A single-track hoist for mine use

Abstract

The present invention discloses a mine monorail crane, which relates to the technical field of monorail crane equipment and includes an I-beam rail, a carriage distributed below the I-beam rail, and a diesel main engine box. A plurality of groups of connection mechanisms for connecting the carriage and the diesel main engine box are arranged on the outer side of the I-beam rail; a braking mechanism for braking is arranged inside each group of connection mechanisms; a buffer mechanism is connected between each group of connection mechanisms; the connection mechanism drives the carriage and the diesel main engine box to move along the bottom of the I-beam rail. In case of an emergency, the braking of the braking mechanism and the buffering of the buffer mechanism are used to protect the equipment against inertia. The mine monorail crane disclosed by the present invention has the effects of multi-stage braking, high stability and safety.

Description

Technical Field

[0001] The present invention relates to the technical field of monorail crane equipment, and particularly to a mine monorail crane. Background Art

[0002] A mine monorail crane is a special transportation device used for hanging and moving cables, emulsion high-pressure rubber hoses and water pipes in the crossheading of a fully mechanized coal mining face; under the roof on one side of the transportation roadway in the fully mechanized coal mining face, the suspended track is hung by bolts and chains, and all cables, high-pressure rubber hoses and water pipes are hung on the towing vehicle, and using the emulsion pump station in the working face as the power, through the hydraulic step-by-step push-pull device composed of an oil cylinder and a connecting rod, the cables, high-pressure rubber hoses and water pipes are realized to be hung and moved along the roadway.

[0003] During the working process of the traditional mine monorail crane, sudden situations often occur that require braking. When the monorail crane stops, the flexibility of the braking method is limited. Most of them are brake discs or pneumatic / hydraulic emergency braking, and it is impossible to flexibly select buffer braking or emergency braking according to the actual situation faced; when facing sudden situations within the controllable range, the crane that directly adopts emergency braking will cause the carriage to shake violently due to inertia factors, thereby damaging the materials transported by it; and when a few face emergency situations, the crane that can only perform buffer braking cannot brake and avoid danger in the first place; thus, in view of the above problems, it is necessary to improve the existing equipment. Summary of the Invention

[0004] The present invention discloses a mine monorail crane, aiming to solve the technical problem that the flexibility of the braking method of the traditional mine monorail crane is limited during the working process, most of which are brake discs or pneumatic / hydraulic emergency braking, and it is impossible to flexibly select buffer braking or emergency braking according to the actual situation faced, and there are limitations in use.

[0005] In order to achieve the above purpose, the present invention adopts the following technical solutions:

[0006] A mine monorail crane includes an I-beam rail, a carriage distributed under the I-beam rail, and a diesel main engine box. A plurality of groups of connection mechanisms for connecting the carriage and the diesel main engine box are arranged outside the I-beam rail. The connection mechanism includes a plurality of driving parts slidably installed outside the I-beam rail. The driving parts are evenly distributed in groups of two along the horizontal direction, and the carriage and the diesel main engine box are suspended below each group of driving parts;

[0007] A braking mechanism for braking is arranged inside each group of connection mechanisms. The braking mechanism includes base rods fixedly installed on both sides of the driving part, and a braking arm is rotatably installed at the end of each base rod;

[0008] A buffer mechanism is connected between each group of the connecting mechanisms. The buffer mechanism includes a first type of straight rod distributed between two adjacent driving parts in each group. A second type of sleeve rod is slidably sleeved at both ends of the first type of straight rod.

[0009] The connecting mechanism drives the carriage and the diesel main engine box to move along the bottom of the I-beam rail. In case of an emergency, the braking of the braking mechanism and the buffering of the buffer mechanism are used to protect the equipment from inertia.

[0010] By providing a connecting mechanism to drive the carriage and the diesel main engine box to move along the bottom of the I-beam rail for transporting people and goods. In case of an unexpected situation, the operator can use the braking mechanism to perform staged braking on the entire equipment. When facing an unexpected situation within a controllable range, by controlling the initial operation of the braking mechanism and adopting a buffer braking method to cause the crane to stop slowly, so as to provide flexible protection for the people and goods in the carriage, prevent the carriage from shaking violently due to inertial factors, and further damage the materials transported by it. When facing an emergency, by controlling the secondary operation of the braking mechanism to perform forced braking and risk avoidance on the crane in the first time, so as to protect the entire equipment in the first time. And while performing braking and risk avoidance, the buffer mechanisms between several groups of connecting mechanisms will also operate synchronously, thereby reducing the damage caused by inertia generated during emergency braking to people and the goods in the carriage, and improving the functionality and perfection of the traditional mine single-rail hoist.

[0011] In a preferred solution, the connecting mechanism further includes hydraulic motors installed on both sides of each driving part. A driving wheel is installed on the top of the output end of each hydraulic motor. The driving wheels symmetrically clamp both sides of the I-beam rail. A pull rod is connected between the driving parts in the same group. The buffer mechanism is arranged between two adjacent driving parts in each group.

[0012] By providing a driving part between the carriage, the diesel main engine box and the I-beam rail to form a connection, and using the diesel main engine box to control the operation of the hydraulic motors on both sides of the driving part, so as to drive the driving wheels to roll along both sides of the I-beam rail and drive the entire equipment to move, ensuring the reasonable and perfect operation of the equipment.

[0013] In a preferred solution, the braking mechanism further includes a braking spring assembly rotatably connected between two symmetrically distributed braking arms. A braking part is rotatably installed on the top of each braking arm. The end of the braking part penetrates into the interior of the driving part and presses against both sides of the I-beam rail.

[0014] By arranging a brake arm structure driven by a brake spring assembly on the side of the driving part, the rotation of the brake arm is used to drive the brake piece to move synchronously and squeeze and hold both sides of the I-beam rail, so as to brake the moving equipment and ensure the safety during the operation of the equipment.

[0015] In a preferred solution, the buffer mechanism further includes a buffer spring installed inside each of the second-class sleeve rods. Both ends of the buffer spring are fixedly connected to the first-class straight rod and the second-class sleeve rod. Limit grooves are symmetrically opened on the outer sides of both ends of the first-class straight rod. One end of each brake arm is fixedly installed with a plug rod, and the end of the plug rod is squeezed and engaged inside the limit groove.

[0016] By arranging a first-class straight rod structure with second-class sleeve rods sleeved at both ends to connect between several driving parts, when the brake arm is driven by the brake spring assembly to rotate, the plug rod connected to the brake arm will rotate synchronously, thereby releasing the restriction on the first-class straight rod, causing the first-class straight rod to slide into the inside of the second-class sleeve rod, so as to buffer the impact force generated on the goods in the carriage when the equipment stops suddenly and ensure the stability and safety during the operation of the equipment.

[0017] In a preferred solution, the brake piece includes a shaft seat rotatably installed on the top of the brake arm. A shaft rod is fixedly installed at the end of the shaft seat. A torque piece is sleeved on the outer side of the shaft rod. Both the shaft rod and the torque piece horizontally penetrate through the side wall of the driving part. A brake disc is installed at the end of the torque piece. The brake disc contacts the outer side of the I-beam rail. A first pressing piece and a second pressing piece are symmetrically installed on the outer side of one end of the shaft rod close to the brake disc in the vertical direction. The first pressing piece and the second pressing piece are distributed in a horizontal offset manner. An upper brake block and an alloy clamping block are slidably installed inside the brake disc. The second pressing piece and the alloy clamping block are in pressing contact. The first pressing piece and the upper brake block are in pressing contact. A row of emergency stop teeth are respectively arranged at the bottom of both sides of the I-beam rail. The alloy clamping block and the emergency stop teeth that are squeezed and moved are engaged.

[0018] By arranging the brake member to be rotatably mounted on the top of the brake arm by using a shaft seat, a shaft rod structure with a first pressing member and a second pressing member is mounted at the end of the shaft seat. At the same time, a brake disc connected by a torque member is sleeved outside the shaft rod. Along with a small rotation of the brake arm, the brake disc connected by the torque member will squeeze and contact both sides of the I-beam rail, thereby increasing the friction between the equipment and the I-beam rail and realizing the initial buffer braking of the equipment. As the rotation amplitude of the brake arm increases, the contracting torque member will drive the brake disc to move relatively, causing the first pressing member to squeeze and push the upper brake block, so that the upper brake block and the top of the I-beam rail are squeezed and contacted, thereby realizing the secondary buffer braking of the equipment. Then, as the rotation amplitude of the brake arm further increases, the contracting torque member will further drive the brake disc to move relatively, causing the second pressing member to squeeze and push the alloy block, so that the alloy block is engaged with the emergency stop teeth at the bottom of the I-beam rail, thereby directly realizing the forced locking of the equipment. In case of an emergency, the operator can use the operation of the braking mechanism to brake the entire equipment in stages, thereby greatly improving the braking ability of the traditional mine single-track hoist.

[0019] As can be seen from the above. A mine single-track hoist provided by the present invention has the following improvements and advantages compared with the prior art:

[0020] First: By using the rotation of the brake arm to drive the synchronous movement of the brake member and squeeze and clamp both sides of the I-beam rail to brake the moving equipment, and the brake member is generally composed of a shaft seat, a shaft rod with a first pressing member and a second pressing member, a sleeved torque member and a brake disc. When the brake arm rotates slightly, the brake disc connected by the torque member will squeeze and contact both sides of the I-beam rail, thereby increasing the friction between the equipment and the I-beam rail and performing the initial buffer braking of the equipment. As the rotation amplitude of the brake arm increases, the contracting torque member drives the brake disc to move relatively, causing the first pressing member to squeeze and push the upper brake block, so that the upper brake block and the top of the I-beam rail are squeezed and contacted, thereby realizing the secondary buffer braking of the equipment. Then, as the rotation amplitude of the brake arm further increases, the contracting torque member will further drive the brake disc to move relatively, causing the second pressing member to squeeze and push the alloy block, so that the alloy block is engaged with the emergency stop teeth at the bottom of the I-beam rail, thereby directly realizing the forced locking of the equipment. By using the multi-stage braking method, in case of an emergency of the equipment, the operator can select the braking method according to the needs, thereby greatly improving the braking ability of the traditional mine single-track hoist and enhancing the stability of the equipment during operation.

[0021] Second, a first straight rod structure with second sleeve rods sleeved at both ends is connected between several driving parts. When the rotation amplitude of the braking arm increases, causing the device to undergo buffer braking, while the braking arm rotates driven by the braking spring assembly, the insertion rod connected to the braking arm will rotate synchronously, thereby releasing the restriction on the first straight rod, causing the first straight rod to slide towards the inside of the second sleeve rod, thereby buffering the impact force generated by the inertial factor on the goods in the carriage when the device suddenly stops, and further improving the stability and safety of the device during operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 FIG. is a schematic diagram of the overall structure of a single-rail hoist for mining proposed by the present invention.

[0023] Figure 2 A single-rail hoist for mining proposed by the present invention Figure 1 The enlarged view of the structure at A in FIG.

[0024] Figure 3 FIG. is a schematic diagram of the connection mechanism structure of a single-rail hoist for mining proposed by the present invention.

[0025] Figure 4 FIG. is a schematic diagram of the driving part structure of a single-rail hoist for mining proposed by the present invention.

[0026] Figure 5 FIG. is a side view of the connection mechanism of a single-rail hoist for mining proposed by the present invention.

[0027] Figure 6 FIG. is a cross-sectional view of the driving part structure of a single-rail hoist for mining proposed by the present invention.

[0028] Figure 7 FIG. is a schematic diagram of the braking mechanism structure of a single-rail hoist for mining proposed by the present invention.

[0029] Figure 8 FIG. is a cross-sectional view of the brake part structure of a single-rail hoist for mining proposed by the present invention.

[0030] Figure 9 FIG. is a cross-sectional view of the buffer mechanism structure of a single-rail hoist for mining proposed by the present invention.

[0031] Figure 10 FIG. is a cross-sectional view of the contact state between the brake disc and the side surface of the I-beam rail of a single-rail hoist for mining proposed by the present invention.

[0032] Figure 11 FIG. is a cross-sectional view of the contact state between the upper brake block and the top of the I-beam rail of a single-rail hoist for mining proposed by the present invention.

[0033] Figure 12 FIG. is a cross-sectional view of the engagement state between the alloy block and the emergency stop teeth of a single-rail hoist for mining proposed by the present invention.

[0034] In the figure: 1. I-beam rail; 2. carriage; 3. diesel main engine box; 4. connecting mechanism; 401. driving part; 402. hydraulic motor; 403. driving wheel; 404. pull rod; 405. universal rotating shaft; 406. fixing plate; 5. braking mechanism; 501. base rod; 502. braking arm; 503. braking spring assembly; 504. braking part; 5040. elastic part; 5041. shaft seat; 5042. shaft rod; 5043. torque part; 5044. brake disc; 5045. first extrusion part; 5046. second extrusion part; 5047. upper braking block; 5048. alloy clamping block; 5049. emergency stop tooth; 6. buffer mechanism; 601. first type of straight rod; 602. second type of sleeve rod; 603. buffer spring; 604. limit groove; 605. inserting rod; 606. roller; 7. high-pressure rubber hose. Specific embodiments

[0035] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments.

[0036] A mine single-rail hoist disclosed by the present invention is mainly applied to the scenario of transporting materials during underground mine operations.

[0037] Refer to Figures 1 to 9 , a mine single-rail hoist, including an I-beam rail 1, a carriage 2 distributed below the I-beam rail 1, and a diesel main engine box 3. A plurality of groups of connecting mechanisms 4 for connecting the carriage 2 and the diesel main engine box 3 are arranged on the outer side of the I-beam rail 1. The connecting mechanism 4 includes a plurality of driving parts 401 slidably installed on the outer side of the I-beam rail 1. The driving parts 401 are evenly distributed in groups of two along the horizontal direction. The carriage 2 and the diesel main engine box 3 are suspended below each group of driving parts 401;

[0038] A braking mechanism 5 for braking is arranged inside each group of connecting mechanisms 4. The braking mechanism 5 includes base rods 501 fixedly installed on both sides of the driving part 401, and a braking arm 502 is rotatably installed at the end of each base rod 501;

[0039] A buffer mechanism 6 is connected between each group of connecting mechanisms 4. The buffer mechanism 6 includes a first type of straight rod 601 distributed between two adjacent driving parts 401 in each group. A second type of sleeve rod 602 is slidably sleeved at both ends of the first type of straight rod 601;

[0040] The connecting mechanism 4 drives the carriage 2 and the diesel main engine box 3 to move along the bottom of the I-beam rail 1. In case of an emergency, the braking of the braking mechanism 5 and the buffering of the buffer mechanism 6 are used to protect the equipment against inertia.

[0041] In this embodiment: The I-beam rail 1 is flexibly fixed to the top of the roadway by a chain. During use, an operator sits inside the carriage 2, and at the same time starts the diesel main engine box 3 and drives the variable hydraulic press built in the diesel main engine box 3, causing the connecting mechanism 4 to operate. The connecting mechanism 4 drives the entire device to move along the top of the I-beam rail 1; when an emergency occurs, the operator brakes the entire device in stages by starting the operation of the braking mechanism 5; when facing an emergency within a controllable range, the braking mechanism 5 is controlled to operate initially, and a buffer braking method is adopted to cause the entire device to stop slowly, thereby providing flexible protection for the people and goods in the carriage 2, preventing the carriage 2 from shaking violently due to inertia factors, and further damaging the materials it transports; when facing an emergency, the braking mechanism 5 is controlled to operate a second time to forcibly brake and avoid danger for the entire device, thereby protecting the entire device in a timely manner. At the same time as braking and avoiding danger, the buffer mechanism 6 between several groups of connecting mechanisms 4 will also operate synchronously, thereby reducing the damage caused by inertia generated during emergency braking to people and the goods in the carriage 2.

[0042] In the above solution, considering that the entire device needs to be moved, the specific operation is as follows.

[0043] Refer to Figure 1 、 Figures 3 to 6 In a preferred embodiment, on both sides of each driving part 401 of the connecting mechanism 4, a hydraulic motor 402 is installed. At the top of the output end of each hydraulic motor 402, a driving wheel 403 is installed. The driving wheels 403 symmetrically clamp both sides of the I-beam rail 1. A pull rod 404 is connected between the same group of driving parts 401. The buffer mechanism 6 is arranged between each adjacent two driving parts 401.

[0044] In this embodiment: The operator sits inside the carriage 2, and at the same time starts the diesel main engine box 3 and drives the variable hydraulic press built in the diesel main engine box 3, causing several hydraulic motors 402 to start. The operating hydraulic motors 402 will drive the driving wheels 403 to rotate synchronously, causing the driving wheels 403 to drive the entire device to move along the top of the I-beam rail 1; among them, fixing plates 406 are fixedly installed on both sides of the driving part 401, and the hydraulic motors 402 are fixed to the side of the driving part 401 through the fixing plates 406.

[0045] In the above solution, considering that in order to ensure that the device can move and be braked when an emergency occurs, the specific operation is as follows.

[0046] Refer to Figures 3 to 8, in a preferred embodiment, the braking mechanism 5 further includes a braking spring assembly 503 rotatably connected between two symmetrically distributed braking arms 502. At the top of each braking arm 502, a braking member 504 is rotatably installed. The end of the braking member 504 penetrates into the interior of the driving part 401 and presses against both sides of the I-beam rail 1.

[0047] In this embodiment: When facing unexpected situations within a controllable range, the operator drives the braking spring assembly 503 through the diesel main engine box 3 at this time, causing the braking spring assembly 503 to operate. The two ends of the braking spring assembly 503 extend synchronously, thereby pushing the two braking arms 502, causing the braking arms 502 to rotate around the base rod 501. The rotating braking arms 502 will drive the braking members 504 at the top to rotate synchronously, thereby pressing against both sides of the I-beam rail 1, increasing the friction between the I-beam rail 1 and the driving part 401, and causing the entire device to slowly stop moving; thereby providing flexible protection for the people and goods in the carriage 2, preventing the carriage 2 from shaking violently due to inertial factors, and further damaging the materials transported by it; When facing an emergency, the operator drives the braking spring assembly 503 again, causing the two ends of the braking spring assembly 503 to extend further, thereby causing the braking member 504 to engage with both sides of the I-beam rail 1, forcibly braking and avoiding danger for the entire device, and providing timely protection for the entire device.

[0048] In the above solution, considering reducing the impact force on the goods inside the carriage 2 caused by inertial factors when the device stops braking, the specific operation is as follows.

[0049] Refer to Figure 1 、 Figures 3 to 4 、 Figure 9 , in a preferred embodiment, the buffer mechanism 6 further includes a buffer spring 603 installed inside each second-class sleeve rod 602. The two ends of the buffer spring 603 are fixedly connected to the first-class straight rod 601 and the second-class sleeve rod 602. Limiting grooves 604 are symmetrically opened on the outer sides of both ends of the first-class straight rod 601. On one side of each braking arm 502, a plug rod 605 is fixedly installed. The end of the plug rod 605 is pressed and engaged inside the limiting groove 604.

[0050] In this embodiment: Under normal conditions, the brake spring assembly 503 is in a contracted state. At this time, the insertion rods 605 on the side of each brake arm 502 are engaged in the limit grooves 604 inside the first type of straight rod 601, causing the first type of straight rod 601 and the second type of sleeve rod 602 to be in a locked state. The several groups of driving parts 401 that move are connected by the first type of straight rod 601 and the second type of sleeve rod 602. When facing an emergency, the operator drives the brake spring assembly 503 through the diesel main engine box 3 at this time, causing the brake spring assembly 503 to extend and push the two brake arms 502, causing the brake arms 502 to rotate around the base rod 501. While the brake arms 502 rotate, the insertion rods 605 will rotate synchronously, so as to move out of the limit grooves 604. At this time, the first type of straight rod 601 that loses its restriction will move into the inside of the second type of sleeve rod 602 on one side under the influence of inertia and compress the buffer spring 603, thereby buffering the impact force received by the goods inside the carriage 2 due to inertia factors; among them, a roller 606 is rotatably installed at the end of each insertion rod 605, and the roller 606 is engaged in the inside of the limit groove 604; after the emergency stop, the operator controls the brake spring assembly 503 to reset and contract and controls the driving part 401 to continue to move. While the brake spring assembly 503 contracts, it will drive the brake arms 502 and the insertion rods 605 to rotate back. Since the first type of straight rod 601 is squeezed into the inside of the second type of sleeve rod 602 at this time, the limit groove 604 and the roller 606 that moves back are misaligned and cannot enter the engaged state. Along with the movement of the driving part 401, the first type of straight rod 601 that is squeezed into the inside of the second type of sleeve rod 602 will slowly move back. During this process, the roller 606 will slide along the surface of the first type of straight rod 601, causing the roller 606 to engage with the limit groove 604 again.

[0051] Furthermore, it is supplemented and explained that: A high-pressure rubber hose 7 is arranged at the bottom of the connecting mechanism 4, and the high-pressure rubber hose 7 is connected to the diesel main engine box 3, the hydraulic motor 402 and the brake spring assembly 503 to drive the hydraulic motor 402 and the brake spring assembly 503 to operate; and a universal rotating shaft 405 is installed at the end of each pull rod 404 and the second type of sleeve rod 602, and is connected to the driving part 401 through the universal rotating shaft 405.

[0052] Refer to Figure 8, in a preferred embodiment, the brake member 504 includes a shaft seat 5041 rotatably mounted on the top of the brake arm 502. A shaft rod 5042 is fixedly installed at the end of the shaft seat 5041. A torque member 5043 is sleeved on the outer side of the shaft rod 5042. Both the shaft rod 5042 and the torque member 5043 horizontally penetrate through the side wall of the driving part 401. A brake disc 5044 is installed at the end of the torque member 5043. The brake disc 5044 contacts the outer side of the I-beam rail 1. First squeezing members 5045 and second squeezing members 5046 are symmetrically installed on the outer side of one end of the shaft rod 5042 close to the brake disc 5044 along the vertical direction. The first squeezing members 5045 and the second squeezing members 5046 are staggeredly distributed along the horizontal direction. An upper brake block 5047 and an alloy clamping block 5048 are slidably installed inside the brake disc 5044. The second squeezing member 5046 and the alloy clamping block 5048 are in squeezing contact. The first squeezing member 5045 and the upper brake block 5047 are in squeezing contact. A row of emergency stop teeth 5049 are respectively arranged at the bottom of both sides of the I-beam rail 1. The alloy clamping block 5048 that moves under extrusion is engaged with the emergency stop teeth 5049.

[0053] In this embodiment: When facing an unexpected situation within a controllable range, the operator drives the brake spring assembly 503 through the diesel main engine box 3 at this time, causing the brake spring assembly 503 to operate. The two ends of the brake spring assembly 503 are synchronously extended, thereby pushing the two brake arms 502, causing the brake arms 502 to rotate around the base rod 501. The rotating brake arms 502 will drive the shaft seat 5041, the shaft rod 5042, the torque member 5043 and the brake disc 5044 at the top to rotate synchronously, thereby causing the brake disc 5044 to squeeze and contact both sides of the I-beam rail 1, increasing the friction between the I-beam rail 1 and the driving part 401, causing the entire device to slowly stop moving (as Figure 10 shown); thereby protecting the people and goods in the carriage 2 and preventing the carriage 2 from violently shaking due to inertial factors, and further damaging the materials transported by it; when facing an emergency, the operator drives the brake spring assembly 503 again, causing the two ends of the brake spring assembly 503 to be further extended, thereby causing the brake disc 5044 and the I-beam rail 1 to be further squeezed, causing the torque member 5043 to contract. At the same time of contraction, the first squeezing members 5045 and the second squeezing members 5046 on the outer side of the shaft rod 5042 will move relatively, causing the first squeezing member 5045 to first squeeze the upper brake block 5047, causing the upper brake block 5047 to move towards the outer side of the brake disc 5044, and making the top of the upper brake block 5047 squeeze on the top of the I-beam rail 1 (as Figure 11As shown in the figure, wear-resistant rubber is provided on the top of the upper brake block 5047, which can improve the braking force-bearing surface and friction force, so as to perform secondary buffer braking. Immediately afterwards, the second pressing member 5046 will press on the alloy block 5048, causing the alloy block 5048 that is pressed and moved to move and engage with the emergency stop tooth 5049 (as Figure 12 shown), so as to directly perform forced braking and risk avoidance on the entire device, and provide timely protection for the entire device.

[0054] Among them, it should be added that: an elastic member 5040 is connected between the interlayer of the upper brake block 5047 and the brake disc 5044, and between the interlayer of the alloy block 5048 and the brake disc 5044, which is used to drive the alloy block 5048 and the upper brake block 5047 that have lost extrusion to reset and move.

[0055] Working principle: When in use, the operator sits inside the carriage 2, and at the same time starts the diesel main engine box 3 and drives the variable hydraulic press built in the diesel main engine box 3, causing several hydraulic motors 402 to start. The running hydraulic motors 402 will drive the driving wheels 403 to rotate synchronously, causing the driving wheels 403 to drive the entire device to move along the top of the I-beam rail 1. When it is necessary to brake the device, the operator drives the brake spring assembly 503 through the diesel main engine box 3 at this time, causing the brake spring assembly 503 to operate. The two ends of the brake spring assembly 503 extend synchronously, thereby pushing the two brake arms 502, causing the brake arms 502 to rotate around the base rod 501. The rotating brake arms 502 will drive the top seat 5041, shaft rod 5042, torque member 5043 and brake disc 5044 to rotate synchronously, so that the brake disc 5044 presses against both sides of the I-beam rail 1 (as Figure 10 shown), increasing the friction force between the I-beam rail 1 and the driving part 401, causing the entire device to slowly stop moving, providing flexible protection for the people and goods in the carriage 2, and preventing the carriage 2 from shaking violently due to inertial factors, thereby damaging the transported materials; in the face of an emergency, the operator drives the brake spring assembly 503 again, causing the two ends of the brake spring assembly 503 to further extend, so that the brake disc 5044 and the I-beam rail 1 are further pressed, causing the torque member 5043 to contract. At the same time of contraction, the first pressing member 5045 and the second pressing member 5046 on the outer side of the shaft rod 5042 will move relatively, causing the first pressing member 5045 to first press on the upper brake block 5047, and the upper brake block 5047 moves towards the outside of the brake disc 5044 and presses on the top of the I-beam rail 1 (as Figure 11 shown), so as to perform secondary buffer braking. Immediately afterwards, the second pressing member 5046 will press on the alloy block 5048, causing the alloy block 5048 that is pressed and moved to move and engage with the emergency stop tooth 5049 (as Figure 12As shown, the entire device is directly locked and braked forcefully to avoid danger to the entire device in a timely manner. Under normal conditions, the insertion rods 605 on the side of each braking arm 502 are engaged in the limiting grooves 604 inside a type of straight rod 601, causing the type of straight rod 601 and the type-two sleeve rod 602 to be in a locked state. The several groups of driving parts 401 that move are connected by the type of straight rod 601 and the type-two sleeve rod 602. When facing an emergency, along with the rotation of the braking arm 502 around the base rod 501, the insertion rod 605 will rotate synchronously while the braking arm 502 rotates, and thus move out of the limiting groove 604. At this time, the type of straight rod 601 that loses its restriction will move into the inside of the type-two sleeve rod 602 on one side under the influence of inertia and compress the buffer spring 603, thereby buffering the impact force on the goods inside the carriage 2 due to inertia factors.

[0056] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention, according to the technical solution of the present invention and its inventive concept, makes equivalent substitutions or changes, and should be covered by the protection scope of the present invention.

Claims

1. A mining monorail crane, comprising an I-shaped steel rail (1), a carriage (2) and a diesel main engine box (3) arranged below the I-shaped steel rail (1), characterized in that: The outer side of the I-shaped steel rail (1) is provided with a plurality of connection mechanisms (4) for connecting the carriage (2) and the diesel main engine box (3), the connection mechanisms (4) comprising a plurality of drive parts (401) slidably mounted on the outer side of the I-shaped steel rail (1), the drive parts (401) being arranged in groups of two and evenly distributed in the horizontal direction, and the carriage (2) and the diesel main engine box (3) being suspended below each group of the drive parts (401); Each group of the connecting mechanisms (4) is provided with a brake mechanism (5) for braking, the brake mechanism (5) comprising base rods (501) fixedly mounted on both sides of the driving part (401), a brake arm (502) being rotatably mounted on the end of each base rod (501), a brake member (504) being rotatably mounted on the top of each brake arm (502), the brake member (504) comprising an axle seat (5041) rotatably mounted on the top of the brake arm (502), a shaft rod (5042) being fixedly mounted on the end of the shaft seat (5041), an outer sleeve of the shaft rod (5042) A torque member (5043) is installed on the end of the torque member (5043), a brake disc (5044) is installed on the end of the torque member (5043), a first extrusion member (5045) and a second extrusion member (5046) are symmetrically installed in the vertical direction on the outer side of one end of the shaft rod (5042) close to the brake disc (5044), an upper brake block (5047) and an alloy clamping block (5048) are slidably installed inside the brake disc (5044), and a row of emergency stop teeth (5049) are respectively arranged at the bottom of both sides of the I-beam rail (1), and the alloy clamping block (5048) moved by extrusion is engaged with the emergency stop teeth (5049); A buffer mechanism (6) is connected between each group of the connecting mechanisms (4), and the buffer mechanism (6) comprises a first-class straight rod (601) distributed between two adjacent driving parts (401) in each group, and a second-class sleeve rod (602) is slidably sleeved at both ends of the first-class straight rod (601), and limiting grooves (604) are symmetrically provided on the outer sides of both ends of the first-class straight rod (601), and a plug rod (605) is fixedly installed on one side of each brake arm (502), and under normal conditions, the end of the plug rod (605) is squeezed and engaged with the inside of the limiting groove (604), so that the first-class straight rod (601) and the second-class sleeve rod (602) are in a locked state; The carriage (2) and the diesel main engine box (3) are driven to move along the bottom of the I-beam rail (1) by the connecting mechanism (4); in an emergency, the braking mechanism (5) and the buffering mechanism (6) are used to provide anti-inertia protection for the device; The shaft (5042) and the torque member (5043) are both horizontally extended through the side wall of the driving portion (401); the brake disc (5044) contacts the outer side of the I-beam rail (1); the first extruded member (5045) and the second extruded member (5046) are staggered in the horizontal direction; the second extruded member (5046) and the alloy clamping block (5048) are in extrusion contact; and the first extruded member (5045) and the upper brake block (5047) are in extrusion contact.

2. A mining monorail crane according to claim 1, characterized in that: The connection mechanism (4) further comprises hydraulic motors (402) mounted on both sides of each driving unit (401), a driving wheel (403) mounted on the top of the output end of each hydraulic motor (402), the driving wheels (403) being symmetrically clamped on both sides of the I-beam rail (1), a pull rod (404) being connected between the driving units (401) in the same group, and the buffer mechanism (6) being arranged between two adjacent driving units (401) in each group.

3. A mining monorail crane according to claim 2, characterized in that: The brake mechanism (5) further comprises a brake spring assembly (503) rotatably connected between two symmetrically distributed brake arms (502), and ends of the brake member (504) penetrate into the interior of the drive unit (401) and are pressed and contacted with two sides of the I-beam rail (1).

4. A mining monorail crane according to claim 3, characterized in that: The buffer mechanism (6) further comprises a buffer spring (603) installed inside each of the second-type sleeve rods (602), and two ends of the buffer spring (603) are fixedly connected to the first-type straight rod (601) and the second-type sleeve rod (602).

5. A mining monorail crane according to claim 4, characterized in that: A universal shaft (405) is installed at the end of each of the pull rods (404) and the second type sleeve rod (602), and is connected to the driving part (401) via the universal shaft (405).

6. A mining monorail crane according to claim 5, characterized in that: Fixing plates (406) are fixedly mounted on both sides of the driving part (401), and the hydraulic motor (402) is fixed to the side surfaces of the driving part (401) via the fixing plates (406).

7. A mining monorail crane according to claim 6, characterized in that: An elastic member (5040) is connected between the interlayer of the upper brake block (5047) and the brake disc (5044), and between the interlayer of the alloy clamping block (5048) and the brake disc (5044).

8. A mining monorail crane according to claim 7, characterized in that: A roller (606) is rotatably mounted on the end of each insertion rod (605), and the roller (606) is engaged inside the limiting groove (604).

9. A mining monorail crane according to claim 8, characterized in that: A high-pressure rubber hose (7) is provided at the bottom of the connecting mechanism (4), and the high-pressure rubber hose (7) is connected to the diesel main engine box (3), the hydraulic motor (402) and the brake spring assembly (503) to drive the hydraulic motor (402) and the brake spring assembly (503) to operate.

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