WO2011157401A1

WO2011157401A1 - Adjustment apparatus for a self-energizing braking device, and self-energizing braking device

Info

Publication number: WO2011157401A1
Application number: PCT/EP2011/002922
Authority: WO
Inventors: Johannes Hammelrath; Oliver Porten; Jens Mierlich
Original assignee: Pintsch Bubenzer Gmbh
Priority date: 2010-06-14
Filing date: 2011-06-14
Publication date: 2011-12-22
Also published as: CN102906445A; DE102010023700B4; CN102906445B; DE102010023700A1

Abstract

An adjustment apparatus (300) for a self-energizing braking device, and a self-energizing braking device comprising the adjustment apparatus. The adjustment apparatus (300) comprises a setting device (332) for adjusting a brake head (100) from the venting position thereof into the braking position thereof by means of a setting force. The adjustment apparatus also has a releasable holding device (400) with which the brake head (100) can be fixed in the braking position thereof. Furthermore, the adjustment apparatus comprises a tensioning device (331) which builds up a braking force on a braking member (112), which acts perpendicularly to an active surface of a braking element (119), when the brake head (100) takes up the braking position thereof, and an adjustment component (113) which is coupled to the braking member (112) acts on the tensioning device via the braking member (112) under the action of the braking element (119). In this case, the setting device (332), holding device (400) and tensioning device (331) act on a transmission element (330) acting on the brake head (100).

Description

Actuating device for a self-energizing brake device and self-energizing

braking means

FIELD OF THE INVENTION

The present invention relates to an adjusting device for a self-energizing brake device and a self-amplifying brake device comprising the adjusting device.

In particular, the present invention relates to lever or caliper brakes, which are operated with such a control device.

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, e.g. In the event of a power failure, a braking system should automatically bring the machine to a standstill (FAIL-SAFE).

In general, braking systems with low energy consumption, an increased robustness and thus a reduced need for maintenance, become more compact and thus more space-saving design and / or reduced production costs through the use of simple components needed. One goal is therefore to provide brakes with a high braking torque, which as far as possible need no external 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 constructed, e.g. Achieve 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. Femer is known from German patent application DE 103 50 225 AI 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 adjusting devices used in the known systems, which serve to trigger the self-energizing braking action to maintain and cancel, are only partially used for safety brakes, which act in particular on rotating brake elements such as brake discs or brake drums, since they require either an elaborate control technology, large-volume and require heavy components and / or can not be used in conjunction with brake lever assemblies for lever or caliper brakes.

The invention is therefore based on the object to provide an adjusting device, in particular for rotary brake elements, which allows easy release of the braking device, even under load, and also at least partially overcomes the disadvantages of known braking devices described above. SUMMARY OF THE INVENTION

According to the invention, this object is achieved by the subject matter of the independent claims. Variants and preferred embodiments give the dependent claims, as well as the following description and the drawings.

A first aspect of the invention relates to an adjusting device for a self-energizing brake device. The adjusting device comprises a starting device with which a brake head from its release position in its braking position (by means of adjusting force) is adjustable. About a releasable holding device on the brake head is fixed in its braking position. A tensioning device builds up a braking force on a brake body acting perpendicular to an active surface of a brake element when the brake head assumes its braking position. A coupled to the brake body adjusting piece acts under the action of the braking element on the brake body on the clamping device. In this case, engaging device, holding device and clamping device engage a transmission element acting on the brake head.

The holding device receives the self-energizing braking effect generated by the clamping device during the braking process.

Since the actuating device, holding device and clamping device act via one and the same transmission element, the number and cost of the necessary components are reduced and a compact and therefore space-saving braking device is reduced.

According to one embodiment of the invention, the transmission element is designed as a displaceable along its longitudinal axis rod, in particular as a push rod.

Such a rod-shaped transmission element allows for slender design different sections in which Anstellelle, clamping device and holding device can act independently. At the same time, such a rod-shaped transmission element can articulate the linkage of a pliers or lever brake and thus exert its Anstell-, clamping and holding function on the brake levers arranged on the brake heads and thus on the brake element. The effective direction is predetermined by the longitudinal axis of the rod and the effects of the clamping device and the adjusting device is particularly easy to orient by being aligned parallel to this longitudinal axis.

5 The effect of Anstellelle, clamping device and holding device is thus mediated by the longitudinal movement of the transmission element.

The adjusting device and the clamping device act according to a further embodiment parallel to this longitudinal axis.

i o

In particular, adjusting device and clamping device can be formed in a further embodiment as the push rod surrounding spring elements, preferably coaxially arranged on the transmission element springs, whereby the space required for the adjusting device is reduced. The identical effective direction of Anstell- and

1 5 clamping device can also be used for a simplified opening and closing process. In addition, springs are standard components with defined mechanical properties, which also allow a compact design. At the same time there is a wide range of different coil springs with different spring characteristics and geometries available, so that without changes to the brake geometry

2 0 brake can be adapted to different conditions of use only by replacing the spring components. In addition, the rod also serves as a spring, so that comparatively long springs and thus long Anstell- and clamping paths can be realized, if necessary.

An embodiment of the invention describes an adjusting device in which the setting and / or the braking force of the spring acting as a setting device or as a tensioning device can be set via an adjusting stop. The parking stop is designed according to a further embodiment as adjustable on the push rod adjusting nut.

3 o The setting or braking force is adjusted by adjusting the adjusting nut

Distance of the spring supports and thereby the bias of the spring is changed. Thus, the brake system without the spring to change different braked braking situations can be adjusted, making the brake system is universally applicable. Adjusting means are particularly simple and accurate to adjust and allow the use of possibly only slightly to be modified standard parts.

According to an alternative embodiment, the transmission element of the adjusting device acts on the brake head via a lever arrangement.

The lever arrangement advantageously comprises two brake levers which are each coupled to the push rod or the housing frame of an adjustment arrangement. An adjustment of the push rod relative to the housing frame causes a change in the distance of the brake lever, whereby the brake system between the brake and release position is adjustable. In this case, two brake heads arranged on the brake levers engage symmetrically against a brake element, as a result of which wear effects only occur symmetrically and are thus reduced. Bending effects on the brake element occur. The brake element, in particular a brake disc can be made relatively thin walls and only needs to transmit the torsional forces occurring. Thus, the braked masses are only slightly increased by the braking element. The adjusting device is thus on conventional Zangenbzw. Lever brakes can be used and, if necessary, can also be retrofitted to existing pliers or lever brake systems. According to a further embodiment, in the adjusting device comprises the releasable

Holding means a switchable by means of external power supply coupling for releasing the transmission element in a ventilation direction, wherein the coupling determines the transmission element without external power supply in the direction of ventilation. Because the switchable clutch is closed when the external power supply is omitted, the FAIL SAFE principle is realized, whereby a brake comprising the adjusting device can be used in many ways, in particular also in conveyor technology.

A further embodiment of the invention is concerned with the adjusting device, in which the releasable holding device has a blocking element which is coupled to the transmission element and designed as a toothed wheel. The gear engages a rack. It can be moved freely in the braking direction, whereas it can be determined by means of a cooperating with the gear and coupled with a freewheel clutch in the direction of ventilation. In another embodiment of the invention, the adjusting device is provided with a releasable holding device which has an axially coupled to the transmission element threaded spindle, which cooperates with a rotary nut, which also allows by means of a freewheel and a clutch linear movement of the spindle in the braking direction. On the other hand, the rotary nut can also be fixed via the coupling in a direction of rotation blocking the linear movement of the spindle in the direction of the air flow.

This arrangement is particularly compact and space-saving, since all components of the holding device are arranged substantially coaxially with the transmission element. The number of components is further reduced. At the same time, the holding moments to be transmitted can be introduced symmetrically into a housing or a holding frame.

According to a further embodiment of the adjusting device, the clutch is switchable under load.

5

This simplifies the opening process of the brake system and sometimes makes expensive, large or maintenance-intensive hydraulic and / or pneumatic systems for actuating the brake superfluous. o Preferably, the switchable under load clutch according to another embodiment, an electrically switchable Magnetahnkupplung that allows short shift travel. Magnetahnkupplungen can transmit high loads reliably in a compact design and therefore offer high safety reserves. 5 According to a further embodiment, the holding device comprises the

Adjusting device an adjusting device which automatically adjusts the position of the adjusting device with respect to the transmission element according to the wear of a brake lining and / or the braking element during operation of the braking device. o This significantly reduces the maintenance requirements of a brake system.

Another aspect of the invention relates to a braking device with an adjusting device having the advantageous features described above. 5 BRIEF DESCRIPTION OF THE DRAWINGS

Hereinafter, further preferred exemplary embodiments of the invention will be explained in more detail with reference to schematic drawings. Showing:

1 shows a perspective view of a brake system with a brake device according to the invention designed as a clamp brake, an adjusting device according to the invention, a holding device and a lifting device;

Fig. Lb is a perspective detail view of a holding device;

Fig. 1 c is a schematic representation of a holding device;

2 is a sectional view of a brake head in the release position for a brake device according to the invention;

Fig. 3 is a view of a running as a caliper brake invention

Brake means;

FIG. 3b shows a schematic view of a braking device according to the invention designed as a lever brake; FIG.

3c is a perspective sectional view of a braking device according to the invention designed as a floating caliper brake;

4 shows a view of an adjusting device according to the invention;

5 is a perspective sectional view of a Lüftgerätes;

Fig. 6a is a schematic representation of a brake system with a braking device according to the invention, an inventive

Actuating device, a holding device and a Lüftgerät in release position; FIG. 6b shows the brake system shown in FIG. 6a in the braking position; FIG.

FIG. 6c shows the brake system shown in FIG. 6a in the braking position; FIG.

FIG. 6d shows the brake system shown in FIG. 6a in the braking position; FIG.

FIG. 6e shows the brake system shown in FIG. 6a in the release position; FIG.

FIG. 6f shows the brake system shown in FIG. 6a in the braking position; FIG.

FIG. 6g shows the brake system shown in FIG. 6a in the braking position; FIG.

7 is a control diagram for the operation of a brake system according to the invention with a braking device, an adjusting device according to the invention, a

Holding device and a Lüftgerät;

Fig. 8 is a schematic representation of a centering device after a first

Example; and Fig. 8b is a schematic representation of a centering device according to a second

Example.

DESCRIPTION OF PREFERRED EMBODIMENTS

Figures 1, 2 and 3 show the basic structure and the function of a brake system 10, which includes an embodiment of a braking device according to the invention. The brake system 10 shown is provided with a designed as a claw brake brake lever assembly 200 which is coupled at its Stellende 225 with the actuator 300 and at its braking end 226, the brake heads 100 carries. Between the brake levers 220 acts a centering device 600, the structure and function will be explained below in connection with Figure 8. The adjusting device 300 is coupled at its one end via an adjusting block 224 articulated to the Stellende 225b of the brake lever 220b, which is constructed of two parallel tabs. The other end of the adjusting device 300 is coupled to the holding device 400, which together with the lifting device 500 form the adjusting arrangement 700, which is articulated via its housing frame 710 with the positioning end 225a of the brake lever 220a. About the adjustment assembly 700 and the actuator 300, the brake system 10 is adjustable between its braking position and its release position. The entire brake system 10 is fixed pivotably in the fulcrums 221 to a brake disk designed as a brake disk 19, in such a way that serving as active surfaces radial surfaces of the brake disc 1 19 (see Fig. 3) centered between the opposing brake heads 100 extends ,

The brake head 100 shown in Figure 2 comprises a brake body 1 12 with a fixed thereto brake pad 1 16, serving as the effective surface friction surface during braking acts on the radial surface of the brake disc 1 19 and transmits the braking action on the brake disc 1 19 on a brake shaft.

The brake body 112 is arranged to be adjustable to a setting piece 1 13 and is held by a total of four spring elements 120 (FIGS. 1 and 3) in an initial position (FIG. 2) on the setting piece 13. The adjusting piece 1 13 itself is screwed to a hinge block 121, which is centered about a cylindrical centering pin 122 to the adjusting piece 1 13. About two protruding from the hinge block 121 pin 123, the ends of each in an am Actuator 1 13 13 fixed support bracket 124 protrude, the entire brake head 100 is pivotally received respectively at the brake ends 226a and 226b of the brake lever 220a and 220b.

The tension of the spring elements 120 can be adjusted via a control flap 125, which is adjustably fixable on the hinge block 121.

The mutually facing coupling surfaces of the brake body 1 12 and the adjusting piece 1 13 are each provided with a plurality of mutually parallel splines 1 18, which are defined by mutually inclined serving as shelves wedge surfaces 1 14. Between the shelves 1 14 corresponding to the number of keyways 1 18 (here four) designed as cylindrical Wälzrollen or needles rolling elements 1 17 are provided. About the position of the splines 1 18 and the rolling elements 1 17, the initial position of the brake body 1 12 shown in Figure 2 is defined for adjusting piece 1 13 and elastically fixed by the spring elements 120, so that the brake body 1 12 in the direction of arrow P to the adjusting piece 1 13 adjustable is.

The available adjustment s is defined by serving as a stop screws 1 15 whose position is fixed by a lock nut.

When braking, the brake head described above works as follows:

First, the brake head 100 is applied with the effective surface of the brake pad 1 16 to the radial surface of the rotating disk 1 19 in the direction P. The onset of friction shifted on the brake pad 1 16 attacking the brake body 1 12 in the direction of stop 1 15. In this case, the wedge surfaces 1 14 move to each other, via the rolling elements 1 17 rolling against each other. When moving the brake body 1 12 in

Direction P get the rolling elements 1 17 when rolling from the notch base on the flanks of the wedge surface 1 14 and brace the brake body 1 12 against the radial surface of the brake disc 1 19. This increases the force acting on the brake head 100 force and thus the braking effect.

The inclination of the wedge surfaces 1 14 is adjusted so that the wedge surfaces 1 14 and rolling elements 1 17 are self-locking coupled to each other, ie, that the rolling elements 1 17 during the braking operation when adjusting the brake body 1 12 against the Adjustment piece 1 13 under the force exerted by the brake disc 1 19 outward force perpendicular to the direction of arrow P can not slip into the keyways 1 18.

In order to dose the braking force built up by the wedging action, the following is provided: On the one hand, the stops 1 15 serve to limit the travel s, so that an adjustment of the setting piece 1 13 caused by the wedging action is also restricted perpendicular to the direction of the arrow P.

In order to build up a definable braking force, the adjusting arrangement 700 is provided with the adjusting device 300. 4, the adjusting device 300 comprises a transmission element 330 designed as a push rod, which acts between the positioning end 225b and the housing frame 710 coupled to the positioning end 225a. Here, the push rod 330 passes through an end plate 720 of the housing frame 710 and opens into the holding device 400 (see below and Fig lb and lc). Between the end plate 720 and a stop ring 336 which can be adjusted along the push rod axis via a thread, a compression spring 332 designed as an adjusting device acts (also referred to below as the adjusting spring).

The push rod 330 itself can be fixed or released by means of the holding device 400 with respect to the housing frame 710. When fixed push rod 330 is the

Adjusting spring 332 ineffective. When the push rod 330 is released, the adjusting spring 332 spreads apart the brake levers 220 at the end position 225 by being supported between the stop ring 336 and the front end plate 720 of the housing frame 710, engaging on the housing frame 710 at the end 225a and thus acting on the end 225b. The actuating force of the adjusting spring 332 is on the stopper ring 336 on the push rod

330 and transferred via this in a further stop ring 335, at which another formed as a tensioning device compression spring 331 (hereinafter also called tension spring) connects, which also sits on the push rod 330 out. The other end of this tension spring 331 acts on the control block 224, which is pivotally received by hinge pins in the position end 225b of the control lever 220b (see also Fig. 1). The interspersed

Push rod 330 this adjusting block 224 slidably and is secured by a securing element against slipping out of the control block 224. The spring force of serving as a clamping device 331 compression spring is substantially higher than that of the serving as adjusting pressure spring 332. Thus, the actuating effect of the adjusting spring 332 transmitted via the tension spring 331 and the adjusting block 224 on the Stellende 225b and on the front Gehäusestirnplatte 720 in the housing frame 710 and thus also on the Stellende 225a. When the push rod 330 is dissolved by the positioning ends 225a and 225b spread apart and the brake heads 100 with the brake bodies 1 12 and the brake pads 1 16 applied to the radial surfaces of the brake disc 1 19.

In this position, the push rod 330 is fixed via the holding device 400 with respect to the housing frame 710 and thus with respect to the positioning end 225a. By acting on the brake pad 1 16 on the brake pad 1 12 in the direction P actuating force of the brake body 112 is adjusted relative to the adjusting piece 1 13 in the direction P. Due to the roll-wedge effect of rolling in the keyways 1 18 rolling elements 1 17, the adjusting piece 1 13 is moved perpendicular to the radial surface of the brake disc 1 19 of this. That is, the brake ends 226a and b are pressed apart against the tensioning spring 331 acting between the adjusting ends 225a and 225b. At the end of the position 225b, the power flow is effected via the adjusting lever 220b into the adjusting block 224 into the tensioning device 331 and the stop ring 335 and thus into the push rod 330. At the end of the position 225a, the power flow takes place via the housing frame 710 in the holding device 400 and in the respect to the holding device 400 fixed push rod 330 and above in the stop element 335th

Thus, the braking force is built up by a defined deformation of the tension spring 331. The braking force can be adjusted by a corresponding bias of the tension spring 331 via the stop ring 335 or by the choice of a compression spring with a different spring constant. The braking force is limited by the travel s of the brake body 1 12 with respect to the adjusting piece 1 13 and can be changed by adjusting the stops 1 15. By setting these different stops, it can also be varied depending on the direction of rotation.

Needle rollers 1 17 with a circular cross-section effect in particular opposite, planar wedge surfaces 1 14 a linear relationship between the spread of the brake head 100 and the back of the brake body 1 12 Stellweg. Rolling elements 1 17 with oval and in particular elliptical cross sections allow a variety of other spreading / Stellwegcharakteristika. With eccentric rolling elements 1 17 flat active surfaces can be coupled together without wedge effect. The number of splines 1 18 depends on several, partially opposing factors, such as the surface pressure, the wear of the affected components, the manufacturing cost and / or the production cost.

Alternatively, designed as wedge surfaces 1 14 wedge areas of the brake body 1 12 and 1 item 13 can be arranged directly on each other and formed as a sliding bearing. Suitable lubricants or coated sliding surfaces allow plain bearings, which in particular can accommodate large static loads, e.g. 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 1 17 are 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 1 12 and adjusting piece 1 13 connected via a thrust element with each other. Thrust element and brake body 1 12 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 brake body 1 12 is variable. The adjusting piece 1 13 is arranged at the other end of the thrust element. The pusher is e.g. a lever or a rod which is hinged or pivoted to the brake body 1 12 and 1 item 13. The self-reinforcing effect depends on the angle of attack of the line of action extending through the articulation points to the travel. By the travel of the brake body 1 12 at the onset of self-energizing action is in analogy to the previously described embodiment against the action of the tensioning device 331 causes a positional shift of the actuating piece 1 13.

The particular shape, arrangement and design of the brake body 1 12 and adjusting piece 1 13 allows in each direction of movement of the brake disc 1 19 an adjustable constant braking torque without elaborate modifications to the brake must be made. This makes the brake versatile. Other configurations for the stop positioning are possible, for example, several screws 1 15 on one side. Furthermore, a stop 1 15 can 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 arranged on a guide 333, which is fixedly connected physically to the push rod 330, for example by means of a thread, and prevents buckling of the tension spring 331 under load. At the spring guide 333 of the stop ring 335 is arranged.

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

lever Type

FIG. 3b shows a schematic representation of a passive braking device designed as a lever brake. The braking device is shown without brake element 1 19 and brake disc 1 19.

The braking device also has two symmetrically to each other, oppositely arranged brake heads 100 (see Fig. 1), which can be applied by means of a lever assembly 200 on both sides with the active surfaces of the brake pads 1 16 at a running between the brake heads 100 brake disc 1 19. For this purpose, the brake levers 220 are pivoted about the stationary fulcrums 221, which are in this embodiment respectively at the fixed-point ends 227a and 227b of the brake lever 220. The brake heads 100 are arranged by means of pins 222 via a construction, comparable to that described with reference to Figure 2, each pivotally centered on the brake levers 220, so that itself Here, too, the active surfaces of the brake pad 1 16 regardless of the inclination of the brake lever 220 in the braking position always abut flat against the brake disc 1 19.

At the articulation points 221 opposite ends 228a and 228b of the brake lever 220, both brake levers 220 are coupled via a linkage arrangement 223 to a transmission element 330 designed as a push rod. The push rod 330 is centrally coupled via a displaceably arranged on the push rod 330 control block 223b with the adjusting lever 223a. The adjusting block 223b is arranged pivotably by means of a hinge pin (not shown) at the end of the adjusting lever 223a of the lever arrangement 223. The push rod 330 engages via a front end plate 720 on the adjusting arrangement 700, is axially displaceable therein and opens via the stop 338 in a holding device 400 (see below and Fig lb and lc) for fixing or releasing the push rod 330 relative to the housing frame 710 of the adjustment 700.

To adjust the push rod 330, that is to say for braking and releasing the brake device, in analogy to the brake device configured as a clamp brake, axially on the push rod 330, a tensioning device 331 and an adjusting device 332, which are each designed as a spring, are provided. Both springs are designed as compression springs. The spring force of serving as a clamping device 331 compression spring is also much higher than that of serving as adjusting pressure spring 332. The clamping device 331 is disposed on the protruding from the adjustment 700 portion of the push rod 330 and is supported between a stop 337 at the end of the push rod 330th and an edge of the control block 223b, which transmits the clamping action on the lever assembly 223 and the brake heads 100, on the brake disc (not shown). The adjusting device 332 is located inside the adjusting arrangement 700 and acts between a stop 338 at the end of the push rod 330 and the front end plate 720 of the housing frame 710 of the adjusting arrangement 700.

A braking process in this embodiment is as follows:

When the push rod 330 is released, the adjusting spring 332 spreads between the stop 338 and the end plate 720 and pulls the push rod 330 into the adjusting arrangement 700. The control block 223b acts on the lever assembly 223 which pivots the brake levers 220 about the fulcrums 221 so that the brake lever ends 228a and 228b to move towards each other and create the brake heads 100 to the brake disc. The adjusting spring 332 acts on the stop 337 and the tension spring 331 on the adjusting block 223b.

In this position, the push rod 330 is fixed via the holding device 400 in the housing frame 710. By acting in this position on the brake body 1 12 in the direction P friction brake body 1 12 and 1 piece 13 are spread. The brake lever ends 228a and 228b are pressed apart and the lever assembly 223 presses on the control block 223b, the tension spring 331 against the stop 337 together. Thus, the braking force is built up by a defined deformation of the tension spring 331 here, too. The brake force curve can be adjusted by a corresponding bias of the tension spring 331 via the stop 337 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, a centering device 600 is preferably also arranged, which synchronizes the movement of the brake lever 220 and equal in terms of magnitude (see Fig. 8).

Floating caliper design

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

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

It has a caliper arrangement 900 and a piston 800, each with a brake head 100a or 100, which are arranged opposite one another and act on a between the brake heads 100a, 100 extending brake disc (not shown). The saddle assembly 900 carries the caliper brake head 100a without a self-energizing mechanism. The saddle assembly 900 is floating via a saddle linear guide, spring mounted relative to the brake disc and the piston 800 mounted displaceably, wherein about retaining springs a constant air gap between Caliper head 100a and brake disc 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 cylinder used in common designs. The piston comprises an adjusting arrangement 700 acting on the brake head 100 for closing and releasing the brake. The brake head 100 has a brake body 1 12 with a brake pad facing the brake pad 1 16 and an adjusting piece 1 13, which each have on opposite sides of keyways 1 18 with wedge surfaces 1 14. The brake body 1 12 is arranged on the adjusting piece 1 13 13 arranged between the wedge surfaces 1, acting as rolling elements needle rollers (not shown).

The mantle of a cylindrical, cup-shaped slide 340 engages on the upper side thereof in a groove provided in the adjusting piece 1 13. The slider 340 is slidably mounted in a housing member 704 of the adjustment assembly 700 and is guided by this in its movement. A along its longitudinal axis 715 relative to the fixedly interconnected housing elements 704 and 703 and the slide 340 displaceable push rod 330, acting on a push rod stop 330a on the adjusting piece 1 13 acting on the brake body 100 passes centrally through the base of the slider 340. Zwischen Grundfläche des Slider 340 and a fixed to the push rod 330 clamping plate 339 is supported by a clamping device 331, which is designed here as a plate spring package.

To adjust the push rod 330, a stop device 332 is accommodated in a further housing element 702, which acts on the push rod 330 via a ball screw 558 passing through the stop device 332 in the longitudinal direction and serving as an actuating element. For this purpose, the spindle 558 is fixedly connected to the end of the push rod 330. The adjusting device 332 is designed as a rotary nut 332, the rotatable nut inner ring (not shown) via a ball bearing (not shown) to a fixed in the housing member 702 anchored nut outer ring (not shown) is rotatably articulated. The rotational movement of the nut inner ring sets the ball screw 558 in a likewise the push rod 330 adjusting axial movement. The intermediate piece 407 accommodated in the housing element 702 and the drive shaft 408 connect, via corresponding flanges, the nut inner ring to the rotor 560a of a torque motor 560, the stator 560b of which is held against rotation on the housing element 701.

In this case, the drive shaft 408 passes through a holding device 400, which comprises a sprag freewheel 433 and a coupling 444 connected via the outer hub 443b of the freewheel, as described with reference to FIG. 1c. The clutch 444 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 receive the torque load in the braking position and transmits it to the housing element 702. The inner hub 443a of the freewheel is coupled to the drive shaft 408, while the outer hub 443b is connected to the clutch. Motor 560, holding device 400 and ball screw together form a fan 500 ".

To close the brake, motor 560 and freewheel 443 (clutch / magnet) are activated. The rotation of the rotor 560a is transmitted via the intermediate piece 407 and the drive shaft 408 on the nut inner ring and puts the ball screw 558 and the push rod 330 in a movement in the braking direction B, the attacking on the adjusting piece 1 13, the brake head 100 with the brake pad 1 16 attached to the brake disc. The freewheel 443 allows 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.

Due to the onset of friction of the located in rotation in the direction P brake disc on the brake pad 1 16, the brake body 1 12 is displaced by one of the side of the adjusting piece 1 13 attached stops 1 15 limited displacement s. The needle rollers in the keyways 1 18 roll off on the wedge surfaces 1 14, whereby the brake body 1 12 and the actuating member 1 13 is acted upon by a stroke and thereby spreads the brake head 100 according to the adjustment s. The adjusting piece 1 13 displaces the slider 340 against the spring assembly 331, which is supported on the clamping plate 339 fixed by the freewheel 443 blocking in the direction of air L. The caused by the adjustment s clamping action is transmitted via slide 340 and brake head 100 to the brake disc. The floating caliper design allows the centering of the brake on the brake disc and ensures that it is braked without bending effect between the brake pads 1 16, 1 16a. To release the brake, the power supply to motor 560 and clutch 444 is interrupted. The clutch 444 opens. The cup spring package 331 lifts the push rod stop 330a from the setting piece 13 via the clamping plate 339, which is now displaceable in the direction of air L. The rotation nut 332 and the rotor 560a are now freely rotatable and allow the release movement of the push rod 330 transmitted via the spindle 558. Between housing element 704 and adjusting piece 1 13 acting, eg designed as compression springs adjusting elements 126, lift the brake head 100 of the brake disc. Between brake body 1 12 and adjusting piece 1 13 acting tension springs 120 hold the brake body 1 12 also in the release position on the adjusting piece 13th

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

The functional principle of the piston 800 described in relation to FIG. 3c 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 brake device, the tensioning device 331 need not be a spring, but may also be an elastic component of the brake system. For example, a brake lever may be used as the tensioning means (see Fig. 6f) whose tensioning force acting on the brake disk is caused by its 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 Figures 1 and 1b) comprises a linearly guided in the housing frame 710 carriage 410 which is coupled to one end of the push rod 330 so that it follows their linear movements during adjustment (braking, ventilation). The carriage 410 carries a rotatably mounted therein shaft 412, which extends transversely to the push rod 330 and rotatably on a gear 445 sits. The gear 445 engages in a fixed to the housing frame 710 connected rack 446, so that the carriage 410 moves in adjusting movements (braking, airing) of the push rod 330 linearly in the housing frame 710 and the shaft 412 and the gear 445 are rotated.

The shaft 412 protrudes from the carriage 410 at one end. On this end sits a freewheel 443, which is non-rotatably coupled via its inner hub with the shaft 412, while its outer hub is coupled to a setting clutch 444 (here a Magnetahnkupplung) which is non-rotatably via a torque plate 449, but arranged linearly displaceable to the housing frame 710 , The non-rotatable coupling via guide tabs 448 which extend in a corresponding guide groove 712 which extends 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. When the adjusting clutch 444 is closed, the outer hub of the freewheel 443 is firmly coupled to the torque disc 449 and thus secured against rotation. In this switching position of the adjusting clutch 444 is thus the shaft 412 only in the idle direction of the freewheel 443 adjustable, while the other direction of rotation on the clamping body (not shown), which engage the outer hub, is blocked by the adjusting clutch 444. The freewheel 443 is oriented so that the push rod 330 and the attached carriage 410 can only be adjusted in the direction B (braking direction) relative to the housing frame 710, regardless of the position of the adjusting clutch 444. When the clutch 444 is closed so only a movement in this direction B possible. Thus, the positions 225a and 225b can be spread under the action of the adjusting spring 332.

When braking a self-energizing brake heads 100, a counterforce is built up, which is transmitted via the tension spring 331 on the push rod 330 and thus on the carriage 410, which is pressed in the direction of arrow L (direction of ventilation). In this direction, however, the gear 445 via the shaft 412, the freewheel 443 and the blocked clutch 444 is set so that the carriage 410 is locked with respect to the rack 446 and the housing frame 710 and thus blocks a movement of the push rod 330 and so Maintains braking effect.

Upon release of the actuating clutch 444, the freewheel hub is released and the shaft 412 or the gear 445 unlocked, so that then the push rod 330 in the direction L. can move and moves the carriage 410 while reducing the braking force in this direction. In this case, then the gear 445 is rotated on the rack 446 with entrainment of the freewheel 443. The carriage 410 moves under the action of the tension spring 331 in the housing frame 710 in the direction L; the braking effect decreases. The carriage 410 acts as a coupling element 447 in this embodiment.

The coupling 444 is e.g. as a positive coupling 444, in particular as a spring normally closed Magnetahnkupplung formed. The clutch 444 is electrically driven. 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 shown in FIG. 1 c.

This holding device 400 comprises a rotary nut 441 which serves as a converter unit and which can rotate freely relative to the housing frame 710. It has an internal thread and is penetrated by acting as an actuator, having an external thread spindle 440, wherein both threads engage in each other. The spindle is firmly connected at its one end along with the push rod 330, so is axially parallel to the push rod 330. When adjusting movements of the push rod 330 (braking / airing), the spindle 440 is also moved longitudinally. At the same time, the rotation nut 441 is rotated via the threads.

On the rotary nut 441, the inner hub 443a of a sprag freewheel 443 is non-rotatably arranged, whereas the outer hub 443b of the freewheel 443 is screwed to a clutch 444. A acting as a moment support U-element 449, which establishes a rigid connection between the holding device 400 and housing frame 710, receives the transmitted from the rotary nut 441 via the clutch 444 torque load and transmits it to the housing frame 710. For this purpose, the U-element 449 on a central opening, through which the spindle 440 is guided, coupled to a likewise guided over the spindle 440 tube 451 on which the coupling 444 by means of a shaft-hub Connection 450, for example a feather key, is mounted to transmit the torque load from the coupling 444 to the U-element 449.

On the end facing away from the push rod 330 and facing a coupling 553 of a lifting device 500, the spindle 440 has a coupling element 447 (not shown), e.g. a metallic, magnetizable plate 447 (see Fig. 6a) connected to the coupling 553, e.g. connectable to an electromagnet is.

The adjusting clutch 444 is closed by a spring (not shown) and opened by an electromagnet when it is activated. When the adjusting clutch 444 is closed, the outer hub 443b of the freewheel 443 is firmly coupled to the torque support 449 and thus secured against rotation. In this switching position of the adjusting clutch 444 so that the rotation nut 441 is adjustable only in the idle direction of the freewheel 443, while the other direction of rotation over the clamping body of the freewheel 443, which engage the outer hub 443b, is blocked via the clutch 444. The freewheel 443 is oriented so that push rod 330 and attached spindle 440 can only be adjusted in the direction B (braking direction) relative to the housing frame 710, regardless of the position of the adjusting clutch 444. When the clutch 444 is closed so only one movement in this direction B possible. Thus, the Stellenden 225 can be spread under the action of the adjusting spring 332.

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

Upon release of the actuating clutch 444, the freewheel hub is released and the rotation nut 441 unlocked, so that then the spindle 440 together with the

Push rod 330 can move in the direction of L while reducing 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 embodiments of a freewheel 443 are possible. Furthermore, the freewheel 443 used should be able to receive the 5 torque generated by the rotation nut 441 in the reverse direction.

This structure of the holding device 400 by means of spindle 440 and a rotary nut 441 is compact, so that both weight and space can be saved. o For the invention suitable couplings 444 are switchable under load anyway, otherwise the

Brake could not be ventilated according to the described operating principle.

The holding device 400 can also be used e.g. automatically compensate for the brake pad wear by means of an adjustment and thus keep the air gap and thus the 5 brake characteristic constant.

thruster

Figure 5 shows a perspective sectional view of a Lüftgerätes 500 for a pliers o or lever brake.

The lifting device 500 has a housing 550, which is formed by a cylindrical sleeve 510, whose open ends are closed with a front end plate 51 1 and a rear end plate 512. The housing 550 itself is mounted linearly displaceable in the housing frame 710. Serve on the end plates 51 1 and 512 trained

Noses 513, which are similar to the carriage 410 in corresponding grooves 713 of the housing frame 710 out.

The rear end plate 512 is connected to a spindle 558, the rear end 721 of the 0 housing frame 710 passes through and can be adjusted linearly via a stepper motor 560 mounted there. The spindle drive is designed to be self-locking, so that the spindle is not adjusted in the direction L alone when the motor 560 is switched off. The Lüftgerät 500 is slidable via the spindle 558 and the stepping motor 560 in the housing frame 710 in the direction of L and B.

5 At the front end of the Lüftgeräts 500 designed as a Elektrohaftmagnet 553 clutch is arranged which is magnetically coupled linearly with the coupling element 447 and the carriage 410 and dissolved in the holding device 400 in the direction of air L, the push rod 330 against the force of the adjusting 332 can adjust.

In addition, the Lüftgerät 500 comprises a clamping mechanism for applying this force is constructed as follows: The clutch 553 is fixedly coupled to a front end plate 51 1 passing through slide 557, which is coupled at its rear end via a pulling piece 554 with a clamping plate 556, whose outer contour corresponds to the inner contour of the cylindrical sleeve 510, so that slide 557, pulling piece 554 and clamping plate 556 are mounted linearly displaceably in the cylindrical sleeve 510 or in the front end plate 51 1. Between the inwardly facing surface of the front end plate 51 1 and the opposite end face of the clamping plate 556 is a compression spring 551 serves as a clamping element which presses the clamping plate 556 against the inner bottom of the rear end plate 512 and thus the slider 557 via the Zugstück 554 in the position shown holds.

The pulling piece 554 is coupled to the cup-shaped slide 557 via a guide head 555, which is supported on a support shoulder at the bottom of the slide 557. The pulling piece 554 passes through a corresponding opening in the bottom of the slider 557, wherein a damping spring 552 surrounding the pulling piece 554 acts between the clamping plate 556 and the bottom of the slider 557, so that the bottom of the slider 557 is pressed against the shoulder of the guide head 555. However, the guide head 555 does not completely fill the cavity 561 in the slider 557 as viewed in the longitudinal direction, so that longitudinal relative movement between the guide head 555 and the slider 557 is possible, in which the damping spring 552 is compressed between the bottom of the slider 557 and the clamping plate 556 , Housing 550, slide 557, guide head 555, pulling piece 554, clamping plate 556, damping spring 552 and tension spring form the clamping device 559.

The release or opening of the braking device is as follows: The clamping device 559 is used together with the clutch 553 via the stepping motor 560, the spindle 558 drives, brought from the position shown in Figure 6b in the position shown in Figure 6c. The coupling 553 bears with its end face on the carriage 410.

The magnetic coupling 553 is activated and coupled to the carriage 410 and thus to the push rod 330. By operating the stepping motor 560 in the opposite direction, the spindle 558 now pulls the housing 550 rearwardly (direction L) to the position shown in FIG. 6d. In this case, the front end plate moves 51 1 relative to the slider 557 to the rear and biases the tension spring 551 against the clamping plate 556, which is released from the rear end plate 512. The clamping device 559 is now tensioned and causes a pulling force to the rear on the still locked to the housing frame 710 slide 410th

To release the brake, the adjusting clutch 444 is now released (activated), so that the shaft 412 and the gear 445 can rotate, thereby the linear movement of the carriage 410 is released in the direction L and this is via the clutch 553, the slide 557 , the pulling piece 554 and the tensioning or opening spring 551 acting on the clamping plate 556 are pulled back so that the clamping plate 556 rests against the rear end plate 512 again. Thus, the pull rod 330 is displaced against the action of the adjusting spring 332 in the direction L and the braking device is released via the carriage 410 (see Fig. 6a).

As the carriage 410, which is coupled to the slider 557 via the coupling 553, recoils, the damping spring 552 dampens the return movement of the slider 557 beyond the position shown in FIG. 5, by displacing the slider 557 relative to the pulling member 554, and thereby Damping spring 552 compressed. This prevents that this "kickback" is transmitted directly and undamped over the Zugstück 554 and the clamping plate 556 on the rear end plate 512 and thus to the spindle 558 and stepper motor 560 comprehensive adjusting device 562.

According to an alternative embodiment, the adjusting element 558 is designed as a rod which is driven by means of hydraulic or pneumatic adjusting cylinder. Other equally effective alternatives for the actuator are a rack-pinion arrangement and a rack-Schnecken- Anorndung, which are each driven by a motor. The clutch 553 is alternatively an electromechanical clutch, which engages only under power supply in each other and also triggers in case of power failure.

Functional sequence of a complete braking and release cycle

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

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

The brake system 10, embodied here as a caliper brake, comprises a brake lever arrangement with two brake levers 220 arranged radially to a brake disc 1 19 with two brake heads 100 arranged at the brake end 226. Each brake lever 220 is articulated at a stationary fulcrum 221. Between the Stellenden 225 of the brake lever 220 is the adjusting device 300, which includes the spring assembly 331, 332 and a push rod 330. The push rod 330 engages in the holding device 400, which forms the adjustment assembly 700 together with the Lüftgerät 500, wherein holding device 400 and the clamping device 559 comprehensive Lüftgerät 500 are arranged in the housing frame 710. The brake lever 220 a is pivotally connected to the housing frame 7 a with its positioning end 225 a. The coupling element 447 on the push rod 330, a magnetizable end plate or the slide 441 of the holding device 400 serves to couple the adjusting device 300 with a coupling 553, for example an electromagnet which is connected to a stepping motor 560 via an actuating element designed as a spindle 558. which serves to move the electromagnet 553 and this also the push rod 330, which causes a change between the brake and release position of the brake heads 100.

To FIG. 6a:

The brake system 10 is against the action of the prestressed tension spring 331 in the release position. The brake heads 100 are ventilated and form a ventilation gap to the Brake disk 1 19. 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 solenoid 553 are coupled while the tensioner 559 is in the cocking (rightmost) position, keeping the brake heads in the released position against the action of the biasing spring 332.

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

The interaction of the individual system components to various control steps shown in FIG. 7 will be explained in more detail below:

In FIG. 6b (step 0 in FIG. 7), the brake system is in the braking position:

During braking, for example due to a power failure, starting from the position shown in Figure 6a, the coupling between the electromagnet 553 and end plate 447 is released. At the same time, the holding device 400 is closed, which prevents movement of the push rod 330 in the direction L.

By the action of the adjusting spring 332, the push rod 330 is moved out of the housing frame 710 and spreads the positions 225 of the brake lever 220 apart, causing the brake heads 100 attach to the radial surfaces of the brake disc 1 19. Due to the onset of friction, the brake body 1 12 along the direction P by the adjustment s relative to the adjusting pieces 1 13 adjusted, which in turn spreads the brake heads 100. Only the tensioning device 331 is acted upon by this spreading action of the brake heads 100, transmitted via the brake levers 220, since the push rod 330 moves in the direction of

L is locked relative to housing frame 710. The stops 1 15 on the brake heads 100 limit the adjustment s of the brake body 1 12, thus preventing self-locking or blockage of the brake body 1 12 during braking and also define together with the tension spring 331, the extent of the force exerted by the tension spring 331 self-reinforcement.

By the holding device 400, the braking force generated by the self-amplification of the brake heads 100 by means of the tension spring 331 is obtained. Since the connection between solenoid 553 and end plate 447 automatically releases in the event of a power failure, the brake system 10 described is suitable as a safety brake or emergency brake (FAIL SAFE).

5 In FIG. 6c (step 1 in FIG. 7), the brake is still in the braking position:

The stepping motor 560 moves the tensioning device 559 together with the electromagnet 553 switched on, by means of the spindle 558 in direction B. The electromagnet couples to the end plate 447. The tension spring 331 is acted upon and the holding device 400 is locked o. Tension spring 551 and damping spring 512 of the tensioning device 559 are relaxed.

The brake is also closed in FIG. 6d (step 2 in FIG. 7):

The stepping motor 560 now moves with locked holding device 400 and to the plate 4475 coupled electromagnet 553 in the direction L, whereby only the housing 550 of the Lüftgeräts 500 against the action of the tension or opening spring 551 relative to slide 557 and puller 554 is moved back. For reliable operation, the adhesive force of the electromagnet 553 should be greater than the force of the tension spring 551. 0 In step 3 (Figure 7), with the retainer 400 and non-actuated stepper motor 560 stopped, the brake system 10 will be in the waiting position for an electronic release signal the holding device 400 or opening the brake. The solenoid 553 is turned on. Tension spring 331 and opening spring 551 are tensioned. The holding device 400 is switched on in FIG. 6e (step 4 in FIG. 7)

Solenoid 553 solved. The push rod 330 moves by 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 housing frame 710th The Stellenden 225 of the brake lever 220 are merged and the brake heads 100 at the brake ends 226 of the brake lever 220th o ventilated.

For a reliable operation, the force effect of the tension spring 551 should be greater than the force of the adjusting spring 332nd The brake system 10 is now in the release position and can be operated again.

The tension spring 551 in the tensioning device 559 serves for the instantaneous release of the braking device. The stepper motor 560 would have to apply for airing 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 ventilate the brake device as needed by unlocking the push rod 330 immediately.

0

FIG. 6 e (step 5 in FIG. 7) shows the opened brake device when the holding device 400 is locked. A closing signal, the switching off of the electromagnet 553 or a power failure, would decouple the push rod 330 again, which then moves in the direction B due to the action of the adjusting spring 332 would. The braking device would, as schon5 for Figure 6b described, take their braking position. Steps 6, 7, 8 and 9 in FIG. 7 are analogous to 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". o 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 standard components, such as a MicroStepDriver for the stepper motor 560, as well as standard power supplies are used.

5

The following describes the mode of operation of the damping element 552:

Due to the self-energizing effect of the brake heads 100 in the braking position, the tension spring 331 can tense. This would prevent the tensioning of the opening spring 551 in preparation for releasing the brake. Now, when the holding device 400 for

Airing the brake system 10 would be unlocked, then the entire stroke of all elastic parts, in particular the force of the tension spring 331 transmitted via the spindle 558 directly to the stepping motor 560, which would lead to a sudden application of the motor 560 with a large load. This can easily damage the motor 560.

5 A simple protective mechanism for this case provides a damping element 552, which is designed according to Figure 6f as a compression spring which is arranged between the bottom of the slide 557 and the clamping plate 556 and axially on the pulling piece 554.

If now, as shown in Figure 6g, the holding device 400 is unlocked when not acted upon tension spring 551, 337 push rod 330, solenoid 553 and slide 557 are moved relative to Zugstück 554 and housing 550 in the direction L by the action of the tensioning spring. This is done against the action of the damping spring 552, leaving the motor 560 unenergized and effectively protected from overloading.

centering

FIG. 8 shows a schematic representation of a self-centering centering device 600.

The housing 662 of the centering device 600 is positioned in the middle of the brake lever assembly 200 by means of two elongated holes 668 and screws guided therein between opposing connecting plates 669 (see FIG. 1). Over protruding side regions of the connecting plates 669, the connecting plates 669 including centering device 600 are fastened to the brake levers 220. The slots allow an exact positioning of the centering device with respect to the brake disc 1 19.

The housing 662 of the centering 600 serves to guide two racks 663. These are designed, for example, as round rods, so that simple lateral bores in the housing suffice as a guide. On the same longitudinal axis are parallel to the racks 663 two coupling rods 666, which are each firmly connected via a yoke 667 with a rack 663. The coupling rods 666 engage with their outer ends in a respective brake lever, more precisely in a bolt arranged between the two tabs of a brake lever 220, and are there, for example by means of and nuts 664, fixed (see Fig. 1). In the center of the housing 662 is a receptacle for a rotatably mounted therein gear 665, whose axis of rotation intersects the axis of the coupling rods 666 and in the teeth of the racks 663 fit precisely. When starting up the brake system 10 and / or the centering device 600, an initial centering is effected by horizontally displacing the position of the centering device 600 along the elongated holes 668 relative to the brake levers 220 such that the center of the gear wheel 665 is located centrally above the brake disk 1 19 and these Position is locked by means of nuts 664.

When operating the brake system, a centering of the brake lever is constantly achieved as follows:

Upon movement of a brake lever 220a, the coupling rod 666a locked thereto, together with the rack 663a, shifts. The gear 665 translates the displacement into a rotational movement, which transmits to the rack 663b and the coupling rod 666b, as a magnitude-equal, direction-inverted translation. The second brake lever 220b thus moves exactly opposite the first brake lever 220a. Thus, a consistent distance between the brake heads 100 is always guaranteed to the brake disc 1 19.

An additionally integrated overload element prevents jamming of the gear rack arrangement that the brake lever 220 jammed. The overload element decouples the movement of brake lever 220 and centering during 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 braking system 10 is extremely useful when maintenance would be particularly expensive and / or expensive, for example, on rigs, in wind turbines or in tidal or

Hydroelectric plants.

A low-cost alternative of a centering device 600 includes, as shown in Figure 8b, instead of the gear 665 and the racks 663, a rotatable lever rod 661 whose pivot point 661a is in the center of the housing (not shown). The Coupling rods 666 are respectively attached to the ends of the lever rod 661. If one of the coupling rods 666a moves due to a brake lever movement, this triggers a rotational movement of the lever rod 661, which results in an opposite movement of the second coupling rod 666b.

5

further explanation

The brake concept described is based on electromechanical components and is characterized by a simple, compact and particularly lightweight design. The o stepping motor 560 may alternatively, according to embodiments not shown by another

Engine type to be replaced. Thus, the compatibility of the Lüftgerätes 500 can be increased to other 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 electrohydraulic air handling units5 or lifting magnets in a space-saving and energy-saving manner. It is based on the stepper motor 560 acting to release the brake in the return direction. Alternatively, the stepper motor 560 may cause a release of the braking device by changes in the design in the feed direction. Separate control mechanisms for closing and / or keeping closed the braking device with constant contact force are not necessary. 0

The braking system 10 described may have a mechatronic brake pad wear adjustment that always keeps a ventilation gap between the brake heads 100 and the brake element 1 19 constant. For this purpose, when the brake is in the brake position, the clutch 553 is moved to the coupling element 447. When the brake is released, the push rod 330 together with the spindle 558 is now moved by a predetermined distance, thus always producing the same air gap. The fixed path is e.g. stored in a controller. Once the air gap is initially set, expensive and expensive maintenance on the brake system 10 can be reduced or even avoided. o The brake can also be used as a parking brake, for example

Maintenance work on the industrial machine. For this purpose, the opening signal, which leads to the release of the connection between the electromagnet 553 and end plate 447, also be given manually. With the braking system 10 described with reference to FIGS. 6a to 6g, an amplification of the braking torque up to 9 times is 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 brake system

100 brake head

100a brake head without self-energizing

1 12 brake body

1 13 adjusting piece

1 14 wedge surface

1 15 stop

1 16 brake pad

1 16a brake pad

1 17 rolling element

1 18 keyway

1 19 brake element

120 spring element

121 hinge block

122 centering pin

123 cones

124 support angle

125 adjusting tab

126 control element

200 lever arrangement

220 brake lever

220a brake lever a

220b brake lever b

221 fulcrum

222 pegs

223 linkage arrangement

223a Lever

223b control block

224 control block

225 positions

225a Adjusting brake levers a

225b Positioning brake levers b

226 braking ends

226a Braking brake levers a

226b Braking brake levers b

227 fixed point end 227a Fixed point brake levers a

227b Fixed-point end brake lever b

228 positions

228a Positioning brake levers a

228b Positioning brake levers b

300 adjusting device

330 push rod

330a push rod fitting

33 1 clamping device / tension spring

332 adjusting device / adjusting spring

333 spring guide

334 spring guide

335 stop ring

336 stop ring

337 stop

338 stop

339 clamping plate

340 pushers

400 holding device

407 intermediate piece

408 drive shaft

410 sleds

412 wave

440 actuator / spindle

441 converter unit / rotation nut

443 freewheel

443a inner hub freewheel

443b outer hub freewheel

444 coupling

445 gear

446 rack

447 coupling element

448 guide nose

449 Torque disk / support

450 bearings

451 pipe

500; 500 "ventilator

510 sleeve front face plate

rear face plate

guide nose

casing

Tensioner / opening spring

Damping element / Schuztfeder

Coupling / solenoid

pull piece

guide head

clamping plate

pusher

actuator

jig

engine

a rotor

b stator

cavity

setting device

Zentriereinrichtunga Verbindungsschieneb connecting rail

lever bar

casing

rack

a rack a

b rack b

mother

gear

coupling rod

a coupling rod a

b coupling rod b

yoke

Long hole

connecting element

recliner

housing element

housing element 704 housing element

710 frame

712 guide groove

713 groove

715 longitudinal axis

720 front face plate

721 rear face plate

800 pistons

900 saddle

Claims

1. adjusting device (300) for a self-energizing brake device, comprising: a starting device (332) for adjusting a brake head (100) from its

Lüftstellung in its braking position by means of a contact force;

a releasable holding device (400) with which the brake head (100) can be fixed in its braking position,

a tensioning device (331) which builds a brake force acting on a perpendicular to an active surface of a brake element (1 19) brake body (1 12) when the brake head (100) assumes its braking position, and a to the brake body (1 12) coupled adjusting piece (1 13) acts under the action of the brake element (1 19) on the brake body (1 12) on the clamping device,

wherein the actuating device (332), holding device (400) and clamping device (331) act on a transmission element (330) acting on the brake head (100).

Second adjusting device (300) according to claim 1, wherein the transmission element (330) as along its longitudinal axis displaceable rod (330), in particular a push rod is formed.

3. adjusting device (300) according to claim 2, wherein the Anstelleinrichtung (332) and the clamping device (331) act parallel to the longitudinal axis.

4. adjusting device (300) according to claim 2 or 3, wherein the adjusting device (332) and / or the clamping device (331) as the push rod (330) surrounding spring elements are formed.

5. Adjusting device (300) according to claim 4, wherein the adjusting and / or the braking force in each case via an on the spring, which serves as adjusting device (332) or as a clamping device (331), acting Stellanschlag (335, 336) adjustable is.

6. adjusting device (300) according to claim 5, wherein the actuating stopper than on the push rod (330) adjustable adjusting nut (335, 336) is formed.

7. adjusting device (300) according to one of the preceding claims, wherein the transmission element (330) via a lever arrangement (200) on the brake head (100) acts.

8. Adjusting device (300) according to one of the preceding claims, wherein the holding device (400) has a switchable by external power supply coupling (444) for releasing the transmission element (330) in a direction of ventilation and the coupling (444) without external power supply, the transmission element (330) in the direction of travel.

5

9. adjusting device (300) according to any one of the preceding claims, wherein the holding means (400) coupled to the transmission element (330), designed as a gear locking element (445) which acts on a rack (446) and by means of a with the Gear (445) cooperating and coupled with a freewheel (443) coupled coupling (444) in the braking direction freely movable and can be fixed in the direction of air.

10. Adjusting device according to one of claims 1 to 8, wherein the holding device (400) has an axially with the transmission element (330) coupled threaded spindle (440) which cooperates with a rotary nut (441) by means of a freewheeling 5 (443) and a coupling (444) permits a linear movement of the spindle (440) in the braking direction and can be fixed via the coupling (444) in a direction of rotation blocking the linear movement of the spindle (440) in the direction of travel.

1 1. adjusting device (300) according to any one of claims 8, 9 or 10, wherein the clutch o (444) is switchable under load.

12. adjusting device (300) according to claim 9, 10 or 1 1, wherein the clutch is designed as an electrically switchable Magnetahnkupplung (444). 5 13. adjusting device (300) according to one of the preceding claims, wherein the

Holding device (400) is provided with an adjusting device which automatically adjusts the position of the adjusting device (332) with respect to the transmission element (330) according to the wear of a brake lining (1 16) and / or the braking element during operation of the braking device.

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14. Brake device with an adjusting device 300 according to any one of the preceding claims.