WO2014032622A1

WO2014032622A1 - Breaking apparatus

Info

Publication number: WO2014032622A1
Application number: PCT/CN2013/082778
Authority: WO
Inventors: 高则行; 朱孝禄; 吴宗泽
Original assignee: Gao Zehang
Priority date: 2012-09-03
Filing date: 2013-09-02
Publication date: 2014-03-06

Abstract

A breaking apparatus. In same, a first transmission mechanism (1) comprises a first transmission mechanism input shaft (11) integrally formed with a first input gear (Z11) and a first transmission mechanism output shaft (12) integrally formed with a first output gear (Z12); and, a second transmission mechanism (2) comprises a second transmission mechanism input shaft (21) integrally formed with a second input gear (Z21) and a second transmission mechanism output shaft (22) integrally formed with a second output gear (Z22). The first input gear (Z11) and the second input gear (Z21) are connected with each other and rotate synchronously; and, the first transmission mechanism output shaft (12) and the second transmission mechanism output shaft (22) are connected with each other via a clutch (4). The first transmission mechanism (1) and the second transmission mechanism (2) are both acceleration transmission mechanisms, while the ratio between the gear ratio of the first transmission mechanism (1) and the gear ratio of the second transmission mechanism (2) is close to 1 but not equal to 1. When the clutch (4) is engaged, the mechanisms form a closed system that cannot rotate.

Description

Brake device

The invention relates to a brake device. Background technique

A brake known in the prior art is a device having a function of decelerating, stopping, or maintaining a stopped state of a moving member (or a moving machine), and is commonly referred to as a brake or a brake. The brake is mainly composed of a brake member and an operating device. Some known brakes are also equipped with automatic adjustment of the brake gap. In order to reduce the braking torque and structure, the brakes are usually mounted on the high-speed shaft of the equipment, but large equipment (such as mine hoists, elevators, etc.) with high safety requirements should be installed on the low-speed shaft near the working part of the equipment. . The degree of utilization of the brake massage force according to the prior art can be divided into a friction brake and a non-friction brake. The friction brake is braked by the friction between the brake member and the moving member. Commonly used friction brakes are often limited in service life due to the high temperature and strong friction of the friction pair. In the existing vehicles such as motor vehicles, such friction brakes are mainly used. In order to ensure the reliability and safety of vehicles such as motor vehicles, it is necessary to frequently replace the friction plates to prevent excessive wear due to the friction plates. Dangerous situations caused by the inability to brake or the braking distance is too long. Summary of the invention

The present invention is based on the above technical background, and aims to provide a brake device which is simple in structure, low in cost, and which does not require frequent replacement of components.

To achieve the above object, the present invention provides a brake apparatus including a first shifting mechanism and a second shifting mechanism, wherein the first shifting mechanism includes a first shifting mechanism input shaft integrally formed with the first input gear and the first a first shifting mechanism output shaft integrally formed by the output gear, and the second shifting mechanism includes a second shifting mechanism input shaft integrally formed with the second input gear and a second shifting mechanism output shaft integrally formed with the second output gear, wherein The first input gear and the second input gear are coupled to each other for synchronous rotation, and the first The shifting mechanism output shaft and the second shifting mechanism output shaft are coupled to each other via a clutch, wherein the first shifting mechanism and the second shifting mechanism are both speed increasing shifting mechanisms, and the gear ratio of the first shifting mechanism is proportional to the gear ratio of the second shifting mechanism The ratio is close to 1 but not equal to 1.

In one embodiment, the first shifting mechanism input shaft is an input shaft of the brake device and the second shifting mechanism input shaft is an output shaft of the brake device.

In contrast, in another embodiment, the first shifting mechanism input shaft is the output shaft of the brake device and the second shifting mechanism input shaft is the input shaft of the brake device.

According to a simple embodiment, the first input gear meshes directly with the first output gear and the second input gear and the second output gear mesh directly. That is, in this embodiment, the first shifting mechanism and the second shifting mechanism are respectively configured as one speed increasing gear pair.

According to a further embodiment, the first shifting mechanism further includes one or more intermediate gears disposed between the first input gear and the first output gear and/or the second shifting mechanism includes a second input gear and a second input gear One or more intermediate gears between the two output gears. That is, the first shifting mechanism and the second shifting mechanism may be configured simultaneously or separately as a multi-step increasing gear mechanism.

Preferably, the gear ratio of the first shifting mechanism is different from the gear ratio of the second shifting mechanism by 0.5% to 5%.

Preferably, the gear ratio of the first shifting mechanism and the gear ratio of the second shifting mechanism are between 1 and 100.

According to an advantageous embodiment, the first input gear and the second input gear are rigidly connected by the intermediate shaft.

Optionally, the first input gear and the second input gear pass through two half shafts respectively formed integrally with the first input gear and the second input gear, and are disposed between the two half shafts One or more couplings are connected. It is preferred here to have an arrangement for reducing the impact between the two input shafts and the two half shafts integrally formed with the second input gear.

In the present invention, the clutch may be an electromagnetic clutch, a magnetic powder clutch, a friction clutch, and any form of clutch or fluid coupling. The clutch can be coupled to the brake pedal or brake handle mechanically, electrically or electronically. When the clutch is closed, on The mechanism forms a closed system that cannot be rotated.

The brake device of the present invention can be used in a motor vehicle or in various types of mechanical equipment. The most advantageous of the present invention is to reduce the applied braking torque due to the increasing speed and the torsional action of the first shifting mechanism and the second shifting mechanism, and to counteract the torque when braking in the closed system, as long as the clutch is applied little. The force can brake the system. Therefore, in addition to using the brake device of the present invention as a conventional brake device for a motor vehicle, a ship or various types of mechanical equipment, it can also be used for a backup emergency brake of a motor vehicle, a ship or various types of mechanical equipment such as a machine tool. Device. In an emergency, only manpower is required to achieve greater system braking.

According to the invention, when such a brake device is used on a motor vehicle, the brake device can be placed between the respective hubs of the motor vehicle and the respective axle shafts.

The greatest advantage of the brake device according to the invention is that the braking can be achieved with very little braking force. Therefore, the life of the brake device can be greatly improved, and when used on a motor vehicle, it is not necessary to replace the components of the brake device during the entire service life of the motor vehicle.

DRAWINGS

The brake device of the present invention will now be described in detail with the aid of the drawings.

The sole FIGURE shows a schematic diagram of one embodiment of the invention. detailed description

Figure 1 shows in a schematic view a simple embodiment of the brake device of the invention. Here, FIG. 1 shows only an exemplary embodiment of the brake device of the present invention, and does not limit the scope of protection of the present invention.

Referring to Fig. 1, the brake device 100 shown in Fig. 1 includes two shifting mechanisms, a first shifting mechanism 1 and a second shifting mechanism 2, respectively. Both of these shifting mechanisms are speed increasing mechanisms. In the embodiment shown in Figure 1, the speed increasing mechanism is constructed as a gear pair in the simplest manner. a first input gear Z _n and a first output gear are provided in the first shifting mechanism 1 Z ₁₂ , the first input gear Z _n and the first output gear Z ₁₂ mesh with each other to form a gear pair. Similarly, a second input gear Z ₂₁ and a second output gear z ₂₂ are provided in the second shifting mechanism 2, and the second input gear z ₂₁ and the second output gear z ₂₂ mesh with each other to constitute a gear pair. Here, the number of teeth of the first output gear Z ₁₂ is smaller than the first input gear Z _n , and the number of teeth of the second output gear Z ₂₂ is smaller than the second input gear Z ₂₁ , so that the first shifting mechanism 1 and the second shifting mechanism 2 are both It constitutes a speed increasing mechanism. In general, the speed increase ratio of the first shifting mechanism 1 is from 1 to 100 to satisfy the requirements of the present invention for achieving braking. In particular, according to the present invention, the speed increase ratio of the first shifting mechanism 1 is very close to the speed increasing ratio i _{2 of the} second shifting mechanism 2, but is not equal, that is, ΰ / ί _{2 is} close to 1 but not equal to 1. It is particularly advantageous that ^ is different from i ₂ by 0.5% to 5%.

In addition, a first transmission mechanism of the first input gear Z _n with the first transmission input shaft 11 is formed integrally, Z ₁₂ then the first output gear transmission mechanism and the first output shaft 12 is formed integrally. Accordingly, the second input gear Z _{21 of the} second shifting mechanism 2 is integrated with the second shifting mechanism input shaft 21, and the second output gear Z _{22 is} integrally formed with the second shifting mechanism output shaft 22. In the present embodiment, the first shifting mechanism input shaft 11 serves as the input shaft of the entire brake device 100 and the second shifting mechanism input shaft 21 serves as the output shaft of the entire brake device 100. In other embodiments not shown, the first shifting mechanism input shaft 11 may be used as the output shaft of the entire brake device 100 and the second shifting mechanism input shaft 21 as the input shaft of the entire brake device 100.

It should be noted that, in the present application, "forming one body" includes the case where two or more structures are different parts on the same single component, and two or more structures are separately formed and installed together, and in the course of work. As is the case with a single component. For example, two or more components may be integrally formed during processing, or may be secured to each other as a separate component by flanges and/or fastening means.

In this simple embodiment of the invention, the first input gear z _n and the second input gear Z ₂₁ are connected to each other via an intermediate shaft 3, or the intermediate shaft 3 and the first input gear Zn and the second input The gear Z ₂₁ is integrally formed such that the first input gear Zn is fixed to the second input gear Z ₂₁ and thus is synchronously rotated at the same rotational speed. Further, according to the present invention, between the first shifting mechanism output shaft 12 and the second shifting mechanism output shaft 22 There is a clutch, i.e., the first shifting mechanism output shaft 12 and the second shifting mechanism output shaft 22 are coupled by a clutch. When the brake device of the present invention is used in a motor vehicle or various types of mechanical equipment, the clutch can be coupled to a brake pedal or a brake lever by a mechanical means such as a brake line or the like. In addition, the clutch can also be an electronically controlled clutch that is electronically and/or electrically coupled to the brake pedal or brake lever.

The significance of providing such two shifting mechanisms and the operating principle of this braking apparatus will now be described in detail in accordance with such a simplified embodiment of the present invention.

When braking is required, the driver of the motor vehicle or the operator of various types of mechanical equipment operates the brake pedal or brake handle to engage the clutch. Since the ratio of the speed increase ratio 第一 of the first shifting mechanism 1 to the speed increasing ratio i ₂ of the second shifting mechanism 2 is close to 1 but not equal to 1, and the first input gear Z _{n of the} first shifting mechanism 1 and the second shifting mechanism The second input gears Z _{21 of 2} are fixed to each other, so that the first input gear Z _n and the second input gear Ζ _{21 are} always rotated in the same direction at the same rotational speed, and since ΰ / i _{2 is} close to 1, the first output gear The rotational speeds of Z ₁₂ and second output gear Z ₂₂ are very close, but not equal.

In the process of clutch engagement, the first input gear Zn and the second input gear Z ₂₁ are fixed to each other by themselves, and in the case where the first output gear Z ₁₂ and the second output gear Z ₂₂ are acted by the clutch, the first input gear The Zn and the second input gear Z ₂₁ are subjected to a force forcing a relative movement therebetween, but since they are themselves fixed, in the middle of the first input gear Z _n and the second input gear Ζ ₂₁ and integrally formed therewith the shaft 3 is generated so as to resist such relative movement of the force action, whereby the input gear such that the first and second input gear _Ζ η Z ₂₁ and the intermediate shaft 3 are gradually stopped, and eventually the first transmission mechanism and 1 Each of the gears of the second shifting mechanism stops rotating. At this time, the second shifting mechanism input shaft 21, which is the output shaft of the brake device 100, stops rotating, that is, the braking function is thereby achieved. That is to say, the rotational speed of the brake device output is zero because the rotational speed is no longer output to the driven component, thereby achieving braking of the driven component. Due to the increasing speed and the twisting action of the first shifting mechanism 1 and the second shifting mechanism 2, the torque on the first output gear Z ₁₂ and the second output gear Z ₂₂ is low when the clutch is engaged, and the first output gear Z Z ₁₂ and the second speed output gear ₂₂ is very close to the moment of use and when closed against the braking system, so only a small force is applied to the clutch brake effect can be achieved. According to an embodiment not shown, the first input gear Z _n and the second input gear Ζ _21, that is, the first input gear Ζ _{n is} integrated with one half shaft, and the second input gear z ₂₁ is also is formed integrally with an axle, between the two half-shafts may be provided with one or more couplings, such that the first input gear and a second input gear Z _n Ζ ₂₁ coupled integrally.

Further, the first shifting mechanism 1 and the second shifting mechanism 2 may have other configurations in addition to the configurations of the first shifting mechanism 1 and the second shifting mechanism 2 shown in the drawings. For example, in the first transmission mechanism 1, a first input gear and a first output gear _[eta] [zeta] [zeta] can also be provided between the other intermediate gear _12; similarly, the second input gear ₁₂ and second output gear [zeta] [zeta] Other intermediate gears can also be _placed between ₂₂ . That is to say, in some embodiments, the first shifting mechanism 1 is a gear pair, and the second shifting mechanism 2 is a multi-stage gear increasing mechanism; the first shifting mechanism 1 is a multi-stage gear increasing mechanism, and The second shifting mechanism 2 is a gear pair; or the first shifting mechanism 1 and the second shifting mechanism 2 are multi-stage gear increasing mechanisms.

When the brake device 100 of the present invention can be used in motor vehicles, ships, and various types of mechanical equipment. When the brake device 100 of the present invention is used in a motor vehicle, it can replace a conventional friction brake device such as a disc brake or a drum brake. For example, the brake device 100 can be disposed in the drive train of the motor vehicle, and in particular can be disposed between the front and rear axles of the motor vehicle and its respective left and right hubs, i.e., where the friction brakes are normally disposed. It is also possible to arrange the brake device 100 of the present invention at a suitable position between the axle and the hub in accordance with the actual conditions of the motor vehicle in conjunction with its particular spatial configuration.

In summary, the brake device 100 of the present invention can be arranged to act as a brake between various drive components and driven components of various motor vehicles, ships or machinery.

The scope of the invention is defined only by the claims. Various modifications, changes and substitutions of the present invention may be made by those skilled in the art without departing from the scope of the present invention. range.

Claims

Claim

A brake device, comprising: a first shifting mechanism (1), a second shifting mechanism (2) and a clutch (4), wherein the first shifting mechanism (1) comprises a first input gear (Z) the first speed change mechanism output shaft (12) a first transmission input shaft _n) is formed integrally (11) and a second output gear (the Z ₁₂₎ integrally formed; and a second transmission mechanism (2) comprises a second input Gear (Z ₂₁ ) forms an integral second shifting mechanism input shaft

A second speed change mechanism output shaft (21) and a second output gear (the Z ₂₂₎ is formed integrally (22); wherein said first input gear (Z _n) and the second input gear (the Z ₂₁₎ coupled to rotate in synchronization with each other And the first shifting mechanism output shaft (12) and the second shifting mechanism output shaft (22) are coupled to each other via a clutch (4); wherein the first shifting mechanism (1) and the second shifting mechanism

(2) Both are speed increasing shifting mechanisms, and the ratio of the gear ratio (Z _n /Z ₁₂ ) of the first shifting mechanism ( 1 ) to the gear ratio (Z ₂₁ /Z ₂₂ ) of the second shifting mechanism (2) Close to 1 but not equal to 1.

2. The brake device according to claim 1, wherein the first speed change mechanism input shaft (11) is an input shaft of the brake device, and the second speed change mechanism input shaft

(21) is the output shaft of the brake device.

3. The brake device according to claim 1, wherein said first shifting mechanism input shaft (11) is an output shaft of said brake device, and said second shifting mechanism input shaft (21) is said The input shaft of the brake.

The brake device according to any one of claims 1 to 3, characterized in that the first input gear (Z _n ) is directly meshed with the first output gear (Z ₁₂ ) and the second input gear (Z ₂₁ ) Directly meshes with the second output gear (Z ₂₂ ).

The brake device according to any one of claims 1 to 3, characterized in that the first shifting mechanism (1) further comprises a first input gear (Z _n ) and a first output gear ( One or more intermediate gears and/or second shifting mechanism ( 2 ) between Z ₁₂ ) includes one or more disposed between the second input gear (Z ₂₁ ) and the second output gear (Z ₂₂ ) Intermediate gears.

The brake device according to any one of claims 1 to 3, characterized in that the gear ratio (Z _n /Z ₁₂ ) of the first shifting mechanism ( 1 ) and the second shifting mechanism ( 2 ) The gear ratio (Z ₂₁ /Z ₂₂ ) differs by 0.5% to 5%.

The brake device according to any one of claims 1 to 3, characterized in that the gear ratio (Z _n /Z ₁₂ ) of the first shifting mechanism ( 1 ) and the number of teeth of the second shifting mechanism (2 ) The ratio (Z ₂₁ /Z ₂₂ ) is between 1 and 100.

The brake device according to any one of claims 1 to 3, characterized in that the first input gear (Z _n ) and the second input gear (Z ₂₁ ) pass through the intermediate shaft (3) Rigid connection.

The brake device according to any one of claims 1 to 3, wherein the first input gear (Z _n ) and the second input gear (Z ₂₁ ) pass through two separate The first input gear (Z _n ) and the second input gear (Z ₂₁ ) are integrally formed with a half shaft and one or more couplings disposed between the two half shafts.

10. The braking device according to claim 8, characterized in that the first input gear (Z _n) and the second input gear (Z ₂₁₎ - is formed of two side There is a setting to reduce the impact.

11. Braking device according to any one of claims 1 to 3, characterized in that the clutch (4) is an electromagnetic clutch, a magnetic powder clutch, a friction clutch and any form of clutch or fluid coupling.

12. Braking device according to any one of claims 1 to 3, characterized in that the clutch is mechanically, hydraulically, pneumatically, electrically or electronically coupled to a brake pedal or a brake lever or button.

13. Braking device according to any one of claims 1 to 3, characterized in that the braking device is arranged in a motor vehicle.

14. Braking device according to claim 12, characterized in that the braking device is arranged between the respective hub of the motor vehicle and the respective axle.

The brake device according to any one of claims 1 to 3, characterized in that the brake device is provided in various types of mechanical devices.