WO2017206561A1 - 一种道闸机芯 - Google Patents

一种道闸机芯 Download PDF

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Publication number
WO2017206561A1
WO2017206561A1 PCT/CN2017/075651 CN2017075651W WO2017206561A1 WO 2017206561 A1 WO2017206561 A1 WO 2017206561A1 CN 2017075651 W CN2017075651 W CN 2017075651W WO 2017206561 A1 WO2017206561 A1 WO 2017206561A1
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WIPO (PCT)
Prior art keywords
subsystem
movement
output shaft
gate
driven wheel
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Application number
PCT/CN2017/075651
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English (en)
French (fr)
Inventor
郭诗迈
汪章健
曾科明
Original Assignee
中控智慧科技股份有限公司
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Application filed by 中控智慧科技股份有限公司 filed Critical 中控智慧科技股份有限公司
Publication of WO2017206561A1 publication Critical patent/WO2017206561A1/zh

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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F13/00—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions
    • E01F13/04—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions movable to allow or prevent passage
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F13/00—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions
    • E01F13/04—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions movable to allow or prevent passage
    • E01F13/06—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions movable to allow or prevent passage by swinging into open position about a vertical or horizontal axis parallel to the road direction, i.e. swinging gates

Definitions

  • the present invention relates to a mechanical transmission, and more particularly to a brake movement.
  • the gates can control the flow of vehicles or people, and are permanently placed in parking lots, security checkpoints, etc.
  • the movements of most of the gates on the market are now mounted on the shell of the gate.
  • the shell acts both to shield the movement and to support the movement.
  • Embodiments of the present invention provide a gate movement designed to reduce restrictions on the gate housing.
  • the embodiment of the present invention provides the following technical solutions:
  • a gate movement comprising:
  • a power subsystem including a drive motor, a deceleration subsystem that derives power from the power subsystem, and a movement bracket, the power subsystem and the deceleration subsystem being disposed on the movement bracket.
  • the movement bracket is provided with a mounting position, and the power subsystem and the deceleration subsystem are connected to the movement bracket through the mounting position.
  • the installation position can facilitate the installation of the power subsystem and the deceleration subsystem on the movement bracket and improve the installation accuracy.
  • the power subsystem and the deceleration subsystem are disposed on a first side of the movement bracket, and the output shaft passes through the movement bracket to bring the blocking member close to the second side of the movement bracket The output shaft is connected.
  • the deceleration subsystem includes a driving wheel provided with a claw and a driven device provided with a transmission groove a wheel, the buckle is buckled into the transmission slot, the power subsystem transmits power to the driving wheel, and the pawl acts on the transmission slot to cause the driving wheel to drive the driven wheel.
  • the driving wheel acts on the driven wheel through the claw to actuate the driven wheel.
  • the driving wheel rotates, the force arm of the claw acting on the driven wheel changes, and the pawl passes through the rotating shaft connecting the driven wheel and the rotating shaft of the driving wheel.
  • the rotation speed of the driven wheel can be from small to large and then small, so that the output shaft can drive the gate to achieve smooth rise and fall.
  • the transmission groove is a radial groove
  • the movement direction of the claw is in the same direction as the radial direction of the driven wheel at a position where the driven wheel starts to rotate and terminates.
  • the direction of the force of the driven wheel acting on the pawl is along the radial direction of the driving wheel, so that the driven wheel cannot be actively rotated, so that the driven wheel is locked;
  • the force arm is the smallest, and when the transmission groove is located in the plane where the rotating shaft of the driving wheel and the rotating shaft of the driven wheel are located, the claw acts on the driven arm to maximize the force arm, thereby realizing the driven wheel at the beginning.
  • the speed at the rotation and the end of the rotation position is the smallest, and the speed tends to zero.
  • the speed of the driven wheel is the largest, which is reflected to the brake lever mounted on the output shaft, the lifting and falling stop position of the brake lever. The speed tends to zero, achieving a smooth rotation of the brake lever.
  • an angle between the start rotation position and the end rotation position of the transmission groove is set according to an angle between the brake lever stop position and the brake lever lifting stop position.
  • the driving wheel is provided with a fixed shaft on each side of the buckle, and the two sides of the driven wheel are respectively provided with a defining slot, when the driven wheel is rotated to the limiting slot and the fixing
  • the fixed shaft cooperates with the defining groove to lock the rotation of the driven wheel when the shaft is in contact.
  • the edge of the driving wheel is a gear structure
  • the power subsystem is meshed with the gear structure of the edge of the driving wheel through a gear on the power output shaft. Therefore, according to the gear ratio of the gear on the power output shaft and the gear on the edge of the driving wheel, the torque transmitted by the power subsystem to the deceleration subsystem can be changed, and cooperate with the speed reducer to change the output torque of the gate movement and Rotating speed.
  • the gate movement further includes a force that cooperates with the deceleration subsystem to control the output shaft a moment balancing subsystem, the torque balancing subsystem being disposed on the gate movement.
  • the gate movement is used to install the brake lever, the gate also includes a torque balance subsystem, and the torque balance subsystem is also mounted on the gate movement instead of the gate housing, which will further Reducing the restrictions on the casing and making the structure of the gate movement more compact, which facilitates the installation of the gate movement and the gate.
  • the torque balance subsystem includes an elastic member and a dial connected to the output shaft, one end of the elastic member abuts the dial block, and the other end of the elastic member is connected to the movement bracket
  • the dial block protrudes in a direction of the brake lever with respect to the output shaft, and the elastic member is located adjacent to the brake lever of the output shaft One side, so that the dial block abuts the elastic member.
  • the elastic member is easily fixed to the movement bracket, which facilitates the installation of the elastic member.
  • the torque balance subsystem further includes a guiding slot
  • the movement bracket is a structure having a cavity
  • the torque balance subsystem is received in the cavity, and the guiding is performed when the elastic member is stretched
  • the slot and the inner wall of the cavity together limit the resilient member.
  • the torque balance subsystem further includes a transmission member contacting the dial block and a pressing block abutting the transmission member, the pressure block being sleeved on an end of the elastic member adjacent to the dial block
  • the dial block drives the pressure block to compress the elastic member by compressing the transmission member, and the guide groove and the inner wall of the cavity collectively restrict movement of the transmission member.
  • the elastic member is a compression spring.
  • the compression spring is easy to buy. The cost is low and the effect is excellent.
  • the gate movement is further provided with a sensing piece and a position detecting component of an electrical control subsystem, the position detecting component is mounted on the movement bracket, and the sensing piece is driven by the deceleration subsystem.
  • the position detecting element controls the operation of the power subsystem based on detecting a rotational position of the sensing piece.
  • the position of the position sensing element can be highly correlated with the sinusoidal deceleration subsystem.
  • the structure of the movement bracket is made more compact.
  • a power subsystem for powering the gate movement a deceleration subsystem connected to the power subsystem, and the larger components are disposed on the movement bracket. These subsystems are supported by the movement bracket and do not need to be mounted on the housing of the gate, thereby reducing the restrictions on the housing, making the housing of the gate more flexible and versatile in manufacturing and design.
  • FIG. 1 is a front elevational view of a gate movement according to an embodiment of the present invention
  • Figure 2 is a schematic view of the gate movement shown in Figure 1;
  • Figure 3 is a cross-sectional view of the gate movement shown in Figure 1;
  • Figure 4 is a plan view of the gate movement shown in Figure 1;
  • Figure 5 is an exploded view of the parts of the gate movement shown in Figure 1;
  • Figure 6 is a schematic view of the deceleration subsystem of the gate movement shown in Figure 1;
  • Figure 7 is another schematic view of the deceleration subsystem of the gate movement shown in Figure 1;
  • Figure 8 is another schematic view of the deceleration subsystem of the gate movement shown in Figure 1;
  • FIG. 9 is a schematic view of the torque balance subsystem of the gate movement shown in Figure 1;
  • Figure 10 is another schematic view of the torque balance subsystem of the gate movement shown in Figure 1;
  • Figure 11 is a schematic view of parts of the gate movement shown in Figure 1;
  • FIG. 12 is a schematic diagram of parts of another brake core according to an embodiment of the present invention.
  • FIG. 13 is a schematic diagram of parts of another brake core according to an embodiment of the present invention.
  • FIG. 14 is a schematic diagram of another gate movement for mounting a wing according to an embodiment of the present invention.
  • Figure 15 is an enlarged view of a portion I of the gate movement shown in Figure 14;
  • Figure 16 is another schematic view of the gate movement shown in Figure 14;
  • Figure 17 is another schematic view of the gate movement shown in Figure 14.
  • Embodiments of the present invention provide a gate movement for reducing restrictions on a gate housing.
  • FIG. 1 is a schematic view of a gate movement according to an embodiment of the present invention
  • FIG. 5 is an exploded view of a gate movement according to an embodiment of the present invention
  • the gate movement comprising: a power subsystem 1 including a drive motor, from which the power is The deceleration subsystem 2 that the subsystem obtains power cooperates with the deceleration subsystem to control the torque balance subsystem 4 of the output shaft 3, the electric control subsystem 21 and the movement bracket 5, the power subsystem 1, the deceleration subsystem 2, and the electrical Both the control subsystem 21 and the torque balancing subsystem 4 are disposed on the movement bracket.
  • the gate movement may not include an electrical control subsystem, such as mounting the electrical control subsystem on the housing of the gate, etc., which is not limited in this embodiment of the present invention.
  • the gate movement may not include a torque balancing subsystem, such as mounting the torque balancing subsystem on the housing of the gate, or when the gate of the gate is a wing, a swinging member instead of In the case of a brake lever, the torque balancing subsystem is not required because the weight of the wing is light, so that the gate movement may not include the torque balance subsystem.
  • the other subsystems may be installed on the movement bracket or the housing of the gate, which is not specifically limited in the embodiment of the present invention.
  • the gate movement may include: a power subsystem including a drive motor, a speed reduction subsystem that obtains power from the power subsystem, and a movement bracket, and the power subsystem and the speed reduction subsystem are disposed on the movement bracket.
  • the power subsystem provides power for the gate movement
  • the deceleration subsystem changes the torque output by the gate movement.
  • the bulky components of the power subsystem and the deceleration subsystem are placed on the movement bracket. These systems are supported by the movement bracket and do not need to be mounted on the housing of the gate, thereby reducing the restriction on the housing.
  • the housing of the gate is made more flexible and flexible in manufacturing and design.
  • the movement bracket 5 is made of a steel material. Of course, the movement bracket can also be made of other materials, such as a carbon material, a titanium alloy, etc., which is not limited by the implementation of the present invention.
  • the movement bracket of the embodiment of the invention is a rectangular steel structure including a cavity.
  • the movement bracket is provided with a mounting position 6, such as a hole position, a snap structure, a card slot, etc., and the mounting position is preferably a mounting hole position, and the mounting hole position on the movement bracket can be It is processed by CNC machine tools to reduce machining costs and improve machining accuracy.
  • the power subsystem 1, the deceleration subsystem 2 and the torque balance subsystem 4 are connected to the movement bracket 5 through the mounting position 6, that is, other subsystems are installed around the movement bracket, and the installation precision is controlled by the same.
  • the movement bracket 5 is equivalent to a load bearing and precision control platform.
  • each gate subsystem on the movement bracket 5 improves the efficiency of the installation of the gate, and the installation accuracy of each subsystem of the gate is controlled by the movement bracket, which improves the installation precision of the gate movement.
  • the subsystems are disposed on the movement bracket, and the weight of the other components of the movement is carried by the movement bracket, and the gate is compared with the scheme of installing the movement on the gate housing.
  • the restriction on the casing can be reduced, the strength of the casing is required to be large when the movement is mounted on the casing, and the design of the casing cannot be excessively designed.
  • the movement bracket 5 can use rectangular steel with a length of 150 mm, a width of 50 mm and a thickness of 4 to 5 mm, which is more in line with the Chinese national standard and helps to improve the production efficiency of the product.
  • the blocking members include a brake lever, a flap, a swinging plate, and the like. It should be noted that in some embodiments of the present invention, the gate movement does not include the barrier member, and the barrier member can only be mounted on the gate movement. In some embodiments, the scheme of the gate movement can include Blocking pieces.
  • the gate movement includes a torque balancing subsystem.
  • the movement bracket is a structure having a cavity, preferably a rectangular steel structure, the torque balance subsystem 4 is housed in the cavity, and the power subsystem and the deceleration subsystem are disposed on the movement bracket.
  • the first side 7 of the output shaft extends through the movement bracket such that the brake lever is coupled to the output shaft 3 at the second side 8 of the movement carrier.
  • the space of the movement bracket 5 is reasonably utilized, and the larger mechanisms of the power subsystem 1 and the speed reduction subsystem 2 are disposed outside the movement bracket, and the torque balance subsystem 4 is a relatively small mechanism.
  • the space of the movement bracket can be reasonably utilized in the cavity of the movement bracket 5, so that the gate movement of the embodiment of the invention is more compact.
  • the movement bracket may not have a cavity structure, such as a solid sheet structure, at this time, the power subsystem 1, the deceleration subsystem 2, the electrical control subsystem 21, and the torque balance subsystem. 4 can be disposed on the movement bracket 5, for example, the power subsystem and the deceleration subsystem are disposed on one side of the movement bracket, and the torque balance subsystem is disposed on the other side of the movement bracket.
  • the movement bracket is a structure having a cavity, which is convenient for processing and improving machining accuracy, if directly
  • the use of rectangular steel to make the movement bracket because of the industry standard of rectangular steel, can improve the manufacturing efficiency of the gate movement and reduce the manufacturing cost.
  • the gate movement may not include a torque balance subsystem.
  • the power subsystem and the speed reduction subsystem may be disposed on the first side of the movement bracket.
  • the output shaft extends through the movement bracket such that the ballast member is coupled to the output shaft adjacent the second side of the movement carrier.
  • these other subsystems can also be installed on the movement bracket or the gate housing.
  • the blocking member is a wing gate
  • the power failure opening of the wing gate system is opened.
  • the system is mounted on a movement bracket.
  • a gear box cover 23 is mounted on the mounting hole on the first side of the movement bracket, and the power subsystem 1 is disposed on a side of the gear box cover 23 away from the movement bracket.
  • the power subsystem includes a drive motor 25 and a matching reducer 24. By replacing the reducer 24 of different reduction ratios, the magnitude and speed of the output torque of the movement can be changed.
  • the power subsystem may not include the reducer 24, while FIG. 3 only shows one connection relationship between the power subsystem 1 and the movement bracket 5, in other embodiments, the power subsystem Can be mounted directly on the movement bracket.
  • the solution shown in FIG. 3 is preferred, that is, the power subsystem is mounted on the movement bracket 5 through the gear box cover 23, and the deceleration subsystem is disposed in the gear box cover 23. .
  • the reducer After the drive motor 25 transmits the power to the reducer 24, the reducer outputs a fixed torque to the deceleration subsystem 2 at a constant speed through the adjustment of the reducer.
  • the deceleration subsystem 2 is disposed on the first side 7 of the movement bracket, and the torque balance subsystem is received in the cavity of the movement bracket 5.
  • the deceleration subsystem 2 includes a driving wheel 10 provided with a pawl 9 and a driven wheel 12 provided with a transmission groove 11, which is buckled into the transmission groove 11.
  • the deceleration subsystem is located in the gear box cover 23, and the edge of the driving wheel 10 is a gear structure, for example, a helical gear disc structure, and a gear is arranged on the power output shaft 26 of the speed reducer, and the gear on the power output shaft 26
  • the gear structure of the edge of the driving wheel 10 is meshed and driven to drive the driving wheel 10.
  • the power output shaft 26 is driven to the driving wheel 10 by gear meshing, so that the torque transmitted from the power subsystem to the speed reducing subsystem can be changed according to the gear ratio of the gear on the power output shaft 26 and the gear on the edge of the driving wheel 10. , in conjunction with the reducer, to achieve the change of the output torque and speed of the brake movement.
  • the buckle 9 on the driving wheel 10 is a bearing structure.
  • the buckle 9 may also be a fixed shaft, a gear or the like.
  • the drive wheel 10 and the driven wheel 12 are of the Maltese structure.
  • the transmission groove 11 of the driven wheel 12 is a radial groove, that is, the transmission groove 11 is disposed on the driven wheel 12 in the radial direction of the driven wheel 12.
  • the pawl 9 of the driving wheel 10 acts on the transmission groove 11 to cause the driving wheel 10 to drive the driven wheel 12. That is, the driving wheel 10 drives the driven wheel through the claw 9 and the transmission groove 11.
  • the driven wheel 11 is connected to the output shaft 3.
  • the driven wheel and the output shaft 3 can be an integrated structure, and the output shaft passes through the gate movement, and the output shaft is on the second side of the gate movement away from the driven wheel. It is connected to the brake lever, so that the driven wheel transmits power through the output axial brake lever.
  • the direction of movement of the pawl is in the same direction as the radial direction of the driven wheel. That is, as shown in FIGS. 6 and 8, the first straight line 27 is perpendicular to the second straight line 28, wherein the first straight line 27 is a straight line passing through the rotating shaft of the driving wheel and the center of the claw, and the second straight line 28 is a passing straight line. A straight line of 12's shaft and claw center. As shown in FIG. 6 and FIG. 8, at this time, the driving wheel starts or terminates to drive the driven wheel 12, and the two positions respectively correspond to the position where the brake lever is dropped to the lowest point and the position where the brake lever is lifted to the highest point.
  • the direction of the force of the driven wheel acting on the pawl is along the radial direction of the driving wheel, so that the driven wheel cannot be actively rotated, so that the driven wheel is locked;
  • the force arm is the smallest, and when the transmission groove is located in the plane where the rotating shaft of the driving wheel and the rotating shaft of the driven wheel are located, the claw acts on the driven arm to maximize the force arm, thereby realizing the driven wheel at the beginning.
  • the speed at the rotation and the end of the rotation position is the smallest, and the speed tends to zero.
  • the angle between the start position of the transmission groove and the end rotation position is set according to the angle between the stop position of the brake lever and the stop position of the brake lever. That is, at the position where the driven wheel starts rotating and its end rotating position, the angle between the second straight line 28 and the third straight line 29 is half of the angle of rotation during the landing of the brake lever, wherein the third straight line 29 is the rotating shaft passing through the driving wheel and A straight line of the rotating shaft of the driven wheel. In this way, it is possible to set the transmission groove between its starting rotational position and the end rotational position at the time of manufacture.
  • the angle is such that the operation of the gate movement conforms to the rotation requirements of the brake lever in a specific scene.
  • the position where the brake lever is stopped and the position where the brake lever is lifted and stopped are rotated by 90 degrees in total, assuming that the brake lever starts to lift the position, the third straight line 29 and the second straight line 28
  • the angle is -45 degrees
  • the angle of the third straight line 29 and the second straight line 28 is 45 degrees at the start position of the brake lever.
  • the angle between the second straight line 28 and the third straight line 29 is the shift angle.
  • the claw 9 acts on the driven wheel.
  • the upper arm is the largest, and when the shift angle is 0 degrees, that is, as shown in FIG.
  • the claw 9 acts on the driven arm with the smallest force arm.
  • the driving wheel always works at a constant speed at the angle of the shift angle -45 degrees from the starting point to the 45 degree end point, while the driven wheel speed tends to zero when the shift angle is -45 degrees and 45 degrees.
  • the moving wheel has the highest speed at 0 degrees, for example, 1.45 times of the driving wheel, and the relationship between the speed of the driven wheel and the angle of rotation is sinusoidal. Reacted to the gate of the gate, the speed of the gate in the lifting and falling points tends to zero, and the movement is stable.
  • the maximum angle between the second straight line and the third straight line may also be set according to the falling and falling angle of the brake lever, and the third straight line and the first straight position are The angles of a straight line may also be different, which is not limited in the embodiment of the present invention.
  • a fixed shaft 13 is disposed on each side of the driving wheel on the two sides of the buckle.
  • the two sides of the driven wheel are respectively provided with a defining groove 42.
  • the contact shaft and the defining groove cooperate to lock the rotation of the driven wheel upon contact.
  • the driven wheel rotates to contact the fixed slot with the fixed slot, if the driven wheel rotates, the direction of the force defining the slot acting on the fixed shaft is in the same direction as the radial direction of the driving wheel, so that the driven wheel cannot actively rotate.
  • the self-locking of the driven wheel is realized. And to provide a certain buffering effect between the driving wheel 10 and the driven wheel 12.
  • the fixed shaft and the defined groove arrangement cooperate with the principle of the Maltese structure to further realize the reverse self-locking function of the deceleration subsystem, that is, in the starting point and the end position, the driven wheel end cannot be actively rotated, that is, the driven wheel is locked.
  • the fixed shafts are symmetrically located on both sides of the claws 9, that is, the two fixed shafts are respectively equal to the catching distance. This helps to achieve a sinusoidal relationship between the speed and the angle of rotation of the driven wheel.
  • the power subsystem transmits power to the driving wheel at a constant speed, that is, when the gear on the power output shaft rotates at a constant speed, the driving wheel rotates at a constant speed.
  • the driven wheel is still a shifting rotation.
  • the groove side of the transmission groove on the driven wheel of the embodiment of the present invention has a linear structure.
  • the edge of the transmission groove 11 may also be a curved structure, a gear structure or the like.
  • the claws may also be gear structures, so that the two can be engaged. This embodiment of the present invention does not limit this.
  • 1 to 5 are schematic views of an embodiment of a gate movement in which a brake lever is mounted.
  • FIGS. 6 to 8 are schematic illustrations of an embodiment of a gate movement for mounting a wing.
  • the gate movement shown in FIG. 14 includes a deceleration subsystem 2, and the specific structure and working principle of the deceleration subsystem 2 can be referred to the foregoing description of FIGS. 6 to 8, and the difference between the deceleration subsystem 2 of FIG. 14 and FIG.
  • the rotation angles of the driving wheel 10 and the driven wheel 12 are different.
  • the deceleration subsystem 2 is composed of a driving wheel 10 and a driven wheel 12: a claw 9 is extended on the driving wheel 10, and a driving groove 11 is opened on the driven wheel 12, and the driving wheel 10 is buckled.
  • the claw 9 is snapped into the power transmission groove 11 of the driven wheel 12 to connect the driving wheel and the driven wheel.
  • the driven wheel 12 is rotated. Since the claw 9 slides in the transmission slot 11 during the rotation, the driven arm is actually changed: as shown in FIG. 15: the second straight line 28 and the third
  • the angle between the straight line 29 is the shifting angle, the shifting angle is at the starting point of -19 degrees and the end position of 19 degrees, the force arm of the claw 9 acting on the driven wheel is the largest, and the claw 9 acts on the arm of the driven wheel when the position is 0 degree.
  • it is determined by the two-wheel installation relationship.
  • the driving wheel always works at a constant speed from start to finish (a total of 152 degrees), while the driven wheel speed tends to zero when the shift angle is -19 degrees and 19 degrees.
  • the speed of the moving wheel is maximum at 0 degrees, for example, 1.45 times of the driving wheel, and the relationship between the speed of the driven wheel 12 and the angle of rotation is sinusoidal. Reflected to the wing flap, the speed at the point of opening and closing tends to zero, so it is very stable.
  • the deceleration subsystem can also realize reverse self-locking: at the starting point and the end point position, It is not possible to actively rotate from the end of the shifting wheel, that is, the shifting wheel is locked.
  • the driven wheel is provided with an output shaft which is rotated by the driven wheel to drive the rotation of the flap.
  • the transmission of the force of the driven wheel to the wing can also be fixedly connected to the connecting rod by other means, such as the driven wheel, one end of the connecting rod is connected with the driven wheel, and the other end of the connecting rod is connected with the wing plate.
  • the specific connection manner of the driven wheel and the wing plate is not limited in the embodiment of the invention.
  • the angle between the starting rotational position and the stopping rotational position of the driven wheel in the solution of the gate movement shown in FIG. 14 can also be correspondingly set according to the rotation angle of the wing, for example, two rotation angles. the same.
  • the gate movement includes a power subsystem that transmits power to the deceleration subsystem.
  • the drive motor or reducer is driven to the gear of FIG. 14 that meshes with the drive wheel to drive the drive wheel to rotate.
  • FIGS. 14 through 16 For a detailed description of FIGS. 14 through 16, reference may be made to the detailed description of FIGS. 6 through 8. From this, it can be understood that the specific size of the driving wheel 10 and the driven wheel 12, the specific setting position of the defining groove 42 at the side edge of the 12 side of the driven wheel can be adjusted accordingly, and the driven wheel 12 is between the position of starting and stopping the rotation.
  • the angle of the angle can be set according to the angle of rotation of the ball stop member. This embodiment of the present invention does not specifically limit this.
  • the gate movement has to be "slow start-fast operation-slow stop", and some designs use a servo motor system, which is costly; some are designed
  • the mechanical linkage mechanism achieves the purpose of “sinusoidal deceleration”, usually adopts a three-link structure, the intermediate link is connected with the front and rear end links, and the intermediate link is equivalent to the suspended installation: the design requires the intermediate link to be made only on the X and Y axes. Two-dimensional motion, so the three links are required to move in the same two-dimensional surface, which requires high processing precision and material strength, otherwise it is extremely easy to damage, which greatly increases the cost.
  • the deceleration subsystem of the embodiment of the invention can achieve the purpose of decelerating the output torque of the gate movement by simple assembly, the structure is simple, the assembly is convenient, the precision is also easy to control, and the cost can be reduced.
  • the gate movement may include a moment
  • the subsystem 4 is balanced to balance the gravitational force of the gate.
  • the torque balance subsystem bit 4 is in the cavity of the gate movement, the torque balance subsystem includes a compression spring 19 and a dial block 15, wherein the dial block 15 includes a connecting portion 32 and a protruding portion 33, the connecting portion 32 and the output shaft 3, the connecting portion 32 is provided with a card slot, the output shaft 3 is provided with a card position, and the connecting portion 32 is engaged with the card slot on the output shaft 3 through the card slot thereon, and can be connected to the connecting portion 32 after being engaged The screw is twisted at the bayonet to seal, so that the connecting portion and the output shaft are firmly engaged.
  • the connecting portion and the output shaft may be bonded or welded, or may be integrally formed, and the like.
  • FIG. 10 shows a schematic view when the brake lever is dropped, and the projection 33 of the dial 15 is shown. Protruding in the direction of the brake lever 14, the mounting position of the compression spring 19 is located on one side of the output shaft 3, which is close to the direction of the brake lever 14, so that the projection 33 abuts against the compression spring 19.
  • the gravity of the brake rod exerts a moment on the output shaft
  • the elastic force of the compression spring exerts a moment on the output shaft through the dial block
  • the torque of the brake rod and the torque of the compression spring are opposite, that is, the brake rod
  • the torque and the torque of the compression spring are offset. If the gate and the compression spring are matched and adjusted accordingly, the torque of the brake lever to the output shaft and the moment of the compression spring to the output shaft can be offset to each other to achieve a basic balance, so that the output shaft hardly needs to resist the gravity of the brake lever, increasing The service life of the output shaft.
  • the dial block has the maximum compression amount for the compression spring, the torque of the brake lever to the output shaft and the torque of the compression spring to the output shaft are the largest, and the two moments cancel each other, and the output shaft is lifted.
  • the brake lever is actuated, the torque of the brake lever to the output shaft is gradually changed, and the torque of the compression spring 19 to the output shaft is also changed correspondingly, thereby realizing the balance of the whole process of the brake rod landing and landing.
  • the moment balance is roughly balanced and sometimes cannot be completely offset.
  • the prior art tension spring scheme is used to balance the gravity of the gate, since the elastic force arm and the gravity arm of the brake lever are placed at both ends of the output shaft, the theoretical output shaft needs to be opposed to twice the weight of the gate, and the output shaft and the bearing are required. Very high, the life of the output shaft and bearings is also greatly reduced. At the same time, according to the material characteristics, under the same conditions, the life of the compression spring is greater than that of the tension spring. At the same time, when the gate movement lifts the brake lever, the energy storage compression spring of the compression spring can cooperate with the drive motor to raise the brake lever, thereby reducing the consumption of electric energy.
  • the elastic force of the compression spring 19 cooperates with the self-locking force of the aforementioned deceleration subsystem 2, so that the brake lever can be stably fixed; when the brake lever stops at the maximum position where it rises and falls
  • the spring force of the compression spring cooperates with the self-locking force of the speed reducer of the power subsystem, the brake lever can be stably fixed.
  • the use of the compression spring due to the rational use of the elastic force of the compression spring, reduces the requirements for some parts of the gate when the gate is in normal use.
  • the compression spring 19 can be replaced with other resilient members, such as rubber elastic tubes, bellows, and the like.
  • the dial block 15 can be integrally formed with the output shaft 3 or the dial block can be welded to the output shaft 3. At this time, the dial block body protrudes from the output shaft, and the dial block can still realize the compression compression spring.
  • the dial block 18 can be connected to the output shaft in other manners, except for the connection portion of the dial block.
  • the torque The balancing subsystem further includes a guiding slot 16 .
  • the guiding slot 16 and the inner wall of the cavity of the movement bracket 5 together form a receiving cavity, and the size of the receiving cavity can be Cooperating with the diameter of the compression spring, after the compression spring is placed in the accommodating cavity, the guiding groove and the inner wall of the cavity together limit the operation of the compression spring, and the pressure spring 19 is not allowed to move, thereby ensuring the moment balancer of the embodiment of the present invention.
  • the system works fine.
  • the diameter of the first link is such that the first link can move with the expansion and contraction of the compression spring; or the first link 35 and the second link 36 are hollow structures, and the compression spring 19 can be disposed in the hollow structure. That is, the torque balance subsystem in the embodiment of the present invention preferably further includes an anti-station device for preventing the deformation of the compression spring, so that the compression spring can work normally, the above-mentioned guiding groove and the movement bracket
  • the inner wall is the anti-position device, and the first link and the second link are also anti-position devices.
  • the dial block and the compression spring can directly abut each other.
  • the torque balance subsystem further includes a transmission member 17 in contact with the dial block and abutting the transmission member 17.
  • the pressure block 18, the pressure block 18 may be a T-shaped structure, the pressure block is sleeved at one end of the compression spring 19 near the dial block, and the end of the pressure block 18 abutting the transmission member 17 is larger than the diameter of the compression spring 19, the transmission member Moving in the accommodating cavity formed by the guiding groove and the inner wall of the cavity of the movement bracket, that is, the guiding groove 16 and the inner wall of the movement bracket 5 restrict the movement of the transmission member 17, preventing the transmission member 17 from being dislocated, and the dial block is driven by the compression transmission member.
  • the block compresses the compression spring 19 so that the force transmission between the dial block and the compression spring is more stable.
  • the transmission member 17 may be a structure in which the ends of the dumbbell are the links in the middle of the bearing, and the dial block 15 is caught by the two bearings on the transmission member 17, so that the dial block and The abutment of the transmission member is more stable.
  • the gate movement further comprises a bracket base 37, which is connected to the bracket base, and the two may be fixed connection or other connection manner such as bolts.
  • the base of the bracket is fixedly connected to the ground, so that the base of the bracket supports the movement bracket.
  • Compressed spring One end may be fixedly connected to the base of the bracket, or a connecting rod may be disposed on the base 37 of the bracket, and the compression spring 19 is sleeved on the connecting rod.
  • the compression spring is connected to the movement bracket through the base of the bracket, and an adjusting screw is arranged at the joint of the compression spring and the base of the bracket, and the elastic force of the compression spring acting on the dial block can be changed by adjusting the adjusting screw.
  • the bracket base is not necessary, that is, in some embodiments of the present invention, the compression spring can be directly connected to the movement bracket 5, the movement bracket 5 can be directly mounted on the ground, or the bracket base is a movement bracket. portion. This embodiment of the present invention does not limit this.
  • the mounting position of the compression spring 19 and the dial block 15 can be varied.
  • the protruding portion of the dial block may protrude away from the brake lever with respect to the output shaft, and the compression spring is disposed on one side of the output shaft, and the side is away from the brake lever.
  • one end of the compression spring abuts against the dial block, and the pressure is pressed.
  • the other end of the spring is away from the base of the bracket.
  • a fixing structure for fixing the end of the compression spring may be disposed on the movement bracket, and one end of the compression spring may be connected with the fixing structure, as shown in FIG. 12, thereby falling on the brake rod.
  • the solution shown in FIG. 12 may also include the aforementioned components such as the transmission member, the briquetting block, and the like, and the various changes and the connection relationship between the dial block and the output shaft.
  • the compression spring around the output shaft may be set to other angles, as long as the other parts such as the dial block are correspondingly modified.
  • the brake lever of the above solution is disposed on the output shaft.
  • the brake lever can also be fixedly connected with the dial block, for example, the brake lever and the dial block are integrated, and the embodiment of the present invention does not limited.
  • the tension spring end has a large space, and the length of the tension spring is shorter than that of the compression spring. .
  • the service life of the torque balance subsystem can be extended, and the structural arrangement of the brake movement can be made more compact.
  • the electronic control subsystem comprises a position detecting element 22, which may for example be a grating
  • the gate movement comprises two a grating and an inductive sheet 20, the inductive sheet 20 being coaxial with the driving wheel 10, thereby
  • the sensing piece 20 is driven by the driving wheel 10, because the rotation angle of the driving wheel 10 corresponds to the rising and falling rotation angle of the brake lever 14, when the sensing piece 20 is driven by the driving wheel, the grating can detect the sliding rod by detecting the rotation angle of the sensing piece. The angle of the landing, thereby controlling the rotation of the driving motor.
  • the electric control subsystem controls the driving motor to stop working.
  • the position of the position detecting element 22 can be highly correlated with the sinusoidal deceleration subsystem.
  • the structure of the movement bracket is made more compact.
  • the sensing piece is provided with a bump or a groove
  • the grating core is provided with two gratings.
  • the grating is detected.
  • the gate movement may include a grating
  • the sensing piece may include two protrusions or grooves, wherein different protrusions or grooves are rotated to the grating, and the gate is raised and lowered to Different maximum positions.
  • a device 40, a power source 41, and a power switch 31 are mounted on the gate movement.
  • the ground 40 is mounted on the gear box cover 23 via the ground sensing bracket 39.
  • the power source 41 and the power switch are mounted on the movement bracket through the power bracket, which further reduces the components of the gate mounted on the housing, thereby further reducing the restriction on the housing and making the mechanism on the movement bracket more compact. .

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Abstract

一种道闸机芯，包括动力子系统（1）、减速子系统（2）以及机芯支架（5），动力子系统（1）、减速子系统（2）布置于机芯支架（5）上。该道闸未安装于壳体上，减少了对壳体制造和设计时的限制。

Description

一种道闸机芯
本申请要求于2016年5月31日提交中国专利局、申请号为201610382383.2，发明名称为“一种道闸机芯”的中国专利申请优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及机械传动装置，尤其涉及一种道闸机芯。
背景技术
道闸可控制车辆或人等的流动，常设置于停车场、安检口等处。
现在市面上大多数道闸的机芯都是挂载在道闸的壳体上的，壳体既起到遮蔽机芯的作用，又起到支撑机芯的作用。
现有技术的方案，为了让机壳能支撑机芯，要求壳体强度非常高，从而导致壳体钢材要足够厚，这既增加了壳体的成本，也限制了对壳体的加工。
发明内容
本发明实施例提供了一种道闸机芯，旨在减少对道闸壳体的限制。
为了解决上述技术问题，本发明实施例提供了以下技术方案：
一种道闸机芯，包括：
包括驱动电机的动力子系统，从所述动力子系统获取动力的减速子系统，以及机芯支架，所述动力子系统和减速子系统设置在所述机芯支架上。
进一步地，所述机芯支架上设有安装位，所述动力子系统和减速子系统通过所述安装位与所述机芯支架连接。安装位的设置，可以方便动力子系统和减速子系统在机芯支架上的安装以及提高安装精度。
进一步地，所述动力子系统和减速子系统设于所述机芯支架的第一侧面，所述输出轴贯通所述机芯支架以使拦道件靠近所述机芯支架的第二侧面与所述输出轴连接。这样的设置，合理地利用了机芯支架的空间使得本发明实施例的道闸机芯更加紧凑。
进一步地，所述减速子系统包括设有扣爪的主动轮和设有传动槽的从动 轮，所述扣爪扣入所述传动槽，所述动力子系统向所述主动轮传递动力，所述扣爪作用于所述传动槽以使所述主动轮带动所述从动轮。这样，主动轮通过扣爪作用于传动槽来带动从动轮，在主动轮转动时，扣爪作用于从动轮上的力臂在改变，在扣爪通过连接从动轮的转轴和主动轮的转轴之间的直线时，从动轮的转动速度能由小到大再到小，从而输出轴带动闸杆能实现平稳起落。
进一步地，所述传动槽为径向槽，在所述从动轮开始转动和终止转动位置处，所述扣爪的运动方向与所述从动轮的径向同向。这样的结构，在从动轮开始转动和终止转动位置处，从动轮作用于扣爪的力的方向沿主动轮的径向，从而从动轮不能主动转动，使得从动轮被锁定；另一方面，此时，扣爪作用于从动轮的力臂最小，而在传动槽位于主动轮的转轴和从动轮的转轴所在的平面时，扣爪作用于从动轮的力臂最大，从而实现了从动轮在开始转动和终止转动位置处速度最小，该速度趋于零，在从动轮转动到中间位置时，从动轮的速度最大，反应到安装在输出轴上的闸杆，闸杆的抬起和落下停止位置速度趋于零，实现了闸杆的平稳转动。
进一步地，所述传动槽在其开始转动位置和终止转动位置之间的夹角根据闸杆在闸杆落下停止位置和闸杆提起停止位置之间的夹角设定。这样，可以在制造时通过设置传动槽在其开始转动位置和终止转动位置之间的夹角来使得道闸机芯的工作符合具体场景中闸杆的转动要求。
进一步地，所述主动轮上位于所述扣爪两侧各设有一固定轴，所述从动轮的两侧边沿各设有一限定槽，当所述从动轮转动到所述限定槽与所述固定轴接触时，所述固定轴和限定槽配合以锁定所述从动轮的转动。在从动轮转动到所述限定槽与所述固定轴接触时，若从动轮转动，则限定槽的边沿作用于固定轴的力的方向与主动轮的径向同向，从而从动轮不能主动转动，实现了从动轮的自锁。
进一步地，所述主动轮的边沿为齿轮结构，所述动力子系统通过动力输出轴上的齿轮与所述主动轮的边沿的齿轮结构啮合传动。从而根据该动力输出轴上的齿轮和主动轮边沿上的齿轮的齿轮比不同，可以改变动力子系统向减速子系统传递的扭矩，与减速机配合，实现改变道闸机芯的输出力矩大小和转速。
进一步地，所述道闸机芯还包括与所述减速子系统配合以控制输出轴的力 矩平衡子系统，所述力矩平衡子系统设置在所述道闸机芯上。在道闸机芯为用于安装闸杆时，该道闸还要包括力矩平衡子系统，将该力矩平衡子系统也安装在道闸机芯上而不是道闸的壳体上，将能进一步减少对壳体的限制，并能使得道闸机芯的结构更加紧凑，利于道闸机芯和道闸的安装。
进一步地，所述力矩平衡子系统包括弹性件和与所述输出轴连接的拨块，所述弹性件一端与所述拨块抵接，所述弹性件的另一端与所述机芯支架连接，在所述减速子系统通过输出轴将动力传递至阀杆时，被所述输出轴带动的所述拨块压缩所述弹性件，此时所述阀杆作用于所述输出轴的力矩与所述弹性件作用于所述输出轴的力矩相抵。
进一步地，在闸杆安装在所述输出轴上时，所述拨块相对于所述输出轴向所述闸杆方向凸出，所述弹性件位于所述输出轴的靠近所述闸杆的一侧，从而所述拨块与所述弹性件抵接。这样的设置，弹性件易于与机芯支架固定，方便了弹性件的安装。
进一步地，所述力矩平衡子系统还包括导向槽，所述机芯支架为具有腔体的结构，所述力矩平衡子系统容置于所述腔体内，在所述弹性件伸缩时所述导向槽和所述腔体内壁共同限制所述弹性件。
进一步地，所述力矩平衡子系统还包括与所述拨块接触的传动件和与所述传动件抵接的压块，所述压块套设于所述弹性件靠近所述拨块的一端，所述拨块通过压缩所述传动件带动所述压块以压缩所述弹性件，所述导向槽和所述腔体内壁共同限制所述传动件的移动。压簧放置于该容置腔后，该导向槽和腔体内壁共同限制压簧的工作，不让压簧走位，保证了本发明实施例的力矩平衡子系统能正常工作。
进一步地，所述弹性件为压簧。压簧易于购买。成本较低，效果优良。
进一步地，所述道闸机芯还设有感应片和电气控制子系统的位置检测元件，所述位置检测元件安装在所述机芯支架上，所述感应片由所述减速子系统带动，所述位置检测元件根据检测感应片的转动位置来控制所述动力子系统的工作。位置检测元件的位置可以和正弦减速子系统高度关联。使得机芯支架的结构更加紧凑。
从以上技术方案可以看出，本发明实施例具有以下优点：
本发明实施例的道闸机芯中，为所述道闸机芯提供动力的动力子系统，与所述动力子系统连接的减速子系统，这些体积较大的部件设置在机芯支架上，这些子系统都由机芯支架支撑，无需安装在道闸的壳体上，从而减少了对壳体的限制，使得道闸的壳体在制造和设计时更灵活多样。
附图说明
图1为本发明实施例提供的一种道闸机芯的正视图；
图2为图1所示道闸机芯的示意图；
图3为图1所示道闸机芯的剖面图；
图4为图1所示道闸机芯的俯视图；
图5为图1所示道闸机芯的零件爆炸图；
图6为图1所示道闸机芯的减速子系统的一示意图；
图7为图1所示道闸机芯的减速子系统的另一示意图；
图8为图1所示道闸机芯的减速子系统的另一示意图；
图9为图1所示道闸机芯的力矩平衡子系统的一示意图；
图10为图1所示道闸机芯的力矩平衡子系统的另一示意图；
图11为图1所示道闸机芯的部分零件的示意图；
图12为本发明实施例提供的另一道闸机芯的部分零件的示意图；
图13为本发明实施例提供的另一道闸机芯的部分零件的示意图；
图14为本发明实施例提供的另一安装翼板的道闸机芯的示意图；
图15为图14所示道闸机芯的I部放大图；
图16是图14所示道闸机芯的另一示意图；
图17是图14所示道闸机芯的另一示意图。
其中：1、动力子系统；2、减速子系统3、输出轴；4、力矩平衡子系统；5、机芯支架；6、安装位；7、第一侧面；8、第二侧面；9、扣爪；10、主动轮；11、传动槽；12、从动轮；13、固定轴；14、闸杆；15、拨块；16、导向槽；17、传动件；18、压块；19、压簧；20、感应片；21、电气控制子系统；22、位置检测元件；23、齿轮箱盖；24、减速机；25、驱动电机；26、动力输出轴；27、第一直线；28、第二直线；29、第三直线；30、电源支架；31、 电源开关，32、连接部，33、凸出部，34、活动连杆；35、第一连杆；36、第二连杆；37、支架底座；38、调节螺丝；39、地感支架；40、地感、41、电源；42、限定槽。
具体实施方式
本发明实施例提供了一种道闸机芯，用于减少对道闸壳体的限制。
图1为本发明实施例的道闸机芯的示意图，图5是本发明实施例的道闸机芯的爆炸图，该道闸机芯包括：包括驱动电机的动力子系统1，从该动力子系统获取动力的减速子系统2，与减速子系统配合以控制输出轴3的力矩平衡子系统4，电气控制子系统21以及机芯支架5，该动力子系统1、减速子系统2、电气控制子系统21和力矩平衡子系统4都设于该机芯支架上。
在其他的实施例中，该道闸机芯可以不包括电气控制子系统，例如将电气控制子系统安装在道闸的壳体上等，本发明实施例对此不构成限定。
在一些实施例中，该道闸机芯可以不包括力矩平衡子系统，例如将该力矩平衡子系统安装在道闸的壳体上，或者当道闸的拦道件为翼板、摆动件而不是闸杆时，因翼板的重量较轻无需用到力矩平衡子系统，从而该道闸机芯可以不包括力矩平衡子系统。当然若道闸还包括其它子系统，可以将这些其它子系统安装在机芯支架上，或者道闸的壳体上，本发明实施例对此不作具体限定。即道闸机芯可以包括：包括驱动电机的动力子系统，从动力子系统获取动力的减速子系统，以及机芯支架，该动力子系统和减速子系统设置在所述机芯支架上。其中，动力子系统为道闸机芯提供动力，减速子系统改变道闸机芯输出的力矩。将动力子系统和减速子系统这些体积较大的部件设置在该机芯支架上，这些系统都由机芯支架支撑，无需安装在道闸的壳体上，从而减少了对壳体的限制，使得道闸的壳体在制造和设计时更灵活多样。
该机芯支架5由钢材料制成，当然机芯支架也可以由其他材料制成，例如碳素材料、钛合金等等，本发明实施对此不做限定。本发明实施例的机芯支架为矩形钢结构，其包括腔体。该机芯支架设有安装位6，例如孔位、卡扣结构、卡槽等用于安装的结构，安装位优选的为安装孔位，机芯支架上的安装孔位可 由数控机床加工得到，从而减少加工成本和提高加工精度。动力子系统1、减速子系统2和力矩平衡子系统4即通过安装位6与机芯支架5连接，即其他子系统皆围绕这个机芯支架安装，并由其控制安装精度。该机芯支架5相当于一个承载及精度控制平台。
将各个道闸子系统安装在机芯支架5上，提高了道闸安装的效率，并且道闸的各个子系统的安装精度由机芯支架控制，提高了道闸机芯的安装精度。而将各个子系统设于该机芯支架上，由该机芯支架来承载机芯的其他部件的重量，与将机芯安装在道闸壳体上的方案相比较，道闸使用本发明实施例的道闸机芯时，将能减少对壳体的限制，避免了机芯安装在壳体上时对壳体的强度要求大且又不能对壳体的外观做过多的设计。
优选的，机芯支架5可使用长150mm宽50mm厚4-5mm的矩形钢，这样更符合中国的国家标准，有助于提高本产品的生产效率。
拦道件包括闸杆、翼板、摆动板等等。要注意的是，本发明有的实施例中道闸机芯不包括拦道件，拦道件只是可以安装在道闸机芯上，在有的实施例中，道闸机芯的方案可以包括拦道件。
在拦道件为闸杆等较重的部件时，道闸机芯包括力矩平衡子系统。如图3所示，该机芯支架为具有腔体的结构，优选的为矩形钢结构，力矩平衡子系统4容置于该腔体内，动力子系统和减速子系统设于所述机芯支架的第一侧面7，输出轴贯通机芯支架以使闸杆在机芯支架的第二侧面8与输出轴3连接。这样的设置，合理地利用了机芯支架5的空间，且将动力子系统1和减速子系统2这些较大的机构设置在机芯支架外部，将力矩平衡子系统4这个相对较小型的机构设于机芯支架5的腔体内，可以合理地利用机芯支架的空间，使得本发明实施例的道闸机芯更加紧凑。
可以理解，在本发明有的实施例中，机芯支架可以不具有腔体结构，例如为实心板材结构，此时动力子系统1、减速子系统2、电气控制子系统21和力矩平衡子系统4都可以设于该机芯支架5上，例如将动力子系统、减速子系统设于该机芯支架的一侧面，将力矩平衡子系统设于该机芯支架的另一侧面。但优选机芯支架为具有腔体的结构，这种结构便于加工和提高加工精度，若直接 利用矩形钢制作机芯支架，因矩形钢具有行业标准，此时可以提高道闸机芯的制造效率，减少制造成本。
在拦道件为翼板、摆动板等较轻的部件时，道闸机芯可以不包括力矩平衡子系统，此时，动力子系统和减速子系统可以设于机芯支架的第一侧面，输出轴贯通机芯支架以使拦道件在靠近机芯支架的第二侧面与输出轴连接。这样的设置，合理地利用了机芯支架的空间使得本发明实施例的道闸机芯更加紧凑。此时，若还有其它子系统，还可将这些其它子系统安装在机芯支架或道闸壳体上，例如，在拦道件为翼闸时，将翼闸系统的断电开闸子系统安装在机芯支架上。如图2所示，在机芯支架的第一侧面上的安装孔位上安装有齿轮箱盖23，动力子系统1即设于齿轮箱盖23的远离该机芯支架的一侧面上。该动力子系统包括驱动电机25及匹配的减速机24，通过更换不同减速比的减速机24，可以改变机芯输出力矩大小及转速。
当然，在其他的实施例中动力子系统可以不包括减速机24，而图3只是示出了动力子系统1和机芯支架5的一种连接关系，在其他的实施例中，动力子系统可以直接安装在机芯支架上。但为了更好地配合动力子系统和减速子系统，优选图3所示的方案，即动力子系统通过齿轮箱盖23安装在机芯支架5上，而减速子系统设于齿轮箱盖23内。
驱动电机25将动力传递至减速机24后，经过减速机的调节，减速机匀速输出固定力矩到减速子系统2。该减速子系统2设于所述机芯支架的第一侧面7上，力矩平衡子系统容置于机芯支架5的腔体内。如图6所示，该减速子系统2包括设有扣爪9的主动轮10和设有传动槽11的从动轮12，该扣爪9扣入传动槽11。该减速子系统位2于齿轮箱盖23内，主动轮10的边沿为齿轮结构，例如为斜齿盘结构，在减速机的动力输出轴26上设有齿轮，该动力输出轴26上的齿轮与所述主动轮10的边沿的齿轮结构啮合传动，以驱动主动轮10。这样，动力输出轴26通过齿轮啮合向主动轮10传动，从而根据该动力输出轴26上的齿轮和主动轮10边沿上的齿轮的齿轮比不同，可以改变动力子系统向减速子系统传递的扭矩，与减速机配合，实现改变道闸机芯的输出力矩大小和转速。
优选的，为了减少摩擦和噪音，并且提高加工效率，该主动轮10上的扣抓9为轴承结构，当然，在其他的实施例中，扣抓9也可以是固定轴、齿轮等结构。
该主动轮10和从动轮12为马耳他结构。从动轮12的传动槽11为径向槽，即传动槽11在从动轮12上沿从动轮12的径向设置。主动轮10的扣爪9作用于传动槽11以使得主动轮10带动从动轮12。即主动轮10通过该扣爪9和传动槽11来带动从动轮。该从动轮11与输出轴3连接，本实施例中从动轮与输出轴3可以为一体结构，输出轴贯通该道闸机芯，在道闸机芯的远离从动轮的第二侧面该输出轴与闸杆连接，从而从动轮通过输出轴向闸杆传递动力。当主动轮10匀速旋转时带动从动轮12旋转，由于旋转时扣爪9在传动槽11内滑动，实际上从动轮受力力臂在改变，从而从动轮的转动速度相应的不断改变。
在从动轮开始转动和其终止转动位置处，扣爪的运动方向与从动轮的径向同向。即，如图6和图8所示，第一直线27垂直于第二直线28，其中第一直线27为通过主动轮的转轴和扣爪中心的直线，第二直线28为通过从动轮12的转轴和扣爪中心的直线。如图6和图8所示，此时主动轮开始或终止带动从动轮12，这两个位置分别与闸杆落下到最低点的位置和闸杆提起到最高点的位置对应。这样的结构，在从动轮开始转动和终止转动位置处，从动轮作用于扣爪的力的方向沿主动轮的径向，从而从动轮不能主动转动，使得从动轮被锁定；另一方面，此时，扣爪作用于从动轮的力臂最小，而在传动槽位于主动轮的转轴和从动轮的转轴所在的平面时，扣爪作用于从动轮的力臂最大，从而实现了从动轮在开始转动和终止转动位置处速度最小，该速度趋于零，在从动轮转动到中间位置时，从动轮的速度最大，反应到安装在输出轴上的闸杆，闸杆的抬起和落下停止位置速度趋于零，实现了闸杆的平稳转动。
传动槽在其开始转动位置和终止转动位置之间的夹角根据闸杆在闸杆落下停止位置和闸杆提起停止位置之间的夹角设定。即，在从动轮开始转动和其终止转动位置处，第二直线28和第三直线29的夹角为闸杆起落过程中转动的角度的一半，其中第三直线29为通过主动轮的转轴和从动轮的转轴的直线。这样，可以在制造时通过设置传动槽在其开始转动位置和终止转动位置之间的 夹角来使得道闸机芯的工作符合具体场景中闸杆的转动要求。
如图6、图7和图8所示，例如，闸杆落下停止的位置和闸杆提起停止的位置一共转动了90度，假设在闸杆开始提起位置，第三直线29与第二直线28的角度为-45度，在闸杆开始落下位置，第三直线29和第二直线28的角度为45度。设该第二直线28和第三直线29的夹角为变速夹角，在变速夹角为-45度及45度位置，即图6和图8所示的位置，扣爪9作用于从动轮上的力臂最大，而变速夹角为0度时，即如图7所示的位置，扣爪9作用于从动轮的力臂最小。同时，由两轮的安装关系决定，主动轮在变速夹角-45度起点到45度终点始终匀速做功，而从动轮速度在变速夹角为-45度及45度时速度趋于零，从动轮在0度速度最大，例如可以是主动轮的1.45倍，从动轮的速度和转动角函数关系为正弦曲线。反应到道闸闸杆上，闸杆在抬起及落下点位速度趋于零，动作平稳。
可以理解，在其他的实施例中，第二直线和第三直线之间的最大夹角也可以不根据闸杆的起落转动角度设置，在闸杆开始提起和开始落下位置，第三直线和第一直线的夹角也可以不相同，本发明实施例对此不作限定。
主动轮上位于所述扣爪两侧各设有一固定轴13，所述从动轮的两侧边沿各设有一限定槽42，当所述从动轮转动到所述限定槽42与所述固定轴13接触时，所述固定轴和限定槽配合以锁定所述从动轮的转动。在从动轮转动到所述限定槽与所述固定轴接触时，若从动轮转动，则限定槽的边沿作用于固定轴的力的方向与主动轮的径向同向，从而从动轮不能主动转动，实现了从动轮的自锁。并为了主动轮10与从动轮12之间提供一定的缓冲效果。固定轴和限定槽的设置配合马耳他结构的原理进一步实现减速子系统的反向自锁功能，即在起点和终点位置，从动轮端不可以主动旋转，即从动轮被锁定。
若从动轮为对称结构，则固定轴相应地对称地位于扣爪9两侧，即两固定轴分别距抓扣距离相等。从而有助于实现从动轮的速度和转动角函数关系为正弦曲线。
在动力子系统向主动轮匀速传递动力时，即动力输出轴上的齿轮匀速转动时，该主动轮以定速转动。而从动轮仍是变速转动。
本发明实施例的从动轮上的传动槽的槽边为直线结构。传动槽11的边沿也可以是曲线结构、齿轮结构等，在传动槽为齿轮结构时，扣爪也可以是齿轮结构，从而两者可以啮合。本发明实施例对此不作限定。
图1至图5为安装闸杆的道闸机芯的实施例示意图。
图14、图15、图16和图17为安装翼板的道闸机芯的实施例的示意图。如图14至图17所示。图14所示的道闸机芯包括减速子系统2，该减速子系统2的具体结构和工作原理可以参考前述对图6至图8的描述，图14和图6的减速子系统2的区别在于主动轮10和从动轮12的转动角度不同。如图14至图16所示，减速子系统2由主动轮10及从动轮12组成：在主动轮10上伸出一个扣爪9，从动轮12上开有传动槽11，主动轮10的扣爪9扣入从动轮12的传功槽11以连接主动轮和从动轮。当主动轮10匀速旋转时带动从动轮12旋转，由于旋转时扣爪9在传动槽11内滑动，实际上从动轮受力力臂在改变：如附图15：设第二直线28和第三直线29的夹角为变速夹角，变速角度在-19度起点及19度终点位置，扣爪9作用于从动轮上的力臂最大，0度位置时扣爪9作用于从动轮的力臂最小；同时，由两轮的安装关系决定，主动轮在起点到终点始终匀速做功(共旋转152度)，而从动轮速度在变速夹角为-19度及19度时速度趋于零，从动轮在0度时速度最大，例如是主动轮的1.45倍，从动轮12的速度和转动角函数关系为正弦曲线。反映到翼闸翼板，在开启及闭合点位速度趋于零，所以很平稳。同时，通过固定轴13和从动轮的限定槽42的结构关系以及传动槽11和定速轮的扣爪9的关系，该减速子系统也可以实现反向自锁：就是在起点和终点位置，从变速轮端不可以主动旋转，即变速轮被锁定。
由图14可以，从动轮上设有输出轴，该输出轴在从动轮的带动下转动从而带动翼板的转动。当然从动轮对翼板的力的传动也可以通过其他的方式，例如从动轮上与一连杆固定连接，该连杆的一端与从动轮连接，该连杆的另一端与翼板连接，本发明实施例对从动轮与翼板的具体连接方式不作限定。
可以理解，图14所示的道闸机芯的方案中的从动轮在开始转动位置和停止转动位置间的角度也可以根据翼板的转动角度对应设置，例如两个转动角度 相同。
其中图14至图17的附图，为了更清楚地显示减速子系统，将动力子系统移开了，可以理解，该道闸机芯包括动力子系统，该动力子系统向减速子系统传递动力，可参考前述实施例的内容。例如，驱动电机或者减速机向图14的与主动轮啮合的齿轮传动，以带动主动轮转动。
对图14至16的具体描述可参考对图6至图8的具体描述。从中，可以理解，主动轮10和从动轮12的具体大小、限定槽42在从动轮的12侧边沿的具体设定位置都可以做相应调整，且从动轮12在开始转动和停止转动的位置间的夹角可根据拦道件的转动角度而设定。本发明实施例对此不作具体限定。现有技术中，道闸机芯为了实现闸门或闸杆平滑、低噪音开合，要做到“缓启动—快速运行—缓停止”，有些设计使用伺服电机系统，成本高昂；有的是设计一套机械连杆机构达到“正弦减速”目的，通常采用三连杆结构，中间连杆与前后端连杆连接，中间连杆相当于悬空安装：设计上要求中间连杆只在X及Y轴上做二维运动，所以要求三个连杆在同一二维面运动，对加工精度、材料强度要求很高，否则极易损坏，这就极大的增加了成本。
而本发明实施例的减速子系统，通过简单的组装即可实现对道闸机芯的输出力矩减速的目的，结构简单，组装方便，对精度也易于控制，还能降低成本。
如图3、图4、图9和图10所示，在一些实施例中，例如在拦道件为闸杆时，即道闸机芯用于控制闸杆时，道闸机芯可包括力矩平衡子系统4，以平衡道闸闸杆的重力。力矩平衡子系统位4于道闸机芯的腔体内，该力矩平衡子系统包括压簧19和拨块15，其中拨块15包括连接部32和凸出部33，该连接部32与输出轴3连接，该连接部32设有卡槽，输出轴3设有卡位，连接部32通过其上的卡槽和输出轴3上的卡位卡接，并可以在卡接后在连接部32的卡口处扭上螺丝进行封口，以使得连接部与输出轴稳固卡接。当然连接部和输出轴也可以粘接或焊接，乃至一体成型等，本发明实施例对此不作限定。在输出轴3连接闸杆14后，所述凸出部33相对于输出轴3向闸杆14方向凸出，压簧19位于输出轴3的靠近所述闸杆14的一侧，从而凸出部33与压簧19抵接。即，如图10所示，图10示出了闸杆落下时的示意图，拨块15的凸出部33 向闸杆14的方向凸出，压簧19的安装位置位于输出轴3的一侧，该侧靠近闸杆14的方向，从而，凸出部33与压簧19实现抵接。当闸杆在起落时，闸杆的重力对输出轴作用一力矩，而压簧的弹性力通过拨块向输出轴作用一力矩，闸杆的力矩和压簧的力矩方向相反，即闸杆的力矩和压簧的力矩实现相抵。若对闸杆和压簧进行相应的匹配调节后，可实现闸杆对输出轴的力矩和压簧对输出轴的力矩相互抵消达到基本平衡，使得输出轴几乎不需要对抗闸杆的重力，增加了输出轴的使用寿命。尤其在闸杆落到最低点时，此时拨块对压簧有最大压缩量，闸杆对输出轴的力矩和压簧对输出轴的力矩皆最大，两个力矩相互抵消，在输出轴抬起闸杆时，闸杆对输出轴的力矩逐渐改变，压簧19对输出轴的力矩也相应的改变，实现了闸杆起落的力矩全过程平衡，当然，有时因结构设置的难度等，这种力矩平衡是大致平衡，有时不能完全抵消。
若使用现有技术的拉簧方案来平衡闸杆重力，由于弹力力臂和闸杆重力力臂分置输出轴两端，理论上输出轴需要对抗两倍闸杆重力，对输出轴及轴承要求很高，输出轴和轴承的寿命也大大减短。同时，按照材料特性，同样条件下，压簧寿命大于拉簧。同时在道闸机芯抬起闸杆时，利用压簧的储能压簧可以和驱动电机配合抬起闸杆，减少了电能的消耗。
在闸杆转动到起落的最大位置处时，压簧19的弹力和前述的减速子系统2的自锁力配合，使得闸杆能稳固定住；在闸杆停止在其起落的最大位置处之间时，压簧的弹力和动力子系统的减速机自锁力配合，可以使得闸杆能稳定固定住。这样，压簧的使用，因合理利用了压簧的弹性力，在道闸正常使用时，减少了对道闸的一些零部件的要求。
在其他的实施例中，压簧19可以使用其他的弹性件替代，例如橡胶弹性管、波纹管等等。
在其他的实施例中，拨块15可以与输出轴3一体成型或者拨块与输出轴3焊接，此时拨块本体相对输出轴突出，拨块依然可以实现压缩压簧。即拨块除了通过其上的连接部与输出轴连接外，拨块18还可以使用其他方式与输出轴连接，本发明实施例对此不作限定。
如图11所示，为了避免压簧19在伸缩工作时发生弯曲走位现象，该力矩 平衡子系统还包括导向槽16，导向槽16安装在机芯支架5上的腔体内后，导向槽16和机芯支架5的腔体内壁共同构成一容置腔，该容置腔的大小可以与压簧的直径配合，使得压簧放置于该容置腔后，该导向槽和腔体内壁共同限制压簧的工作，不让压簧19走位，保证了本发明实施例的力矩平衡子系统能正常工作。
在本发明的其它实施例中，为了不让压簧走位，还有其他的替代方案，例如，在机芯支架上安装互相连接的活动连杆34，如图13所示的第一连杆35和第二连杆36，第一连杆35与拨块15或传动件17抵接，第二连杆相对机芯支架固定，第一连杆35的活动端和第二连杆36的活动端互相套接，而压簧19可以绕在第一连杆35和第二连杆36外部设置，此时第一连杆的靠近拨块的一端为凸出结构，该凸出结构比压簧的直径大，从而第一连杆能随压簧的伸缩而移动；或者第一连杆35和第二连杆36为中空结构，压簧19可设于该中空结构内。即本发明实施例中的力矩平衡子系统优选的还包括防走位装置，该防走位装置用于防止压簧的走位变形，使得压簧能正常工作，上述的导向槽和机芯支架的内壁即为防走位装置，第一连杆和第二连杆也为防走位装置。
在一些实施例中拨块和压簧可以直接相互抵接，为了提高拨块与压簧间传递力的效果，力矩平衡子系统还包括与拨块接触的传动件17和与传动件17抵接的压块18，压块18可以是丁字型结构，该压块套设于压簧19的靠近拨块的一端，压块18与传动件17抵接的一端大于压簧19的直径，传动件在导向槽和机芯支架空腔内壁构成的容置腔内移动，即导向槽16和机芯支架5的内壁限制传动件17的移动，防止传动件17脱位，拨块通过压缩传动件带动压块以压缩压簧19，从而使得拨块和压簧间的力传递更加稳定。为了让拨块对传动件的作用更稳定，该传动件17可以为类似哑铃的两端为轴承中间为连杆的结构，拨块15被传动件17上的两轴承卡住，使得拨块和传动件的抵接更加稳定。
为了方便压簧的安装和道闸机芯的组装，该道闸机芯还包括支架底座37，机芯支架即与支架底座连接，两者可以是固定连接，也可以是螺栓等其他连接方式。而支架底座即与地面固定连接，从而支架底座支撑起机芯支架。压簧的 一端可以固定连接在支架底座上，也可以在支架底座37上设一连接杆，将压簧19套设于该连接杆上。即压簧通过支架底座与机芯支架连接，在压簧和支架底座的连接处，设有调节螺丝，通过调节调节螺丝可以改变压簧作用于拨块的弹性力。
可以理解，该支架底座不是必须的，即在本发明的一些实施例中，压簧可以直接与机芯支架5连接，机芯支架5可以直接安装在地面上，或者支架底座是机芯支架的一部分。本发明实施例对此不作限定。
可以理解，作为本发明实施例的一种替代方案，如图12所示，在一些实施例中，压簧19和拨块15的安装位置可以进行变化。例如拨块的凸出部可以相对于输出轴远离闸杆凸出，压簧设于输出轴的一侧，该侧为远离闸杆的方向，此时压簧的一端与拨块抵接，压簧的另一端远离支架底座，例如可以在机芯支架上设置一用于固定压簧端部的固定结构，压簧的一端可与该固定结构连接，如图12所示，从而在闸杆落下时，输出轴带动拨块，该拨块压缩压簧，这种方案也可以实现闸杆作用于输出轴的扭力与压簧作用于输出轴的扭力平衡，达到增大输出轴寿命的目的。图12所示的方案也可以包括前述的传动件、压块等零部件，以及拨块与输出轴的各种变化连接关系等，对此可参考前述内容，在此不再赘述。当然也可以将压簧绕输出轴设置为其他角度也是可行的，只要拨块等其他零件对应改动即可。
可以理解，上述方案的闸杆是设置在输出轴上的，在其他的实施例中，闸杆也可以与拨块固定连接，例如闸杆和拨块为一体件，本发明实施例对此不作限定。
与现有道闸机芯采用拉力弹簧平衡闸杆重力扭矩的方案相比，因拉簧端头法兰要占用很大空间导致拉簧身长较短，且同长度拉簧的寿命短于压簧。使用本发明实施例的力矩平衡子系统，可以延长力矩平衡子系统的使用寿命，以及使得道闸机芯的结构布置更紧凑。
在道闸机芯还包括电子控制子系统21的实施例中，该电子控制子系统包括位置检测元件22，该位置检测元件例如可以是光栅，在本发明实施例中道闸机芯包括两个光栅和一个感应片20，该感应片20与主动轮10同轴，从而 感应片20被主动轮10带动，因主动轮10的转动角度与闸杆14的起落转动角度相对应，在感应片20被主动轮带动时，光栅可通过检测感应片的转动角度来检测闸杆的起落角度，从而控制驱动电机的转动，例如光栅通过检测感应片的转动角度判断出闸杆落到最低位置时，则电气控制子系统控制驱动电机停止工作。在机芯支架为数控机床加工时，位置检测元件22的位置可以和正弦减速子系统高度关联。使得机芯支架的结构更加紧凑。
其中，在本发明的一些实施例中，感应片设有一个凸块或凹槽，道闸机芯上设有两个光栅，当该凸块或凹槽转动到一光栅处，则光栅检测出闸杆抬起到最高位置，该凸块或凹槽转动到另一光栅处，则该光栅检测出闸杆落到最低位置处。或者在本发明的其他实施例中，道闸机芯可以包括一个光栅，而感应片可以包括两个凸块或凹槽，其中不同凸块或凹槽转动到光栅处，则代表道闸起落到不同的最大位置。
在本发明的实施例中的道闸机芯上还安装有地感40、电源41和电源开关31等装置，如图3所示，地感40通过地感支架39安装在齿轮箱盖23上，电源41和电源开关通过电源支架安装在机芯支架上，这样可以进一步减少壳体上安装的道闸的零部件，从而进一步减少对壳体的限制，并且使得机芯支架上的机构更加紧凑。
以上所述，以上实施例仅用以说明本发明的技术方案，而非对其限制；尽管参照前述实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的精神和范围。

Claims (15)

  1. 一种道闸机芯，其特征在于，包括：
    包括驱动电机的动力子系统，从所述动力子系统获取动力的减速子系统，以及机芯支架，所述动力子系统和减速子系统设置在所述机芯支架上。
  2. 根据权利要求1所述的道闸机芯，其特征在于，所述机芯支架上设有安装位，所述动力子系统和减速子系统通过所述安装位与所述机芯支架连接。
  3. 根据权利要求1所述的道闸机芯，其特征在于，所述动力子系统和减速子系统设于所述机芯支架的第一侧面，所述输出轴贯通所述机芯支架以使拦道件在靠近所述机芯支架的第二侧面与所述输出轴连接。
  4. 根据权利要求1所述的道闸机芯，其特征在于，所述减速子系统包括设有扣爪的主动轮和设有传动槽的从动轮，所述扣爪扣入所述传动槽，所述动力子系统向所述主动轮传递动力，所述扣爪作用于所述传动槽以使所述主动轮带动所述从动轮。
  5. 根据权利要求4所述的道闸机芯，其特征在于，所述传动槽为径向槽，在所述从动轮开始转动和终止转动位置处，所述扣爪的运动方向与所述从动轮的径向同向。
  6. 根据权利要求5所述的道闸机芯，其特征在于，所述传动槽在其开始转动位置和终止转动位置之间的夹角根据闸杆在闸杆落下停止位置和闸杆提起停止位置之间的夹角设定。
  7. 根据权利要求4所述的道闸机芯，其特征在于，所述主动轮上位于所述扣爪两侧各设有一固定轴，所述从动轮的两侧边沿各设有一限定槽，当所述从动轮转动到所述限定槽与所述固定轴接触时，所述固定轴和限定槽配合以锁定所述从动轮的转动。
  8. 根据权利要求4所述的道闸机芯，其特征在于，所述主动轮的边沿为齿轮结构，所述动力子系统通过动力输出轴上的齿轮与所述主动轮的边沿的齿轮结构啮合传动。
  9. 根据权利要求1所述的道闸机芯，其特征在于，所述道闸机芯还包括与所述减速子系统配合以控制输出轴的力矩平衡子系统，所述力矩平衡子系统设置在所述道闸机芯上。
  10. 根据权利要求9所述的道闸机芯，其特征在于，所述力矩平衡子系统包括弹性件和与所述输出轴连接的拨块，所述弹性件一端与所述拨块抵接，所述弹性件的另一端与所述机芯支架连接，在所述减速子系统通过输出轴将动力传递至阀杆时，被所述输出轴带动的所述拨块压缩所述弹性件，此时所述阀杆作用于所述输出轴的力矩与所述弹性件作用于所述输出轴的力矩相抵。
  11. 根据权利要求10所述的道闸机芯，其特征在于，在闸杆安装在所述输出轴上时，所述拨块相对于所述输出轴向所述闸杆方向凸出，所述弹性件位于所述输出轴的靠近所述闸杆的一侧，从而所述拨块与所述弹性件抵接。
  12. 根据权利要求10所述的道闸机芯，其特征在于，所述力矩平衡子系统还包括导向槽，所述机芯支架为具有腔体的结构，所述力矩平衡子系统容置于所述腔体内，在所述弹性件伸缩时所述导向槽和所述腔体内壁共同限制所述弹性件。
  13. 根据权利要求12所述的道闸机芯，其特征在于，所述力矩平衡子系统还包括与所述拨块接触的传动件和与所述传动件抵接的压块，所述压块套设于所述弹性件靠近所述拨块的一端，所述拨块通过压缩所述传动件带动所述压块以压缩所述弹性件，所述导向槽和所述腔体内壁共同限制所述传动件的移动。
  14. 根据权利要求10至13任一项所述的道闸机芯，其特征在于，所述弹性件为压簧。
  15. 根据权利要求1所述的道闸机芯，其特征在于，所述道闸机芯还设有感应片和电气控制子系统的位置检测元件，所述位置检测元件安装在所述机芯支架上，所述感应片由所述减速子系统带动，所述位置检测元件根据检测感应片的转动位置来控制所述动力子系统的工作。
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