in the direction of B. The braking device would, as already for 6b described, take their braking position. Steps 6, 7, 8 and 9 in 7 proceed in analogy to the steps 1, 2 and 3 described above.

The described control steps are preferably carried out automatically. In this case, a user only needs to specify the commands "Open" and / or "Close". Alternatively, a manual operation is possible in which each individual component is controlled separately by a user. For example, you can switch between the two modes by pressing a button. For the control of the system components are standard components, such as a MicroStepDriver for the stepper motor 560 , as well as standard power supplies used.

The following is the operation of the damping element 552 explains:
Due to the self-reinforcing effect of the brake heads 100 in braking position, the tension spring 331 tense. This would tension the opening spring 551 prevented in preparation for releasing the brake. If now the holding device 400 for ventilating the brake system 10 would be unlocked, then transferred the entire stroke of all elastic parts, in particular the force of the tension spring 331 over the spindle 558 directly on the stepper motor 560 , resulting in a sudden application of the motor 560 would lead with a big load. This can be the engine 560 easily damage.

A simple protection mechanism for this case sees a damping element 552 before, according to 6f designed as a compression spring, which is between the bottom of the slider 557 and the clamping plate 556 and axially on the Zugstück 554 is arranged.

If now, as in 6g shown, the holding device 400 when the tension spring is not acted upon 551 Unlocked are by the action of the tension spring 331 pushrod 330 , Electromagnet 553 and slider 557 relative to Zugstück 554 and housing 550 moved in the direction of L. This happens against the effect of the damping spring 552 , causing the engine 560 remains unaffected and effectively protected from overloading.

centering

8th shows a schematic representation of a self-centering centering device 600 ,

The housing 662 the centering device 600 is by means of two slots 668 and screws guided therein between opposing connection plates 669 (please refer 1 ) in the middle of the brake lever assembly 200 positioned. Over protruding side areas of the connection plates 669 become the connecting plates 669 including centering device 600 on the brake levers 220 attached. The elongated holes allow exact positioning of the centering device with respect to the brake disc 119 ,

The housing 662 the centering 600 serves to guide two racks 663 , These are z. B. formed as round rods, so that sufficient simple lateral holes in the housing as a guide. On the same longitudinal axis are parallel to the racks 663 two coupling rods 666 , each with a yoke 667 with a rack 663 are firmly connected. The coupling rods 666 engage with their outer ends in a respective brake lever, more precisely in one between the two tabs of a brake lever 220 arranged bolts, and are there, for example by means of and nut 664 , fastened (cf. 1 ).

In the center of the housing 662 there is a receptacle for a rotatably mounted therein gear 665 whose axis of rotation is the axis of the coupling rods 666 cuts and in the teeth of the racks 663 fit exactly.

When commissioning the brake system 10 and / or the centering device 600 is by horizontally moving the position of the centering device 600 along the long holes 668 relative to the brake levers 220 an initial centering causes such that the center of the gear 665 in the middle above the brake disc 119 located and this position by means of the mother 664 is locked.

When operating the brake system, a centering of the brake lever is constantly achieved as follows:
When moving a brake lever 220a shifts the locked thereon coupling rod 666a with rack 663a , The gear 665 translates the displacement into a rotational motion that affects the rack 663b as well as the coupling rod 666b transmits, as equal amount, direction-inverted translation. The second brake lever 220b So it moves exactly opposite the first brake lever 220a , So is constantly a matching distance of the brake heads 100 to the brake disc 119 guaranteed.

An additional integrated overload element prevents jamming of the gear rack arrangement that also the brake lever 220 jam. The overload element decouples the movement of the brake lever 220 and centering at the transition of the brake from the release to the brake position and vice versa. The overload element is preferably realized as a predetermined breaking element.

The centering device 600 together with an automatic or mechatronic wear adjustment eliminates time-consuming and regular maintenance. Therefore, the brake system 10 eminently suitable if maintenance would be particularly expensive and / or expensive, for example on oil rigs, in wind power plants or in tidal or hydroelectric power plants.

A cost effective alternative to a centering device 600 includes, as in 8b shown, instead of the gear 665 and the racks 663 a rotatable lever rod 661 whose fulcrum 661 is in the center of the housing (not shown). The coupling rods 666 are each at the ends of the lever rod 661 attached. Moves one of the tie rods 666a due to a brake lever movement, this solves one Rotational movement of the lever rod 661 out, resulting in an opposite movement of the second coupling rod 666b results.

further explanation

The brake concept described is based on electromechanical components and is characterized by a simple, compact and particularly lightweight design. The stepper motor 560 Alternatively, it can be replaced by another type of engine according to embodiments not shown. So can the compatibility of the Lüftgerätes 500 be increased to other, already existing braking systems. The venting concept can also be applied to other boom brake systems with any brake head design. The described ventilation concept can currently replace common air handling units such as electro-hydraulic air handling units or lifting magnets in a space-saving and energy-saving manner. It is based on that the stepper motor 560 to release the brake in the return direction. Alternatively, the stepper motor 560 cause a release of the braking device by changes in the construction in the feed direction. Separate control mechanisms for closing and / or keeping closed the braking device with constant contact force are not necessary.

As a linear actuator other spindle drives (nut, ball screw, planetary nut, etc.) can be used in conjunction with a stepper motor, servo motor or torque motor, but also other electromagnetic linear motors or fluidic actuators.

The described brake system 10 may include a mechatronic brake pad wear adjustment that provides a clearance between the brake heads 100 and the brake element 119 always keeps constant. This is when the brake is in brake position, the clutch 553 to the coupling element 447 method. When you open the brake is now the push rod 330 with spindle 558 traversing a fixed path and thus always creates the same air gap. The fixed path is z. B. deposited in a controller. Once the air gap is initially set, can costly and expensive maintenance on the brake system 10 be reduced or even avoided.

The brake can also be used as a parking brake, for example, for maintenance on the industrial machine. For this purpose, the opening signal, which is used to release the connection between the electromagnet 553 and end plate 447 leads, also be given manually.

With respect to the 6a to 6g described brake system 10 is an up to 9-fold increase in the braking torque possible. Depending on the size of components used, the gain can be increased at the expense of a compact design.

Other versions and variants will be apparent to those skilled in the art from the following claims.

LIST OF REFERENCE NUMBERS

10

braking system

100

brake head

100a; 100a '

Brake head without self-reinforcement

112

Brakes

113

Deputy piece

114

wedge surface

115

attack

116

brake lining

116a

brake lining

117

rolling

118

keyway

119; 119 '

braking element

120

spring element

121

hinge block

122

Centering

123

spigot

124

support bracket

125

lock tab

126

actuator

200; 200 '

lever assembly

220; 220 '

brake lever

220a; 220a '

Brake lever a

220b; 220b '

Brake lever b

221; 221 '

Fulcrum

222

spigot

223; 223 '

linkage arrangement

223a

lever

223b

parking block

223b '

actuating rod

223c '

Shunting

223d '

articulation

224

parking block

225

Shunting

225a

Positioning brake levers a

225b

Positioning brake levers b

226

braking

226a

Braking brake levers a

226b

Braking brake levers b

227

fixed point end

227a

Fixed-point brake levers a

227b

Fixed-point brake levers b

228

Shunting

228a; 228a '

Positioning brake levers a

228b; 228b '

Positioning brake levers b

300

locking device

330; 330 '

pushrod

330a

Schubstangenanschalg

331

Clamping device / tension spring

332; 332 '

Positioning device / positioning spring

333

leadership

334; 334 '

leadership

335

stop ring

336; 336 '; 336 ''

stop ring

337

attack

338

attack

339

clamping plate

340

pusher

400

holder

407

connecting piece

408

drive shaft

410

carriage

412

wave

440

Actuator / spindle

441

Converter unit / rotating nut

443

freewheel

443a

Inner hub freewheel

443b

External hub freewheel

444

clutch

445

gear

446

rack

447; 447 '

coupling element

448

guide nose

449

Moment washer / ~ support

450

camp

451

pipe

500; 500 '; 500 ''

thruster

510

shell

511; 511 '

front face plate

512

rear face plate

513

guide nose

550; 550 '

casing

551

Tensioner / opening spring

552

Damping element / Schuztfeder

553; 553 '

Coupling / solenoid

553a '

pusher

554

pull piece

555

guide head

556

clamping plate

557

pusher

558; 558 '

actuator

559

jig

560; 560 '

engine

560a

rotor

560b

stator

561

cavity

562; 562 '

setting device

600

centering

659a

connecting rail

659b

connecting rail

661

lever bar

662

casing

663

rack

663a

Rack a

663b

Rack b

664

mother

665

gear

666

coupling rod

666a

Coupling rod a

666b

Coupling rod b

667

yoke

668

Long hole

669

connecting element

700

recliner

701

housing element

702

housing element

703

housing element

704

housing element

710

housing frame

712

guide

713

groove

715

longitudinal axis

720

front face plate

721

rear face plate

800

piston

900

saddle

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 10350225 A1 [0008]

Cited non-patent literature

• Bernd Gombert: "Modeling and Validation of the Mechatronic Wedge Brake", SAE International: 2003-01-3331, 03.2003 [0007]
• "Modeling Testing the Mechatronic Wedge Brake", SAE International: 2004-01-2766, 01.2004 [0007]
• "Modeling and Control of a Single Motor Electronic Wedge Brake", SAE International: 2007-01-0866, 01.2007 [0007]

Claims (14)

Lifting device ( 500 ; 500 ' ) for a brake device with a brake head which is adjustable between a brake position and a release position (US Pat. 100 ; 100a ' ) Actuating device ( 562 ; 562 ' ) when adjusting the brake head ( 100 ; 100a ' ) in the release position on the brake head ( 100 ; 100a ' ) overcomes acting adjusting force, wherein actuating device ( 562 ; 562 ' ) and brake head ( 100 ; 100a ' ) via a releasable, actuating forces transmitting clutch ( 553 ; 553 ' ) are coupled together and the brake head ( 100 ; 100a ' ) when the clutch is released ( 553 ; 553 ' ) assumes its braking position under the action of the adjusting force. Lifting device ( 500 ; 500 ' ) according to claim 1, wherein the coupling ( 553 ; 553 ' ) a detachable, the contact force axially transmitting clutch ( 553 ; 553 ' ), in particular a magnetic coupling. Lifting device ( 500 ; 500 ' ) according to claim 1 or 2, wherein the adjusting device ( 562 ; 562 ' ) as a linear drive unit with a drive unit ( 560 ; 560 ' ) and an adjustable between a coupling and a clamping position actuator ( 558 ; 558 ' ) is formed, wherein the actuating element ( 558 ; 558 ' ) in particular as a linear spindle and the drive unit ( 560 ; 560 ' ) is designed in particular as a stepper motor. Lifting device ( 500 ; 500 ' ) according to claim 1, 2 or 3, wherein the coupling ( 553 ; 553 ' ) axially with a between the brake head ( 100 ; 100a ' ) and coupling ( 553 ; 553 ' ) acting transmission element ( 330 ; 330 ' ) is connectable. Lifting device ( 500 ; 500 ' ) according to claim 4, wherein the transmission element ( 330 ; 330 ' ) is lockable in a position in which the brake head ( 100 ; 100a ' ) of a self-energizing brake device assumes its braking position. Lifting device ( 500 ) according to claim 5, wherein the adjusting device ( 562 ) a tensioning device ( 559 ) associated with the transmission element ( 330 ) connected coupling ( 553 ) and located in clamping position actuator ( 558 ) with a fixed transmission element ( 330 ) a release force on the transmission element ( 330 ) and with released transmission element ( 330 ) a release movement of the transmission element ( 330 ) and thus the brake head ( 100 ) causes. Lifting device ( 500 ) according to claim 6, wherein the tensioning device ( 559 ) an elastic tensioning element ( 551 ), in particular acting as a compression spring coil spring for exerting the release force. Lifting device ( 500 ) according to claim 7, wherein a damping element ( 552 ) is provided as a stop which dampens the effect of the Lüftbewegung on the actuator, wherein the damping element as a spring ( 552 ), in particular as a compression spring ( 552 ) is trained. Lifting device ( 500 ) according to claim 8, wherein the damping element ( 552 ) coaxially within the tensioning element ( 551 ) and is arranged. Lifting device ( 500 ) according to claim 7, wherein the tensioning element ( 551 ) and serving as a stop damping element ( 552 ) are integrally formed as an elastomeric element. Lifting device ( 500 ) according to claim 6, wherein the tensioning device ( 559 ) comprises: a housing fixedly connected to the adjusting device ( 550 ), one axially in the housing ( 550 ) slidably mounted and with the coupling ( 553 ) connected clamping plate ( 556 ), and one between housings ( 550 ) and clamping plate ( 556 ) acting tension spring ( 551 ), where the coupling ( 553 ) via an axially in the housing ( 550 ) slidably mounted slide ( 557 ), which via an axial in the slider ( 557 ) sliding Zugstück ( 554 ) with the clamping plate ( 556 ) is coupled, and thus on the tension spring ( 551 ) and the clamping plate ( 556 ) with the housing ( 550 ), and one between slide ( 557 ) and clamping plate ( 556 ) supporting damping element ( 552 ) within the tension spring ( 551 ) axially on the Zugstück ( 554 ) is arranged and so a release movement of the slider ( 557 ) relative to the clamping plate ( 556 ) and to the housing ( 550 ) dampens. Brake system ( 10 ), comprising: a lifting device ( 500 ; 500 ' ) according to one of claims 1 to 4 and an adjusting device ( 332 ; 332 ' ) for adjusting a brake head ( 100 ; 100a ' ) From its release position in its braking position by means of a stopping force. Brake system ( 10 ) according to claim 12, comprising: a ventilating device ( 500 ) according to one of claims 5 to 11 and a tensioning device ( 331 ) of a self-reinforcing braking device, which on a perpendicular to an active surface of a braking element ( 119 ) acting brake head ( 100 ) builds a braking force when the brake head ( 100 ) assumes its braking position. Brake system ( 10 ) according to claim 13, comprising: a detachable holding device ( 400 ) for fixing the brake head ( 100 ) in braking position, wherein adjusting device ( 332 ), Holding device ( 400 ) and tensioning device ( 331 ) on a on the brake head ( 100 ) acting transmission element ( 330 attack).

Images