Electrically operated brake |
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申请号 | EP12178434.2 | 申请日 | 2012-07-30 | 公开(公告)号 | EP2567876A2 | 公开(公告)日 | 2013-03-13 |
申请人 | R. Bance & Company Limited; | 发明人 | Ryan, Tony; Binder, Kevin Mark; | ||||
摘要 | An electrically actuated brake may be operated remotely, e.g. attached to a battery powered lightweight rail maintenance vehicle, or a trailer towed by such a vehicle. It comprises an electrically operated actuator (34, Fig. 4 ) having a control system (36, Fig. 4 ) responsive to both (i) an electrical signal variable between substantially two discrete states (e.g. "on" and "off") and (ii) a continuously variable electrical signal; the control system controlling the actuator in response to the signal variable between the two discrete states to move the brake between a fully applied and a fully released condition; the control system being further operative to control the actuator in response to the continuously variable signal to move the brake so as to provide a continuously variable braking force/torque. Both signals (i) and (ii) are applied to the control system through a common control line 76. Brake shoes 22 are moved by the actuator via a mechanical linkage 26, against a resilient bias provided by tension springs (72, Fig. 4 ). |
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权利要求 | |||||||
说明书全文 | This invention concerns friction brakes for rotating members, such as vehicle wheels. The brakes concerned are particularly suitable for lightweight, electrically powered rail maintenance/emergency transport trolleys, and/or for unmotorised trailers which are coupled to such trolleys in use. However the brakes of this invention also have a wide variety of other uses. Braking systems for such rail maintenance trolleys and trailers are normally pneumatic, hydraulic or entirely mechanical. Solenoid operated brakes have been used on the trailers but these essentially provide only two operative states: either "brake fully applied" or "brake fully released". They therefore function only as a parking brake and not as a service brake capable of providing continuously variable braking forces/torques to the vehicle wheels while they are in motion. The present invention seeks to provide an electrically powered brake which can be operated not only as a parking brake but also, when required, as a continuously variable force/torque service brake. Electrically operated brakes are known which provide both parking brake and service brake functions (see e.g. Accordingly, the present invention provides a brake comprising an electrically operated actuator as defined in claim 1. The electrically actuated and controlled brake provides simple remote control operation which may be applied not only to a powered rail trolley, but also to unmotorised trailers pushed or pulled by such a trolley. The actuator may for example comprise an electric motor mechanically coupled to move the brake. The electric motor may be a stepper motor. The actuator may further comprise a reduction gearbox arranged to drive a rotary arm through an angle whose end points correspond to the brake fully applied and the brake fully released conditions respectively, the rotary arm being mechanically coupled so as to move at least one brake shoe. The brake shoe may comprise a drum brake, for example operating against a substantially cylindrical inner surface of a rail wheel rim; or against a separate brake drum. Additionally or alternatively the brake shoe may comprise a disc brake, for example part of a calliper operating against a rail wheel flange; or against a separate brake disc. The control system may comprise a limit switch, e.g. operated by the actuator or its mechanical coupling to the brake, to indicate a "home" position. The home position preferably corresponds to the brake fully released condition. The brake may be resiliently biassed towards the brake fully applied condition. This can be advantageous in providing fail-safe braking operation. The control system may comprise a microprocessor having a memory in which the control signal amplitude is mapped to the actuator displacement. For example, when the control signal amplitude is at a maximum, the actuator and mechanical coupling may move to the home position. When the control signal is at a minimum, the actuator may be arranged so as not to move against the resilient bias. This can be advantageous, in providing automatic brake wear compensation. The continuously variable electrical signal may be a voltage derived from a user-operated potentiometer, e.g. coupled to a brake control lever or pedal. The electrical signal variable between substantially two discrete states may be a voltage derived from a user-operated on/off switch. Again this switch may be hand or foot operated. It may be biassed to the open position. Together with a brake resiliently biassed towards the fully applied condition, this may be advantageous in providing "dead man's" safety operation. The invention and some of its preferred features and advantages are further described below with reference to an illustrative embodiment shown in the drawings.
The trolley 10 and trailer 12 shown in The side pods are shown dismantled in Referring to Referring to As the shaft 42 moves against the spring bias, the frictional engagement between the brake pads 22 and the wheel braking surfaces becomes less with each increment, i.e. it likewise reduces substantially continuously. Eventually it will reach a zero level at which the brake is effectively fully disengaged. The zero friction level may be (and preferably is) reached before the home position of the actuator is reached. When the control voltage reaches its maximum, the processor map causes the control circuitry 36 to supply movement pulses until the rotary arm 40 reaches its home position as governed by the limit switch 56. When the control voltage on lead 76 falls to a predetermined threshold, the processor map causes the control circuitry to supply a predetermined number of movement pulses to the stepper motor, so that the shaft 42 rotates through a predetermined angular increment in the direction of the spring bias. Thus the brake pads may also be moved towards the "brake applied" condition. Between the supply of movement pulses and while the control voltage on the lead 76 is greater than the lowest threshold value, the stepper motor is energised to resist any movement under the spring bias. However if power to the stepper motor is cut or if the voltage on the control line 76 falls to zero (in either case whether deliberately or through accident, such as due to component failure), the brake pads move into the fully engaged condition under the spring bias. The brake therefore operates in a fail safe mode. The control voltage/shaft 42 position curve mapped in the processor memory may be nonlinear. A different curve may be followed in the direction against the spring bias compared to the bias assisted direction - i.e. there may be hysteresis. The voltage on the control line 76 may be provided by an operator controlled potentiometer so as to be continuously variable, to provide correspondingly substantially continuously variable positioning of the brake pads 28 and hence operation of the brake mechanism as a service brake. However the voltage on the control line 76 may also be provided via a simple on/off switch so as to vary between substantially two discrete states of zero volts ("off") and the maximum control voltage ("on"). In this case the brake is moved between the fully applied and fully disengaged conditions without stopping in between, i.e. it functions as a parking brake. When the control signal is off, the actuator provides substantially no resistance to the spring bias, which therefore moves the brake pads to the fully engaged condition. When the control signal is on, the actuator moves the mechanical linkage 26 to the home position governed by the limit switch 56 and the brake pads are in the fully disengaged condition. The same control system and mechanical components can be used in either control mode, i.e. switch controlled or potentiometer controlled. The trailer 12 shown in Thus the present invention may provide some or all of the following features and advantages:
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