A heavy load mine monorail hoist anti-derailing protection mechanism

Abstract

The present application relates to the technical field of mine hoist protection, in particular to a heavy-load mine monorail hoist derailment prevention protection mechanism, comprising a long slide rail frame, a sliding mechanism and a heavy-load carriage, the sliding mechanism is slidingly connected to the end of the long slide rail frame, and the heavy-load carriage is movably installed at the bottom of the sliding mechanism; wherein the sliding mechanism is provided with a basic operation mechanism and a derailment prevention braking assembly, the basic operation mechanism can complete adaptive adjustment assembly according to the actual working condition of the track, and realize the front prevention and control of the derailment risk, the present application not only is provided with the basic operation mechanism to realize adaptive adjustment assembly and effectively prevent and control the front derailment risk, but also is additionally provided with the derailment prevention braking assembly, so that when the wheel encounters sudden abnormal working condition, it can quickly respond, through the rapid switching of the alternative wheel or the emergency braking operation, the stable and close contact state between the sliding mechanism and the long slide rail frame is maintained, thereby greatly improving the safety and reliability of the monorail hoist operation.

Description

Technical Field

[0001] This invention relates to the field of mine crane protection technology, specifically to a derailment prevention protection mechanism for heavy-duty mine monorail cranes. Background Technology

[0002] Heavy-duty mining monorail cranes are core and critical equipment for material transportation and equipment transfer in underground mines. Their operational stability directly affects mine production efficiency and the personal safety of workers. However, the underground mining environment is complex, and track laying is limited by geological conditions and construction precision, which can easily lead to problems such as track width deviation, uneven height gaps, track surface undulations, local welding slag protrusions, or loose and protruding connecting parts. These problems can easily cause the crane's sliding mechanism to detach from the track, resulting in derailment accidents, equipment damage, material overturning, and even endangering the safety of workers.

[0003] At present, the technologies related to preventing derailment of mining monorail cranes are mostly passive and single-function protection, which generally have defects such as poor adaptability, insufficient protection redundancy, and delayed emergency response, making it difficult to meet the all-weather safety protection requirements under heavy load conditions.

[0004] Further analysis of CN202410401350.2 (Anti-derailment and anti-collision device for mine monorail hoist) reveals that this patent relies on sensing components and hydraulic telescopic rods to achieve derailment detection, braking triggering, and collision buffering. While it provides basic protection, it still has inherent technical shortcomings:

[0005] (1) Lack of track condition adaptive capability: The load-bearing wheel set and frame are fixed structures, and the height and lateral position cannot be adjusted. They are only compatible with standard tracks, and the adaptability to track deviations and deformations is extremely poor. The wheel and rail fit is unstable and they are prone to uneven wear and jamming. The front anti-detachment effect is poor.

[0006] (2) No redundant wheel set setting: Only a single load-bearing wheel set is set, and there is no spare wheel set. When the wheel is damaged or encounters an obstacle, the machine can only be stopped passively. It is impossible to quickly switch the wheel set to resume operation, which can easily interrupt transportation and poses a risk of slippage and derailment.

[0007] (3) Single protection function: It only focuses on derailment sensing and collision buffering, without longitudinal buffer energy absorption structure. Impact of the zigzag section can easily lead to wheel-rail separation, and there is no fitting reinforcement design, resulting in insufficient stability under heavy load.

[0008] (4) The emergency closed loop is not perfect: it can only trigger braking after derailment occurs, which is a post-event remedial protection and cannot realize the prediction and pre-emptive handling of abnormal working conditions;

[0009] Therefore, there is an urgent need to develop an anti-derailment protection mechanism with multi-dimensional adaptive adjustment, dual-wheel redundancy switching, magnetic adhesion reinforcement, buffer energy absorption and emergency braking coordination, to solve the core pain points of existing technologies and fill the technological gap of efficient anti-derailment under heavy load conditions. Summary of the Invention

[0010] The purpose of this invention is not only to equip the basic operating mechanism to achieve adaptive adjustment assembly and effectively prevent the risk of derailment, but also to add an anti-derailment braking component to ensure that when the wheels encounter sudden abnormal working conditions, it can respond quickly and maintain a stable contact state between the sliding mechanism and the long slide rail frame by quickly switching the alternative wheels or performing emergency braking operations, thereby greatly improving the safety and reliability of monorail crane operation.

[0011] The objective of this invention can be achieved through the following technical solution: a derailment protection mechanism for a heavy-duty mining monorail crane, comprising a long slide rail frame, a sliding mechanism, and a heavy-duty car, wherein the sliding mechanism is slidably sleeved on the end of the long slide rail frame, and the heavy-duty car is movably installed at the bottom of the sliding mechanism;

[0012] The sliding mechanism is equipped with a basic operating mechanism and an anti-derailment braking component. The basic operating mechanism can be adaptively adjusted and assembled according to the actual working conditions of the track to achieve proactive prevention of derailment risk. The anti-derailment braking component can quickly switch to alternative wheels or perform emergency braking operations when the wheels encounter sudden abnormal working conditions (such as wheel damage or obstacles inside the track), ensuring that the sliding mechanism always maintains a stable contact with the long slide rail frame.

[0013] Furthermore, the heavy-duty carriage is symmetrically equipped with sliding frames at both ends of the top, and the two sets of sliding frames are provided with opening slots on opposite sides. The sliding frames are provided with convex grooves inside, and T-shaped sliding strips are adapted to slide inside the convex grooves. The top of the T-shaped sliding strips is tightly connected to the bottom of the basic running mechanism.

[0014] Furthermore, the basic operating mechanism includes a base frame, a drive cylinder, a movable frame, a frame, a dual-shaft drive motor, a spiral guide rod, a movable lifting frame, and a concave outer frame. Steering pulleys are installed at the four corners of the base frame bottom surface, and a power device is installed at the center of the base frame bottom surface to provide power for the movement of the base frame along the long slide rail frame.

[0015] The movable frame is mounted on the top surface of the base frame via a drive cylinder. The frame is fixedly located at the top center of the movable frame. The dual-axis drive motor is fixedly mounted at the center of the frame. Two sets of spiral guide rods are respectively fixedly mounted on the two end shafts of the dual-axis drive motor. The movable lifting frame is spirally sleeved on the outside of the spiral guide rods. Telescopic rods are respectively provided between the front and rear sides of the movable lifting frame and the opposite side of the frame. The concave outer frame is fixedly mounted on the bottom of the movable lifting frame.

[0016] Furthermore, an E-shaped support frame is fixedly installed on the inner wall of the concave outer frame. Vertical abutment bars are fixedly installed longitudinally at the front and rear ends of the opening side of the concave outer frame. Two sets of longitudinally arranged buffer grooves are symmetrically arranged on the front and rear inner walls of the concave outer frame. A sliding rod is installed longitudinally on the inner wall of the buffer. A long sliding strip adapted to the inside of the buffer groove is installed on the opposite side of the E-shaped support frame and the buffer groove. The end of the long sliding strip is sleeved on the middle section of the corresponding sliding rod. Resistance spring rings are sleeved on the outside of the sliding rod at the upper and lower positions of the long sliding strip.

[0017] Furthermore, the front and rear frames of the E-type load-bearing frame are provided with transverse grooves along the length direction. The two sets of transverse grooves are respectively provided with a traveling pulley group and a backup pulley group at opposite oblique angles. The anti-detachment braking component covers the top of the traveling pulley group and the backup pulley group. A permanent magnet block is embedded in the side of the E-type load-bearing frame away from the concave outer frame.

[0018] Furthermore, the structure of the walking pulley group and the alternative pulley group is the same, both including a double-shaft sleeve, a drive shaft and wheel bodies. The double-shaft sleeve is longitudinally installed inside the transverse groove, the drive shaft is longitudinally inserted inside the double-shaft sleeve, and the drive shaft is rotatably connected to the double-shaft sleeve. The two sets of wheel bodies are respectively installed at the beginning and end of the drive shaft.

[0019] Furthermore, the anti-detachment braking assembly includes a single-axis drive motor, a limiting sleeve frame, a shifting long frame, and a second drive cylinder. The single-axis drive motor is fixedly installed at the center of the top surface of the E-type bearing frame, and the limiting sleeve frame is fixedly installed at the top output shaft of the single-axis drive motor. The shifting long frame is sleeved through the outside of the limiting sleeve frame, and the second drive cylinder is located in the overlapping area between the bottom surface of the shifting long frame and the limiting sleeve frame.

[0020] Furthermore, the front and rear ends of the shift frame are provided with slots, and a double-axis clamping cylinder is movably sleeved inside each slot. A vertical rod is longitudinally installed inside the double-axis clamping cylinder. The vertical rod is fixedly installed on the top of the drive shaft. A pressure spring coil is wound around the outer wall of the vertical rod at the upper end of the double-axis clamping cylinder. Several sets of locking rods are installed in a circular pattern on the top of the double-axis clamping cylinder.

[0021] Compared with the prior art, the beneficial effects of the present invention are:

[0022] (1) The height is adaptively adjusted by driving cylinder and the lateral position is adjusted by dual-axis drive motor and spiral guide rod. It can be adapted to mining tracks of different heights and widths, and at the same time compensates for the lateral deviation of the track, solves the problem of poor adaptability of existing mechanisms, and improves the installation and fitting accuracy.

[0023] (2) By using the magnetic adsorption of permanent magnet blocks and the inner wall of the track, combined with the longitudinal buffer and shock absorption structure between the concave outer frame and the E-type load-bearing frame, the longitudinal impact force during operation is effectively absorbed, preventing the wheels from separating from the track due to impact, and reducing the risk of derailment from the source.

[0024] (3) Timely and efficient handling of abnormal working conditions: The walking pulley group and the alternative pulley group are arranged diagonally. With the help of the anti-derailment braking component, the two pulley groups can be quickly switched. When encountering track obstacles or wheel damage, the machine can be quickly restored without stopping for maintenance. At the same time, the emergency braking function can prevent the mechanism from slipping and avoid the derailment accident from escalating.

[0025] In summary, this device integrates multiple anti-derailment protections, including height adjustment, lateral adjustment, magnetic bonding, buffering and shock absorption, dual pulley group switching, and emergency braking, ensuring that the sliding mechanism is always stably bonded to the long slide rail frame, significantly reducing the probability of derailment accidents for heavy-duty mining monorail cranes. Attached Figure Description

[0026] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings.

[0027] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0028] Figure 2 This is a three-dimensional schematic diagram of the combination of the heavy-duty carriage, basic operating mechanism and anti-derailment braking component of the present invention;

[0029] Figure 3 This is a three-dimensional schematic diagram of the combination of the basic operating mechanism and the anti-detachment braking component of the present invention;

[0030] Figure 4 This is a side view of a partial structure combining the long slide rail frame and the basic running mechanism of the present invention;

[0031] Figure 5 This is a top sectional view of the combination of the long slide rail frame and the basic running mechanism of the present invention;

[0032] Figure 6 This is a partial three-dimensional schematic diagram of the combination of the basic operating mechanism and the anti-detachment braking component of the present invention;

[0033] Figure 7 This is a front sectional view of the combination of the long slide rail frame, the basic running mechanism, and the anti-detachment braking component of the present invention.

[0034] In the diagram: 1. Long slide rail frame; 2. Sliding mechanism; 3. Heavy-duty car body; 301. Sliding frame; 302. T-shaped sliding bar; 4. Basic running mechanism; 41. Base frame; 42. Drive cylinder one; 43. Movable frame; 44. Frame; 45. Dual-shaft drive motor; 46. Spiral guide rod; 47. Moving lifting frame; 48. Concave outer frame; 481. Vertical abutment bar; 482. Sliding rod; 483. Resistance spring coil; 49. E-type 491. Load-bearing frame; 410. Long slide bar; 411. Traveling pulley block; 412. Alternate pulley block; 413. Permanent magnet block; 414. Double-axis sleeve; 415. Drive shaft; 416. Wheel body; 5. Anti-detachment braking assembly; 51. Single-axis drive motor; 52. Limiting sleeve frame; 53. Altering long frame; 54. Drive cylinder two; 55. Double-axis clamp; 56. Upright pole; 57. Pressure spring coil; 58. Locking rod. Detailed Implementation

[0035] The technical solution of the present invention will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0036] Example 1: Please refer to Figure 1 - Figure 2 A derailment protection mechanism for a heavy-duty mining monorail crane includes a long slide rail frame 1, a sliding mechanism 2, and a heavy-duty carriage 3. The sliding mechanism 2 is slidably sleeved at the end of the long slide rail frame 1, and the heavy-duty carriage 3 is movably installed at the bottom of the sliding mechanism 2. The sliding mechanism 2 is equipped with a basic running mechanism 4 and an anti-derailment braking component 5. The basic running mechanism 4 can adaptively adjust and assemble according to the actual working conditions of the track to achieve proactive prevention of derailment risk. The anti-derailment braking component 5 can quickly switch to alternative wheels or perform emergency braking operations when the wheels encounter sudden abnormal working conditions such as wheel damage or obstacles inside the track, ensuring that the sliding mechanism 2 always maintains a stable contact with the long slide rail frame 1.

[0037] The top of the heavy-duty car body 3 is symmetrically equipped with sliding frames 301 at both ends. The two sets of sliding frames 301 have opening slots on opposite sides. The sliding frames 301 have convex slots inside. T-shaped sliding strips 302 are adapted to slide inside the convex slots. The top of the T-shaped sliding strips 302 is tightly connected to the bottom of the basic running mechanism 4. When the internal structure of the basic running mechanism 4 is adjusted, it can drive the T-shaped sliding strips 302 to move, so as to facilitate the subsequent separation of the heavy-duty car body 3 from the sliding mechanism 2.

[0038] Example 2: Please refer to Figure 3 - Figure 5The basic operating mechanism 4 includes a base frame 41, a drive cylinder 42, a movable frame 43, a frame 44, a dual-shaft drive motor 45, a spiral guide rod 46, a movable lifting frame 47, and a concave outer frame 48. Steering pulleys are installed at the four corners of the bottom surface of the base frame 41, and a power device is installed at the center of the bottom surface of the base frame 41 to provide power for the movement of the base frame 41 along the long slide rail frame 1.

[0039] The movable frame 43 is mounted on the top surface of the base frame 41 via a drive cylinder 42. The height of the movable frame 43 can be adjusted by extending and retracting the drive cylinder 42, so that the sliding mechanism 2 and the long slide rail frame 1 can be matched vertically. The frame 44 is fixedly set at the top center of the movable frame 43. The dual-axis drive motor 45 is fixedly installed at the center of the frame 44. Two sets of spiral guide rods 46 are respectively fixedly installed on the two ends of the shafts of the dual-axis drive motor 45. The movable lifting frame 47 is spirally sleeved on the outside of the spiral guide rods 46. Telescopic rods are respectively set between the front and rear sides of the movable lifting frame 47 and the opposite side of the frame 44. The concave outer frame 48 is fixedly installed at the bottom of the movable lifting frame 47. The dual-axis drive motor 45 drives the spiral guide rods 46 to rotate, which drives the movable lifting frame 47 to move laterally along the spiral guide rods 46, so as to adjust the lateral position of the two sets of concave outer frames 48, adapt to the track of different widths or compensate for the lateral deviation of the track, and further improve the adaptability of anti-derailment.

[0040] An E-type support frame 49 is fixedly installed on the inner wall of the concave outer frame 48. Vertical abutment bars 481 are fixedly installed longitudinally at the front and rear ends of the opening side of the concave outer frame 48 to limit the lateral displacement of the E-type support frame 49. The front and rear frames of the E-type support frame 49 are provided with transverse grooves along the length direction. The two sets of transverse grooves are respectively provided with a traveling pulley assembly 410 and a backup pulley assembly 411 at opposite angles to realize the alternating use of wheels. The anti-detachment braking component 5 covers the top of the traveling pulley assembly 410 and the backup pulley assembly 411. The E-type support frame 49 is away from the outer frame of the concave outer frame 48. A permanent magnet block 412 is embedded in the side. Through the magnetic adsorption between the permanent magnet block 412 and the inner wall of the long slide rail frame 1, the contact stability between the sliding mechanism 2 and the track is further enhanced. The structure of the traveling pulley group 410 and the alternative pulley group 411 is the same, both including a double-shaft sleeve 413, a drive shaft 414 and a wheel body 415. The double-shaft sleeve 413 is installed longitudinally inside the transverse groove. The drive shaft 414 runs longitudinally through the inside of the double-shaft sleeve 413 and is rotatably connected to the double-shaft sleeve 413. The two sets of wheel bodies 415 are respectively installed at the beginning and end of the drive shaft 414.

[0041] Based on the content of Examples 1 and 2, before the crane is put into operation, adaptive adjustment assembly must be completed according to the actual working conditions of the track. The specific details are as follows:

[0042] First, the base frame 41 is attached to the top surface of the long slide rail frame 1. The height of the movable frame 43 is adjusted by the drive cylinder 42 so that the traveling pulley group 410 and the alternative pulley group 411 installed in the E-type bearing frame 49 inside the concave outer frame 48 are flush with the opening at the side slide rail of the long slide rail frame 1. Next, the dual-axis drive motor 45 is started. According to the track width or possible lateral deviation, the spiral guide rod 46 is driven to rotate, which drives the movable lifting frame 47 to move laterally along the spiral guide rod 46. The lateral position of the two sets of concave outer frames 48 is adjusted until the E-type bearing frame 49 and the traveling pulley group 410 are properly inserted into the inside of the track, ensuring that the sliding mechanism 2 is stably attached to the long slide rail frame 1. During this process, the vertical abutment strip 481 on the inner wall of the concave outer frame 48 abuts against the outer wall of the long slide rail frame 1 to maintain the balance of the frame and ensure the accuracy of the adjustment.

[0043] After the above adaptive adjustment assembly is completed, the drive equipment drives the base frame 41, movable frame 43 and heavy-duty carriage 3 to move synchronously. During operation, the permanent magnet block 412 and the inner wall of the long slide rail frame 1 generate a magnetic adsorption effect, which further enhances the contact stability between the sliding mechanism 2 and the track, and provides anti-derailment protection for the safe operation of the crane. If the wheel encounters a sudden abnormal working condition, such as wheel damage or obstacles in the track, the anti-derailment braking component 5 will respond quickly to realize the rapid switching of the alternative wheel or perform an emergency braking operation, ensuring that the sliding mechanism 2 always maintains a stable contact state with the long slide rail frame 1, effectively preventing the occurrence of derailment accidents.

[0044] Furthermore, in the event of minor undulations in the slide rail section, two sets of longitudinally arranged buffer grooves are symmetrically arranged on the front and rear inner walls of the concave outer frame 48. A slide rod 482 is longitudinally installed on the inner wall of the buffer groove. A long slide bar 491, adapted to the interior of the buffer groove, is installed on the opposite side of the E-type load-bearing frame 49. The end of the long slide bar 491 is sleeved on the middle section of the corresponding slide rod 482. Resistance spring coils 483 are sleeved on the outside of the slide rod 482 at positions above and below the long slide bar 491. Therefore, by utilizing the longitudinal sliding of the long slide bar 491 along the slide rod 482, and in conjunction with the buffering effect of the resistance spring coils 483, the longitudinal impact force during the operation of the sliding mechanism 2 can be absorbed, preventing the wheel from separating from the rail due to impact. Simultaneously, the longitudinal position of the E-type load-bearing frame 49 can be adaptively adjusted, improving the mechanism's impact resistance and further enhancing the pre-derailment prevention effect.

[0045] Example 3: During operation, wheels are often damaged or there are obstacles inside the track. In this case, by setting the anti-detachment braking component 5, the alternative wheels can be quickly switched or an emergency braking operation can be performed in a timely manner to ensure that the sliding mechanism 2 always maintains a stable contact with the long slide rail frame 1.

[0046] Please see Figure 3 , Figures 6 to 7The anti-detachment braking assembly 5 includes a single-axis drive motor 51, a limiting sleeve 52, a shifting long frame 53, and a second drive cylinder 54. The single-axis drive motor 51 is fixedly installed at the center of the top surface of the E-type bearing frame 49, and the limiting sleeve 52 is fixedly installed at the top output shaft of the single-axis drive motor 51. The shifting long frame 53 is sleeved through the outside of the limiting sleeve 52. The second drive cylinder 54 is located in the overlapping area between the bottom surface of the shifting long frame 53 and the limiting sleeve 52. The height of the shifting long frame 53 can be adjusted by the extension and retraction of the second drive cylinder 54. In conjunction with the single-axis drive motor 51 driving the limiting sleeve 52 to rotate, the angle of the shifting long frame 53 can be adjusted, providing power for the switching and braking of the pulley group.

[0047] The shifting frame 53 has slots at both ends, and a double-axis locking cylinder 55 is movably fitted inside each slot. A vertical rod 56 is longitudinally installed inside the double-axis locking cylinder 55. The vertical rod 56 is fixedly installed on the top of the drive shaft 414. A pressure spring coil 57 is wound around the outer wall of the vertical rod 56 at the upper end of the double-axis locking cylinder 55 to provide elastic restoring force for the double-axis locking cylinder 55 and ensure stable engagement between the shifting frame 53 and the vertical rod 56. Several sets of locking rods 58 are installed in a circular pattern on the top of the double-axis locking cylinder 55. When emergency braking is required, the locking rods 58 extend upward and abut against the long slide rail frame 1, achieving emergency braking through friction and preventing the mechanism from continuing to slide and causing derailment.

[0048] Condition 1: If there are obstacles such as protruding weld slag at the weld joint or fasteners at the connection point within the long slide rail frame 1, the drive equipment will first pause operation. At this time, the single-axis drive motor 51 starts, driving the limit sleeve frame 52 to rotate, thereby adjusting the angle of the shifting long frame 53. The two ends of the shifting long frame 53 simultaneously push the front and rear double-axis clamping cylinders 55 to move. The double-axis clamping cylinders 55 slide along the inside of the clamping groove, simultaneously driving the connected upright 56, double-axis sleeve 413, drive shaft 414, and wheel body 415 to move synchronously; and the double-axis sleeve 413 will move along the opposite side. The crane moves laterally inside the corresponding transverse groove. At this time, the positions of the diagonally distributed traveling pulley assembly 410 and the alternative pulley group 411 change. That is, the alternative pulley group 411 is inserted into the slide rail, and the traveling pulley assembly 410 is disengaged from the slide rail. After the alternative pulley group 411 contacts the rail, the drive equipment restarts, and the crane continues to run until the traveling pulley assembly 410 passes around the obstacle. After passing through the obstacle area, the above operation is repeated to switch the pulley group again and return the traveling pulley group 410 to the working state to ensure the normal operation of the crane.

[0049] Condition 2: If wheel damage occurs, the anti-derailment braking component 5 will also respond quickly. The single-shaft drive motor 51 and the second drive cylinder 54 work together to switch the alternative pulley group 411 to the working position according to the above-mentioned pulley group switching steps, so as to replace the damaged wheel body 415, thereby enabling the sliding mechanism 2 to maintain a stable contact with the long slide rail frame 1, preventing derailment accidents caused by wheel damage.

[0050] It is worth mentioning that, regardless of whether the vehicle stops moving due to an obstacle or wheel damage, when the drive equipment stops running, it is necessary to start the second drive cylinder 54 to adjust the height of the shift frame 53. The dual-axis clamp 55 rises synchronously with the shift frame 53 until several locking rods 58 extend upward and abut against the inner wall of the top of the long slide rail frame 1, using friction to achieve emergency braking and prevent the mechanism from continuing to slide and causing derailment.

[0051] Working principle:

[0052] Before the equipment is put into operation, adaptive adjustment and assembly are completed according to the actual working conditions of the track. First, the base frame 41 is attached to the top surface of the long slide rail frame 1. The height of the movable frame 43 is adjusted by the drive cylinder 42 so that the traveling pulley group 410 and the alternative pulley group 411 installed in the E-type bearing frame 49 inside the concave outer frame 48 are flush with the opening at the side slide rail of the long slide rail frame 1. Then, the dual-axis drive motor 45 is started. According to the track width or lateral deviation, the spiral guide rod 46 is driven to rotate, which drives the movable lifting frame 47 and the concave outer frame 48 to move laterally. The lateral position of the two sets of concave outer frames 48 is adjusted until the E-type bearing frame 49 and the traveling pulley group 410 are properly inserted into the inside of the track. The vertical abutment strip on the inner wall of the concave outer frame 48 abuts against the outer wall of the long slide rail frame 1 to maintain the balance of the frame.

[0053] During normal operation, the power equipment drives the base frame 43, the movable frame and the heavy-duty carriage 3 to move synchronously. The permanent magnet block 412 and the inner wall of the long slide rail frame 1 generate a magnetic adsorption effect, which enhances the fit stability. When encountering a slide rail section with slight undulations, the longitudinal impact force is absorbed by the longitudinal sliding of the long slide bar 491 along the slide rod 482 and the buffering effect of the resistance spring ring, so as to realize the longitudinal adaptive adjustment of the E-type load-bearing frame 49.

[0054] Abnormal operating condition handling: When there is an obstacle or the wheel 415 is damaged in the long slide rail frame 1, the power equipment first stops running, and at the same time, the second drive cylinder 54 is started to lift the shifting frame 53, so that the locking rod 58 extends and abuts against the long slide rail frame 1 to achieve emergency braking; then the single shaft drive motor 51 is started to drive the limit sleeve frame 52 and the shifting frame 53 to rotate. The shifting frame 53 pushes the double shaft clamp 55 and the connected upright 56, drive shaft 414 and wheel 415 to move, so that the alternative pulley group 411 and the traveling pulley group 410 switch positions. After the alternative pulley group 411 is inserted into the slide rail, the power equipment restarts and the crane continues to run; after passing through the obstacle area or replacing the damaged wheel, the operation is repeated to switch back to the traveling pulley group working state.

[0055] The preferred embodiments of the present invention disclosed above are merely illustrative of the invention. These preferred embodiments do not exhaustively describe all details, nor do they limit the invention to any specific implementation. Clearly, many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of the invention, thereby enabling those skilled in the art to better understand and utilize the invention. The invention is limited only by the claims and their full scope and equivalents.

Claims

1. A derailment prevention protection mechanism for a heavy-duty mining monorail crane, characterized in that: It includes a long slide rail frame (1), a sliding mechanism (2) and a heavy-duty car (3). The sliding mechanism (2) is slidably sleeved on the end of the long slide rail frame (1), and the heavy-duty car (3) is movably installed on the bottom of the sliding mechanism (2). The sliding mechanism (2) is equipped with a basic operating mechanism (4) and an anti-derailment braking component (5). The basic operating mechanism (4) can be adaptively adjusted and assembled according to the actual working conditions of the track to achieve pre-derailment risk prevention and control. The anti-derailment braking component (5) can quickly switch alternative wheels or perform emergency braking operations when the wheels encounter sudden abnormal working conditions (such as wheel damage or obstacles inside the track), ensuring that the sliding mechanism (2) always maintains a stable contact state with the long slide rail frame (1).

2. The anti-derailment protection mechanism for a heavy-duty mining monorail crane according to claim 1, characterized in that, The heavy-duty carriage (3) has symmetrical sliding frames (301) installed at both ends of the top. The two sets of sliding frames (301) have opening slots on opposite sides. The sliding frames (301) have convex slots inside. T-shaped slide bars (302) are adapted to slide inside the convex slots. The top of the T-shaped slide bars (302) is tightly connected to the bottom of the basic running mechanism (4).

3. The derailment prevention protection mechanism for a heavy-duty mining monorail crane according to claim 1, characterized in that, The basic operating mechanism (4) includes a base frame (41), a drive cylinder (42), a movable frame (43), a frame (44), a dual-axis drive motor (45), a spiral guide rod (46), a movable lifting frame (47), and a concave outer frame (48). The four corners of the bottom surface of the base frame (41) are equipped with steering pulleys, and a power device is installed at the center of the bottom surface of the base frame (41) to provide power for the movement of the base frame (41) along the long slide rail frame (1). The movable frame (43) is installed on the top surface of the base frame (41) by a drive cylinder (42). The frame (44) is fixedly set at the top center of the movable frame (43). The dual-axis drive motor (45) is fixedly installed at the center of the frame (44). Two sets of spiral guide rods (46) are respectively fixedly installed on the two ends of the shaft of the dual-axis drive motor (45). The movable lifting frame (47) is spirally sleeved on the outside of the spiral guide rod (46). Telescopic rods are respectively provided between the front and rear sides of the movable lifting frame (47) and the opposite side of the frame (44). The concave outer frame (48) is fixedly installed at the bottom of the movable lifting frame (47).

4. The anti-derailment protection mechanism for a heavy-duty mining monorail crane according to claim 3, characterized in that, An E-type support frame (49) is fixedly installed on the inner wall of the concave outer frame (48). Vertical abutment strips (481) are fixedly installed longitudinally at the front and rear ends of the opening side of the concave outer frame (48). Two sets of longitudinally arranged buffer grooves are symmetrically arranged on the front and rear inner walls of the concave outer frame (48). A slide rod (482) is installed longitudinally on the inner wall of the buffer. A long slide bar (491) adapted to the inside of the buffer groove is installed on the opposite side of the E-type support frame (49) and the buffer groove. The end of the long slide bar (491) is sleeved on the middle section of the corresponding slide rod (482). A resistance spring ring (483) is sleeved on the outside of the slide rod (482) at the upper and lower positions of the long slide bar (491).

5. The derailment prevention protection mechanism for a heavy-duty mining monorail crane according to claim 4, characterized in that, The front and rear frames of the E-type load-bearing frame (49) are provided with transverse grooves along the length direction. The two sets of transverse grooves are respectively provided with a walking pulley group (410) and a backup pulley group (411) at opposite oblique angles. The anti-detachment braking component (5) covers the top of the walking pulley group (410) and the backup pulley group (411). The E-type load-bearing frame (49) is provided with a permanent magnet block (412) embedded in the outer frame side away from the concave outer frame (48).

6. The derailment prevention protection mechanism for a heavy-duty mining monorail crane according to claim 5, characterized in that, The walking pulley group (410) and the alternative pulley group (411) have the same structure, both including a double-shaft sleeve (413), a drive shaft (414) and a wheel body (415). The double-shaft sleeve (413) is installed longitudinally inside the transverse groove. The drive shaft (414) runs longitudinally through the double-shaft sleeve (413) and is rotatably connected to the double-shaft sleeve (413). The two sets of wheel bodies (415) are respectively installed at the beginning and end of the drive shaft (414).

7. The derailment prevention protection mechanism for a heavy-duty mining monorail crane according to claim 1, characterized in that, The anti-detachment braking assembly (5) includes a single-axis drive motor (51), a limiting sleeve frame (52), a shifting long frame (53), and a second drive cylinder (54). The single-axis drive motor (51) is fixedly installed at the center of the top surface of the E-type bearing frame (49), and the limiting sleeve frame (52) is fixedly installed at the top output shaft of the single-axis drive motor (51). The shifting long frame (53) is sleeved through the outside of the limiting sleeve frame (52). The second drive cylinder (54) is located in the overlapping area between the bottom surface of the shifting long frame (53) and the limiting sleeve frame (52).

8. The derailment prevention protection mechanism for a heavy-duty mining monorail crane according to claim 7, characterized in that, The shift frame (53) is provided with slots at both the front and rear ends. Each slot is fitted with a double-axis cylinder (55). A vertical rod (56) is longitudinally installed inside the double-axis cylinder (55). The vertical rod (56) is fixedly installed on the top of the drive shaft (414). A pressure spring coil (57) is wound around the outer wall of the vertical rod (56) at the upper end of the double-axis cylinder (55). Several sets of locking rods (58) are installed in a circular pattern on the top of the double-axis cylinder (55).

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