ACTIVE BACK GAUGE SYSTEM FOR ADJUSTING POSITION OF A PIECE OF SHEET MATERIAL IN A BENDING BRAKE, AND KIT

Abstract

A back gauge system is provided for actively adjusting position of a piece of sheet material in a sheet metal bending brake to a predetermined distance from a bending edge for performing a bend in accordance with a predetermined bending line. The back gauge system includes a frame connected to the sheet metal bending brake, a linear displacement assembly configured to move a stopper supporting the leading edge of the piece of sheet material, and a controlling system communicably connected to the linear displacement assembly to modify the position of the stopper along a traveling axis. A conversion kit assembly is also provided to retrofit an existing sheet metal bending brake not equipped with the back gauge system. The conversion kit comprises the back gauge system disclosed herein and optionally a cavity guide to support the sheet metal and prevent sagging thereof during operation of the back gauge system.

Claims

1. An active back gauge system for a sheet metal bending brake, the sheet metal bending brake including: a structure; a C-shaped frame supported by the structure, and having an upper portion and a lower portion separated by a cavity configured to receive a portion of a piece of sheet material, the lower portion including a lower clamping member defining a lower clamping surface, the lower clamping member being immobile relative to the lower portion, the upper portion including an upper clamping member defining an upper clamping surface, the upper clamping member being pivotable relative to the upper portion and selectively movable relative to the lower portion from a raised position to a lowered position, the upper and lower clamping surfaces defining a bending edge, the piece of sheet material being insertable between the upper and lower clamping surfaces when the upper clamping member is in the raised position, and clamped between the upper and lower clamping surfaces when the upper clamping member is in the lowered position; and a bending member pivotally connected to the lower portion of the C-shaped frame and selectively pivotable about the bending edge to bend the piece of sheet material toward the upper clamping member when the upper clamping member is in the lowered position; the active back gauge system comprising: a frame connected to the sheet metal bending brake and parallel to the C-shaped frame; a linear displacement assembly configured to move a stopper along a traveling axis and defining an abutment surface configured to support the leading edge of the piece of sheet material; and a controlling system communicably connected to the linear displacement assembly to modify the position of the stopper along the traveling axis to a distance from the bending edge corresponding to a predetermined bending line of a bend to be performed on the piece of sheet material.

2. The active back gauge system of claim 1, wherein the cavity of the C-shaped frame defines a bending capacity of the sheet metal bending brake, and wherein the active back gauge system is configured and shaped to maintain the bending capacity of the sheet metal bending brake.

3. The active back gauge system of claim 1, wherein the sheet metal bending brake defines an overall length and an overall width, and wherein the active back gauge system is comprised within the overall length and overall width of the sheet metal bending brake.

4. The active back gauge system of claim 1, wherein the sheet metal bending brake defines an overall length and an overall width, and wherein the active back gauge system is majoritarily comprised within the overall length and partially extends beyond the overall width of the sheet metal bending brake of a width offset.

5. The active back gauge system of claim 4, wherein an offset ratio defined by the width offset over the overall width of the sheet metal bending brake is equal or less than 0.3.

6. The active back gauge system of claim 1, wherein the linear displacement assembly includes a motor operatively connected to a linear driver driving a carriage carrying the stopper along the traveling axis.

7. The active back gauge system of claim 6, wherein the linear driver is one of a lead screw, a belt and drive assembly, a rack and pinion assembly, a piston assembly, and a ballscrew assembly.

8. The active back gauge system of claim 1, wherein the stopper is adapted to extend toward and adjacent to a rearwardmost edge of the lower clamping surface of the sheet metal bending brake when the stopper is in a forwardmost position along the traveling axis.

9. The active back gauge system of claim 1, wherein the active back gauge system is connected to the structure of the sheet metal bending brake.

10. The active back gauge system of claim 1, wherein the active back gauge system is connected to the C-shaped frame.

11. The active back gauge system of claim 1, wherein the active back gauge system is majoritarily comprised below a plane defined by the lower clamping surface of the C-shaped frame, except for a portion of the stopper extending above the plane.

12. The active back gauge system of claim 1, wherein the controlling system includes a controller unit, a user interface, and a power source configured to selectively operate the active back gauge system in accordance with predetermined instructions.

13. A sheet metal bending brake including the active back gauge system of claim 1.

14. The sheet metal bending brake of claim 13, wherein the sheet metal bending brake is a portable sheet metal bending brake.

15. The sheet metal bending brake of claim 13, wherein the sheet metal bending brake is a model from InnovaTools Inc. or Van Mark Product Corp.

16. A conversion kit for automatically adjusting position of a piece of sheet material in a sheet metal bending brake to a predetermined distance from a bending edge for performing a bend in accordance with a predetermined bending line, the conversion kit comprising: a frame connectable to the sheet metal bending brake; a linear displacement assembly; a stopper; and a controlling system.

17. The conversion kit of claim 16, wherein the stopper is specifically designed and adapted to fit on a model of sheet metal bending brake to which the conversion kit is connected.

18. The conversion kit of claim 16, wherein the conversion kit, once assembled and connected to the sheet metal bending brake, forms an active back gauge system that is comprised within an overall width of the sheet metal bending brake.

19. The conversion kit of claim 16, wherein the conversion kit, once assembled and connected to the sheet metal bending brake, forms an active back gauge system that is majoritarily comprised below a clamping surface of the sheet metal bending brake, except for a portion of the stopper extending above the clamping surface.

20. The conversion kit of claim 16, wherein the conversion kit further comprises a cavity guide for guiding the leading edge of the piece of sheet material and preventing excessive sagging of the piece of sheet material in the cavity.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0044] For a better understanding of the present technology, as well as other aspects and further features thereof, reference is made to the following description which is to be used in conjunction with the accompanying drawings, where:

[0045] FIG. 1 is a perspective view of a representative sheet metal bending brake in accordance with an embodiment of the present technology;

[0046] FIG. 2 is a perspective cross-sectional view of the sheet metal bending brake of FIG. 1 in accordance with an embodiment of the present technology;

[0047] FIG. 3 is a perspective cross-sectional exploded view of the sheet metal bending brake of FIG. 1;

[0048] FIG. 4 is a perspective view of an active back gauge system in accordance with an embodiment of the present technology;

[0049] FIG. 5 is a partially exploded view of the active back gauge system of FIG. 4, in accordance with embodiments of the present technology;

[0050] FIG. 6 is a cross-sectional side view of the sheet metal bending brake of FIG. 1 showing various positions of the back gauge system;

[0051] FIG. 7 is a cross-sectional side view showing insertion of a piece of sheet material into the sheet metal bending brake of FIG. 1, with the active back gauge system being at a first position;

[0052] FIG. 8 is a cross-sectional side view of the sheet metal bending brake of FIG. 1 clamping the piece of sheet material of FIG. 7;

[0053] FIG. 9 is a cross-sectional side view of the sheet metal bending brake of FIG. 1 bending the piece of sheet material of FIG. 8;

[0054] FIG. 10 is a cross-sectional side view of the sheet metal bending brake of FIG. 1 after bending of the piece of sheet material of FIG. 9;

[0055] FIG. 11 is a cross-sectional side view of the sheet metal bending brake of FIG. 1 releasing the bent piece of sheet material of FIG. 10;

[0056] FIG. 12 is a cross-sectional side view showing insertion of the piece of sheet material of FIG. 11 into the sheet metal bending brake of FIG. 1, with the active back gauge system being at a second position;

[0057] FIG. 13 is a cross-sectional side view of the sheet metal bending brake of FIG. 1 clamping the piece of sheet material of FIG. 12;

[0058] FIG. 14 is a cross-sectional side view of the sheet metal bending brake of FIG. 1 bending the piece of sheet material of FIG. 13;

[0059] FIG. 15 is a cross-sectional side view of the sheet metal bending brake of FIG. 1 after bending of the piece of sheet material of FIG. 14;

[0060] FIG. 16 is a cross-sectional side view of the sheet metal bending brake of FIG. 1 releasing the bent piece of sheet material of FIG. 15;

[0061] FIG. 17 is a partially exploded view of an active back gauge system, in accordance with another embodiment of the present technology;

[0062] FIG. 18 is a perspective view of a sheet metal bending brake having the active back gauge system of FIG. 17, in accordance with an embodiment of the present technology;

[0063] FIG. 19 is a perspective view of an active back gauging system, in accordance with another embodiment of the present technology;

[0064] FIG. 20 is a partially exploded view of an active back gauge system, in accordance with another embodiment of the present technology;

[0065] FIG. 21 is a perspective view of a sheet metal bending brake having the active back gauge system of FIG. 20, in accordance with an embodiment of the present technology;

[0066] FIG. 22 is a schematic representation of an active back gauge system, in accordance with an embodiment of the present technology;

[0067] FIG. 23 is a schematic representation of a computing unit of the active back gauge system of FIG. 22;

[0068] FIG. 24 is a schematic representation of a movement program executed by the computing unit of FIG. 23.

DETAILED DESCRIPTION OF THE INVENTION

[0069] The description of the present technology, which relates to various embodiments of a sheet material position adjustment mechanism, and more particularly of an active back gauge system for adjusting position of a sheet material in a sheet metal bending brake, is intended to be a description of illustrative examples of the present technology.

[0070] It is to be expressly understood that the various embodiments of the active back gauge system are merely embodiments of the present technology. Thus, the description thereof that follows is intended to be only a description of illustrative examples of the present technology. This description is not intended to define the scope or set forth the bounds of the present technology. In some cases, what are believed to be helpful examples of modifications or alternatives to apparatus may also be set forth below. This is done merely as an aid to understanding, and, again, not to define the scope or set forth the bounds of the present technology. These modifications are not an exhaustive list, and, as a person skilled in the art would understand, other modifications are likely possible.

[0071] Further, where this has not been done (i.e. where no examples of modifications have been set forth), it should not be interpreted that no modifications are possible and/or that what is described is the sole manner of implementing or embodying that element of the present technology. As a person skilled in the art would understand, this is likely not the case.

[0072] In addition, it is to be understood that the apparatus may provide in certain aspects a simple embodiment of the present technology, and that where such is the case it has been presented in this manner as an aid to understanding. As persons skilled in the art would understand, various embodiments of the present technology may be of a greater complexity than what is described herein.

[0073] Descriptions are provided herein below for one or more embodiments based on the drawings. In the respective drawings referenced herein, the same constituents are designated by the same reference numerals and a duplicate explanation concerning the same constituents is omitted for brevity.

[0074] With reference to FIGS. 1 to 3 and 6, an embodiment of a conventional sheet metal bending brake 10 is generally described. It is understood that the embodiment of sheet metal bending brake described herein is examplary and that different configurations of sheet metal bending brakes are contemplated, depending on the type, model, brand, etc. thereof, for instance.

[0075] The sheet metal bending brakes differ from press brakes. Generally speaking, in comparison to press brakes where the bending operation of a sheet material is performed by a vertical movement of an anvil against a die, operation which develops a compressive force between the anvil and the die toward the sheet material and causing bending thereof, the sheet metal bending brakes perform the bending operation of a sheet material by a pivotal movement of a bending member relative to a clamping assembly that holds the sheet metal in place.

[0076] The sheet metal bending brake 10 is typically rigidly positioned on a stand 50, which may be a permanent or portable structure. Portable stands typically include at least a pair of wheels (not shown) to facilitate mobility of the stand and sheet metal bending brake 10 thereon.

[0077] With reference to FIG. 1, the sheet metal bending brake 10 has a front portion 11, a rear portion 12, a first end portion 21 and a second end portion 22 opposed to the first end portion 21. The sheet metal bending brake 10 has a longitudinal direction (L) extending between the first end portion 21 and the second end portion 22 and an axial direction (A) extending between the front portion 11 and rear portion 12. The sheet metal brake defines an overall width (OW) and an overall length (OL), extending in the axial and longitudinal directions A, L, respectively.

[0078] The sheet metal bending brake 10 includes a structure including a front beam 23 and a rear beam 24, each being aligned in the longitudinal direction L of the sheet metal bending brake 10. The front and rear beams 23, 24 form a rigid base onto which the other components of the sheet metal bending brake 10 are mounted. The front and rear beams 23, 24 are connected to the stand 50. In many cases, sheet metal bending brakes are generally designed to be portable such that they can be transported for use at temporary work sites. Therefore, such sheet metal bending brakes are capable of being quickly and easily assembled and disassembled. Generally speaking, the sheet metal bending brakes are typically not used for mass production and thus involve many manual operations from the operator (e.g. measuring, positioning, handling, etc.).

[0079] The sheet metal bending brake 10 also includes at least one C-shaped frame 30 spaced from one another along the longitudinal direction Land configured for receiving a portion of piece of sheet material 1 (work piece).

[0080] In some embodiments, the at least one C-shaped frame 30 is a plurality of C-shaped frames 30 including more than one C-shaped frame 30 rigidly interconnected by a beam 25 extending longitudinally. The position of the beam 25 may change from one model of sheet metal bending brake to another. As will be described in greater detail below, in some cases, the beam 25 may be repositioned to allow installation of the back gauge system on sheet metal bending brake originally not designed therefor.

[0081] The C-shaped frames 30 of the plurality of C-shaped frames 30 are configured to be operatively connected to each other in such way that selectively activating a given one C-shaped frame of the plurality of C-shaped frames 30 (as will be described below) activates the other one(s) of the plurality of C-shaped frames 30.

[0082] It is understood that the quantity of C-shaped frames 30 may vary from one model of sheet metal bending brake to another and/or depending on the required length of bending action thereof. In addition, the distance between a given one of the C-shaped frames 30 of the plurality of C-shaped frames 30 adjacent to an other one of the C-shaped frames 30 of the plurality of C-shaped frames 30 may vary from one configuration to another, and/or from one section of the sheet metal bending brake to an other.

[0083] As best seen in FIG. 6, each C-shaped frame 30 defines an upper end 31 and a lower end 32 joined by a middle portion 33 rearward the sheet metal bending brake 10 and separated by a cavity or throat 34 frontward the sheet metal bending brake 10 configured to receive a portion of the sheet material 1.

[0084] The upper end 31 of the C-shaped frame 30 includes a pivotable arm 31a pivotable about a pivot 31b along a pivot axis 31c extending in the longitudinal direction L of the sheet metal bending brake 10. An upper clamping member 31d is connected to the pivotable arm 31a and defines an upper clamping surface 31e and an upper bending edge 31f extending in the longitudinal direction L of the sheet metal bending brake 10.

[0085] The lower end 32 of the C-shaped frame 30 includes a lower clamping member 32a rigidly connected to the lower end 32 of the C-shaped frame 30. The lower clamping member 32a defines a lower clamping surface 32b and a lower bending edge 32c extending in the longitudinal direction L of the sheet metal bending brake 10.

[0086] The lower clamping surface 32b defines a plane P extending through the cavity 34 of the C-shaped frame 30.

[0087] The lower bending edge 32c is generally aligned with the upper bending edge 31f and the combination of the upper and lower bending edges 31f, 32c defines a sheet metal bending edge 37.

[0088] The throat or cavity 34 opens horizontally frontward the C-shaped frame 30 and the middle portion 33 holds the upper and lower ends 31, 32, respectively. The cavity 34 defines a cavity depth 34a extending from the front portion 11 of the sheet metal bending brake 10. More especially, the cavity depth 34a defines a bending capacity of the sheet metal bending brake 10, i.e. the maximal distance between the leading edge of a piece of sheet material inserted into the cavity 34 and a bend. The cavity depth 34a defines an effective range of positions of the back gauge system 100, as will be described in greater detail herein after.

[0089] The cavity 34 generally has a lower segment 34b, a bottom segment 34c, and an upper segment 34d. In the present embodiment, the lower segment 34b is generally horizontal, the bottom segment 34c is curved and, the upper segment 34d is slanted. In some cases, the lower segment 34b is not flat or below the lower clamping surface 32b or the plane P. One ordinary skilled in the art will understand that this may be detrimental to the bending operation of the sheet metal bending brakes. In some embodiments, and as best seen in FIGS. 3 and 6, the back gauge system 100 may further include a cavity guide 39 configured to cap the lower segment 34b of the cavity 34 and to provide a flat surface parallel to the lower clamping surface 32b or the plane P. Ideally, a top surface of the cavity guide 39 is proximal to the plane P to prevent excessive sagging of the piece of sheet material 1 in the cavity 34, which may cause imprecisions in use of the back gauge system, in some cases. Thus, the top surface of the cavity guide 39 provides support to the leading edge of the piece of sheet material that may sag due to its own weight and reduces such sagging. In the present embodiment, the cavity guide 39 is made of sheet metal, but other shapes and configurations are contemplated, based on various models or brands of sheet metal bending brakes-more especially based on various models or brands of C-shaped frames.

[0090] Referring to FIGS. 3 and 6, a pivot arm 35 is pivotally connected to each C-shaped frame 30 of the plurality of C-shaped frames 30 about a pivot 36 defining a pivot axis 36a extending longitudinally. The pivot arm 35 is operatively connected to the pivotal arm 31a of the C-shaped frame 30 such that activating the pivot arm 35 activates the pivotal arm 31a of every C-shaped frame 30 of the plurality of C-shaped frames 30. For instance, a longitudinal bar 35a interconnects the C-shaped frames 30 of the plurality of C-shaped frames 30. In some cases, the longitudinal bar 35a may be used as a handle for an operator to activate the pivotal arms of the C-shaped frames 30. By rotating the pivot arm 35 about the pivot 36, the pivotal arm 31a of the C-shaped frame 30 is raised or lowered, depending on the rotational direction of the movement thereof.

[0091] When the C-shaped frame 30 is activated such that the pivotal arm 31a is moved in a raised position, the upper clamping surface 31e is directed away and distant from the lower clamping surface 32b such that a piece of sheet material can be inserted in the cavity 34 of the C-shaped frame 30. Oppositely, when the C-shaped frame 30 is activated such that the pivotal arm 31a is moved in a lowered position, the upper clamping surface 31e is directed toward the lower clamping surface 32b, such that the upper and lower clamping surfaces 31e, 32b are very close to each other, in contact with each other, and/or pressed against each other, when there is no sheet material inserted therebetween. It is understood that a piece of sheet material is securely clamped between the upper and lower clamping surfaces 31e, 32b when the pivotal arm 31a of the C-shaped frame 30 is lowered.

[0092] The sheet metal bending brake 10 further has a bending member 38 pivotally connected to the lower clamping surface 32b about a longitudinal axis such that when the bending member 38 is in a lowered position, its bending surface 38a is aligned or below the plane P and when the bending member 38 is in a raised position, its bending surface 38a urges the piece of sheet material 1 toward the upper clamping member 31d for forming a bending angle to the piece of sheet material 1.

[0093] The sheet metal bending brake can also be used to cut a piece of sheet material clamped between the upper and lower clamping surfaces 31e, 32b, with a cutting tool (not shown), as known in the art. In some cases, cutting the piece of sheet material is required prior a bending operation so that the leading edge of the piece of sheet material is straight and usable as a reference for measurements.

[0094] Reference will now be made in detail to embodiments of the present technology, one or more examples of which are illustrated in the drawings. Each example is provided by way of explanation in the present technology, and not meant as a limitation thereof. For example, features illustrated or described as part of one embodiment may be used with another embodiment to yield still a third embodiment.

[0095] Referring now to FIGS. 2 to 6, an embodiment of an active back gauge system 100 will be described. Generally speaking, the active back gauge system 100 is configured to provide an adjustment mechanism for selectively positioning a sheet material 1 at a specific predetermined position along the axial direction A of the sheet metal bending brake 10 to which the back gauge system 100 is mounted.

[0096] The back gauge system 100 is an active system controlled by a controlling system 200 configured to selectively operate the back gauge system 100 in accordance with predetermined instructions (e.g. movement programs).

[0097] The back gauge system 100 is especially adapted to automatize some operations conventionally performed manually by an operator when using a sheet metal bending brake 100 for performing bends or cuts of a sheet material 1.

[0098] In some cases, a plurality of back gauge systems 100 may be installed on the sheet metal bending brake 10, each back gauge system 100 of the plurality of back gauge systems 100 being disposed parallel to each other, and be operatively connected to the controlling system 200 and/or to each other such that they are operated cooperatively to position the sheet material 1 relative to the sheet metal bending brake 10. FIGS. 2 and 3 show a configuration where at least a first back gauge system 1001 and a second back gauge system 1002 are operatively connected to the sheet metal bending brake 10.

[0099] In some cases, the operation of the plurality of back gauge systems 100 is performed in a simultaneous fashion, wherein each back gauge system 100 of the plurality of back gauge systems 100 moves at the same time and in accordance with the same instruction from the controlling system 200, either in a configuration where a given one back gauge system 100 of the plurality of back gauge systems 100 is a master back gauge system (i.e. being operatively connected to the controlling system 200) and other one(s) of the plurality of back gauge systems 100 is/are slave back gauge system(s) (i.e. being operatively connected mechanically and/or electrically to the master back gauge system) to follow the master back gauge system, or either in a configuration where every back gauge system 100 of the plurality of back gauge systems 100 is a master back gauge system (i.e. independently being operatively connected to the controlling system 200).

[0100] In some cases, the operation of the plurality of back gauge systems 100 is performed in a sequential fashion, wherein each back gauge system 100 of the plurality of back gauge systems 100 moves at a specific time or moment, in a predetermined order, and in accordance with the same instruction from the controlling system 200.

[0101] In some cases, the operation of the plurality of back gauge systems 100 is performed in a specific fashion, wherein each back gauge system 100 of the plurality of back gauge systems 100 moves either in a simultaneous fashion or in a sequential fashion and in accordance with a specific instruction from the controlling system 200. In other words, in these cases, every back gauge system 100 of the plurality of back gauge systems 100 is a master back gauge system (i.e. being independently operatively connected to the controlling system 200). This configuration can be used to support a sheet material having a non-square or uneven leading edge, for example.

[0102] As shown in FIG. 4, the back gauge system 100 comprises a frame 101 having a front end portion 101a, a rear end portion 101b, a linear displacement assembly 110 configured to selectively move forward and rearward a carriage 111 having a stopper 112 along a traveling axis (TA) and operated by the controlling system 200, and a mounting system 113 configured to mount the back gauge system 100 to the sheet metal bending brake 10. The mounting system 113 is configured to connect to a component of the sheet metal bending brake 10. The mounting system 113 may include mounting bracket(s) 113a connecting the frame 101 of the back gauge system 100 to the component of the sheet metal bending brake 10. Other designs of mounting bracket(s) or fixation means are contemplated, depending on the model of sheet metal bending brake 10 or the component thereof on which the back gauge system 100 in mounted, for instance. For example, FIGS. 20 and 21 illustrate an embodiment of a back gauge system 100 similar to the back gauge system 100 of FIG. 4, but wherein the mounting system 113 further comprises extrusions 113b providing a multi-positioning interface for connecting the mounting bracket(s) 113a in various positions therealong. For instance, the extrusions 113b may be commercially available extrusions having a t-slot type interface along which the mounting bracket(s) 113a may be selectively positioned and fastened thereto. Examples of commercially available extrusions include, but are not limited to, T-Track, or aluminum extrusions from 80/20, BOSCH, and Vention manufacturers. In some other cases, the multi-positioning interface of the extrusions 113c includes a series of hole patterns distant from each other along the extrusions 113c to mount the mounting bracket(s) thereto at various positions. The extrusions 113b are extending perpendicular to the frame 101 and provide adjustability in positioning the frame 101 of the back gauge system 100 in a direction perpendicular to the traveling axis TA. In some cases, the extrusions 113c extend longitudinally from one C-shaped frame 30 to an adjacent C-shaped frame 30 (i.e. between two adjacent C-shaped frames 30) and thus connect to the adjacent C-shaped frames 30. In some cases, the extrusions 113c extend longitudinally such that more than two adjacent C-shaped frames 30 are connected to the extrusions 113c, wherein the extrusions 113c act as or replace the front beam 23, the rear beam 24, and/or the beam 25 (i.e. the extrusions 113c being part or replacing part of the structure of the sheet metal bending brake). The frame 101 may be removably connected to the extrusions 113c with fasteners. In some embodiments, quick-action fasteners 113c, e.g. clamps, quick-release fasteners, etc., are provided to facilitate adjustment of the frame 101 along the multi-positioning interface (e.g. t-slot) of the extrusions 113b. The operator may untight the fasteners or quick-action fasteners 113c that maintain the frame 101 in a certain position along the extrusions 113c and move the frame 101 to a new position before retightening the fasteners or quick-action fasteners 113c to maintain the frame 101 to the new position along the extrusions 113c. In some cases, a distal position of the back gauge system relative to the C-shaped frame 30 may be desirable, depending on the model of sheet metal bending brake, or the dimension of the piece of sheet material to support, for instance.

[0103] The linear displacement assembly will now be described. FIGS. 4 and 5 show an embodiment of the linear displacement assembly 110 including a front collar 110a connected to the front end portion 101a of the frame 101, a rear collar 110b connected to the rear end portion 101b of the frame 101, a linear driver such as lead screw 110c rotatably connected and supported by the front collar 110a at one end and by the rear collar 110b at the other end, such that the lead screw 110c is free to spin around the traveling axis TA. The lead screw is operatively connected to the carriage 111 and defines a direction of travel (T) of the carriage along the traveling axis TA.

[0104] The front and rear collars 110a, 110b are generally configured to provide a low-friction rotative movement of the lead screw 110c (e.g. via bearings, bushings, etc. or any other suitable components).

[0105] A linear guide 110d is further provided to guide the carriage 111 along the direction of travel T and to prevent its rotation about the traveling axis TA. In this embodiment, the linear guide 110d is a rail extending along the frame 101, from the front end portion 101a to the rear end portion 101b thereof. The carriage 111 is slidably connected to the linear guide 110d.

[0106] A motor 110e is operatively connected to the lead screw 110c and selectively drives the rotation thereof in a clockwise direction and a counter-clockwise direction to ultimately control the direction of travel T of the carriage 111 along the lead screw 110c, and therefore along the traveling axis TA. It is understood that, depending on the type of thread of the lead screw 110c (e.g. right thread or left tread), the direction of travel T may vary when the lead screw 110c is rotated in one direction or the other. The motor 110e is electrically connected to the controlling system 200 and is operated by the controlling system 200 in such way that the speed and direction of rotation of the motor 110e are regulated and controlled by the controlling system 200, as will be described in further detail below. In the present technology, the motor 110e is a servomotor, but could be a stepper motor in other cases.

[0107] Other embodiments or configurations of linear displacement assemblies 110 are contemplated. Other linear drivers may be suitable for use with the present technology, and the implementation of the present technology with a linear driver other than that described will be readily apparent to one of ordinary skill in the art. Accordingly, the description of a particular linear driver in connection with the preferred embodiment is not to be construed as a limitation upon the present technology. For example, but without being limited to, the linear driver may be different than the lead screw 110c. The lead screw 110c may be replaced by a belt assembly 110f as shown in FIG. 19, a piston assembly, a rack and pinion assembly, a ballscrew assembly, or any other configurations and assemblies designed to move a carriage or a slider linearly, as known in the art.

[0108] Connection between the motor and the linear driver will now be described. In some cases, the motor 110e is operatively connected to the linear driver (herein the lead screw 110c) via a coupler, or by any other similar coupling component known in the art.

[0109] In addition, the motor 110e may be mounted to the linear driver (e.g. lead screw 110c) in various configurations, in order to minimize the overall width OW of the sheet metal bending brake 10, among other things. As best seen in FIG. 6, the original overall width OW of the sheet metal bending brake 10 may be altered to include a portion of the back gauge system 100 extending beyond the rearmost boundary of the overall width OW. The distance between the protruding portion of the back gauging system 100 and the rearmost boundary of the overall width OW is referred to as an overall width offset (OWO) that is added to the original overall width OW of the original sheet metal bending brake 10. As mentioned above, it is deemed desirable to keep the overall width offset OWO as small as possible, and ideally null, to prevent alteration of the original overall width OW of the original sheet metal bending brake 10.

[0110] In some cases, the overall width offset OWO is comprised within a range of 0 inch to 1 inch. In some cases, the overall width offset OWO is comprised within a range of 1 inch to 3 inches. In some cases, the overall width offset OWO is comprised within a range of 3 inches to 6 inches.

[0111] An offset ratio is defined by the overall width offset OWO over the overall width OW. In some cases, the overall width OW is typically between 15 inches to 30 inches. In some cases, the offset ratio is between 0 to 0,05. In some cases, the offset ratio is between 0 to 0,01. In some cases, the offset ratio is between 0 to 0,3. Other offset ratios may be contemplated, depending on the various models, brands and configurations of sheet metal bending brakes.

[0112] The connection between the motor 110e and the linear driver may vary. For example, the motor 110e may be disposed parallel to the linear driver (i.e. parallel to the traveling axis TA), either in-line or offset from the linear driver (as shown in FIGS. 5 and 17 for instance), or perpendicularly/angularly to the linear driver (as shown in FIG. 19 for instance). It is understood that the connection between the motor 110e and the linear driver may be direct (i.e. the motor 110e being directly operatively connected to the lead screw 110c for instance) or indirect (i.e. an intermediary part may connect to the motor 110e and to the lead screw 110c for instance, such as a belt, a gear, a universal joint, etc.).

[0113] The controlling system will now be described. With reference to FIG. 22, there is depicted a schematic representation of the controlling system 200 in accordance with an embodiment of the present technology. As mentioned above, the controlling system 200 is used for operating the back gauge system 100 in accordance with pre-determined and/or manual instructions required to perform bending operation(s) on a piece of sheet material 1.

[0114] The controlling system 200 includes a controller unit 210 that is configured to trigger an operation related to the linear displacement assembly 110, more specifically the motor 110e of the back gauge system 100.

[0115] In some embodiments, the controlling system 200 comprises a user interface 230 communicably connected to the controller unit 210 configured to receive manual inputs from an operator via a user device, for example, to modify one or more parameters used by the controller unit 210 during operation of the back gauge system 100. The user interface 230 may include a screen or a display capable of rendering an interface including one or more notifications triggered by the controlling system 200. In some embodiments, the user interface 230 may be, for example and without being limitative, a handheld computer, a smartphone, a laptop, a computer, etc.

[0116] The operator can interact with the controlling system 200 by means of the user interface 230 which transmits signals applied as inputs to the controller unit 210, which decodes the signals to produce an output. Example of signals or functions activated by the operator may include turning power ON/OFF, selecting and/or activating a specific routine (e.g. calibration, Home position, etc.), manually jogging the carriage 111 of the back gauge system 100 forwardly or rearwardly along the traveling axis TA, etc. A display may provide status information about the controlling system 200 to the operator, such as, but not limited to, absolute position of the carriage 111 along the traveling axis TA, the name of the routine loaded, the last instruction executed by the controller unit 210, the current instruction in execution by the controller unit 210, the next instruction to be executed by the controller unit 210, the power status of the controlling system 200, etc.

[0117] The user interface 230 is preferably located at the front of the sheet metal bending brake 10 for convenience and easy access by the operator. As best seen in FIGS. 2 and 3, the user interface 230 may be disposed on a stand, rack, or bracket mounted on or between two adjacent C-shaped frames 30, for example, to be as compact as possible and minimize impact on an overall footprint (OF) of the sheet metal bending brake 10. The user interface 230 may include a display to indicate different information about the status of the back gauge system 100, such as if the back gauge system 100 is energized or not, the position of the carriage 111, the program loaded or in execution, the current G-code step or to come next, etc., as well as a group of buttons to manually control the position of the carriage 111 (e.g. jogging forward/rearward), to activate a calibration routine (e.g. moving to home position), etc.

[0118] In some embodiments, the controller unit 210 may be configured to transmit a control signal to the motor 110e and/or to a corresponding power source for controlling operation of the motor 110e. In some embodiments, the controller unit 210 may transmit a control signal for selectively modulating the power provided by the power source to the motor 110e.

[0119] In some embodiments, the controller unit 210 comprises a processing element and a memory element. The processing element of the controller unit 210 comprises one or more processors for performing processing operations that allow the controller unit 210 to operate as described. A processor may be a general-purpose processor executing program code stored in the memory portion of the controller unit 210. Alternatively, a processor may be a specific-purpose processor comprising one or more preprogrammed hardware or firmware elements, or other related elements. The memory element of the controller unit 210 comprises one or more memories for storing program code (e.g. movement program) executed by the processing element of the controller unit 210 and/or data used during operation of the processing element of the controller unit 210. The memory element may also be used to store a plurality of reference values used by the processing element. A memory may be a semiconductor memory (e.g. read-only memory (ROM) and/or a random-access memory (RAM), a magnetic storage medium, an optical storage medium, and/or any other suitable type of memory.

[0120] In some embodiments, other devices or components 250 communicably connected to the controller unit 210 may be used too, such as but not limited to, an encoder, a tachymeter, a switch, etc. to monitor or provide information related to the status, position, physical parameters (e.g. speed, torque, acceleration, power, etc.) of one or more components of the linear displacement assembly 110, or more broadly, of one or more components of the back gauge system 100. This information or signals may be applied to the controller unit 210 as inputs modifying or validating (e.g. feedback loop) some parameters used during the execution of instructions (e.g. movement programs), for example.

[0121] With reference to FIG. 23, there is depicted a schematic representation of the controller unit 210.

[0122] In some embodiments, the controller unit 210 may be implemented by any of a conventional controller. In some embodiments, the controller unit 210 comprises various hardware components including one or more single or multi-core processors collectively represented by a processor 210A, a solid-state drive 210B, a random-access memory 210C, and an input/output interface 210D.

[0123] In some embodiments, the controller unit 210 may also be a sub-system of one of the above-listed systems. In some other embodiments, the controller unit 210 may be an off the shelf generic computer system. In some embodiments, the controller unit 210 may also be distributed amongst multiple systems. The controller unit 210 may also be specifically dedicated to the implementation of the present technology. As a person in the art of the present technology may appreciate, multiple variations as to how the controller unit 210 is implemented may be envisioned without departing from the scope of the present technology.

[0124] Communication between the various components of the controller unit 210 may be enabled by one or more internal and/or external buses, to which the various hardware components are electronically coupled.

[0125] The input/output interface 210D may allow enabling networking capabilities such as wire or wireless access. As an example, the input/output interface 210D may comprise a networking interface such as, but not limited to, a network port, a network socket, a network interface controller and the like. Multiple examples of how the network interface may be implemented will become apparent to the person skilled in the art of the present technology.

[0126] According to implementation of the present technology, the solid-state drive 210B stores program instructions (e.g. movement programs) suitable for being load into the random-access memory 210C and executed by the processor 210A. For example, the program instructions may be part of a library or an application. Although illustrated as a solid-state drive 210B, any type of memory may be used in place of the solid-state drive 210B, such as a hard disk, an optical disk, and/or a removable storage media.

[0127] The processor 210A is configured to perform functions. The processor 210A may be different types of digital data processing equipment, including central processing unit (CPU), multi-computers and microprocessors, for instance. The processor 210A may be any processing equipment commercially available. Moreover, explicit use of the term processor, should not be construed to refer exclusively to hardware capable of executing software, and may implicitly include, without limitation, application specific integrated circuit (ASIC), read-only memory (ROM) for storing software, random-access memory (RAM), and non-volatile storage. Processors are well known, and extensive related documentation is widely available, so for this reason, the detailed operation and structure thereof need not be further elaborated hereinbelow. As will be described in greater detail below, the processor 410 executes instructions (e.g. movement programs) that are either stored in the RAM 210C or manually provided by an operator.

[0128] The controlling system 200 may also include a power system for powering the various components. The power system may include a power management system, one or more power sources (e.g. battery, alternating current), a power converter or inverter, and any other components associated with the generation, management and distribution of power in devices.

[0129] As shown in FIG. 24, a schematic representation of a movement program 300 includes a main routine 301 which further includes at least one subroutine 302. Generally speaking, the main routines define an action to be performed, while the subroutines define steps to accomplish the action defined by the main routines. Subroutines may be granulated in subsubroutines, and so on, depending on the complexity of the action to be accomplished, for instance. The programming language used to define routines and subroutines may be G-code and/or M-code for instance, or any other similar language suitable for controlling linear movement of a linear displacement assembly. Subroutines may be reused from one routine to another, in some cases. In addition, inputs from an operator may be requested or prompted by a movement program, e.g. a validation of a dimension, an authorization to proceed with the next step, etc. The operator may define parameters that are used in the main routines or subroutines in advance (i.e. during programming thereof), or live (i.e. via inputs prompted by the main routines or subroutines).

[0130] In some cases, the movement program 300 can be a bending program, i.e. instructions required for performing bend(s) along pre-determined bending line(s) BL(s) to a piece of sheet material. In some cases, the movement program 300 can be a calibration program, i.e. instructions to adjust or reset the position of the carriage 111 along the traveling axis TA of the back gauge system 100.

[0131] Other components of the back gauge system will now be described. In some embodiments, the back gauge system 100 further comprises at least one limit switch disposed at either end of the traveling path of the carriage 111 along the effective range of positions, to limit the travel of the carriage 111 along the traveling axis TA and prevent overtravel of the carriage 111 along thereof, and/or to facilitate the calibration of the linear displacement assembly 110 of the back gauge system 100, for example. The at least one limit switch may be mechanically or magnetically actuated by the carriage 111, for instance. The at least one limit switch can be part of the other devices 250.

[0132] In some embodiments, the back gauge system 100 further comprises an anti-backlash device to reduce or eliminate play between the carriage 111 and the linear displacement assembly 110. In some cases, the anti-backlash device can be a mechanical device to preload the carriage 111 toward the linear displacement assembly 110 in order to reduce or eliminate any play therebetween, as known in the art. In some cases, the anti-backlash device may be configured to provide a feedback loop about the real position of the carriage 111 along the traveling axis TA for the controller to apply a corrective action, e.g. modifying the movement programs to execute by adding or subtracting an offset corresponding of a difference between the real position and the theoretical position of the carriage 111 along the traveling axis TA, as known in the art. The anti- backlash device may be part of the other devices 250 in some cases.

[0133] Compactness of the back gauge system will now be described. In the present technology, the back gauge system 100 is designed and configured to be compact. More particularly, its overall length is optimized in order to minimize the increase of the overall width (OW) of the sheet metal bending brake 10 once installed onto. In addition, its overall height is optimized in order to prevent it to vertically extend beyond the lower clamping surface 32b, the plane P, and/or the lower segment 34b of the cavity 34 of the sheet metal bending brake 10 (except for a portion of the stopper 112 extending above the lower clamping surface 32, the plane P and/or the lower segment 34b to support the leading edge of the piece of sheet material 1).

[0134] A comparison of original sheet metal bending brakes and retrofit of sheet metal bending brakes will now be described. In some cases, the present technology is integrated to the sheet metal bending brake at the time of its manufacture or assembly, where the sheet metal bending brake is originally designed and configured to have the present technology integrated to it. In other words, the back gauge system may be part of an original sheet metal bending brake and offered for sell as is in some cases. Therefore, the sheet metal bending brake is then said to be a sheet metal bending brake with integrated back gauge system.

[0135] In some other cases, the present technology is an apparatus independent from the sheet metal bending brake at the time of its manufacture or assembly, where the sheet metal bending brake is originally not designed and nor configured to have the present technology integrated to it. In other words, the back gauge system may be added afterward to an original sheet metal bending brake and used to retrofit an existing sheet metal bending brake that does not have a back gauge system as disclosed herein. Therefore, the sheet metal bending brake is then said to be a converted sheet metal bending brake once a back gauge system has been integrated to it.

[0136] Conversion of sheet metal bending brakes will now be described. Depending on the context and configuration in which the sheet metal bending brake is used, referred as its bending setup, which may vary from among uses thereof, conversion of an original sheet metal bending brake originally not equipped with the present technology into a converted sheet metal bending brake, i.e. adding a back gauge system as disclosed to a sheet metal bending brake that was not designed nor configured for so, may be challenging in some cases. The challenge comes from a plurality of parameters, such as, without being limited to, the desire of minimizing the impact of the conversion to the overall footprint OF of the converted sheet metal bending brake. In other words, it is desired to keep the original overall width OW and the original overall length OL of the original sheet metal bending brake as much as possible, otherwise modification to the bending setup may be required. For example, sheet metal bending brakes are commonly used in a mobile bending setup, where a sheet metal bending brake is installed and confined in a trailer that is towed on a construction site to bend sheet material. In this bending setup, the room around the sheet metal bending brake in the trailer is very small, so any change in the overall footprint OF of the sheet metal bending brake would be problematic in some cases.

[0137] In some cases, the bending setup includes a support structure or stand for example that was specifically designed and configured to fit with the overall footprint OF of the original sheet metal bending brake. In addition, sometimes this support structure or stand is installed in a way such that it is abutted against a wall or another rigid surface or structure to prevent movement thereof. Changing the original overall footprint OF may be problematic in some of these cases.

[0138] In some other cases, even if there is no physical constraint regarding the overall footprint OF of the sheet metal bending brake, it is desirable to avoid having the back gauge system extending away from the original footprint OF of the sheet metal bending brake and risking having the back gauge system being accidently hit which could lead to potential damages.

[0139] Connection between the back gauge system and the sheet metal bending brake will now be described. The frame 101 of the back gauge system 100 is connected to a component of the sheet metal bending brake 10 via the mounting system 113 such that the traveling axis TA is generally parallel to the axial direction A of the sheet metal bending brake 10.

[0140] In some cases, the connection between the back gauge system 100 and the component of the sheet metal bending brake 10 via the mounting system 113 is a selectively removable connection, e.g. using fasteners and/or clamps to revocably maintaining them connected. In some cases, it may be deemed desirable to disconnect or dismount the back gauge system 100 from the component of the sheet metal bending brake 10, for reducing risks of damage during transportation, or for repositioning the back gauge system 100 in a different configuration, for instances.

[0141] In some cases, the back gauge system 100 can be connected to the structure of the sheet metal bending brake 10. For example, FIGS. 2,3 and 6 show a configuration wherein the back gauge system 100 is mounted to the front and rear beams 23, 24 of the structure of the sheet metal bending brake via the mounting system 113.

[0142] In some other cases, the back gauge system 100 can be connected to a C-shaped frame 30 of the sheet metal bending brake 10, as shown in FIG. 18. More particularly, the back gauge system 100 may be connected to a sidewall of the C-shaped frame 30. This mounting arrangement may be appreciable when the structure of the sheet metal bending brake 10 does not provide suitable mountable area or when a component of the sheet metal bending brake 10 is in the way (e.g. the beam 25), for examples. It is understood that connecting the back gauge system 100 to the C-shaped frame 30 can also be advantageous and beneficial for the operator from a portability perspective, a compactness perspective, and/or a cost perspective, in some cases.

[0143] The stopper will now be described. FIG. 5 shows a partially exploded view of the back gauge system 100. A first stopper 112a is shown as well as a second stopper 112b different from the first stopper 112a. The first stopper 112a is a design identical to the stopper 112 shown in FIG. 4. The second stopper 112b is an alternative design of the stopper 112. Other configurations and designs are contemplated, depending on the model of sheet metal bending brake on which the back gauge system 100 is to be mounted, among other things.

[0144] Both first and second stoppers 112a, 112b have a base connectable to the carriage 111 and define an abutment surface 112c, 112d, respectively, that is generally perpendicular to the traveling axis TA. The main differences between the second stopper 112b and the first stopper 112a are that the abutment surface 112c of the first stopper 112a generally extends above its base, i.e. vertically away from the traveling axis TA and the frame 101 of the back gauge system 100, while the abutment surface 112d of the second stopper 112b generally extends below its base, i.e. vertically toward the traveling axis TA and the frame 101 of the back gauge system 100. In this case, the abutment surface 112d of the second stopper 112b is shaped to be low profile (i.e. to occupy a minimal volume above the traveling axis TA, by example by having a cavity adapted to receive a portion of the frame 101 and thus avoiding interference or contact therewith. Different designs of stoppers can help providing a back gauge system that is contained below the lower clamping surface 32b, plane P and/or the lower segment 34b of the cavity 34 (except for a portion of the stopper 112 that supports the leading edge of the sheet material), and/or that can reach a position near the rearwardmost edge of the lower clamping surface 32b, as shown in FIG. 6. It is understood that a specific design of stopper 112 may be required for a given specific model of sheet metal bending brake. For example but without being limited to, referring to FIG. 5, the design of stopper 112a generally fit on a model of sheet metal bending brake manufactured by InnovaTools Inc., while the design of stopper 112b generally fit on a model of sheet metal bending brake manufactured by Van Mark Product Corp. Design adaptation may be required to fit on other models or brands of sheet metal bending brakes, such as TAPCO (Westlake Royal Building Products, Inc.), for instance.

[0145] In addition, as will be further described below, the stopper 112 and its abutment surface are sized, shaped and adapted to support the leading edge of a piece of sheet material 1, while maximizing the bending capacity of the sheet metal bending brake 10.

[0146] In some embodiments, the abutment surface may be a composed abutment surface including more than one abutment surface (e.g. abutment surface 112d of stopper 112b shown in FIG. 5, for instance). For example, the stopper 112 may be configured to provide more than one abutment surface and to form a composed abutment surface providing stable and square support of the sheet material 1. In some cases, the composed abutment surface may be formed by the presence of more than one back gauge system 100 disposed in parallel on the sheet metal bending brake 10 (as shown in FIGS. 2 and 3, for instance.

[0147] The bending capacity of the sheet metal bending brake will now be described. Referring to FIG. 6, as mentioned above, it is deemed desirable to provide a back gauge system 100 that is disposed as close as possible to the rearwardmost edge of the lower clamping surface 32b of the sheet metal bending brake 10. By minimizing the distance between the abutment surface of the stopper 112, the range of bending capacity of the sheet metal bending brake can be maximized.

[0148] For example, by minimizing the distance between the front end portion 101a of the frame 101 and the rearwardmost edge of the lower clamping surface 32b of the sheet metal bending brake 10, it can simplify the design of the stopper 112 carried by the carriage 111 to get as close as possible to the rearwardmost edge of the lower clamping surface 32b of the sheet metal bending brake 10. In some cases, the stopper 112 is designed to extend toward and as close as possible to the rearwardmost edge of the lower clamping surface 32b of the sheet metal bending brake 10 and thus providing an abutment surface at a location that minimizes the distance therebetween. Examples of designs of stoppers 112 are shown in FIG. 6, as described above, and an additional design of stopper 112 is shown in FIG. 17 as well. The abutment surface of the stopper 112 extends above the lower segment 34b of the cavity 34 of the C-shaped frame 30 to support the leading edge of a piece of sheet material 1.

[0149] Referring back to FIG. 6, once installed on the sheet metal bending brake 10, the back gauge system 100 may define an offset distance between a forwardmost position Pmin of the carriage 111 along the traveling axis TA and the rearwardmost edge of the lower clamping surface 32b that is taken into account during the calibration of the back gauge system 100. As mentioned above, the offset distance should be as small as possible to maximize the bending capacity of the sheet metal bending brake 10. In some cases, the offset distance is null. The offset distance is taken into account in the control of the position of the carriage 111 along the traveling axis TA for a given bending operation to be performed.

[0150] As mentioned above, the sheet metal bending brake 10 has a bending capacity defined by the cavity depth 34a of the C-shaped frame 30. The range of bending capacity is defined by a distance between the forwardmost position Pmin of the stopper 112 on the carriage 111 along the traveling axis TA as described above and a rearwardmost position Pmax of the stopper 112 on the carriage 111 along the traveling axis TA corresponds to the bottom of the cavity 34 (max. depth). This distance, or range of bending capacity, is generally represented by the cavity depth 34a in FIG. 6.

[0151] The back gauge system 100 can be operated such that the carriage 111 is moved at a position Pn along the traveling axis TA within the effective range of positions defined by the distance between forwardmost position Pmin and the rearwardmost position Pmax. More specifically, the controlling system 200 is configured to compensate the axial length of the stopper 112 connected to the carriage 111 such that the abutment surface of the stopper 112 travels along the traveling axis TA minimally from the forwardmost position Pmin to the rearwardmost position Pmax.

[0152] It can thus be said that the back gauge system 100 is configured to move the abutment surface of the stopper 112 in a range corresponding to the bending capacity of the sheet metal bending brake 10 on which it is mounted. In other words, the abutment surface of the stopper 112 can move between the rearwardmost edge of the lower clamping surface 32b (or from an offset therefrom in some cases, as mentioned above) and the bottom of the cavity depth 34a of the C-shaped frame 30.

[0153] The operation of the present technology will now be described, with reference to FIGS. 7 to 16.

[0154] Broadly speaking before going into detail, by controlling a linear position of the carriage 111 along the traveling axis TA of the back gauge system 100 via the controlling system 200 and the linear displacement assembly 110, an axial distance (AD) between the sheet bending edge 37 of the sheet metal bending brake 10 and the leading edge of a piece of sheet material 1 abutted against the abutment surface of the stopper 112 is controlled and selectively changed to perform bend(s) along desired and pre-determined bending line(s) on the sheet material 1.

[0155] As will be illustrated below step by step, the position Pn of the abutment surface of the stopper 112 is selectively moved via the linear displacement assembly 110 to provide specific axial distance(s) AD corresponding to the desired and pre-determined bending line(s) BLn on the sheet material 1. As above-mentioned, the various movements of the linear displacement assembly 110 corresponding to a given position Pn of the abutment surface of the sopper 112 along the traveling axis TA are controlled and directed by the controlling system 200 via instructions part of a movement program selected by the operator. For brevity, manipulations related to the operation of the controlling system 200 have been omitted in the description of the steps of the exemplary bending operation below. It is understood that having the axial distance(s) controlled by the back gauge system 100 is advantageous in comparison with conventional manual operation of sheet metal bending brakes. This advantage will be obvious in view of the description below of the operation of the sheet metal bending brake 10 equipped with the back gauge system 100.

[0156] Prior performing a bend, it is required to cut the leading edge of the piece of sheet material 1 in some cases. The carriage 111 is moved along the traveling axis TA such that the abutment surface of the stopper 112 is a the forwardmost position Pmin, which corresponds to the minimal axial distance ADmin. With the C-shaped frame 30 activated in the raised position, the sheet material 1 is inserted between the upper and lower clamping surfaces 31e, 32b and pushed rearwardly until the leading edge of the sheet material 1 abuts against the abutment surface of the stopper 112. Using a conventional cutting tool (not shown), the leading edge of the piece of sheet material 1 is cut, providing a straight leading edge for the bending operation(s) to follow.

[0157] Referring to FIG. 7 showing Step 1000, for a first bending operation B1, the carriage 111 is moved along the traveling axis TA such that the abutment surface of the stopper 112 is at a first position P1, which corresponds to a first axial distance AD1 corresponding to the bending line BL1. With the C-shaped frame 30 activated in the raised position, the sheet material 1 is inserted between the upper and lower clamping surfaces 31e, 32b and pushed rearwardly (represented by the rearward arrow) until the leading edge of the sheet material 1 abuts against the abutment surface of the stopper 112.

[0158] In FIG. 8 showing Step 1010, the C-shaped frame 30 is activated in the lowered position (represented by the curved clockwise arrow) such that the sheet material 1 is clamped between the upper and lower clamping surfaces 31e, 32b (represented by the straight downward arrow) and ready to be bent along the pre-determined bending line BL1 aligned with the sheet bending edge 37.

[0159] In FIG. 9 showing Step 1020, the bending operation is performed, wherein an operator pivots upwardly the bending member 38 to the first desired bending angle BA1, the movement being represented by the curved counter-clockwise arrow.

[0160] In FIG. 10 showing Step 1030, the operator pivots downwardly the bending member 38 to its initial position, the movement being represented by the curved clockwise arrow.

[0161] In FIG. 11 showing Step 1040, the C-shaped frame 30 is activated in the raised position (represented by the curved counter-clockwise arrow) such that the sheet material 1 is free and pulled away from the upper and lower clamping surfaces 31e, 32b (represented by the forward arrow).

[0162] In FIG. 12 showing Step 1050, for a second bending operation B2, the carriage 111 is moved along the traveling axis TA (represented by the forward arrow) such that the abutment surface of the stopper 112 is at a second position P2, which corresponds to a second axial distance AD2 corresponding to the bending line BL2. In this example, the sheet material 1 is flipped upside down. With the C-shaped frame 30 activated in the raised position, the sheet material 1 is inserted between the upper and lower clamping surfaces 31e, 32b and pushed rearwardly (represented by the rearward arrow) until the leading edge of the sheet material 1 abuts against the abutment surface of the stopper 112.

[0163] In FIG. 13 showing Step 1060, the C-shaped frame 30 is activated in the lowered position (represented by the curved clockwise arrow) such that the sheet material 1 is clamped between the upper and lower clamping surfaces 31e, 32b (represented by the downward arrow) and ready to be bent along the pre-determined bending line BL2 aligned with the sheet bending edge 37.

[0164] In FIG. 14 showing Step 1070, the bending operation is performed, wherein an operator pivots upwardly the bending member 38 to the first desired bending angle BA2, the movement being represented by the curved counter-clockwise arrow.

[0165] In FIG. 15 showing Step 1080, the operator pivots downwardly the bending member 38 to its initial position, the movement being represented by the curved clockwise arrow.

[0166] In FIG. 16 showing Step 1090, the C-shaped frame 30 is activated in the raised position (represented by the curved counter-clockwise arrow) such that the sheet material 1 is free and pulled away from the upper and lower clamping surfaces 31e, 32b (represented by the forward arrow).

[0167] In the examplary operation described above, two bends are performed on a single piece of sheet material 1, wherein the steps to perform the second bend are similar to the steps to perform the first bend, the main difference being the position of the carriage 111 of the back gauge system 100 along the traveling axis TA, defining a different axial distance AD and thus a different bending line BL. It is understood that the operation may be adapted for performing only one bend or more than two bends. In theses cases, some steps of the operation may be removed, added or duplicated as one of ordinary skill in the art will understand.

[0168] Alternatively, in a mass production mode wherein a series of identical pieces of sheet material 1 has to be produced, the present technology may be used in a different way, that is similar to the previous operation from Steps 1000 to 1040, shown in FIGS. 7 to 11, wherein a first piece of sheet material 1 is bent upon the bending line BL1 defined by the carriage 111 of the back gauge system 100 that is at position P1 and at axial distance AD1. Then, after removal of the first piece of sheet material 1 from the sheet metal bending brake 10, a second piece of sheet material is bent upon the same bending line BL1 defined by the carriage 111 of the back gauge system 100 that still is at position P1 and at axial distance AD1. In other words, the steps necessary to perform the first bend (e.g. Steps 1000 to 1040) are repeated for each piece of sheet material 1 of the series of pieces of sheet material 1 to be produced identically, before continuing with the next steps necessary for performing additional bends (e.g. Steps 1050 to 1090, and so on), if required, with each piece of sheet material of the series of pieces of sheet material.

[0169] A person ordinary skilled in the art will appreciate that the present technology provides a sheet material position adjustment mechanism, and more particularly a back gauge system for actively adjusting position of a sheet material in a sheet metal bending brake from one gauging position predetermined for performing a bend in accordance with a predetermined bending line to another for performing another bend in accordance with another predetermined bending line without requiring measuring operations from the operator. Production time in bending pieces of sheet material is materially reduced and the product quality and uniformity from run to run is thus improved. In addition, conversion of original sheet metal bending brakes that were originally not designed nor equipped with a back gauge system is facilitated and with minimal or no material impact on its overall width, thanks to the compactness and mounting configuration of the present technology.

[0170] Modifications and improvements to the above-described embodiments of the present technology may become apparent to those skilled in the art. The foregoing description is intended to be examplary rather than limiting. The scope of the present technology is therefore intended to be limited solely by the scope of the appended claims.