JPH04279297A - Brake device of press machine - Google Patents

Abstract

PURPOSE:To largely shorten both times of the time to reach until the stable rotation on the beginning time of press driving and the time to execute until the sure braking on the drive stopping time on the spring tightening type braking device. CONSTITUTION:The recessed part (81) having the pressure receiving section area A2 smaller than the pressurizing section area A1 in the cylinder room (77) is formed at the opposite side to the cylinder room (77) of the piston (74), also the cylinder room (77) and the recessed part (81) are connected through with the throttle stream path 82.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake device for a press machine. In particular, it is a brake device that can significantly shorten the brake operation time and brake release operation time.

0002

2. Description of the Related Art FIG. 3 shows the general structure of a power press machine. In the same figure, 2 is a crankshaft, and its eccentric portion 2e
A slide 4 is connected to via a connecting rod 3. Rotational power is applied to the crankshaft 2 from the drive shaft 1 via the gear train 5. Also, belt 8
The flywheel 6, which is rotationally driven by the motor 7 via the clutch device 20, is coupled to and separated from the drive shaft 1 by a clutch device 20. On the other hand, the drive shaft 1 is braked by a brake device 50.

Therefore, when the brake device 50 is in a brake releasing (OFF) operation and the clutch device 20 is in an engaging (ON) operation, the rotational energy stored in the flywheel 6 is transmitted to the drive shaft 1, and the gear train 5 , the crankshaft 2, and the connecting rod 3, the slide 4 can be moved up and down. In order to stop the slide 4 at a desired stop position such as top dead center, the clutch device 20 is disconnected (OFF) and the brake device 50 is operated.
It is well known that all that is required is to operate the brake (ON).

[0004] The clutch device 20 also includes a solenoid 2.
The solenoid valve 29 is energized to open the solenoid valve 29, and the solenoid valve 29 is turned on by supplying air at a predetermined pressure P to the air supply port 32B through the air supply pipe 28, and turned off when the solenoid 29S is de-energized to release the air pressure. On the other hand, the brake device 50 is normally turned on by the biasing force of a spring, and the solenoid 79S is energized, the solenoid valve 79 is opened, and a predetermined pressure P is applied to the air supply pipe 72B through the air supply pipe 78.
It is turned off by supplying air. Therefore, the solenoid 29S and the solenoid 79S are generally configured to be excited simultaneously.

Although FIG. 3 shows a so-called separate type, the essence remains the same even if it is a so-called combination type in which the clutch device 20 and the brake device 50 are integrated.

By the way, the brake device 50 has a structure as shown in FIG. 4, for example, in the case of a separate type. In the figure, a drive shaft 1 is rotatably supported via a bearing 11 mounted on a casing 12 fixed to a frame 10 with bolts, and a brake hub 52 is attached to the drive shaft 1 and is movable within a certain range in the axial direction. is installed on. Here,
The brake device 50 includes a brake section 51, a brake actuation means 61, and a brake release means 71. The brake section 51 is formed from the brake hub 52, the friction plate 53, the pressing member 54, and the pressure receiving member 58. Pressing member 5
4 to the right in the figure to sandwich the friction plate 53 with the pressure receiving member 58, the pressure receiving member 58 can be moved against the bolt 72.
Since it is integrated with the cylinder 72 and the frame 10 at A, the brake can be turned on.

The spring 62 performs this brake ON operation.
and a spring receiver 63. The spring 62 is fitted into the bottomed receiving groove 56 of the pressing member 54, while the spring receiver 63 is integrally attached to the pressure receiving member 58. In other words, the pressing member 54 can always be urged rightward in the figure by the urging force of the spring 62.

Next, the brake release means 71 releases the pressing member 54 against the urging force of the spring 62 of the brake actuation means 61.
This is means for turning off the switch by moving it to the left in FIG. That is, the brake release means 71 is connected to a cylinder 72 (pressure receiving member 58) fixed to the frame 10 with a bolt 72A.
are also fixed together. ), a piston 74 that cooperates with the cylinder 72 to form a cylinder chamber 77, and an air supply means consisting of the air supply pipe 78 and the solenoid valve 79. The piston 74 and the pressing member 54 are integrally connected by a connecting member 76 and a push pin 73 inserted into the through hole 73A. The cylinder chamber 77 is sealed with a seal member 75.

The connecting member 76 is screwed into a flanged nut 55 fixed to the pressing member 54, and by adjusting the position of the connecting member 76 in the left-right direction in FIG. 4, the stroke length of the piston 74 can be adjusted. In other words, the stroke of brake operation can be adjusted.

Therefore, the air supply port 7 is provided in the cylinder chamber 77.
If air at a predetermined pressure P is sent from 2B, the pressurized cross section 74A (
Since the pressing cross-sectional area A1) is pressed, the pressing member 54 can be moved to the left in the figure against the biasing force of the spring 62, and the brake can be turned off.
be freed from. In other words, the brake device 50 has a spring-clamped structure that is fail-safe when air pressure is lost, and is configured to comply with the power press machine structure standard.

That is, in order to increase the speed of starting and stopping a press machine, not only the performance of the clutch device 20 but also the brake device 50 must respond quickly. In other words, it is necessary to shorten the time required to reach stable rotation when starting the press operation, and to quickly stop the press operation when the press operation is stopped. However, in order to speed up the ON operation of the brake device 50, it is desirable that the air pressure P applied to the cylinder chamber 77 is low;
From the viewpoint of increasing the speed of F operation, it is preferable that the air pressure P is high. Thus, in the past, it has generally been determined that the air pressure P supplied to the cylinder chamber 77 is as low as possible within a range that can reliably maintain the brake OFF state.

On the other hand, a two-stage pressure switching system has been proposed (Japanese Patent Application Laid-Open No. 1983-1970) in which the biasing force of the spring 62 is kept constant and the air pressure P is switched to high pressure when the brake is turned off and to low pressure when the brake is turned on. -106700 Publication)
has been done. On the other hand, we also proposed a multiple spring switching method in which two springs are switched while keeping the air pressure P constant (Japanese Patent Laid-Open No. 60-102
No. 299).

[0013]

However, the multiple spring switching method has a complicated structure and high cost. Furthermore, as the density of equipment mounting inside the crown increases due to increased automation, it is also disadvantageous in terms of space.

On the other hand, in the two-step pressure switching system, two sets of air supply means and a switching device are required, so the structure is complicated and the cost is high. Certainly, the brakes are off.
At F, high-pressure air is used, so high speeds can be achieved. but,
As mentioned above, low pressure air cannot be kept below a value that can reliably maintain the brake OFF operation, and the exhaust characteristics in the low pressure range are also poor, so it is impossible to increase the speed when the brake is ON.
It is no longer applicable to presses that require even higher speeds.

An object of the present invention is to simultaneously achieve both of the contradictory effects of shortening the time required to reach stable rotation at the start of press operation and rapid braking at the time of stopping operation, without changing the supply air pressure or the plurality of springs. The purpose of the present invention is to provide a brake device for a press machine that can be used in a press machine.

[0016]

[Means for Solving the Problems] The present invention provides a small recess provided on the side opposite to the cylinder chamber side of the piston and a throttle passage communicating this recess with the cylinder chamber, so that the air pressure within the recess is The above object is achieved by constructing the brake system so that the resistance force is not generated during the brake release operation, but is generated in the same direction as the biasing force of the spring during the brake operation.

That is, the present invention is configured so that the brake is operated by the biasing force of a spring, and the brake is released against the biasing force of the spring by supplying air pressure to a cylinder chamber consisting of a piston and a cylinder. In a brake device for a press machine, a recess is formed on the opposite side of the cylinder chamber of the piston, and the pressure-receiving cross-sectional area of the recess is smaller than the pressurizing cross-section of the piston and in the opposite direction, and the cylinder chamber It is characterized in that the inside of the recess is communicated with the inside of the recess through a throttle channel.

[0018]

[Operation] In the present invention, when starting the press operation, air at a predetermined pressure is supplied to the cylinder chamber from the air supply port of the cylinder forming the brake release means, and this air pressure and the pressurized cross-sectional area of the piston are A determined release force is generated, and the brake can be turned off against the biasing force of the spring. At this time, the throttle channel does not play a substantial role. In other words, no resistance is generated. After the clutch is turned on with this brake OFF operation and the drive shaft reaches a stable rotational speed, the air in the cylinder chamber flows into the recess through the throttle channel with a time delay, and the pressure in both the cylinder chamber and the recess is reduced. be equal.

Then, the air pressure inside the recess is in the opposite direction to the above-mentioned releasing force generated in the piston (in the same direction as the spring biasing force).
generates a resistance force. That is, the release force generated on the piston due to the air pressure in the cylinder chamber is reduced by the amount of the resistance force generated on the piston due to the air pressure in the recess. In other words, the rotational speed can be rapidly increased to a stable rotational speed using high pressure, and then the releasing force generated in the piston by the air pressure in the cylinder chamber can be set to the minimum value that can maintain the brake OFF operation stably and reliably.

On the other hand, when the press is stopped, the air pressure in the cylinder chamber of the brake release means is maintained at its minimum value, so that the braking force due to the biasing force of the spring is quickly generated during exhaust. Moreover, since the air pressure within the recess passes through the throttle flow path, it significantly lags behind the pressure reduction speed within the cylinder chamber. That is, the air pressure within the recess applies the above-mentioned resistance force to the piston in the same direction as the biasing force of the spring. Therefore, braking operations can also be performed rapidly.

[0021]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. As shown in FIG. 1, this brake device has the same basic configuration as the conventional example shown in FIG.
0, so that both the brake release operation and the brake operation can be achieved at high speed without switching either the supply air pressure or the spring.

The same or common parts of the brake section 51, brake actuating means 61, and brake releasing means 71 are designated by the same reference numerals as in the conventional example, and the description thereof will be simplified or omitted.

In FIG. 1, the cylinder chamber 77 includes a cylinder 72 and a piston 74 fitted into the cylinder 72 so as to be slidable in the axial direction via a seal member 75 (the pressure section 7 on the right side in the figure).
4A). On the other hand, the recess 81 forming the rapid actuation means 80 is provided on the left side of the piston 74 (on the side opposite to the pressurizing section 74A), and the periphery thereof is surrounded by a seal member 83. Note that the pressure-receiving cross section of the bottom plane portion of the recess 81 is 74B. In this case, the pressurized cross section 7
When the pressurizing cross-sectional area of 4A is A1, and the pressure-receiving cross-sectional area of the pressure-receiving cross-section 74B is A2, A2<A1.

Further, the cylinder chamber 77 and the recess 81 communicate with each other through a throttle passage 82 . In this example, the piston 7
It is formed from a small hole with an orifice characteristic that passes through the hole. The purpose of this throttle passage 82 is that when air pressure is applied to the cylinder chamber 77 from the air supply port 72B, the air pressure in the recess 81 becomes equal to the pressure in the cylinder chamber 77 after the crankshaft 2 reaches a stable rotational speed. A time lag is provided so that they are equal, and a time lag is provided so that when the pressure in the cylinder chamber 77 is released to the atmosphere, the air pressure in the recess 81 can be maintained until reliable braking is achieved.

Next, the operation of this embodiment will be explained using FIG. 2, which schematically shows it. In FIG. 2(A), the friction plate 5
3 is tightened between the pressing member 54 and the pressure receiving member 58 by the biasing force S of the spring 62, and the brake is operated. At this stage, the piston 74 is pushed to the right within the cylinder 72. The air pressure inside the recessed chamber 81 is atmospheric pressure Po.
It is.

Here, when the press operation is started, when air pressure Ph is supplied into the cylinder chamber 77, the pressure Ph is applied to the pressurized cross section 74A (pressurized cross section A1) of the piston 74, as shown in FIG. is added, so the release force Fh (=A1×
Ph) occurs. This release force Fh is the biasing force S of the spring
The piston 74, that is, the pressing member 54 is pushed back to the left side in the figure. At this time, it may be considered that the throttle channel 82 is still not substantially operated.

Thus, under rapid operation, the piston 74
2(C), the right side of the pressure receiving member 58 (cylinder 7
2), the recess 81 is sealed with the seal member 83. That is, the air in the cylinder chamber 77 flows into the recess 81 through the throttle channel 82 . That is, after the drive shaft 1 and the crankshaft 2 reach a stable rotational speed, both the air pressure in the cylinder chamber 77 and the air pressure in the recess 81 become the pressure Ph.

Then, due to the relationship between the air pressure Ph in the recess 81 and the pressure-receiving cross-section 74B (pressure-receiving cross-section A2), a resistance force F2 is generated in the piston 74 in the same direction as the biasing force S of the spring 62. In this case, a releasing force F1 is generated in the piston 74, which is determined by the air pressure P in the cylinder chamber 77 and the pressurized cross-sectional area A1. Here, the actual brake release force F is (F
1-F2). This releasing force F resists the urging force S and can stably maintain the brake releasing operation.

Next, when the press operation is stopped, the air is removed to release the air pressure in the cylinder chamber 77 to the atmosphere, as shown in FIG. The pressure inside the cylinder chamber 77 becomes atmospheric pressure Po. Then, the release force F1 applied to the pressurized cross section 74A
is removed, but the recess 81 is sealed and the throttle channel 82
Since the flow inside is constricted, the air pressure within the recess 81 remains as a residual pressure P that is approximately equal to the pressure Ph, and a resistance force F22 that is approximately equal to the resistance force F2 still exists. This resistance force F22 is in the same direction as the biasing force S of the spring 62, as described above. Therefore, the braking operation time can be significantly shortened compared to when only the biasing force S is used.

According to this embodiment, the recess 81
By providing a rapid actuation member 80 consisting of a throttle passage 82 that communicates this concave portion 81 and the cylinder chamber 77, and by applying a slightly higher air pressure Ph than before, the resistance force F2 is not generated during the brake release operation. Since it is configured to occur only during braking operation, both the time required to reach stable rotation at the start of press operation and the braking time when the press is stopped can be significantly shortened.

Furthermore, it is sufficient to apply only one type of air pressure Ph to the inside of the cylinder 72 and there is no need to switch between two springs.The recess 81 is simply provided inside the piston 74 and a small through hole (82) is provided in the piston 74. ), the rapid actuation means 80 can be formed by simply providing a simple structure, stable operation, and low cost. Furthermore, there is no need to increase the size of the entire brake device.

In the above embodiment, the friction plate 53 is of a single plate type and is of a separate type from the clutch device 20, but this can be implemented as a multi-plate type or a combination type.

[0033]

As described above, according to the present invention, a concave portion having a small pressure-receiving cross-sectional area is provided on the opposite side of the cylinder chamber of the piston, and the two are communicated with each other through a constricted flow path. After applying pressure to achieve a rapid brake release action, a resistance force in the same direction as the biasing force of the spring can be generated only during the braking action. Therefore, the time required to reach stable rotation at the start of press operation and the time required to achieve reliable braking when the press stops can be significantly shortened.

[Brief explanation of the drawing]

FIG. 1 is a side sectional view showing one embodiment of the present invention.

FIG. 2 is a diagram for explaining the operation.

FIG. 3 is a diagram for explaining the configuration of a press machine.

FIG. 4 is a side sectional view showing a conventional brake device.

[Explanation of symbols]

1 Drive shaft 2 Crankshaft 4 Slide 6 Flywheel 10 Frame 20 Clutch device 50 Brake device 51 Brake portion 52 Brake hub 53 Friction plate 54 Pressing member 55 Flange nut 56 Receiving groove 58 Pressure receiving member 61 Brake actuation means 62 Spring 63 Spring receiver 71 Brake release means 72 Cylinder 72B Air supply port 73 Push pin 73A Through hole 74 Piston 74A Pressure section (pressure section A1) 74B Pressure receiving section (pressure section A2) 75 Seal member 76 Connection member 77 Cylinder chamber 79 Solenoid 80 Rapid actuation means 81 Recess 82 Throttle channel 83 Seal member

Claims (1)

[Claims] Claim 1: A press machine configured to perform a braking operation by the urging force of a spring, and to release the brake against the urging force of the spring by supplying air pressure to a cylinder chamber consisting of a piston and a cylinder. In the brake device, a recess is formed on the opposite side of the cylinder chamber of the piston, and the pressure receiving cross-sectional area of the recess is smaller than the pressurizing cross-sectional area of the piston and is formed in the opposite direction, so that the cylinder chamber and the inside of the recess are formed. A brake device for a press machine, characterized in that the and is connected through a throttle flow path.