MXPA01002417A - Brake drive - Google Patents

Abstract

The invention relates to a brake drive comprising at least one brake drum (1), said brake drum being largely prevented from turning, with at least one spreader ring (2) which is situated in the interior space thereof and which has a larger diameter before installation. After installation, the spreader ring (2) exhibits a first inherent expansion friction against turning by means of the expansion force thereof exerted on all points of the friction surfaces (5). Said expansion friction undergoes yet another spreading and braking intensification up to an eventual total locking when a reverse torque occurs on the drive shaft (3) via the driving pin (4) thereof and via the circular pushing force of said pin exerted on one of both faces of the spreader ring (2). The total locking contracts the spreader ring again by turning the primary handwheel (6) or primary despreading pivoted lever (6a) on the input side with the assistance of both despreading pins (6'and 6 ), said pins being fixably mounted on the same, by means of a circular pulling force exerted on the opposite face of the spreader ring. The brake friction or outright blockage is lifted again and it is once again possible to adjust and to fix the entire brake drive in both directions of rotation on the input and output sides at any time.

Description

BRAKE TRANSMISSION The invention relates to brake transmissions (reverse brakes) which can be used in many engineering sectors, for example as adjustment and fixing devices in medical machines, instruments and equipment, sports and household devices, control mechanisms, for chairs and other items of furniture, in vehicles, airplanes, car seats, etc. These brake transmissions can be operated by both a handwheel 6 and by a control lever (6a in Figure 5) or by electrical, pneumatic, hydraulic or any other control elements which are not shown. Up to now, the brake transmissions had cylindrical coil springs of multiple interalia threads as a braking element, said springs gradually expanding along a stationary drum cylinder from one spring that is wound to the next due to circular pressure (for example in counterclockwise) on one of the two spring ends on a stationary drum cylinder until all the windings gradually become stuck against the stationary drum and block additional rotation in the same direction. Due to the circular tension force at the other end of the same brake spring (understandably only with sliding with respect to the preceding circular force of pressure in the other spring end), the individual spring coils can be wound on a reel gradually over a smaller cylindrical outer diameter of the spring and jammed or blocked against the rotation of the spring and therefore of a potential drive shaft are gradually canceled only with an undesirable slip path. This dead rotational slip between release, rotation and locking in the previous reverse brakes constitutes a great disadvantage compared to the present invention of "brake transmission". A further disadvantage of these multiple springs is that only one external, circular, very thin line of the individual helical spring windings, in other words a very small face, is supported on the inner housing cylinder, as a result of which, it must use a high rigidity material such as steel or the like as a spring and also for the brake drum (since a large specific force must be exerted by the minimum friction face of the spring on the cylindrical friction face). A further significant disadvantage is that "a large amount" of unused space and unused cylindrical friction face of the housing, in other words unused brake drum face between the friction faces of the thin real spring, are wasted between the helical friction faces , very thin of each individual coil spring winding > ^ -, a -, i. supported tangentially in the brake cylinder. Conventional brakes hitherto of the free roller or free ball type require a similar waste of space and unnecessarily require an extremely high level of rigidity of material (and are therefore generally made of steel and with the highest and most expensive levels of precision), such brake types all operate only with point application in terms of material even when the greatest braking or blocking force is desired. Shoe brakes have the disadvantage inter alia that their cylindrical friction faces are constantly rigid in diameter and in the curvature with the curvature of the inner cylinder of the housing they do not achieve a specific force actually saturated with pressure uniformly applied to the entire periphery of the housing. brake or can not guarantee this over a prolonged period of time. For this reason, almost all shoe brakes must comprise an additional compressible material (the brake linings) between the shoe brake face and the brake face of the inner cylinder of the drum which have to be replaced also with prolonged use. The object of the invention is to create brake transmissions that can be designed in a simple and cost effective manner due to their optimal construction and distribution of the brake pressure, and can also be designed in plastic materials, zinc injection molding or Injection molding ^^ £ ^^ ¡^^^^ J ^^^. aluminum, that is, from less rigid material (parts 1 to 6a) and can be adjusted and fixed by both a handwheel (6) and by a control lever (6a in Figure 5) or by control elements or of electric, pneumatic, hydraulic, magnetic or any other type of change (not shown) from the primary or drive side "dragging the drive side, for example arrow 3" in both directions, in other words against a blocking force or braking, with the smallest amount of sliding or slippage between primary rotational movement (adjustment or actuation) and locked or secondary reversing movement, for example in a drive or driven arrow 3. A forward or reverse movement, each rotational movement of the driven and driven arrows can be braked or completely blocked in a severe manner and released again as quickly as desired and at any time depending on the design and adjustment. The disadvantages or weaknesses of the freewheeling brake and brake transmissions according to the current state of the art are avoided by the subject of the invention. This objective is achieved by a brake transmission with the features of claim 1. Advantageous embodiments of the invention are given in the subclaims. The following advantages inter alia are achieved by the invention: 1. Both "active" brake cylinder faces 5 are many sometimes larger because they rest against each other "with their entire faces" without unused intermediate spaces and therefore can be used 100%. 2. As a result, the specific surface pressure (per mm2) is so small that plastic, aluminum, zinc or other injection molded materials or less rigid materials and more favorable production methods for the active elements can still be used. 3. The expansion ring 2 has no unloaded (sliding) operation between locking and releasing because (as a helical spring) it does not have to be wound or unwound on a plurality of spring coils when it receives a circular thrust at one end of the cylinder. expansion ring brake to radially enlarge the diameter or brake force and vice versa, receives circular tension force at the other end of the brake cylinder pitch circle once to reduce the diameter of the expansion ring and therefore lift the brake in order to be able to adjust the brake transmission. 4. The entire one-piece expansion ring (see Figure 1) can also be designed as a double ring as in Figure 3 and with and without additional expansion springs (9, 9 ', 9", see Figure 2) and it can also be of laminated design capable of multiple and despite this maintain all the advantages of the new brake transmission 5 The expansion ring 2 which, with its cylinder diameter ^ g ^ j ^. larger external, was compressed when installed in the smaller internal cylinder of the brake drum 1, has (in contrast to the rigid shoe brakes) the active force of automatic closing (expansion force) at all points of its periphery of friction cylinder, in addition to the normal force of application, to convert itself from a smaller radius to a larger radius by means of its inherent tendency and its stored force. Due to the previously mentioned advantages alone, the brake transmissions according to the present invention rarely have any undesirable slippage between control and blocking or braking, and this is in both primary and secondary terms, in other words on the input side and in the exit. 6. Additional advantages are given by an additional increase in the braking force of the brake transmission inter alia by, for example: a) internal and external faces in the form of a keyway between the expansion ring and the housing (transverse to the face of the cylinder, see Figure 4 on the brake faces 5) as a result of which an effect of automatic closing and braking or additional locking is produced by the tapered rings in the opposite key slots in the entire periphery, as is the case with a band in V. b) due to the symmetrical or asymmetric, micro or normal undulation of one or both friction faces, in the longitudinal direction or direction of rotation of the circular brake faces (see Figure 3, circular photographs a and b), a complete stop against rotation it is achieved between the drum 1 and the expansion ring 2 with the lighter expansion, and the run is again achieved with light compression of the expansion ring, c) due to such symmetric or asymmetric undulation, micro or macro of one or both friction surfaces, or micro or macro undulation extending in another form, an ideal state can be achieved for many purposes, for example, in such a way that the brake transmission same (in other words, without, but also with "counter-torque") has a larger braking moment, for example in the counterclockwise (or clockwise) direction than in the another direction of rotation. As a result, the torque to lift a crane load, for example, can be designed to make it smaller than that to rewind the pull wire or other transmission. The reverse movement is actually slower than the lifting or tensioning process of, for example, a pull line or other transmission. This can also be achieved, for example, by an asymmetric dinner curve or similar ones which is softer in the direction of rotation, in other words more flat lata-tniAahA ..: i - .. ^^. fai and is more abrupt in the reverse direction and therefore has more braking power, when the direction of rotation in which the brake transmission is to brake or is known is known. blocking, a starter auxiliary can be provided at that end of the friction face of the expansion ring that is away from the pressure point of the drive stump 4 on the final circular face of the ring 2 and that is not pushed by the part 4 same, for the start of braking after a lifting process, in other words a braking auxiliary for the transition from the raised position of expansion ring to the expanded, braking or blocking position (similar to a compensator in boats, airplanes , etc.), by means of braking auxiliaries (see Figure 3, parts 12 and 12a). The parts 12 are ribs projecting slightly beyond the brake cylinder of the expansion ring 2 which, after lifting in the case of a desire for braking or additional blocking, starts to engage as first parts of the expansion ring 2 due to its premature contact of the inner cylinder 5 of the brake drum (and also due to its additional inclination). As a result, the remaining arc of the circle and brake face are brought into close contact more rapidly and violently and the entire ring expands or blocks as in a chain reaction. The initial braking auxiliaries 12a operate in a similar manner. They constitute one or more coated, gummed, additionally inserted or vulcanized coatings with materials that project slightly and have a higher coefficient of friction. 7. An expansion element (see Figure 6b) that has been produced from slightly elastic material and that has also been compressed, with excessive diameter to the brake drum 1 and can only receive counter-torques in "one" direction of rotation , it can be rotated in both directions by means of a pivoted lever 6a (in other words, also against the block) when due to the action of the lever or a handwheel pulled etc. , a shrinkage ring 13 can be reduced in diameter until the elastic expansion element 2b with its segment indentations 14 is reduced in diameter by the shrinkage ring 13, which is emptied or located in a notch, until it is loosened or raised so that the lever 6a pivoted together with the expansion element 2b can rotate in the stationary brake drum 1 which in turn then drives the driven arrow 3. 8. To increase the expansion force of the expansion rings 2, expansion force enhancers (parts 10 in Figures 5, 5a and 5b) can be used which intensify the braking force or blockage of the expansion ring due to the counter-torque of the driven arrow 3. Due to, for example, contraction elements, such as the two contraction stumps 6 'and 6", which, for example, are firmly connected to a pivoted contraction lever 6a or are integral therewith, both, the expansion ring 2 and the lever 10 of expansion force extension or eccentric 10 'of expansion force enhancement and the arrow 3 can be inverted, and a clearance can be created 1 1 for contraction (play between the internal and external brake cylinder) and the rotational position of the arrow 3 can also be adjusted and fixed again in both directions of rotation by means of its driving stubs 4 with the same lever 6a pivoted or instead, a pivoted handwheel pulled (with the same trunnions 6 'and 6"of contraction). 9. The secondary reversing torque stops in a circular manner exclusively on the final inner face of the expansion ring 2 via the arrow 3 and its driving stubs 4 in such a way that it can only exert a torque on the ring expansion on the end face of the ends of the expansion ring in a radial thrust manner. Due to the actuating element or elements this power arm lever can be used to adjust a brake transmission and to restrict a circular force, in other words to brake or block a torque or rotate an arrow. The invention will be described in more detail below with ? iíiákikikÁ é ámik * .i t. AaÜÜ ... ^ - the aid of modalities and with reference to the drawings, wherein: Figure 1 shows a modality of a brake transmission in section AA according to Figure 1 a, Figure 1 a shows the modality of According to Figure 1 in section BB of Figure 1, Figure 2 shows one more mode of a brake transmission in section AA according to Figure 2a, Figure 2a shows the embodiment according to Figure 2 in section BB of Figure 2, Figure 3 shows a third embodiment of a brake transmission in section AA of Figure 4, Figure 3a, b shows details of Figure 3 in enlarged view, Figure 4 shows the modality according to Figure 3 in section BB of Figure 3, Figure 5a, b, c shows a fourth mode of a brake transmission with enlarged details in various operating positions, Figure 6 shows a fifth mode of a transmission brake in section A- A of Figure 6a, Figure 6a shows the embodiment according to Figure 6 in section BB of Figure 6. The brake transmission is installed as a mode in Figure 1 to Figure 4 in the free interior of a conventionally hollow handwheel (part 6) that can be mounted ívj a, a? < ,TO . ^ iL. . i. i. also, for example, for actuating or adjusting a car or office seat or any machine or any device, or with which a torque force locked or automatically locked against reverse movement or re-winding is to be controlled. Such handwheel (part 6) or such adjustment lever (part 6a in Figure 5) or even the braking transmission alone (with or without other actuation elements) can be adjusted in both directions of rotation with arrow drive ( part 3) without additional lifting of a brake or overtravel or other type of brake or locking device. When the handwheel or lever or actuator for the brake transmission is released, the brake transmission automatically engages or locks, in other words (depending on the adjustment and / or design, pre-tensioning, material used, etc.) the brake transmission can not reverse the rotational movement adjusted in a secondary retroactive manner or can only do this in a severely tight manner of the driven arrow 3, after the adjustment force has been released after a primary adjustment ( using the handwheel, the lever, etc.). The brake transmission may also be, however, placed within any design at any point of a driven or driven shaft arrow (supported against external torque by the environment or a pull cable, beam or other anchor) of such that the primary adjustment rotation force acts 1-mLií.? LA.ÍcZLillt i ,. .. - - - - ^ «« S ^ (first, in other words in an adjustment mode), for example, by means of a second hollow arrow (not shown) (pulled on a projection of the first arrow 3) which acts on the same axis or an adjustment arrow extending in an articulated manner at an angle to the main shaft, but also for example, by means of a spool of Bowden wire and wires, a cogwheel or other drive mechanisms within a device, equipment, furniture, vehicle, etc. , where the impulse or impulse output arrow 3 can be adjusted with the primary setting. Conversely, in other words in a secondary manner, this arrow 3 can not, however, (or depending on the adjustment, more or less easily) rotate this brake transmission. Figure 1 shows in section AA in Figure 1 a housing 1 with cylindrical internal face that serves as friction face (or braking) and receives the open simple expansion ring 2 having its cylindrical friction surface 5 on the side external. The predetermined external diameter of the expansion ring 2 has a larger external diameter in the non-installed state than the cylindrical internal friction face 5 of the housing 1. After installation of expansion ring 2 by compression (pre-tensioning) and insertion into housing 1, the friction faces 5 of the two components 1 and 2 press firmly against each other, as a result of which a braking effect is given against the rotation of the expansion ring 2 in the stationary housing 1. A permanent torque that retroactuates, for example by means of a Hmmm? %., Mm? The mechanism that can be adjusted by means of the arrow 3 is, however, additionally cocked until it stops at each position of the expansion ring 2 by means of the drive stump 4. The drive stump 4 presses against its support part 4 'in a circular and non-positive way of adjustment on the radial end face of the open expansion ring 2 and therefore further intensifies its predetermined, inherent braking torque or braking effect between expansion ring 2 and housing 1. This braking or blocking force is, however, weakened or canceled by the rotation of the handwheel 6 (with its contraction stumps 6 ', 6"that are designed as one piece with the handwheel or are mounted therein). These trunnions exert a circular tension force at the other open end of the expansion ring 2 which reduces or cancels the pressure lock and braking force of the expansion ring 2. The handwheel 6 can then cancel the locking or braking effect in the reverse sequence via the expansion ring 2, the application part 4 ', the drive stub 4 and the arrow 3 and allows the rotation and adjustment of the entire mechanism, ie the brake transmission, in both directions of rotation ( also against a blockage.) Figure 1 a shows section BB through the center of the mode according to Figure 1. The circular hand-held handwheel is pulled on the housing 1 and secured against removal. n by gripping wings 7 molded therein. ,. »... t. t "Asi j, ^ ^ s ^ Í ?? ^ ^ .a.

Figure 2 and Figure 2a show a brake transmission as described in Figure 1 and Figure 1 a, where, however, the inherent expansion force of the expansion ring 2 is enhanced by additional expansion elements, such as two springs 9, 9 ', 9"shown for example, which simultaneously increase the braking effect Three variations of expansion elements are shown by way of example: 1. The two coil springs 9 are located between the two radial end faces of the opening of the expansion ring 2. 2. A double-threaded helical spring 9 ', which is wound around the arrow 3 and whose ends are extended, also presses these ends against the two end faces of the expansion ring 2,. 3. A spring strip 9 'which is bent around with pre-tension and is inserted inside the expansion ring 2. A mode not shown could be, for example it, an expansion material such as a rubber, foam material, a plastic material, an insulating air cushion, pneumatic springs, etc. , which can be inserted into the expansion ring to increase the expansion force. An example of a method for securing the entire brake transmission through the base of the housing 1 with recessed head screws 8 is also shown in Figure 2a, where the View of arrow 3 is interrupted. Figure 3 shows an additional brake transmission with a double expansion ring 2, whose internal ring additionally applies an expansion force to the friction face 5. Two variations of the design of the friction or brake faces 5 are shown by way of example in the detail increases a and b. The undulation, by way of example, of the two friction faces 5 can have the same structure or a different structure both in the housing 1 and in the expansion ring 2 and can be microfine or thick and of different depth. The difference between the two examples is that in the variation a, the trajectory of the wave is uniformly symmetrical, so that when braking and adjusting the same resistance is found in both directions of rotation. In the variation b, the trajectory of the wave is sharper in ascending than in descending, so that when facing and adjusting, greater resistance is found in one direction and less resistance is found in the other direction. Thus, a torque acting permanently or in the manner of pulses and in retroactive mode in the brake transmission in one direction can be intercepted, moderate, better leverage or, with respect to the expenditure of adjustment force, be reversed partially or completely or can also be stopped completely even with less expansion force. Due to the design of the friction faces, the braking effect is intensified in addition to the force of friction and expansion, because a force expenditure is required additional to overcome the gradient and when each wave is overcome the expansion ring 2 is pre-stressed in each case doubling the height of the wave. The fact that due to the respective "coupling" at each wavelength, the sliding friction is partially to completely turn into a stationary friction and therefore the coefficient of friction increases towards the beginning of an inversion, it also intensifies the effect . Figure 3 also shows brake start auxiliaries 12 and 12a which apply only individually and only the expansion expansion of the expansion ring in a direction of rotation after the ventilation procedure (as a compensator on ships), when they act on the other end face of the expansion ring which has not been pushed (due to the light projection above the brake cylinder or due to the special brake material). Figure 4 shows a mesh-like, key-shaped design of the two friction faces 5 in the housing 1 and in the expansion ring 2. On the one hand, this enlarges the friction faces as a whole and, for another part, the braking effect due to the mesh (manipulation) of the respective notch with the opposite wedge. The peripheral key slots can also be designed as screw cords to screw the expansion ring 2 (expansion element) to a housing 1 as a nut. Figure 5 shows a brake transmission with double expansion ring 2 and a pivoted lever 6a of contraction which compresses two contraction trunnions 6 ', 6"connected integrally or firmly to the pivoted lever of contraction.The arrow 3 has an impeller 4 (integrally connected thereto or loose for coupling), the end of which engages in the opening of the expansion ring 2 and transmits a retroactive torque to an expansion lever 10 via the arrow.This expands the expansion ring 2, in addition of its own inherent expansion force (or something else in the absence or relaxation thereof), on the two faces, for example radial ends of the expansion ring 2 inside the housing 1, so that the braking effect can be increased until locking. Pivoting the lever 6a (in any direction of rotation), the double expansion ring 2 is compressed to a smaller external diameter due to the two trunnions 6 'and 6"of contraction fixed in their spaces between them and to the lever 6a pivoted, for example, by integral design of the three elements, which co-pivot with the pivoted lever 6a, as a result of which the expansion force and the force of braking are canceled or reduced. The pivoted lever always pivots around the contraction stump 6 'or 6"as a fulcrum, which is placed in the same direction of pivoting of the lever Figure 5a shows the pivoted lever, pivoted about the center point and fulcrum of the stump 6" It has driven the stump 6 'of opposite contraction around the same central point 6. As a result, the entire expansion ring 2 is compressed again (or contracts) (see air gap 1 1) to a smaller diameter due to this circular eccentric movement and wedge effect between the two trunnions 6 'and 6"with larger translation through lever 6a" against inherent and strange expansion forces ". The expansion intensification lever 1 0 is also reversed by the two inherent end faces of the expansion ring 2 compressed again (together with the arrow 3 driven - via its impeller 4). The entire brake transmission together with the arrow 3 can now turn or adjust both sides against or with a torque counter torque available on the driven side. When the pivoted lever 6a is released, the expansion ring 2 expands again immediately, intensified or not intensified, for example by means of a lever 1 0 of expansion expansion, and brakes or blocks, depending on the construction, design, intention, materials used, etc. , a reverse movement by means of the driven arrow 3 or a torsion counter torque. The pivoted lever 6a can also be designed, as in Figures 1 and 1 a, 2 and 2a and 3 and 4, without a lever by means of a handwheel 6 pushed over the entire brake transmission when sufficient clearance is left between the internal cylinder of the handwheel 6 and the outer cylinder of the housing 1 for light pivoting around one of the two trunnions 6 'or 6", instead of rotating around the central point. -, - Í, JfcM.-t m1tá ~ m * m..m .. * i. M ^ m ^ -. * ",. , mu. ~ .. - * - * • * * •• 'Figures 5b and 5c show, in each case, a lever 10' of expansion intensification which can be rotated by its rotary stump part about its fulcrum M when a counter-torque of the driven side presses from the arrow 3 by means of its drive stump 4. The expansion intensification lever in Figure 5b has, as a result, for example, already rotated the expansion intensifier 10 'and its eccentric-pitch circle face further diffused to part of the opposite faces of the same expansion ring 2 in the point of contact of the tangent T and additionally presses the end of the expansion ring 2 with its friction face on the receiving cylinder face with its translation lever 10 '. Figure 5c shows that the expansion intensifier 10 'is inverted again around the fulcrum M in the reverse sequence when the expansion ring 2 (as described in Figure 5a) contracts due to a pivoted translation lever 6a, that is, it is compressed again to a smaller diameter. Figure 6 and Figure 6a show an elastic expansion ring 2b made of a slightly elastic material, whose outer cylinder, as with the previous expansion rings 2 and 2a, is larger in diameter before assembling than the internal diameter of the cylinder accommodation 1. After assembling, that is to say after this elastic expansion spring has been compressed in the housing, an inherent "inherent braking force or braking force" is already produced which is smaller in one direction of rotation and larger substantially in the other direction of rotation. By pivoting (tilting) the intermediate segment portions around their roots by a twisting counter-torque to the indentations 14, due to the oblique indentations 14, many individual "individual inclined expansion braking forces" are again created up to the blocking total, in addition to its inherent force of expansion and braking. One or more circular shrink rings 1 3 arranged at or just below the periphery of the brake cylinder of the elastic expansion ring 2b can reduce its own diameter and the diameter of the elastic expansion ring by compressing and shortening its circular periphery, for example with the aid of the pivoted lever 6a shown. As a result, the braking or locking force of the elastic expansion ring 2b is also reduced and an adjustment of the entire brake transmission is possible together with the driven arrow 3 anchored in the expansion ring 2b in both directions of rotation and also against segment portions and blocking force. The brake transmission can brake and / or lock in both directions of rotation with or without the use of the ring or expansion rings and even in the case of a load in excess can simply slide back and start again, but without braking. The brake transmission or simply the drive shaft can lift, tighten, pull, push, bend, adjust directly or indirectly other parts and fix or block everything again by means of active elements.

Claims (1)

1. CLAIMS 1. A brake transmission with a brake drum provided with a drive shaft, inside which an expansion ring is arranged which is larger than the diameter before installation, which after installation has an inherent friction by expansion against rotation due to its expansion force at all points of the friction face, characterized in that the brake drum is secured against rotation, and because, in the case of a reverse torque on the driven shaft, a additional expansion and braking intensification up to the total potential blockage via the driving shaft of the driven shaft and the circular thrust of the drive journal on one of the two end faces of the expansion ring, said additional expansion and intensification of braking or total blocking potential contracts the expansion ring due to the rotation of the primary handwheel or pivoted primary lever of contracc ion on the inlet side with the help of the two contraction stumps firmly attached to it, again due to a circular tension force on the opposite end face of the expansion ring, such that the brake friction or even the lock is released again and may again an adjustment and fixing of the overall transmission brake on the side of the inlet and outlet at any time in both directions. The brake transmission according to claim 1, characterized in that the expansion force of the plurality or -lunl IIe ilAll i-j mte- to .ia.L ring (s) of expansion is intensified by means of compressible expansion. 3. The transmission brake according to claim 1 or 2, wherein the expansion ring consists of two expansion rings arranged one inside the other. 4. The transmission brake according to one of claims 1 to 3, characterized in that the friction faces are cylindrical or conical in design. The brake transmission according to one of claims 1 to 4, characterized in that the brake faces on the brake drum and on the outer cylinder of the expansion ring have a symmetrical or asymmetric friction surface, micro or macro- undulating in order to achieve synchrony in the direction of rotation of a braking or friction resistor of the same size or of different sizes depending on the direction of rotation. The brake transmission according to one of claims 1 to 5, characterized in that the brake faces have circular key grooves and tongue projections with key grooves and circular reed ribs to increase the brake force. The brake transmission according to one of claims 1 to 6, characterized in that the expansion ring is produced at least partially from slightly elastic material with a high degree of friction resistance and / or mmmA J? ... tm? iAlI. ~ i additionally holds or blocks by means of indentations or by manipulation of the remaining segments. The brake transmission according to one of claims 1 to 7, characterized in that one or more parts of the friction face of the expansion ring protrudes by means of indentations or projections with respect to the other face of the friction cylinder and it acts initially in a braking manner. The brake transmission according to one of the previous claims 1 to 8, characterized in that in order to achieve total reverse blocking even with a small expansion force, the internal or external cylindrical friction face are completely or partially coated , glued with, layered or otherwise provided with a material with a higher degree of resistance to friction. 10. The transmission brake according to one of claims 1 to 9, characterized in that two trunnions are connected to the handwheel or lever pivoted, wherein by actuation of the handwheel, which is arranged at an increased distance from the brake drum, or the pivoted lever, the brake drum is rotated or pivoted about one of the two trunnions, depending on the direction of rotation , in such a way that due to the constant separation of the two trunnions, the expansion ring inevitably contracts and as a result, the expansion force and the friction on the friction face are reduced or canceled due to a reduction in the diameter of the ring expansion. eleven . The brake transmission according to one of claims 1 to 10, characterized in that an additional expansion stepping lever is provided to intensify the expansion force of the expansion ring in the case of a reverse torque through the arrow and for reverse braking, depending on the design and adjustment of the brake transmission, up to a reverse lock. ÍÍA?,? «Á * á ~ .¡ * ¿¿*». t? «< á¡mß & í * MS.,?