A method for intercepting an out-of-control overspeed vehicle in a well

Abstract

This application relates to the field of underground transportation in coal mines and discloses a method for intercepting runaway speeding vehicles underground. The method includes: acquiring the vehicle speed and a preset speed threshold; triggering a hook to pop out downwards when the vehicle exceeds the speed limit; the hook inserts into a groove in the bottom plate and moves forward with the vehicle, physically connecting with an arresting cable in the shallow groove; the arresting cable, under traction, causes an upper sliding magnet to slide within a steel groove, generating friction and forming a first-stage braking force; the upper sliding magnet approaches a lower fixed magnet, generating a magnetic repulsion force of the same pole, which, combined with the friction force, forms a second-stage braking force until the vehicle stops; finally, the connection is released and the system is reset. This application achieves smooth vehicle interception through the two-stage superposition of friction and nonlinear magnetic repulsion, avoiding rigid impact; a power-off trigger mechanism ensures reliable interception when the vehicle is damaged due to power failure; and the reserved redundant rope segment at the end of the arresting cable compensates for tensile deformation, preventing cable overload and breakage.

Description

Technical Field

[0001] This application relates to the field of underground transportation in coal mines, specifically a method for intercepting out-of-control speeding vehicles underground. Background Technology

[0002] Underground coal mine roadways are complex environments, characterized by narrow spaces, dim lighting, and harsh conditions such as high humidity, dust, and vibration, making them high-risk areas for underground transportation safety incidents. Underground transport vehicles, as crucial carriers connecting different work faces and ensuring the flow of materials and personnel, operate under high loads for extended periods, making them prone to brake failures and driver violations, leading to frequent speeding and loss of control accidents. These accidents not only damage vehicles and roadway facilities but also easily cause casualties, seriously threatening safe coal mine production.

[0003] Existing underground vehicle overspeed protection technologies are mainly divided into two categories: one is an electronically controlled interception system that relies on electronic sensors such as radar and cameras to monitor vehicle speed and triggers the interception device through a central controller. However, its electronic components are easily affected by the harsh underground environment, resulting in problems such as contamination, malfunction, and signal interruption, posing a safety hazard of interception failure. The other category is traditional fixed protection devices such as one slope with three barriers and vehicle barriers. For example, the "Coal Mine Safety Regulations" require that runaway protection devices and vehicle barriers be installed in inclined roadways. However, these devices are mostly passive interception devices that can only block vehicles at fixed positions and cannot respond flexibly according to the location of the out-of-control vehicle. Moreover, the impact force during interception is large, which can easily cause secondary damage to vehicles and damage to roadway facilities.

[0004] Some existing interception technologies employ methods such as barrier nets and flexible traction, but these suffer from problems such as complex structures, high installation and maintenance costs, and poor adaptability, making it difficult to meet the interception needs of different underground roadway conditions and different vehicle types. Therefore, there is an urgent need for a method to intercept runaway speeding vehicles that is simple in structure, highly reliable, responds quickly, provides stable interception, and can adapt to the harsh underground environment. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this application provides a method for intercepting runaway speeding vehicles in underground mines, which solves the problems of insufficient interception reliability, poor adaptability, and severe secondary damage.

[0006] To achieve the above objectives, this application provides the following technical solution: a method for intercepting runaway speeding vehicles underground, comprising the following steps:

[0007] A preset speed threshold is set in the control unit to obtain the real-time driving speed of the vehicle. When the real-time driving speed is greater than the preset speed threshold, the control unit triggers the drive mechanism to release the physical constraint, causing the hook to pop down to the hook pop-out state. The hook in the popped-out state probes into the groove in the middle of the tunnel floor and physically connects with the barrier cable in the shallow trench as the vehicle moves. The arresting cable is pulled taut, causing the upper sliding magnet connected to the arresting cable to slide in the steel groove. The upper sliding magnet generates friction with the steel groove, forming the first stage of reverse braking force. The upper sliding magnet slides closer to the lower fixed magnet. The magnetic poles of the two opposite end faces are the same. The shortening of the distance generates a magnetic repulsive force. The magnetic repulsive force and the frictional force are superimposed to form a second-stage reverse braking force until the vehicle stops. After the vehicle stops, the hook is disconnected from the blocking cable, and the upper sliding magnet, blocking cable, and hook are reset.

[0008] Preferably, in the step of presetting a preset speed threshold: The preset speed threshold is assigned a differentiated value based on the roadway working parameters and the vehicle operation type. The tunnel operating parameters include road slope, tunnel width and tunnel curvature, and the vehicle operation type distinguishes between passenger-carrying and material-carrying states. The preset speed threshold is negatively correlated with the road slope and the curvature of the alley, and positively correlated with the width of the alley.

[0009] Preferably, the drive mechanism adopts an electromagnetic drive architecture including an electromagnet and a return spring; Under normal driving conditions, the electromagnet is continuously energized to generate an electromagnetic attraction force greater than the elastic tension of the return spring, which is used to constrain the hook inside the vehicle. When the control unit triggers the drive mechanism, it outputs a power-off signal to cut off the power supply circuit of the electromagnet. The electromagnet is de-energized, causing the electromagnetic attraction to disappear. The return spring, which is in a compressed state, releases its elastic potential energy, and the thrust generated by the return spring pushes the hook out to the pop-out state.

[0010] Preferably, in the step where the hook and the arresting cable are physically connected: The barrier cable has redundant rope segments that are folded and reserved near both sides of the roadway. When the arresting cable is tractioned and deformed into a V-shape, the extra wire rope length required for the deformation is supplemented by the reserved redundant rope segment to prevent the arresting cable from breaking due to overload.

[0011] Preferably, multiple sets of interception units, including the shallow groove and the barrier cable, are continuously arranged along the direction of the tunnel; the longitudinal spacing between two adjacent sets of interception units is greater than the product of the maximum design extreme speed allowed by the tunnel and the mechanical response time from power failure to full ejection of the hook assembly.

[0012] Preferably, in the step of forming the first-stage reverse braking force: The steel trough is made of a material with high magnetic permeability, and the upper sliding magnet generates a magnetic attraction force between itself and the inner friction surface of the steel trough. The magnetic attraction force acts as a normal pressure on the contact surface of the two, and combined with the set surface roughness of the friction surface inside the steel groove, it provides a constant friction force to the vehicle throughout the sliding process of the upper sliding magnet. Furthermore, the connection between the arresting cable and the upper sliding magnet is equipped with a dual-axis universal joint structure, which is used to automatically compensate for the tension angle when the hook point shifts positionally.

[0013] Preferably, in the step of forming the second stage reverse braking force: the lower fixed magnet is anchored to the end of the steel channel; as the air gap distance decreases, the magnetic repulsive force is generated that increases nonlinearly with the shortening of the gap, and the nonlinear characteristics of the magnetic repulsive force are used to consume the remaining vehicle kinetic energy without mechanical impact.

[0014] Preferably, in the step of releasing the hook after the vehicle stops: after the out-of-control vehicle comes to a complete stop, the vehicle is manually assisted to reverse, so that the displacement of the vehicle moving backward is greater than the sliding displacement of the magnet caused by the magnetic repulsion force, forcing the arresting cable, which is in a tensioned state, to change to a relaxed state, thereby eliminating the force coupling between the hook and the arresting cable.

[0015] Preferably, in the step of resetting the hook: After the arresting cable disengages from the hook, the control unit controls the electromagnet inside the drive mechanism to be re-energized to generate electromagnetic attraction. The electromagnetic attraction force after re-energization is greater than the sum of the weight of the hook and the residual elastic force applied to the hook when the return spring is in a fully extended state. The electromagnetic attraction force pulls the hook upward and re-locks it.

[0016] Preferably, in the step of resetting the upper sliding magnet to the barrier cable: An external traction device is used to pull the upper sliding magnets on both sides back to the starting position along the steel groove. The reset force provided by the external traction device is greater than the maximum static friction resistance between the upper sliding magnet and the contact surface of the steel groove. The arresting cable is re-fixed inside the shallow groove using a shear positioning pin, wherein the static shear strength of the shear positioning pin is less than the instantaneous impact load generated during the connection.

[0017] This application provides a method for intercepting runaway speeding vehicles underground. It has the following beneficial effects: 1. This application utilizes the magnetic attraction between the upper sliding magnet and the steel groove to generate a constant sliding friction force in the first stage, and combines this with the nonlinear magnetic repulsion force generated by the upper sliding magnet and the lower fixed magnet approaching each other to form a second stage braking force. This two-stage mechanical superposition method uses friction to provide basic deceleration resistance in the initial stage of interception, and uses the gradually increasing magnetic repulsion force for non-contact end-stage buffering in the final stage of interception, thereby avoiding the mechanical impact caused by traditional rigid interception methods and achieving a smooth stop of the vehicle.

[0018] 2. The drive mechanism of this application adopts an electromagnetic drive architecture that maintains the constraint when powered on and releases the constraint when powered off. In the event of a vehicle collision that damages the control unit or causes a complete power outage, the electromagnet will lose its electromagnetic attraction due to the loss of power. The compressed return spring will then release its elastic potential energy and forcefully eject the hook, ensuring that the interception system can still automatically trigger the physical interception action even in the absence of power, thus improving the reliability of the device in emergency situations.

[0019] 3. This application reserves redundant rope segments in a folded state near both sides of the arresting cable. When the hook pulls the middle of the arresting cable, causing it to deform forward geometrically, the reserved redundant rope segments can release and supplement the cable length required for the deformation, compensating for the deformation and stretching caused by the instantaneous physical connection, avoiding the arresting cable from breaking due to instantaneous tensile overload, and ensuring the structural integrity during the force transmission process. Attached Figure Description

[0020] Figure 1 This is a side view of the vehicle structure provided in an embodiment of this application; Figure 2 This is a top view of an underground roadway provided in an embodiment of this application; Figure 3 This is a side view of an underground roadway provided in an embodiment of this application; Figure 4 This is a cross-sectional view of an underground roadway provided in an embodiment of this application; Figure 5 This is a block diagram of the system modules provided in the embodiments of this application; Figure 6 This is a flowchart of the interception method provided in the embodiments of this application; Figure 7 This is a comparison curve of the relationship between braking force and displacement provided in the embodiments of this application; Figure 8 This is a comparison curve of the relationship between vehicle speed and displacement provided in the embodiments of this application.

[0021] Among them, 1. hook; 11. hook pop-out state; 2. groove; 3. shallow groove; 4. barrier cable; 5. steel channel; 61. upper sliding magnet; 62. lower fixed magnet. Detailed Implementation

[0022] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0023] See attached document Figures 1 to 6 The vehicle-mounted triggering module includes a monitoring unit, a control unit, and a hook assembly consisting of a hook 1 and a drive mechanism. The tunnel interception module includes a groove 2, a shallow groove 3, an arresting cable 4, a steel channel 5, an upper sliding magnet 61, and a lower fixed magnet 62.

[0024] This application provides a method for intercepting runaway speeding vehicles underground, including the following steps: The monitoring unit acquires the real-time driving speed of the vehicle and compares it with the preset speed threshold in the control unit. When the real-time driving speed is greater than the speed threshold, the control unit outputs a trigger signal to the drive mechanism. The drive mechanism releases the physical constraint and causes the hook 1 to pop out downward, switching to the hook pop-out state 11. When the hook 1 is in the hook ejection state 11, the bottom end of the hook is lower than the ground plane and extends into the groove 2. The vehicle moves forward by inertia. When the hook 1 passes through the shallow groove 3, it is physically connected with the barrier cable 4 laid flat inside the shallow groove 3. The arresting cable 4 is pulled and tightened by the hook 1, which causes the upper sliding magnet 61 connected to both ends to slide in the steel groove 5 on both sides along the direction of vehicle movement. The contact surface between the upper sliding magnet 61 and the steel groove 5 generates friction, forming the first stage of reverse braking force. The upper sliding magnet 61 slides backward along the steel groove 5 and approaches the lower fixed magnet 62. The opposite end faces of the upper sliding magnet 61 and the lower fixed magnet 62 have the same magnetic poles. The distance between them shortens and generates magnetic repulsion. The magnetic repulsion and friction are superimposed to form the second stage of reverse braking force, which causes the vehicle's kinetic energy to be continuously consumed until it stops. After the vehicle stops, disconnect the connecting parts inside the hook 1 to separate the hook 1 from the blocking cable 4, pull the upper sliding magnet 61 and the blocking cable 4 back to their initial positions, and reset the hook 1 back into the vehicle.

[0025] See attached document Figure 1 This embodiment provides a method for intercepting runaway speeding vehicles underground. In this method, a monitoring unit acquires the vehicle's real-time speed and compares it with a preset speed threshold in the control unit. When the real-time speed exceeds the speed threshold, the control unit outputs a trigger signal to the drive mechanism, which releases the physical constraints, causing the hook 1 to pop out downwards, transitioning to hook pop-out state 11. The specific execution process is as follows.

[0026] Specifically, for the step of acquiring the real-time vehicle speed, this embodiment uses an explosion-proof Hall effect wheel speed sensor as the monitoring unit. The explosion-proof Hall effect wheel speed sensor is installed on the vehicle's wheels or drive shaft, collecting wheel speed signals in real time and converting them into real-time driving speed data. The speed data is transmitted to the control unit via the vehicle's CAN bus network, with the network data transmission delay set to less than or equal to 0.1 seconds.

[0027] For the step of setting a speed threshold and performing real-time comparison, the control unit pre-sets a speed threshold to determine whether the vehicle is out of control and speeding. In this embodiment, the speed threshold is differentiated based on the tunnel operating parameters and the vehicle's operation type. The tunnel operating parameters include the slope, width, and curvature of the road segment. Specifically, the speed threshold is negatively correlated with the road segment slope and tunnel curvature; that is, for every 1° increase in road segment slope or every 10m decrease in tunnel curvature radius, the speed threshold is lowered by 5% to 10% from the base value. Simultaneously, the speed threshold is positively correlated with the tunnel width. Through this differentiated assignment, the control unit can provide an earlier trigger window for dangerous road segments, achieving basic safety redundancy. Furthermore, the vehicle operation type distinguishes between passenger-carrying and material-carrying states. The speed threshold set for passenger-carrying states does not exceed 25 km / h, and the speed threshold set for material-carrying states does not exceed 40 km / h. During vehicle operation, the control unit continuously compares the real-time driving speed transmitted from the vehicle's CAN bus network with the preset speed threshold for the current road segment.

[0028] Furthermore, when the comparison result shows that the real-time driving speed is greater than the speed threshold set for the current road segment, the control unit determines that the vehicle is in an out-of-control speeding state and outputs a trigger signal to the drive mechanism to execute the action of ejecting the drive hook 1.

[0029] In this embodiment, the drive mechanism adopts an electromagnetic drive architecture including an electromagnet and a return spring. The hook assembly contains a hook 1, which is made of high-strength wear-resistant steel and is shaped like a hook facing the rear of the vehicle. The entire hook assembly is installed in a pre-set mounting slot at the rear of the vehicle. Under normal driving conditions where the vehicle is not speeding, the electromagnet is continuously energized. The energized electromagnet generates an electromagnetic attraction force, which is designed to be greater than the elastic tension generated when the return spring is compressed. The system relies on the electromagnetic attraction force to overcome the force of the return spring and attract and hide the hook 1 inside the pre-set mounting slot at the rear of the vehicle, making the hook 1 flush with the outer surface of the rear of the vehicle, thus avoiding physical interference between the hook 1 and the tunnel floor or surrounding facilities during normal vehicle operation.

[0030] In one specific embodiment, the trigger signal output by the control unit is a power-off signal that cuts off the power supply circuit of the electromagnet. Upon receiving the power-off signal, the electromagnet immediately loses power, causing the electromagnetic attraction to disappear. Hook 1 loses the electromagnet's attraction constraint, and the compressed return spring releases its accumulated elastic potential energy. The thrust generated by the return spring pushes hook 1 downwards from the preset mounting slot, causing hook 1 to extend out of the vehicle chassis and transition to hook ejection state 11. The basic principle of this mechanism is to set the system's normal control state to maintain constraint when powered on and release constraint when powered off. Using the power-off trigger mode, in extreme situations such as a vehicle collision causing a complete power outage or damage to the control unit, the electromagnet will also release the return spring due to power failure, forcibly ejecting hook 1 for physical interception.

[0031] In addition, a manual operation switch is provided on the control panel of the vehicle's driver's cab. The manual operation switch is connected in series with the electromagnet power supply circuit. In case of an emergency, the occupants can press the manual operation switch to cut off the power supply to the electromagnet, thus manually forcing a power outage and ejecting hook 1. With the above configuration, the overall response time of the system from speed exceeding the limit detection to the release of the reset spring and ejection of hook 1 is less than or equal to 0.1 seconds.

[0032] See attached document Figures 2 to 4 This embodiment provides a method for intercepting an out-of-control speeding vehicle underground. In the interception step, the bottom of the hook 1, which is in the pop-out state, is lower than the ground plane and extends into the groove 2. The vehicle moves forward due to inertia. When the hook 1 passes through the shallow groove 3, it is physically connected to the blocking cable 4 laid flat inside the shallow groove 3. The specific physical layout and action mechanism are as follows.

[0033] Specifically, regarding the layout of the roadway floor foundation space structure, in this embodiment, a groove 2 is excavated in the middle of the roadway floor along the vehicle travel direction. The downward recessed depth of the groove 2 is greater than the maximum downward penetration depth of the hook 1, providing uninterrupted sliding space for the downwardly ejected hook 1 to avoid obstruction. In addition, shallow trenches 3 are excavated laterally in the roadway floor. The shallow trenches 3 are intersected with the grooves 2. The shallow trenches 3 are used to install the flat-laid barrier cables 4. In this embodiment, the cross-section of the shallow trenches 3 is designed as a wedge shape, with a large opening and a small bottom surface, so that the barrier cables 4 can slide upward when under force. The barrier cables 4 are made of high-strength steel wire rope with a diameter of 12mm to 20mm. Since the barrier cables 4 are sunk into the shallow trenches 3 and the highest point is not higher than the ground level, it can ensure that vehicles traveling normally can pass smoothly, avoiding tire crushing or chassis interference.

[0034] Furthermore, regarding the anti-breakage mechanism during the physical connection process, in this embodiment, the two ends of the arresting cable 4 are respectively connected to sliding magnets on both sides of the tunnel. To avoid the arresting cable 4 breaking due to the rigid impact at the moment of connection, the arresting cable 4 has a folded redundant rope segment near the sides of the tunnel, and the redundant rope segment is fixed with low-strength, easily broken cable ties. When the hook 1 enters the groove 2 and slides forward with the out-of-control vehicle, the hook at the end of the hook 1 crosses the shallow groove 3 and hooks the middle of the horizontally laid arresting cable 4. The forward inertia of the vehicle pulls the middle of the arresting cable 4 forward, and the arresting cable 4 is stretched and deformed into a V-shaped structure. In this embodiment, since the straight distance becomes a V-shaped broken distance, the required cable length will increase. To avoid the arresting cable 4 breaking due to overload caused by deformation and stretching, the arresting cable 4 adopts a structure with a reserved slack length during its arrangement. Specifically, the arresting cable 4 has a folded redundant rope segment near the sides of the tunnel. When hook-and-loop deformation occurs, the additional wire rope length required for the deformation is released and supplemented by the folded redundant rope segment reserved in the side. The reserved length configuration can compensate for the geometric deformation generated when the hook pulls the arresting cable 4, providing the impact toughness required by the system.

[0035] Furthermore, regarding the deployment array of the overall protective network for intercepting base stations, to prevent the system from failing to connect and miss its target under extreme high vehicle speeds, this embodiment continuously deploys multiple sets of interception units, including shallow trenches 3 and barrier cables 4, along the direction of dangerous road sections, forming a deep protective network. The longitudinal spacing between adjacent sets of interception units is set to meet the anti-crossing distance requirement. In this embodiment, the spacing between interception units is determined through a system redundancy layout algorithm. Interception unit spacing The following conditions must be met: ; in, The maximum design speed allowed for the roadway is 13.33 m / s, or 40 km / h, in this embodiment. The mechanical response time from power failure to full ejection of the hook assembly is 0.1s in this embodiment. By setting the minimum safe distance between adjacent intercepting units using the above formula, it is possible to avoid a situation where the vehicle chassis has already passed the next barrier cable 4 before the hook 1 has fully ejected into the groove 2.

[0036] Meanwhile, in this embodiment, the total length of the entire depth protection net is... The following calculation formula must be satisfied: ; in, This is the unit time parameter for vehicle travel; in this embodiment, the value is 1 second. The system safety redundancy coefficient ranges from 1.1 to 1.3, and is specifically set to 1.2 in this embodiment. Based on the above parameters, the total length of the interception and protection network is no less than 16m to ensure that the system has a sufficient interception window.

[0037] See attached document Figure 2 and Figure 5 This embodiment provides a method for intercepting an out-of-control speeding vehicle underground. In the interception step, the arresting cable 4 is pulled taut by the hook 1, which causes the upper sliding magnets 61 connected to both ends of the arresting cable 4 to slide in the steel grooves 5 on both sides along the direction of vehicle travel. The contact surface between the upper sliding magnets 61 and the steel grooves 5 generates friction, forming the first stage of reverse braking force. The specific work process and mechanical mechanism are as follows.

[0038] Specifically, regarding the implementation of the force transmission path, in this embodiment, after the hook 1 hooks the arresting cable 4, the forward momentum of the out-of-control vehicle is converted into tensile tension through the arresting cable 4. Both ends of the arresting cable 4 are connected to the front end of the upper sliding magnet 61 via high-strength U-shaped shackles. The upper sliding magnet 61 is located within the track space inside the steel trough 5. As the vehicle drives the arresting cable 4 forward, the tension transmitted by the arresting cable 4 overcomes the static friction between the upper sliding magnet 61 and the inner wall of the steel trough 5, causing the upper sliding magnet 61 to enter a straight sliding state along the track axis of the steel trough 5.

[0039] Regarding the physical mechanism of friction generation, in this embodiment, the upper sliding magnet 61 is selected from neodymium iron boron magnets with a performance grade of N45 to N52 and a magnetic field strength range of 8000 Gauss to 12000 Gauss. The steel channel 5 is made of Q235 or Q345 carbon structural steel with high magnetic permeability. Due to the magnetostrictive attraction between the magnetic material and the ferromagnetic metal, a magnetic adsorption force is generated between the upper sliding magnet 61 and the inner friction surface of the steel channel 5. Magnetic attraction force As the normal pressure acts perpendicularly on the contact surface between the upper sliding magnet 61 and the steel groove 5, the magnetic attraction force... The magnitude of the friction field is determined by the residual magnetic induction intensity of the upper sliding magnet 61 and the wall thickness of the steel channel 5 sidewall. Furthermore, to establish a stable friction field, the inner friction surface of the steel channel 5 is sandblasted in this embodiment. Specifically, a sandblasting process is used to create a surface roughness Ra of 3.2 on the inner wall of the steel channel 5. m to 12.5 The friction base surface is m. By controlling the surface roughness, the coefficient of sliding friction is... It falls within the range of 0.45 to 0.60.

[0040] In this embodiment, the reverse braking force generated in the first stage The following calculation formula must be satisfied: ; In the formula, This is the reverse braking force generated in the first stage; The coefficient of sliding friction between the upper sliding magnet 61 and the contact surface of the steel groove 5; The magnetic attraction force is between the upper sliding magnet 61 and the steel groove 5. Because the upper sliding magnet 61 maintains physical contact with the inner wall of the steel groove 5, the magnetic attraction force... The braking force remains constant throughout the sliding process, thus providing a constant linear deceleration drag for the out-of-control vehicle. The first stage of braking utilizes the normal pressure generated by magnetic field adsorption, which dissipates some of the vehicle's kinetic energy through frictional heat generation during the movement.

[0041] In addition, in this embodiment, the connection between the arresting cable 4 and the upper sliding magnet 61 is equipped with a double-axis universal joint structure. This double-axis universal joint structure can automatically compensate for the tension angle of the arresting cable 4 when the position shifts at the central connection point, preventing the upper sliding magnet 61 from experiencing uneven wear or structural jamming within the steel groove 5. Through this configuration, the system utilizes the controlled frictional force derived from magnetic attraction to achieve the initial absorption of energy from the out-of-control vehicle. Since the magnetic attraction force does not depend on external energy, the first-stage reverse braking force can still be stably generated even in the event of a power outage.

[0042] See attached document Figure 2 , Figure 3 and Figure 5 This embodiment provides a method for intercepting an out-of-control speeding vehicle underground. In the interception step, the upper sliding magnet 61 slides continuously backward along the steel groove 5 and approaches the lower fixed magnet 62. The opposite end faces of the upper sliding magnet 61 and the lower fixed magnet 62 have the same magnetic poles, and the shortening distance between the two magnets generates a magnetic repulsive force. The magnetic repulsive force and the sliding friction force are superimposed to form a second-stage reverse braking force, causing the vehicle's kinetic energy to be continuously consumed until it stops. The specific work process and mechanical mechanism are as follows.

[0043] Specifically, regarding the magnetic pole arrangement and magnetic repulsion generation mechanism, in this embodiment, the lower fixed magnet 62 is anchored to the closed end of the steel channel 5 by bolts. The rear end face of the upper sliding magnet 61 and the front end face of the lower fixed magnet 62 are axially aligned. To generate non-linearly increasing braking resistance, the two opposing end faces have the same magnetic pole polarity. In this embodiment, both opposing end faces are either set as N poles or both as S poles. As the vehicle traction arresting cable 4 drives the upper sliding magnet 61 to slide backward within the track of the steel channel 5, the physical air gap distance between the upper sliding magnet 61 and the lower fixed magnet 62 continuously decreases. Based on the principle of like-pole electromagnetic interaction, a forward-direction dynamic magnetic repulsion force varying with distance is generated between the two magnets. .

[0044] Furthermore, regarding the composition of the total braking force in the second stage, in this embodiment, the resistance experienced by the vehicle increases with increasing displacement. The total reverse braking force in the second stage satisfies the formula: ; Based on this, this embodiment utilizes the nonlinear characteristics of magnetic repulsion to provide end-buffer protection, dynamic magnetic repulsion. The specific calculation model is as follows: ; In the formula, This refers to the dynamic magnetic repulsion force that varies with the real-time air gap distance. The residual magnetic induction intensity of the upper sliding magnet 61 pole surface; The residual magnetic induction intensity of the magnetic pole face of the lower fixed magnet 62; The effective cross-sectional area of ​​the opposing magnetic poles of the two magnets; is the vacuum permeability constant; This refers to the real-time air gap distance between the two magnets. It represents pi (π).

[0045] To ensure the vehicle is safely stopped within a limited sliding distance, the system satisfies the following kinetic energy integral equation: ; In the formula, The total mass of the out-of-control vehicle; To intercept the initial speed; This represents the total frictional displacement from the connection point to the stopping point. The initial air gap distance to generate effective magnetic repulsion; This is the end air gap distance at the point of stopping; For displacement The changing magnetic repulsion function. In this embodiment, The design range is from 50mm to 100mm. It utilizes the nonlinear characteristic that magnetic repulsion increases dramatically with decreasing distance to completely deplete the vehicle's kinetic energy without causing a mechanical impact.

[0046] See attached document Figure 1 and appendix Figure 5 This embodiment provides a method for intercepting runaway speeding vehicles underground. After the interception is completed, unloading and uncoupling are performed, and the system is reset to restore the interception device to its initial state. The specific execution process and physical action logic are as follows.

[0047] Specifically, regarding the unloading process after the interception is released, in this embodiment, when the out-of-control vehicle comes to a complete stop, the arresting cable 4 is under tension due to the dynamic magnetic repulsion force Fmd between the upper sliding magnet 61 and the lower fixed magnet 62. To safely disengage the connection, in this embodiment, the vehicle is manually assisted in reversing. The displacement generated by the vehicle moving backward is greater than the sliding displacement of the magnet caused by the dynamic magnetic repulsion force Fmd, causing the arresting cable 4 to change from a tensioned state to a relaxed state, thereby eliminating the force coupling between the hook 1 and the arresting cable 4.

[0048] Regarding the unhooking and retrieval mechanism of hook 1, in this embodiment, hook 1 operates through a mechanical structure with an automatic retrieval function. With the arresting cable 4 in a slack state, the operator removes the anti-detachment pin located at the opening of hook 1, causing the arresting cable 4 to detach from inside hook 1. Subsequently, the control unit re-energizes the electromagnet. The energized electromagnet generates electromagnetic attraction. In this embodiment, electromagnetic attraction... The size satisfies the following criterion: ; In the formula, The electromagnetic attraction force generated when an electromagnet is energized; The weight of hook 1 as a whole; The residual elastic force applied to hook 1 when the return spring is in its fully extended state. Relying on electromagnetic attraction to overcome gravity and elastic force, hook 1 is pulled upward and relocked into the preset mounting slot at the rear of the vehicle.

[0049] Furthermore, regarding the reset deployment of the roadway interception base station, this embodiment utilizes an external traction device to pull the upper sliding magnets 61 on both sides back to their initial position at the front end of the roadway along the steel trough 5 track. During the reset process, the traction device provides a reset pulling force. The following calculation formula must be satisfied: ; In the formula, The reset force output by the external traction device; The static friction coefficient between the upper sliding magnet 61 and the contact surface of the steel groove 5 is the coefficient of friction in this embodiment. The value range is from 0.6 to 0.8; The magnetic attraction force between the upper sliding magnet 61 and the steel groove 5. In this embodiment, a high-torque explosion-proof winch is configured as an external traction device to ensure the reset pull force. It can reliably overcome the maximum static friction resistance caused by magnetic attraction.

[0050] In addition, in this embodiment, after the upper sliding magnet 61 returns to its starting position, the blocking cable 4 needs to be laid flat again inside the shallow groove 3 of the roadway floor. In this embodiment, a plastic shearing pin is used to fix the blocking cable 4 in the shallow groove 3. The static shear strength of the shearing pin is designed to be less than the instantaneous impact load generated when the hook 1 is engaged, to ensure that the blocking cable 4 can smoothly detach from the shallow groove 3 when an interception occurs. Through the above configuration, this embodiment realizes the physical cycle process from vehicle interception to system recovery, improving the efficiency of on-site cleanup and production recovery in the mine after an emergency interception.

[0051] Specific application examples: This embodiment uses a heavy-duty auxiliary transport roadway in a mine as an example. The maximum allowable design speed is determined for the test section of this roadway. The value is taken as 11.11 m / s (i.e., 40 km / h). The test target is an out-of-control trackless rubber-wheeled vehicle with a total mass of [missing information]. kg, interception initial speed m / s (i.e. 36 km / h).

[0052] Intercept base station array layout configuration: To prevent vehicles from crossing the next barrier cable 4, the spacing between adjacent interception units is adjusted according to the scheme formula. Configure: Known mechanical response time 0.1s, substitute into the formula Calculated m. In this embodiment, the actual longitudinal spacing between adjacent interception units is set to 2.0m.

[0053] At the same time, determine the total length of the protective netting and substitute it into the formula. ,Pick s, redundancy coefficient Calculated m. The actual total length of the deployment in this embodiment is 15m.

[0054] First-stage braking force calculation: The out-of-control vehicle's towing arresting cable 4 causes the upper sliding magnet 61 to slide within the steel trough. The coefficient of sliding friction of the steel trough's friction surface is set. By selecting the appropriate type, the total magnetic attraction force between the upper sliding magnet 61 and the steel channel is increased. .

[0055] Substituting into the formula for the first stage of reverse braking force: N.

[0056] This phase provides constant linear deceleration resistance, and the basic braking deceleration experienced by the vehicle is 60000 / 15000 = 4 m / s². 2The pure friction sliding distance is set as... m, consuming vehicle kinetic energy J.

[0057] Second-stage calculation of magnetic repulsion and kinetic energy integral: After the vehicle has glided for 10 meters, the upper sliding magnet 61 moves closer to the lower fixed magnet 62. The initial air gap distance for generating effective magnetic repulsion is then set. m. Relative magnetic induction intensity of the magnetic poles T, effective cross-sectional area Vacuum permeability constant T·m / A. Based on the formula for dynamic magnetic repulsion force varying with displacement: ; At this point, the vehicle's initial total kinetic energy J.

[0058] To bring the vehicle to a complete stop, substitute the values ​​into the kinetic energy integral equation to solve for the end air gap distance at the point of stop. : Substituting the known data, the remaining 150,000 J of kinetic energy to be consumed is obtained from the integral term. Absorption, obtained through numerical solution Approximately 0.12m. This means that the vehicle is safely stopped 0.12m from the end magnet without any physical impact.

[0059] Calculations for the unloading and resetting phases: After the interception is completed, the control unit re-energizes the electromagnet. The total weight of hook 1 is known. N, residual elastic force of the return spring =300N. Substitute into the formula. Equipped with an electromagnetic attraction force N enables automatic retrieval of hook 1. When resetting arresting cable 4, the static friction coefficient is taken. Substitute into the formula N, equipped with an explosion-proof traction winch with a rated pulling force of 80kN, smoothly pulls the magnet back to its initial position.

[0060] Experimental verification and effect comparison: To verify the accuracy and actual buffering effectiveness of the two-stage reverse braking dynamics model of this application, a comparative simulation experiment was conducted between the proposed scheme and the traditional rigid arresting cable scheme under the same test conditions (total vehicle mass 15000 kg, interception initiation speed 10 m / s). Specific mechanical evolution and kinematic parameter changes are detailed in the following figures. Figure 7 and Figure 8 .

[0061] See attached document Figure 7(Comparison curves of braking force and displacement) The solid line in the figure represents the dynamic data of the proposed scheme, and the dashed line represents the dynamic data of the traditional rigid interception scheme. It can be seen that the drag of the traditional rigid interception scheme increases sharply and linearly within a very short distance (about 1.2 meters), with the instantaneous peak drag exceeding 1200 kN. This extreme physical impact load far exceeds the structural yield limit of the anchor point between the vehicle's front axle and the arresting cable 4, which can easily lead to cable breakage and vehicle damage. In contrast, the interception scheme of this application exhibits obvious phased energy dissipation characteristics. Within the displacement range of 0 to 10 meters, the system provides a stable and constant basic braking force by relying on the sliding friction force derived from the magnetic adsorption force (calculated as 60 kN). When the sliding displacement exceeds 10 meters, the dynamic magnetic repulsion force is nonlinearly applied, and the total braking force increases smoothly as the distance decreases. This mechanism provides end resistance without mechanical contact, and the peak value is strictly limited within a safe threshold, avoiding structural damage.

[0062] See attached document Figure 8 (Comparison of vehicle speed and displacement curves). The solid line in the figure represents the kinematic data of the proposed solution, while the dashed line represents the kinematic data of the traditional rigid interception solution. It can be seen that the vehicle speed in the traditional solution drops abruptly to zero within a displacement of less than 1.5 meters, resulting in a destructive sudden deceleration. The enormous inertial force causes the vehicle to laterally fishtail and become unstable, leading to serious injuries to the occupants. In contrast, the vehicle speed evolution of the proposed solution exhibits a smooth decay curve. In the first stage friction zone, the vehicle speed decreases steadily at a constant deceleration; after entering the second stage magnetic repulsion zone, the speed curve gradually approaches zero in the final air gap, ultimately achieving a flexible stop at a displacement of approximately 10.88 meters.

Claims

1. A method for intercepting runaway speeding vehicles underground, characterized in that, Includes the following steps: The real-time driving speed of the vehicle and the preset speed threshold are obtained. When the real-time driving speed is greater than the preset speed threshold, the control unit triggers the drive mechanism to release the physical constraint, so that the hook (1) pops down to the hook pop-out state (11). The hook (1) in the hook pop-out state (11) is inserted into the groove (2) in the middle of the roadway floor and is physically connected with the barrier cable (4) in the shallow trough (3) as the vehicle moves. The arresting cable (4) is pulled and tightened, causing the upper sliding magnet (61) connected to the arresting cable (4) to slide in the steel groove (5). The upper sliding magnet (61) and the steel groove (5) generate frictional force, forming the first stage of reverse braking force. The upper sliding magnet (61) slides close to the lower fixed magnet (62). The magnetic poles of the two opposite end faces are the same. The shortening of the distance generates a magnetic repulsive force. The magnetic repulsive force and the frictional force are superimposed to form a second-stage reverse braking force until the vehicle stops. After the vehicle stops, the hook (1) is disconnected from the blocking cable (4), and the upper sliding magnet (61), the blocking cable (4) and the hook (1) are reset.

2. The method for intercepting an out-of-control speeding vehicle underground according to claim 1, characterized in that, In the step of obtaining the preset speed threshold: The preset speed threshold is assigned a differentiated value based on the roadway working parameters and the vehicle operation type. The tunnel operating parameters include road slope, tunnel width and tunnel curvature, and the vehicle operation type distinguishes between passenger-carrying and material-carrying states. The preset speed threshold is negatively correlated with the road slope and the curvature of the alley, and positively correlated with the width of the alley.

3. The method for intercepting an out-of-control speeding vehicle underground according to claim 1, characterized in that, The drive mechanism adopts an electromagnetic drive architecture that includes an electromagnet and a return spring. Under normal driving conditions, the electromagnet is continuously energized to generate an electromagnetic attraction force greater than the elastic tension of the return spring, and the hook (1) is constrained in the vehicle by the electromagnetic attraction force. When the control unit triggers the drive mechanism, it outputs a power-off signal to cut off the power supply circuit of the electromagnet. The electromagnet is de-energized, causing the electromagnetic attraction to disappear. The reset spring, which is in a compressed state, releases its elastic potential energy and pushes the hook (1) out to the hook pop-out state (11) through the thrust generated by the reset spring.

4. A method for intercepting runaway speeding vehicles underground according to claim 1, characterized in that, In the step of the hook (1) and the arresting cable (4) becoming physically connected: The barrier cable (4) has redundant rope segments in a folded state reserved near both sides of the roadway; When the middle of the arresting cable (4) is tractioned and deformed into a V-shaped structure, the extra wire rope length required for the deformation is released and supplemented by the reserved redundant rope segment to prevent the arresting cable (4) from breaking due to overload due to tension.

5. A method for intercepting runaway speeding vehicles underground according to claim 1, characterized in that, Multiple sets of interception units, including the shallow trench (3) and the barrier cable (4), are continuously deployed along the tunnel direction; The longitudinal spacing between two adjacent sets of interception units is greater than the product of the maximum design extreme speed allowed in the roadway and the mechanical response time from power failure of the hook assembly to full ejection.

6. A method for intercepting runaway speeding vehicles underground according to claim 1, characterized in that, In the step of forming the first stage of reverse braking force: The steel trough (5) is made of a material with high magnetic permeability, and the upper sliding magnet (61) generates a magnetic adsorption force between itself and the inner friction surface of the steel trough (5). The magnetic adsorption force acts as a normal pressure on the contact surface of the two, and combined with the set surface roughness of the friction surface inside the steel groove (5), it provides a constant friction force for the vehicle throughout the sliding process of the upper sliding magnet (61). Furthermore, the connection between the blocking cable (4) and the upper sliding magnet (61) is provided with a double-axis universal joint structure, which is used to automatically compensate for the tension angle when the hook point shifts position.

7. A method for intercepting runaway speeding vehicles underground according to claim 1, characterized in that, In the step of forming the second stage of reverse braking force: The lower fixed magnet (62) is anchored at the end of the steel channel (5). As the air gap distance decreases, the magnetic repulsion force increases nonlinearly with the shortening of the gap. The nonlinear characteristics of the magnetic repulsion force are used to consume the remaining vehicle kinetic energy without mechanical impact.

8. A method for intercepting runaway speeding vehicles underground according to claim 1, characterized in that, In the step of disengaging the coupling after the vehicle stops: When the out-of-control vehicle comes to a complete stop, the vehicle is manually assisted to reverse, so that the displacement of the vehicle moving backward is greater than the sliding displacement of the magnet caused by the magnetic repulsion force, which forces the arresting cable (4) which is in a tensile state to become a relaxed state, thereby eliminating the force coupling between the hook (1) and the arresting cable (4).

9. A method for intercepting runaway speeding vehicles underground according to claim 1, characterized in that, In the step of resetting the hook (1): After the arresting cable (4) is disengaged from the hook (1), the control unit controls the electromagnet inside the drive mechanism to be re-energized to generate electromagnetic attraction. The electromagnetic attraction force when the power is restored is greater than the sum of the weight of the hook (1) and the residual elastic force applied to the hook (1) when the return spring is in a fully extended state. The electromagnetic attraction force pulls the hook (1) upward and locks it again.

10. A method for intercepting runaway speeding vehicles underground according to claim 1, characterized in that, In the step of resetting the upper sliding magnet (61) and the blocking cable (4): Using an external traction device, the upper sliding magnets (61) on both sides are pulled back to the starting position along the steel groove (5). The reset force provided by the external traction device is greater than the maximum static friction resistance between the contact surface of the upper sliding magnet (61) and the steel groove (5). The barrier cable (4) is re-fixed inside the shallow groove (3) using a shear positioning pin, wherein the static shear strength of the shear positioning pin is less than the instantaneous impact load generated during the connection.

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