JP7399741B2 - linear brake - Google Patents

Description

The present invention relates to a linear brake used in a guide rail clamp of a linear guide for linear motion equipment.

A wide variety of linear motion devices are frequently used in various machine tools, logistics equipment, etc. Linear brakes disclosed in Patent Documents 1 and 2 are widely used for braking, positioning, stoppers, and the like in such linear motion devices. These linear brakes are generally gate-shaped that straddle the guide rail of the linear guide, and have as a main component a housing in which a pair of brake shoes on both sides are built into the side walls of the housing. By pressing the shoe against both sides of the guide rail with spring pressure or fluid pressure such as air pressure or oil pressure, the linear guide is clamped at a fixed position on the guide rail, and by releasing the pressure, the linear guide is clamped at a fixed position on the guide rail. is unclamped.

Here, those that clamp using spring pressure are called normally closed types, those that use fluid pressure to clamp are called normally open types, and normally closed type linear brakes that clamp using spring pressure. Then, by applying fluid pressure against the spring pressure, the clamped state is released and the state shifts to unclamped state. In a normally open type linear brake in which clamping is performed by fluid pressure, the brake is held in an unclamped state by spring pressure for return, and clamping is performed by applying fluid pressure against the spring pressure.

When comparing the normally closed type and the normally open type, it is difficult to change the clamping force in the normally closed type linear brake because the clamping force depends on the spring pressure. On the other hand, in a normally open type linear brake, the clamping force depends on fluid pressure, so in theory it is easy to change the clamping force, but in practice it is not easy to change the clamping force. This is because fluid pressure (usually air pressure) in factories and the like where linear brakes are used is usually fixed at a constant value. For this reason, in both the normally closed type and the normally open type, the clamping force is changed (increased) by adding a linear brake, which inevitably increases the size of the linear brake.

Apart from the difference between normally closed type and normally open type, linear guides can be roughly divided into the following two types depending on the direction in which fluid pressure is applied. One is to install a piston for applying fluid pressure perpendicularly to the guide rail on the top plate of the gate-shaped housing, or from the top plate to the side walls on both sides. There is a vertical type in which the piston is operated in parallel to the guide rail (Patent Document 1), and the other type is a parallel type in which the piston is incorporated in the side walls on both sides of the gate-shaped housing in parallel to the guide rail, and is operated in parallel on both sides of the guide rail. (Patent Document 2). In either type, fluid pressure (piston pressure) is converted into a pressing force in a direction perpendicular to both side surfaces of the guide rail, and is transmitted to a pair of brake shoes on both sides.

Comparing the vertical type and the parallel type, the vertical type makes it easier to increase the piston area, so it is easier to increase the fluid pressure and therefore the clamping force, but on the other hand, the housing inevitably becomes bulkier, making it easier to downsize. The problem is that it is difficult. On the other hand, in the parallel type, the piston is installed parallel to both side walls of the gate-shaped housing, making it easy to flatten the housing and thereby downsize it. However, the piston area is limited by the height of the housing, and the fluid pressure Therefore, there is a problem that it is difficult to increase the clamping force.

For these reasons, in conventional linear guides, it has been an extremely difficult technical challenge to achieve both miniaturization and increased clamping force. Note that both the vertical type linear guide shown in Patent Document 1 and the parallel type linear guide shown in Patent Document 2 are normally closed types, and when a large clamping force is required, as described above, The number of linear brakes was being increased (by arranging multiple linear brakes along the guide rail), and the scale of the overall linear guide equipment had become extremely large.

Special Publication No. 2016-500432 Special Publication No. 2012-517571

An object of the present invention is to provide a linear brake that can increase clamping force while suppressing increase in size.

In order to achieve the above object, the linear brake of the present invention includes a housing that is movable along a guide rail of a linear guide and has a portal portion that straddles the guide rail;
a pair of brake shoes held in the portal portion of the housing, facing both side surfaces of the guide rail and biased in a direction away from both side surfaces of the guide rail;
a pair of hydraulic pistons provided in side walls on both sides of the portal portion and movable in both directions between both end surfaces of the housing along the guide rail;
It is provided in the side walls on both sides together with the pair of fluid pressure pistons, and when the pair of fluid pressure pistons is propelled by fluid pressure from one end surface side of the housing to the other end surface side, the driving force is generated. a pressure deflection mechanism that converts into an inward propulsive force of the pair of brake shoes and presses the pair of brake shoes against both sides of the guide rail;
The housing is of a cassette type and is detachably connected to the one end surface side of the housing, and has a gate-shaped part that straddles the guide rail, and is arranged along the guide rail in side wall parts on both sides of the gate-shaped part. and a pressure increasing unit in which the pressure increasing piston is connected in series to the fluid pressure piston in a state connected to the one end surface side of the housing.

In the linear brake of the present invention, the housing has a gate-shaped part that straddles the guide rail, and a pair of hydraulic pistons provided in the side walls on both sides of the gate-shaped part move from one end surface side of the housing to the other. By being propelled by fluid pressure toward the end face of the gate, a pair of brake shoes held on both side walls of the gate-shaped part are pressed against both sides of the guide rail against the biasing force. A linear brake clamps the guide rail. When the propulsion fluid pressure is removed from the pair of hydraulic pistons, the pair of brake shoes return to their original unclamped positions by the biasing force.

That is, the linear brake is a normally open type that does not clamp the guide rail in a normal state where no fluid pressure is applied. Furthermore, since the linear brake is of a parallel type with a pair of hydraulic pistons disposed within the side walls on both sides of the portal portion of the housing along the guide rail, the linear brake has a low height and is essentially compact.

In the linear brake of the present invention, a pressure increasing unit is connected to one end surface side of the housing. This pressure increasing unit has a pair of pressure increasing pistons in side walls on both sides of the portal portion, and the pair of pressure increasing pistons are connected in series with a pair of fluid pressure pistons in the housing. Therefore, the pair of pressure increasing pistons are propelled together with the pair of fluid pressure pistons by the fluid pressure, and the propulsive force is increased. In other words, if the pressure receiving areas of the fluid pressure piston and the pressure increasing piston are the same, even if the fluid pressure applied to each is the same, the propulsive force will nearly double, and as a result, the clamping force will also nearly double. To increase. In addition, the pressure increase unit is also of a parallel type in which a pair of pressure increase pistons are provided along a guide rail within the side walls on both sides of the portal portion, and is low in height.

If two or three pressure increasing units are connected in series, the clamping force will further increase. Even in that case, since only a pressure increasing unit is added, the increase in brake scale is suppressed to a smaller extent than in the case of adding the same number of linear brakes.

In the linear brake of the present invention, for example, the following specific configuration is possible.
(1) The housing has a space in both side walls in which the hydraulic piston moves, and an end plate that closes the upstream end of the space in the piston propulsion direction,
In a pressure boosting unit connected to one end surface of the housing, the pressure boosting piston has a piston rod extending downstream in its propulsion direction, and the tip of the piston rod is attached to an end plate in the side wall of the housing. and comes into contact with the hydraulic piston.
With this piston contact structure, the propulsive force of the pressure increasing piston in the pressure increasing unit is efficiently transmitted to the pair of fluid pressure pistons in the housing.

(2) The end plate in the side wall of the housing is removable. This end plate detachable structure allows independent use without connecting the pressure booster unit to the housing. In other words, it can be used alone by changing the end plate provided in the side wall of the housing from a perforated end plate with a through hole through which the tip of the pressure boosting piston passes to a holeless end plate without a through hole. It becomes.

(3) The pressure increasing unit has a multilayer structure in which a plurality of units are connected in tandem to one end surface of the housing. This pressure increasing unit multi-connection structure allows for a significant increase in clamping force.

(4) In the pressure increasing unit multi-connection structure of (3), the housing has a space in both side wall portions in which the fluid pressure piston moves, and closes an upstream end of the space in the piston propulsion direction. It has an end plate,
Among the plurality of pressure increase units connected to one end surface side of the housing, in the pressure increase unit in contact with the end surface, the pressure increase piston has a piston rod extending downstream in its propulsion direction, and A tip of a piston rod passes through an end plate in a side wall of the housing and abuts the hydraulic piston.
With this piston contact structure, even in the case of a pressure increasing unit multi-connection structure, the propulsive force of the pressure increasing piston in the pressure increasing unit is efficiently transmitted to the pair of fluid pressure pistons in the housing.

(5) In the piston contact structure of (4), the plurality of pressure increasing units connected to one end surface side of the housing have a space in both side walls in which the pressure increasing pistons move, and a space in which the pressure increasing pistons move. It has an end plate that closes the upstream end in the piston propulsion direction,
Among the plurality of pressure increasing units, in the pressure increasing units other than the pressure increasing unit in contact with the end surface of the housing, the pressure increasing piston has a piston rod extending downstream in the direction of propulsion thereof, and the piston rod has a The tip portion passes through an end plate in a side wall portion of the pressure increasing unit adjacent to the downstream side in the piston propulsion direction and comes into contact with the hydraulic piston.
With this piston contact structure, the propulsive force of the pressure increasing piston in the pressure increasing unit is more efficiently transmitted to the pair of fluid pressure pistons in the housing.

The linear brake of the present invention includes a pair of brake shoes provided in the side walls on both sides of the portal part of the housing in order to press the pair of brake shoes held on the side walls on both sides of the portal part of the housing against both sides of the guide rail. a hydraulic piston, and a pressure increasing piston that is removably connected to one end face side of the housing, and that is connected in series to the pair of fluid pressure pistons along with the connection, on both side walls of the portal part. Since a built-in pressure increasing unit is used, the clamping force can be easily increased in multiple stages by adding additional pressure increasing units.

Furthermore, the linear brake of the present invention is a parallel type in which a pair of hydraulic pistons are provided on the side walls on both sides of the gate-shaped part of the housing, and the connected pressure increasing unit is also a parallel type, so it is essentially small. Moreover, since the clamping force is increased by adding a pressure booster unit, it is possible to effectively avoid an increase in size due to an increase in clamping force, and it is possible to easily adjust the clamping force and to use a compact and powerful brake mechanism. enable provision.

FIG. 1 is a perspective view of a linear brake showing an embodiment of the present invention. FIG. 2 is a partially cutaway perspective view of the same linear brake. It is an exploded perspective view of the same linear brake. It is an exploded perspective view showing a part of the same linear brake broken. It is a cross-sectional plan view of the same linear brake. It is a perspective view of the linear brake which shows other embodiment of this invention, and is shown with a part broken away.

An embodiment of the present invention will be described below. As shown in FIGS. 1 to 5, the linear brake of this embodiment stops and positions a linear motion device (not shown) that moves along a guide rail 10 having a rectangular cross section at a fixed position on the guide rail 10. This brake device is attached to the linear motion device in order to clamp (restrict) and unclamp (release) the linear guide 10 by switching between applying and removing fluid pressure.

This linear brake consists of a combination of a brake body 20 combined with a guide rail 10, and cassette-type pressure increase units 30A and 30B detachably connected in tandem to one end of the brake body 20 in the moving direction.

The brake body 20 includes a gate-shaped housing 40 that straddles the guide rail 10, an inverted U-shaped leaf spring member 50 held inside the housing 40, and a gate-shaped leaf spring member 50 for forcibly operating the leaf spring member 50. A pair of hydraulic pistons 60, 60 are installed in parallel to the guide rail 10 in the side walls 41, 41 on both sides of the housing 40, and a pair of hydraulic pistons 60, 60 are installed in the side walls 41, 41 on both sides of the housing 40 together with the hydraulic pistons 60, 60. It has a pair of pressure deflection mechanisms 70, 70 incorporated therein to convert the propulsive force of the hydraulic pistons 60, 60 from a direction parallel to the guide rail 10 to a direction perpendicular to both side surfaces of the guide rail 10. There is.

The inverted U-shaped leaf spring member 50 is arranged on the inner surface of the housing 40 from the top plate 42 to the side walls 41, 41 on both sides. The vertical portions on both sides of the leaf spring member 50 are the brake shoes 51, 51 for the guide rail 10, and the horizontal portions connecting the brake shoes 51, 51 at the upper ends separate them from the side surfaces 11, 11 on both sides of the guide rail 10. direction (that is, a direction approaching the side wall portions 41, 41 on both sides).

A fluid pressure piston 60 built into the side wall 41 of the housing 40 moves inside a cylindrical space 61 provided from one end to the center of the side wall 41 from one end to the other end using air pressure as fluid pressure. It is propelled towards. This fluid pressure piston 60 has a piston rod 62 extending from its center toward the downstream side in the propulsion direction. In order to propel this fluid pressure piston 60, one end side of the space 61 is closed by a disc-shaped end plate 63A, and a center portion of the end plate 63A is provided with pressure increasing at one end side of the housing 40. A through hole 64 is provided in connection with which the units 30A are connected.

The pressure deflection mechanism 70, which is incorporated into the side wall 41 of the housing 40 together with the hydraulic piston 60, is located on the downstream side in the propulsion direction of the hydraulic piston 60, and extends from the center of the side wall 41 to the other end. It is located in the main part. The pressure deflection mechanism 70 includes a wedge-shaped member 71 located downstream of the piston rod 62 in the propulsion direction, and a disc-shaped pressing pad 72 movably disposed inside the wedge-shaped member 71. The wedge-shaped member 71 is guided in the propulsion direction by guide rollers 73 arranged on the inside and outside, and is biased toward the upstream side in the propulsion direction by a return spring 74 arranged on the downstream side in the propulsion direction. It moves forward by being pushed downstream in the propulsion direction against the urging force of

The inner surface of the wedge-shaped member 71 is an inclined surface 75 that slopes inward toward the upstream side in the propulsion direction, so that the propulsive force of the wedge-shaped member 71 is converted into an inward propulsive force, and the pressing pad 72 is transmitted to. The pressing pad 72 is movable in a direction perpendicular to the side surface of the guide rail 10, and presses the brake shoe 51 of the leaf spring member 50 inward as it is pressed inward.

The pressure increasing units 30A and 30B connected in tandem at one end in the moving direction of the brake body 20 are an open type pressure increasing unit 30A and a closed type pressure increasing unit 30A connected to the brake body 20 with the open type pressure increasing unit 30A in between. This is a combination with a type pressure increase unit 30B. The open pressure increasing unit 30A has substantially the same structure as the portion from one end to the center of the brake body 20. That is, the connecting pressure increasing unit 30A includes a gate-shaped housing 31 that straddles the guide rail 10, and a pair of boosters that are incorporated in side walls 32, 32 on both sides of the gate-shaped housing 31 in parallel to the guide rail 10. It has pressure pistons 33, 33.

The pressure increasing piston 33 on each side is a fluid pressure piston similar to the fluid pressure piston 60 in the brake body 20, and the pressure increasing piston 33 is a fluid pressure piston similar to the fluid pressure piston 60 in the brake body 20, and the pressure increasing piston 33 is a fluid pressure piston similar to the fluid pressure piston 60 in the brake body 20. It is propelled from one end to the other end by air pressure. For this propulsion drive, one end side of the space 34 is closed by a disk-shaped end plate 35A, and a through hole 36 is provided in the center of the end plate 35A.

The pressure-increasing piston 33 has a piston rod 37 extending from its center toward the other end, which is downstream in the propulsion direction. The tip of the piston rod 37 projects toward the other end of the housing 31 . The protrusion comes into contact with the center of the hydraulic piston 60 from one end side through a through hole 64 of an end plate 63 set in the side wall 41 of the housing 40 in the brake body 20.

The closed type pressure increase unit 30B connected to the brake body 20 with the open type pressure increase unit 30A in between is different from the open type pressure increase unit 30A in that the end set on the side walls 32, 32 of the housing 31 is different from the open type pressure increase unit 30A. The plate 35B is different. That is, the end plate 35B used in the closed type pressure increase unit 30B does not have the through hole 36 unlike the end plate 35A used in the open type pressure increase unit 30A. It's just a disk. Another structure, that is, a structure in which the piston rod 37 of the pressure increase piston 33 projects to the other end side of the housing 31, and the protrusion part is an end plate used in the open type pressure increase unit 30A located at the other end side. The structure in which the pressure increasing piston 33 is brought into contact with the center of the pressure increasing piston 33 from one end side through the through hole 36 of the pressure increasing unit 35A is the same as that of the open pressure increasing unit 30A.

The open type pressure increase unit 30A and the closed type pressure increase unit 30B are detachably attached to the brake body 20 by a common fastening bolt 80. The perforated end plates 35A, 35A used in the open pressure intensifier unit 30A and the non-perforated end plates 35B, 35B used in the closed pressure intensifier unit 30B have the same outer diameter and wall thickness. They are interchangeable using the same snap ring. Similarly, the perforated end plate 63A used in the brake body 20 is interchangeable with a non-perforated end plate 63B (see FIG. 6), which will be described later.

Further, in order to supply fluid pressure to the hydraulic pistons 60, 60 on both sides within the brake body 20, the spaces 61, 61 on both sides are communicated through a passage 66 in the width direction. Similarly, in order to supply fluid pressure to the pressure increasing pistons 33, 33 on both sides in the pressure increasing units 30A and 30B, the spaces 34, 34 on both sides communicate with each other through a passage 38A in the width direction. The flow paths 66 and 38A in the width direction are communicated with each other through the flow path 38B in the length direction, so that air pressure, which is fluid pressure, is transmitted through a nozzle attached to the side surface of the closed pressure intensifying unit 30B. 39 (communicating with one end of the flow path 38B), it is supplied in parallel to the spaces 34, 34 on both sides of the pressure increasing units 30A and 30B and the spaces 61, 61 on both sides of the brake body 20.

Next, the usage and function of the linear brake of this embodiment will be explained.

In the linear brake of this embodiment, the brake body 20 includes a pair of hydraulic pistons 60, 60 parallel to the guide rail 10 inside the side walls 41, 41 of the housing 40. An open pressure increasing unit 30A and a closed pressure increasing unit 30B are connected in series on one end side of the brake body 20, that is, on the upstream side in the propulsion direction of the hydraulic pistons 60, 60. The pressure increasing pistons 33, 33 in the open type pressure increasing unit 30A and the pressure increasing pistons 33, 33 in the closed type pressure increasing unit 30B are in series with the fluid pressure pistons 60, 60 in the brake body 20. connected to.

In a normal state, that is, in a state in which air pressure, which is fluid pressure, is not applied to the linear brake, the hydraulic pistons 60, 60 in the brake body 20 move together with the wedge-shaped members 71, 71 due to the biasing force of the return springs 74, 74. It is held at its original position on the upstream side in the direction of propulsion. As a result, the leaf spring member 50 held by the brake body 20 is held in an open state in which the brake shoes 51, 51 on both sides are separated from both sides of the guide rail 10 due to its elastic force. That is, the linear brake is a normally open type.

When air pressure, which is fluid pressure, is applied to the linear brake, that air pressure is applied to the brake body 20, as well as the open type pressure increase unit 30A and closed type pressure increase unit 30B connected in series thereto. . Specifically, in the brake body 20, air pressure is applied between the hydraulic pistons 60, 60 and the end plates 63A, 63A arranged upstream of the pistons in the direction of propulsion. In addition, in the open type pressure increase unit 30A, air pressure is applied between the pressure increase pistons 33, 33 and the end plates 35A, 35A arranged on the upstream side in the propulsion direction of these pistons, and the closed type pressure increase In the unit 30B, air pressure is applied between the pressure increasing pistons 33, 33 and end plates 35B, 35B disposed upstream of the pistons in the direction of propulsion.

As a result, the fluid pressure pistons 60, 60 in the brake body 20, the pressure increasing pistons 33, 33 in the open type pressure increasing unit 30A, and the pressure increasing pistons 33, 33 in the closed type pressure increasing unit 30B are on the downstream side in the propulsion direction. move to at the same time. As a result, the wedge-shaped members 71, 71 in the pressure deflection mechanisms 70, 70 in the brake body 20 move downstream in the piston propulsion direction against the biasing force of the return springs 74, 74. As a result, the pressing pads 72, 72 on both sides move inward, pressing the brake shoes 51, 51 on both sides of the leaf spring member 50 inward, and against both side surfaces of the guide rail 10. Thus, the linear brake shifts from the open state to the closed state.

Here, the force for clamping the guide rail 10 is the clamping force by the hydraulic pistons 60, 60 in the brake body 20, the clamping force by the pressure increasing pistons 33, 33 in the open pressure increasing unit 30A, and the clamping force by the pressure increasing pistons 33, 33 in the open type pressure increasing unit 30A, and the clamping force by the pressure increasing pistons 33, 33 in the open type pressure increasing unit 30A, Since the clamping force is exerted by the pressure increasing pistons 33, 33 in the pressure increasing unit 30B, the clamping force is significantly increased compared to when clamping is performed only by the brake body 20.

Specifically, the pressure receiving area of the fluid pressure pistons 60, 60 in the brake body 20, the pressure receiving area of the pressure increasing pistons 33, 33 in the open type pressure increasing unit 30A, and the pressure receiving area of the pressure increasing piston 33 in the closed type pressure increasing unit 30B. , 33 have the same pressure-receiving area, theoretically the clamping force will be tripled, but experiments have confirmed that it is actually about 2.8 times greater due to the effects of friction and the like.

Regarding the size of the linear brake, in the brake body 20, hydraulic pistons 60, 60 are arranged in parallel to the guide rail 10 within the side walls 41, 41 on both sides of the gate-shaped housing 40. That is, they are located on both sides of the guide rail 10. Similarly, in both the open type pressure increase unit 30A and the closed type pressure increase unit 30B, the pressure increase pistons 33, 33 are installed parallel to the guide rail 10 within the side walls 32, 32 on both sides of the gate-shaped housing 31. and are located on both sides of the guide rail 10. Because of these, linear brakes are flat and inherently low in height.

Although the total length of the guide rail 10 becomes longer due to the connection of the pressure increasing units 30A and 30B, it is still approximately 1.8 times the length of the brake body 20. It is significantly shorter than 3 times when linear brakes are simply connected.

In the linear brake of this embodiment, the brake body 20 can also be used alone. In that case, as shown in FIG. 6, in the side walls 41, 41 on both sides of the gate-shaped housing 40, cylindrical spaces 61, 61 formed in the side walls 41, 41 on both sides are formed in the piston propulsion direction. The disk-shaped end plate 63A that closes the upstream end is changed from an open type with a through hole 64 to a closed type end plate 63B without a through hole 64, so that the pistons in the spaces 61, 61 can be closed. The end on the upstream side in the direction of propulsion is airtightly closed. Further, a nozzle similar to the nozzle 39 is attached to one end of the flow path 66 in the width direction. The other configurations are substantially the same as the linear brake shown in FIGS. 1 to 5.

Also in the linear brake shown in FIG. 6, by supplying fluid pressure between the hydraulic pistons 60, 60 on both sides and the end plates 63B, 63B from the nozzle through the passage 66 in the width direction in the housing 31, The hydraulic pistons 60, 60 on both sides are propelled downstream in the propulsion direction. As a result, similarly to the linear brake shown in FIGS. 1 to 5, the brake shoes 51, 51 on both sides of the leaf spring member 50 are pressed inward and pressed against both side surfaces of the guide rail 10, thereby causing the linear brake to becomes a clamp state (closed state). The clamping force is approximately 1/3 that of the linear brake shown in FIGS. 1 to 5.

Further, in the linear brake shown in FIGS. 1 to 5, there are two cassette-type pressure increasing units 30A and 30B connected to the brake body 20, but there may be one cassette-type pressure increasing unit. In that case, a closed pressure increasing unit 30B is used as the pressure increasing unit. The clamping force in this case is slightly less than twice that of the linear brake shown in FIG. 6, and according to an experiment, it is 1.9 times as much.

Furthermore, three or more pressure increasing units can also be used. In this case, only the pressure increasing unit located at one end of the linear brake (the upstream side in the piston propulsion direction) is a closed pressure increasing unit 30B, and the others are open pressure increasing units 30A. As a result, in the plurality of pressure increasing units connected to one end side (upstream side in the piston propulsion direction) of the brake body 20, the piston rods 34, 34 of the built-in pressure increasing pistons 33, 33 on both sides are connected to the downstream side in the piston propulsion direction. The hydraulic pistons 60, 60 on both sides in the brake body 20 adjacent to the side, or the pressure increasing pistons 33, 33 on both sides in the open type pressure increasing unit 30A adjacent to the downstream side in the piston propulsion direction, have holes with ends. It penetrates through the plate 63A or 35A and abuts sequentially from one end side. As a result, the propulsive force of the pistons 33, 33 in the pressure increase unit is directly transmitted to the fluid pressure pistons 60, 60 or the pressure increase pistons 33, 33 adjacent on the downstream side in the piston propulsion direction. Therefore, the propulsion efficiency is high, and the structure is simple with a small number of parts.

In this way, the linear brake of the present embodiment is capable of clamping while suppressing the increase in size of the brake device by connecting the closed type pressure increasing unit 30B to the brake body 20 and further connecting the open type pressure increasing unit 30A. The force can be easily adjusted in multiple stages.

In the above-described embodiment, the pair of brake shoes 51, 51 that clamp the guide rail 10 from both sides are formed by a portion (vertical portions on both sides) of the inverted U-shaped leaf spring member 50. In this structure, the spring that biases the pair of brake shoes 51, 51 in the direction away from the guide rail 10 is integrally formed with the horizontal portion of the leaf spring member 50, and the spring (the leaf spring member 50 (horizontal part) also serves as a connecting member for the brake shoes 51, 51, so the structure is simple and the bulk is suppressed. It is also possible.

Moreover, although the housing 40 is formed in a gate shape that straddles the guide rail 10, it is sufficient that the housing 40 has a gate-shaped portion that straddles the guide rail 10, and the entire housing 40 does not need to be gate-shaped. The pressure deflection mechanism 70, which is incorporated in the side wall 41 of the housing 40 together with the hydraulic piston 60, also has a force in a direction (preferably perpendicular direction) that causes the direction of propulsion of the hydraulic piston 60 to intersect with the side surface of the guide rail 10. The present invention is not limited to those adopted in the above-described embodiments, as long as it can be changed in direction. For example, the wedge-shaped member 71 can be replaced with a lever mechanism using a lever.

10 Guide rail 20 Brake body 30A, 30B Pressure increase unit 31 Housing 32 Side wall 33 Pressure increase piston 34 Space 35A, 35B End plate 36 Through hole 37 Piston rod 38A, 38B Channel 39 Nozzle 40 Housing 41 Side wall 42 Top plate 50 Leaf spring member 51 Brake shoe 60 Fluid pressure piston 61 Space 62 Piston rod 63A, 63B End plate 64 Through hole 66 Channel 70 Pressure deflection mechanism 71 Wedge-shaped member 72 Pressing pad 73 Guide roller 74 Return spring 75 Inclined surface 80 Fastening bolt

Claims (6)

a housing that is movable along a guide rail of a linear guide and has a portal portion that straddles the guide rail;
a pair of brake shoes held in the portal portion of the housing, facing both side surfaces of the guide rail and biased in a direction away from both side surfaces of the guide rail;
a pair of hydraulic pistons provided in side walls on both sides of the portal portion and movable in both directions between both end surfaces of the housing along the guide rail;
It is provided in the side walls on both sides together with the pair of fluid pressure pistons, and when the pair of fluid pressure pistons is propelled by fluid pressure from one end surface side of the housing to the other end surface side, the driving force is generated. a pressure deflection mechanism that converts into an inward propulsive force of the pair of brake shoes and presses the pair of brake shoes against both sides of the guide rail;
The housing is of a cassette type and is detachably connected to the one end surface side of the housing, and has a gate-shaped part that straddles the guide rail, and is arranged along the guide rail in side wall parts on both sides of the gate-shaped part. a pressure increasing unit, the pressure increasing piston being connected to the one end surface side of the housing, and the pressure increasing piston being connected in series to the fluid pressure piston. The linear brake according to claim 1,
The housing has a space in both side walls in which the hydraulic piston moves, and an end plate that closes an upstream end of the space in the piston propulsion direction,
In the pressure boosting unit connected to one end surface of the housing, the pressure boosting piston has a piston rod extending downstream in its propulsion direction, and the tip of the piston rod is connected to an end inside the side wall of the housing. A linear brake that passes through a plate and abuts the hydraulic piston. The linear brake according to claim 2,
A linear brake in which the end plate in the side wall of the housing is removable. The linear brake according to claim 1,
The pressure increasing unit is a linear brake having a multilayer structure in which a plurality of pressure increasing units are connected in tandem to one end surface side of the housing. The linear brake according to claim 4,
The housing has a space in both side walls in which the hydraulic piston moves, and an end plate that closes an upstream end of the space in the piston propulsion direction,
Among the plurality of pressure increase units connected to one end surface side of the housing, in the pressure increase unit in contact with the end surface,
A linear brake in which the pressure increasing piston has a piston rod extending downstream in its propulsion direction, and a tip end of the piston rod penetrates an end plate in a side wall of the housing and comes into contact with the hydraulic piston. The linear brake according to claim 5,
A plurality of pressure increasing units connected to one end surface side of the housing have a space in both side wall portions in which the pressure increasing piston moves, and an end that closes an upstream end of the space in the piston propulsion direction. It has a board,
Among the plurality of pressure increase units, in the pressure increase units other than the pressure increase unit that is in contact with the end surface of the housing, the pressure increase piston has a piston rod extending downstream in its propulsion direction, and the piston rod A linear brake in which a distal end portion of the linear brake passes through an end plate in a side wall portion of a pressure increasing unit adjacent to the downstream side in a piston propulsion direction and comes into contact with the fluid pressure piston.

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