Anti-explosion battery monorail hoist vehicle

Abstract

The application discloses an explosion-proof battery monorail crane vehicle, which comprises a monorail and a frame, the monorail is made of an I-shaped steel, the monorail is arranged on the frame, two groups of driving wheels are slidingly connected on the monorail, a wheel sleeve for sliding on the monorail is movably connected to the outside of the driving wheel, a clamping shaft is penetratingly arranged in the driving wheel and is rotatably connected to the driving wheel, the clamping shaft is rotatably connected to the frame, when the wheel sleeve slides on the monorail, the rotating roller in the sliding groove is in contact with the monorail and rotates, thereby replacing the wheel sleeve as a temporary supporting unit to move on the monorail, so as to prevent the over-limit abrasion caused by long-distance transportation, i.e. long-time movement of the vehicle on the monorail, and thus to avoid the hidden danger of derailment of the vehicle during movement; the rotating roller is rotatably connected to the right tooth plate, so that the friction generated between the rotating roller and the monorail is evenly distributed on the surface of the rotating roller, and the friction force is reduced, so as to facilitate the normal operation of the device.

Description

Technical Field

[0001] This invention relates to the field of monorail crane technology, specifically to an explosion-proof battery-powered monorail crane. Background Technology

[0002] A monorail crane is a transportation device that runs on a suspended monorail and consists of a drive vehicle or traction vehicle (for wire rope traction), a braking vehicle, and a load-bearing vehicle.

[0003] The monorail crane locomotive consists of drive wheels, a permanent magnet motor controller, a reducer, load-bearing wheels, brake block linkages, brake cylinder spring assemblies, clamping cylinders, a main frame, and articulated seat ball pins. During normal operation, the drive wheels move along the monorail and support the entire locomotive as it moves beneath it. However, this process has at least the following shortcomings:

[0004] 1. The drive wheel is equipped with a wheel sleeve. The wheel sleeve will wear when it moves on the monorail. The wheel sleeve should retain a thickness of not less than 5mm. The conventional inspection method is to check it at regular intervals and measure the diameter of the wheel sleeve. However, during long-distance transportation, it is difficult to detect the wear of the wheel sleeve exceeding 5mm thickness in time during the locomotive's movement. When the wheel sleeve thickness exceeds the limit, it is easy to cause the safety hazard of locomotive derailment.

[0005] 2. The inspection and measurement of wheel sleeve thickness is generally carried out manually using vernier calipers or by direct visual inspection. This is greatly affected by the inspector's sense of responsibility and skill level. If wheel sleeves exceeding the limit are not detected in time, they will pose a derailment risk when the locomotive is in operation.

[0006] Therefore, an explosion-proof battery-powered monorail crane is proposed. Summary of the Invention

[0007] The purpose of this invention is to provide an explosion-proof battery-powered monorail locomotive to address the issue of wheel sleeves installed on the drive wheels, which wear down as the locomotive moves along the monorail. The wheel sleeves should maintain a thickness of at least 5mm. Conventional inspection methods involve periodic checks and measuring the diameter of the wheel sleeves. However, during long-distance transport, it is difficult to detect wear exceeding 5mm during locomotive movement. When the wheel sleeve thickness exceeds the limit, it easily leads to the safety hazard of locomotive derailment. Furthermore, the measurement of wheel sleeve thickness is generally done manually using calipers or by visual inspection, which is highly dependent on the inspector's sense of responsibility and skill level. Failure to detect excessive wheel sleeve thickness in a timely manner can result in derailment risks during locomotive operation.

[0008] To achieve the above objectives, the present invention provides the following technical solution: an explosion-proof battery monorail crane, comprising a monorail and a frame, wherein the monorail is made of I-beam steel and is mounted on the frame;

[0009] Two sets of drive wheels are slidably connected on a single rail. The outer side of each drive wheel is movably connected to a wheel sleeve for sliding on the single rail. A clamping shaft extends through and is rotatably connected to the inside of each drive wheel. The clamping shaft is rotatably connected to the frame.

[0010] A wear protection mechanism located inside the drive wheel is used to prevent excessive wear of the wheel sleeve from going undetected.

[0011] Preferably, the wear protection mechanism includes a rotating shaft that extends through and is movably connected to the inner wall of the drive wheel. A gear is rotatably connected to the rotating shaft, and a right toothed plate is meshed with the right side of the gear. A sliding groove is provided inside the wheel sleeve, and the upper end of the right toothed plate extends into the sliding groove and is slidably connected. A left toothed plate is meshed with the left side of the gear, and a rectangular groove is provided inside the wheel sleeve. The upper end of the left toothed plate extends into the rectangular groove and is slidably connected. A wear protection component is provided at the end of the right toothed plate that extends into the sliding groove.

[0012] Preferably, the wear protection component includes a circular groove, into which a rotating roller extends and is rotatably connected.

[0013] Preferably, the wear protection component further includes an oil cavity, which is located inside the right toothed plate and adjacent to the circular groove. The oil cavity is filled with lubricating oil. A sponge sheet for absorbing lubricating oil is embedded and fixedly connected to the side wall adjacent to the oil cavity and the circular groove. One end of the sponge sheet extends into the circular groove and contacts and is slidably connected to the rotating roller. An oil inlet hole is provided on one side of the oil cavity, and an oil plug is inserted into the oil inlet hole. A wear warning component is provided inside the wear protection component in the drive wheel.

[0014] Preferably, the wear warning assembly includes a cavity, a ring is fixedly connected inside the drive wheel, the cavity is opened inside the ring, a plug rod extends through and is slidably connected inside the cavity, a sealing plug is fixedly connected to one end of the plug rod that extends into the cavity, the sealing plug is slidably connected inside the cavity, a whistle extends through and is fixedly connected to the bottom of the cavity, the whistle has a whistle hole, and a wedge is fixedly connected to the bottom of the right tooth plate.

[0015] Preferably, the wedge has a wedge opening and the plug rod has a meshing opening. The opening directions of the meshing opening and the wedge opening are opposite. The meshing opening is provided with a stop-point component for stopping due to excessive wear.

[0016] Preferably, the parking assembly includes a parking cavity, which is opened inside the stopcock and inside the engagement opening. A conductive sheet is fixedly connected to the bottom of the inner surface of the parking cavity. A conductive block is attached to the upper surface of the conductive sheet. A T-shaped wedge is inserted and slidably connected to one side of the contact surface between the conductive block and the conductive sheet. An insulating spring is fixedly connected to the upper surface of the conductive block. The upper end of the insulating spring is fixedly connected to the top of the inner surface of the parking cavity.

[0017] Preferably, the mounting assembly includes a rectangular hole, which is formed at the bottom of the wheel sleeve. The rotating shaft extends through the rectangular hole and is movably connected. A round block is fixedly connected to one end of the rotating shaft that extends through the rectangular hole. A support spring is sleeved on the rotating shaft. The lower end of the support spring is fixedly connected to the round block, and the upper end of the support spring is fixedly connected to the bottom of the drive wheel.

[0018] Preferably, the rectangular holes are provided in five groups and are distributed with equal arc.

[0019] Preferably, each set of rectangular holes has two sets of plug holes, and a plug strip is fixedly connected to the rotating shaft. The plug strip extends into one set of plug holes and is slidably connected.

[0020] Compared with the prior art, the beneficial effects of the present invention are:

[0021] 1. This invention addresses the issue that as the drive wheel moves along a monorail for an extended period, the thickness of the wheel sleeve on the drive wheel gradually decreases due to wear. The bottom of the chute serves as a warning line for the wheel sleeve thickness. As the wheel sleeve wears down, the chute is exposed. Movement continues only after the wheel sleeve reaches the warning line. At this point, as the wheel sleeve slides on the monorail, the rotating roller inside the chute contacts and rotates with the monorail, thus replacing the wheel sleeve as a temporary support unit on the monorail. This prevents excessive wear during long-distance transport, i.e., when the locomotive moves along the monorail for an extended period, which could lead to derailment. The design of the rotating roller being rotatably connected to the right toothed plate ensures that the friction between the roller and the monorail is evenly distributed on the roller surface and reduces frictional force, facilitating the normal operation of the device.

[0022] 2. In this invention, when the rotating roller on the wheel sleeve rotates on the monorail, it is subjected to the force of the monorail and moves to the side away from the monorail. The right toothed plate on the rotating roller moves downward, causing the gear it meshes with to rotate on the rotating shaft. The left toothed plate, which is meshed with the gear, moves upward and finally presses against the monorail. Since the rotating roller and the left toothed plate both press against the monorail, they form a unit that supports each other. This allows the left toothed plate to assist the rotating roller in forming a relatively stable temporary support unit, thereby ensuring the safety of the locomotive running on the monorail.

[0023] 3. In this invention, when the right toothed plate is pressed down, the wedge fixedly connected to the right toothed plate moves downward. During the rotation of the wheel sleeve with the downward-moving wedge, it continuously contacts and squeezes the stopper rod, forcing the stopper rod to move inward under pressure. The sealing slide plug fixedly connected to the stopper rod then moves inward and discharges the gas inside the cavity through a whistle, thereby producing a sharp whistle sound. This can remind the staff that the wheel sleeve wear has exceeded the limit and needs to be replaced in time, so as to prevent the wheel sleeve wear from going undetected during long-distance travel. Attached Figure Description

[0024] Figure 1 This is an overall structural view of the present invention;

[0025] Figure 2 This is a top view of the entire invention;

[0026] Figure 3 This is an overall structural view of the drive wheel and wheel sleeve of the present invention;

[0027] Figure 4 This is a top view of the entire drive wheel of the present invention;

[0028] Figure 5 This is a cross-sectional view of the drive wheel of the present invention;

[0029] Figure 6 This is a partial cross-sectional view of the bottom sidewall of the drive wheel of the present invention;

[0030] Figure 7 This is a combined view of the gear and the right gear plate of the present invention;

[0031] Figure 8 This is a partial cross-sectional view of the drive wheel of the present invention;

[0032] Figure 9 For the present invention Figure 4 A magnified view of A;

[0033] Figure 10 For the present invention Figure 8 A magnified view of B;

[0034] Figure 11 For the present invention Figure 8 A magnified view of C.

[0035] In the picture:

[0036] 1. Drive wheel; 11. Monorail; 12. Frame; 13. Wheel sleeve; 14. Clamping shaft; 2. Wear protection mechanism; 21. Rotating shaft; 22. Gear; 23. Right gear plate; 24. Left gear plate; 25. Rectangular groove; 26. Slide groove; 3. Wear protection assembly; 31. Circular groove; 32. Rotating roller; 33. Oil cavity; 34. Sponge sheet; 35. Oil inlet; 36. Oil plug; 4. Wear warning assembly; 4 1. Cavity; 42. Plug rod; 43. Sealing slide plug; 44. Whistle; 45. Whistle hole; 46. Wedge block; 5. Wedge mouth; 51. Engagement mouth; 6. Stopping assembly; 61. Parking cavity; 62. Conductive sheet; 63. T-shaped wedge plate; 64. Conductive block; 65. Insulating spring; 7. Mounting assembly; 71. Rectangular hole; 72. Round block; 73. Support spring; 74. Plug strip; 75. Plug hole. Detailed Implementation

[0037] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. 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.

[0038] Please see Figures 1 to 11 The present invention provides a technical solution:

[0039] An explosion-proof battery-powered monorail crane includes a monorail 11 and a frame 12. The monorail 11 is made of I-beam steel and is mounted on the frame 12.

[0040] Two sets of drive wheels 1 are slidably connected on a single rail 11. A wheel sleeve 13 for sliding on the single rail 11 is movably connected to the outside of the drive wheel 1. A clamping shaft 14 extends through and is rotatably connected to the inside of the drive wheel 1. The clamping shaft 14 is rotatably connected to the frame 12.

[0041] The wear protection mechanism 2, located inside the drive wheel 1, is used to prevent excessive wear of the wheel sleeve 13 from going undetected.

[0042] As an embodiment of the present invention, as shown in the figure, the wear protection mechanism 2 includes a rotating shaft 21, which extends through and extends from the inner wall of the drive wheel 1 and is movably connected. A gear 22 is rotatably connected to the rotating shaft 21. A right toothed plate 23 is meshed with the right side of the gear 22. A sliding groove 26 is provided in the wheel sleeve 13. The upper end of the right toothed plate 23 extends into the sliding groove 26 and is slidably connected. A left toothed plate 24 is meshed with the left side of the gear 22. A rectangular groove 25 is provided in the wheel sleeve 13. The upper end of the left toothed plate 24 extends into the rectangular groove 25 and is slidably connected. A wear protection component 3 is provided at one end of the right toothed plate 23 that extends into the sliding groove 26.

[0043] During operation, as the drive wheel 1 moves on the monorail 11 for an extended period, the thickness of the wheel sleeve 13 on the drive wheel 1 gradually decreases due to wear. The inner bottom of the groove 26 serves as a warning line for the thickness of the wheel sleeve 13. As the wheel sleeve 13 gradually wears down, the groove 26 is exposed. The wheel sleeve 13 continues to move after its wear reaches the warning line. At this time, when the wheel sleeve 13 slides on the monorail 11, the rotating roller 32 inside the groove 26 contacts and rotates with the monorail 11, thereby replacing the wheel sleeve 13 as a temporary support unit to move on the monorail 11. This prevents the locomotive from derailing due to excessive wear during long-distance transportation, i.e., when the locomotive moves on the monorail 11 for an extended period.

[0044] As an embodiment of the present invention, as shown in the figure, the wear protection component 3 includes a circular groove 31, and a rotating roller 32 extends into and is rotatably connected to the circular groove 31.

[0045] During operation, the design of the rotating roller 32 being rotatably connected to the right toothed plate 23 enables the friction generated between the rotating roller 32 and the monorail 11 to be evenly distributed on the surface of the rotating roller 32, and reduces its frictional force, so as to facilitate the normal operation of the device.

[0046] As an embodiment of the present invention, as shown in the figure, the wear protection component 3 further includes an oil cavity 33, which is located inside the right toothed plate 23 and adjacent to the circular groove 31. The oil cavity 33 is filled with lubricating oil. A sponge sheet 34 for absorbing lubricating oil is embedded and fixedly connected to the side wall adjacent to the oil cavity 33 and the circular groove 31. One end of the sponge sheet 34 extends into the circular groove 31 and contacts and slides with the roller 32. An oil inlet hole 35 is provided on one side of the oil cavity 33, and an oil plug 36 is plugged in the oil inlet hole 35. A wear warning component 4 is provided inside the wear protection component 3 inside the drive wheel 1.

[0047] During operation, lubricating oil is injected into the oil cavity 33 through the oil inlet 35. The lubricating oil in the oil cavity 33 is absorbed by the sponge sheet 34. As the roller 32 rotates, it continuously contacts the sponge sheet 34, and the lubricating oil on the sponge sheet 34 is partially adhered to the roller 32, thus ensuring that the roller 32 rotates better on the monorail 11. The lubricating oil on the roller 32 and the dust that the roller 32 picks up while rotating on the monorail 11 are scraped off by the tip of the side of the circular groove 31 and the contact point with the roller 32, thereby achieving continuous cleaning of the roller 32 and ensuring that the roller 32 is always in a standardized operating state.

[0048] As an embodiment of the present invention, as shown in the figure, the wear warning assembly 4 includes a cavity 41, a ring is fixedly connected inside the drive wheel 1, the cavity 41 is opened inside the ring, a plug rod 42 extends through and is slidably connected inside the cavity 41, a sealing plug 43 is fixedly connected to one end of the plug rod 42 that extends into the cavity 41, the sealing plug 43 is slidably connected inside the cavity 41, a whistle 44 extends through and is fixedly connected to the bottom of the cavity 41, the whistle 44 has a whistle hole 45, and a wedge 46 is fixedly connected to the bottom of the right toothed plate 23.

[0049] During operation, when the right toothed plate 23 is pressed down, the wedge 46 fixedly connected to the right toothed plate 23 moves downward. As the wheel sleeve 13 rotates with the downward-moving wedge 46, it continuously contacts and squeezes the stopper rod 42, forcing the stopper rod 42 to move inward under pressure. The sealing slide 43 fixedly connected to the stopper rod 42 then moves inward and discharges the gas inside the cavity 41 through the whistle 44, thereby producing a sharp whistle sound. This can remind the staff that the wheel sleeve 13 is worn beyond the limit and needs to be replaced in time, so as to prevent the wear of the wheel sleeve 13 from going undetected during long-distance travel.

[0050] As an embodiment of the present invention, as shown in the figure, the wedge block 46 has a wedge opening 5, and the stopper rod 42 has a biting opening 51. The opening directions of the biting opening 51 and the wedge opening 5 are opposite to each other. The biting opening 51 is provided with a stop point component 6 for stopping due to excessive wear.

[0051] During operation, if the wheel sleeve 13 continues to be used without being replaced in time, the wedge 46 continues to move downward. At this time, the wedge 5 on the wedge 46 engages with the engagement opening 51 on the stop rod 42, thereby performing forced braking. When the wedge 5 on the wedge 46 engages with the engagement opening 51, the wheel sleeve 13 is fixed and cannot rotate, resulting in greater friction between the wheel sleeve 13 and the monorail 11. This reduces the braking distance when the locomotive is forced to stop, thus improving safety.

[0052] As an embodiment of the present invention, as shown in the figure, the parking assembly 6 includes a parking cavity 61, which is opened inside the stopper rod 42 and inside the engagement opening 51. A conductive sheet 62 is fixedly connected to the bottom of the inner surface of the parking cavity 61. A conductive block 64 is attached to the upper surface of the conductive sheet 62. A T-shaped wedge 63 is inserted into and slidably connected to the contact surface of the conductive block 64 and the conductive sheet 62. An insulating spring 65 is fixedly connected to the upper surface of the conductive block 64. The upper end of the insulating spring 65 is fixedly connected to the top of the inner surface of the parking cavity 61.

[0053] During operation, the T-shaped wedge 63 inside the engagement joint 51 is first squeezed by the wedge block 46 and moves inward. The T-shaped wedge 63 then squeezes the conductive block 64 and forces the conductive block 64 to move upward. The T-shaped wedge 63 is made of insulating material, so that the conductive block 64 and the conductive sheet 62 do not come into contact. At this time, the power line controlling the locomotive is short-circuited, causing the device to stop operating immediately.

[0054] As an embodiment of the present invention, as shown in the figure, the mounting component 7 includes a rectangular hole 71, which is formed at the bottom of the wheel sleeve 13. The rotating shaft 21 extends through the rectangular hole 71 and is movably connected. A circular block 72 is fixedly connected to one end of the rotating shaft 21 extending through the rectangular hole 71. A support spring 73 is sleeved on the rotating shaft 21. The lower end of the support spring 73 is fixedly connected to the circular block 72, and the upper end of the support spring 73 is fixedly connected to the bottom of the drive wheel 1. The rectangular holes 71 are arranged in five groups and are distributed in equal arcs. Two sets of plug holes 75 are formed on each group of rectangular holes 71. A plug strip 74 is fixedly connected to the rotating shaft 21. The plug strip 74 extends into one set of plug holes 75 and is slidably connected.

[0055] During operation, after the locomotive stops, pulling the circular block 72 causes the stopper strip 74 on the rotating shaft 21 to disengage from the stopper hole 75. During this process, the gear 22 rotatably connected to the rotating shaft 21 remains engaged with the left gear plate 24 and the right gear plate 23. After the stopper strip 74 disengages from the stopper hole 75, pulling the rotating shaft 21 causes it to reach the position of the second stopper hole 75. Releasing the rotating shaft 21 allows the stopper strip 74, which is fixedly connected to the rotating shaft 21, to extend into the second stopper hole 75. During this process, the rotating shaft 21, along with the engaged left gear plate 24 and right gear plate 23, moves inward toward the drive wheel 1. The movement causes the left toothed plate 24 and the right toothed plate 23 to leave the wheel sleeve 13, thereby releasing the fixing limit on the wheel sleeve 13, making it easy to replace the wheel sleeve 13. After the drive wheel 1 is fitted onto the wheel sleeve 13, the control shaft 21 causes the left toothed plate 24 and the right toothed plate 23 to return to their normal working positions. At this time, the left toothed plate 24 and the right toothed plate 23 extend into the rectangular groove 25 and the sliding groove 26 inside the wheel sleeve 13, thereby enabling secondary fixing of the wheel sleeve 13 and preventing the wheel sleeve 13 on the drive wheel 1 from shifting and falling off when the drive wheel 1 moves.

[0056] Working principle: During operation, the locomotive moves on the monorail 11, and the drive wheel 1 on the locomotive moves on the I-beam monorail 11. As the drive wheel 1 moves, it rotates due to friction with the monorail 11. The wheel sleeve 13 on the drive wheel 1 rotates against the surface of the monorail 11. The friction generated between the wheel sleeve 13 and the monorail 11 when the drive wheel 1 moves and rotates causes the wheel sleeve 13 to wear. When the thickness of the wheel sleeve 13 is less than 5mm, it needs to be replaced in time.

[0057] When the drive wheel 1 moves on the monorail 11 for a long time, the thickness of the wheel sleeve 13 on the drive wheel 1 gradually decreases due to wear. The inner bottom of the groove 26 serves as the warning line for the thickness of the wheel sleeve 13. As the wheel sleeve 13 gradually wears down, the groove 26 is exposed. The wheel sleeve 13 continues to move after its wear reaches the warning line. At this time, when the wheel sleeve 13 slides on the monorail 11, the rotating roller 32 in the groove 26 contacts and rotates with the monorail 11, thereby replacing the wheel sleeve 13 as a temporary support unit to move on the monorail 11. This prevents the locomotive from derailing due to excessive wear during long-distance transportation, i.e., when the locomotive moves on the monorail 11 for a long time. The rotating roller 32 is rotatably connected to the right toothed plate 23, which can make the friction between the rotating roller 32 and the monorail 11 evenly distributed on the surface of the rotating roller 32 and reduce its friction force, so as to facilitate the normal operation of the device.

[0058] Lubricating oil is injected into the oil cavity 33 through the oil inlet 35. The lubricating oil in the oil cavity 33 is absorbed by the sponge sheet 34. When the roller 32 rotates, it continuously contacts the sponge sheet 34. The lubricating oil on the sponge sheet 34 is thus partially adhered to the roller 32, thereby ensuring that the roller 32 rotates better on the monorail 11. The lubricating oil on the roller 32 and the dust that the roller 32 picks up while rotating on the monorail 11 are scraped off by the tip of the side of the circular groove 31 and the contact point of the roller 32, thereby achieving continuous cleaning of the roller 32 and ensuring that the roller 32 is always in a standardized operating state.

[0059] When the rotating roller 32 on the wheel sleeve 13 rotates on the monorail 11, it is subjected to the force of the monorail 11 and moves to the side away from the monorail 11. The right toothed plate 23 on the rotating roller 32 moves downward, causing the gear 22 it meshes with to rotate on the rotating shaft 21. The left toothed plate 24 connected to the gear 22 moves upward and finally presses against the monorail 11. Since the rotating roller 32 and the left toothed plate 24 both press against the monorail 11, they form a unit that supports each other. This allows the left toothed plate 24 to assist the rotating roller 32 in forming a relatively stable temporary support unit, thus ensuring the safety of the locomotive running on the monorail 11.

[0060] When the right toothed plate 23 is pressed down, the wedge 46 fixedly connected to the right toothed plate 23 moves downward. As the wheel sleeve 13 rotates with the downward-moving wedge 46, it continuously contacts and squeezes the stopper rod 42, forcing the stopper rod 42 to move inward under pressure. The sealing slide 43 fixedly connected to the stopper rod 42 moves inward and discharges the gas inside the cavity 41 through the whistle 44, thereby producing a sharp whistle sound. This can remind the staff that the wheel sleeve 13 is worn beyond the limit and needs to be replaced in time, so as to prevent the wear of the wheel sleeve 13 from going unnoticed during long-distance driving.

[0061] It should be noted that the right toothed plate 23 and the stopper rod 42 are on the same plane, while the left toothed plate 24 and the stopper rod 42 are not on the same plane. Therefore, when the wheel sleeve 13 rotates with the left toothed plate 24 and the right toothed plate 23, the left toothed plate 24 never contacts the stopper rod 42, so there is no interference.

[0062] Under normal locomotive operation, including the above-mentioned warning of wheel sleeve 13 exceeding the limit, the conductive sheet 62 and the conductive block 64 are in contact and are both connected to the control power line of the locomotive, enabling it to operate normally. The design of the insulating spring 65 allows the conductive block 64 to always be in contact with the conductive sheet 62 when there is no external force, so as to ensure good power supply operation.

[0063] If wheel sleeve 13 continues to be used without timely replacement, wedge 46 continues to move downwards. At this time, the wedge 5 on wedge 46 engages with the engagement opening 51 on the stopcock 42, thereby performing forced braking. When the wedge 5 on wedge 46 engages with the engagement opening 51, the T-shaped wedge 63 inside the engagement opening 51 is first squeezed by wedge 46 and moves inwards. The T-shaped wedge 63 then squeezes the conductive block 64 and forces the conductive block 64 to move upwards, so that the conductive block 64 and the conductive sheet 62 do not contact each other. At this time, the power line controlling the locomotive is short-circuited, causing the device to stop immediately. After keeping it de-energized, the wedge 5 on wedge 46 fully engages with the engagement opening 51, thereby fixing wheel sleeve 13 and preventing it from rotating. This increases the friction between wheel sleeve 13 and monorail 11, thereby reducing the braking distance when the locomotive is forced to stop, resulting in higher safety.

[0064] After the locomotive stops, the circular block 72 is pulled to disengage the plug strip 74 on the rotating shaft 21 from the plug hole 75. During this process, the gear 22 rotatably connected to the rotating shaft 21 remains engaged with the left gear plate 24 and the right gear plate 23. After the plug strip 74 disengages from the plug hole 75, the rotating shaft 21 is pulled to the position of the second plug hole 75. The rotating shaft 21 is then released, allowing the plug strip 74 fixedly connected to the rotating shaft 21 to extend into the second plug hole 75. During this process, the rotating shaft 21, along with the engaged left gear plate 24 and right gear plate 23, moves towards the inside of the drive wheel 1. The left toothed plate 24 and the right toothed plate 23 are both removed from the wheel sleeve 13, thereby releasing the fixing limit on the wheel sleeve 13, making it easy to replace the wheel sleeve 13. After the drive wheel 1 is fitted onto the wheel sleeve 13, the control shaft 21 is used to return the left toothed plate 24 and the right toothed plate 23 to their normal working positions. At this time, the left toothed plate 24 and the right toothed plate 23 are both inserted into the rectangular groove 25 and the sliding groove 26 inside the wheel sleeve 13, thereby enabling secondary fixing of the wheel sleeve 13 and preventing the wheel sleeve 13 on the drive wheel 1 from shifting and falling off when the drive wheel 1 moves.

[0065] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An explosion-proof battery-powered monorail hoist vehicle, characterized by comprising: include: A single rail (11) and a frame (12), wherein the single rail (11) is made of I-beams and is mounted on the frame (12); Two sets of drive wheels (1) are slidably connected on a single rail (11). The outer side of the drive wheel (1) is movably connected to a wheel sleeve (13) for sliding on the single rail (11). The drive wheel (1) is rotatably connected to a clamping shaft (14) extending through and rotatably connected to the inside of the drive wheel (1). The clamping shaft (14) is rotatably connected to the frame (12). A wear protection mechanism (2) is provided inside the drive wheel (1) to prevent excessive wear of the wheel sleeve (13); The wear protection mechanism (2) includes a rotating shaft (21), which extends through and extends from the inner wall of the drive wheel (1) and is movably connected. A gear (22) is rotatably connected to the rotating shaft (21). A right toothed plate (23) is meshed with the right side of the gear (22). A sliding groove (26) is provided in the wheel sleeve (13). The upper end of the right toothed plate (23) extends into the sliding groove (26) and is slidably connected. A left toothed plate (24) is meshed with the left side of the gear (22). A rectangular groove (25) is provided in the wheel sleeve (13). The upper end of the left toothed plate (24) extends into the rectangular groove (25) and is slidably connected. A wear protection component (3) is provided at one end of the right toothed plate (23) that extends into the sliding groove (26). The wear protection component (3) includes a circular groove (31) into which a rotating roller (32) extends and is rotatably connected.

2. The explosion-proof battery monorail hoist vehicle according to claim 1, characterized in that: The wear protection component (3) also includes an oil cavity (33), which is located in the right toothed plate (23) and adjacent to the circular groove (31). The oil cavity (33) is filled with lubricating oil. A sponge sheet (34) for absorbing lubricating oil is embedded and fixedly connected to the side wall of the oil cavity (33) and the circular groove (31). One end of the sponge sheet (34) extends into the circular groove (31) and contacts and slides with the roller (32). An oil inlet hole (35) is provided on one side of the oil cavity (33), and an oil plug (36) is plugged in the oil inlet hole (35). A wear warning component (4) is provided inside the wear protection component (3) in the drive wheel (1).

3. The explosion-proof battery-powered monorail crane according to claim 2, characterized in that: The wear warning assembly (4) includes a cavity (41), a ring is fixedly connected inside the drive wheel (1), the cavity (41) is opened inside the ring, a plug rod (42) extends through and is slidably connected inside the cavity (41), a sealing plug (43) is fixedly connected to one end of the plug rod (42) that extends into the cavity (41), the sealing plug (43) is slidably connected inside the cavity (41), a sounding whistle (44) extends through and is fixedly connected to the bottom of the cavity (41), a whistle hole (45) is opened on the whistle (44), and a wedge (46) is fixedly connected to the bottom of the right toothed plate (23).

4. The explosion-proof battery-powered monorail crane according to claim 3, characterized in that: The wedge (46) has a wedge (5) inside, and the stopper (42) has a bite (51) inside. The bite (51) and the wedge (5) have opposite opening directions. The bite (51) is provided with a stop-point assembly (6) for stopping due to excessive wear.

5. The explosion-proof battery-powered monorail crane according to claim 4, characterized in that: The parking assembly (6) includes a parking cavity (61), which is located inside the stopper (42) and inside the engagement opening (51). A conductive sheet (62) is fixedly connected to the bottom of the inner surface of the parking cavity (61). A conductive block (64) is attached to the upper surface of the conductive sheet (62). A T-shaped wedge (63) is inserted and slidably connected to one side of the contact surface of the conductive block (64) and the conductive sheet (62). An insulating spring (65) is fixedly connected to the upper surface of the conductive block (64). The upper end of the insulating spring (65) is fixedly connected to the top of the inner surface of the parking cavity (61).

6. The explosion-proof battery-powered monorail crane according to claim 2, characterized in that: It also includes an installation component (7), which includes a rectangular hole (71) at the bottom of the wheel sleeve (13). The rotating shaft (21) extends through the rectangular hole (71) and is movably connected. A round block (72) is fixedly connected to one end of the rotating shaft (21) extending through the rectangular hole (71). A support spring (73) is sleeved on the rotating shaft (21). The lower end of the support spring (73) is fixedly connected to the round block (72), and the upper end of the support spring (73) is fixedly connected to the bottom of the drive wheel (1).

7. The explosion-proof battery-powered monorail crane according to claim 6, characterized in that: The rectangular holes (71) are provided in five groups and are distributed in equal arcs.

8. The explosion-proof battery-powered monorail crane according to claim 7, characterized in that: Two sets of plug holes (75) are provided on each set of rectangular holes (71). A plug strip (74) is fixedly connected to the rotating shaft (21). The plug strip (74) extends into a set of plug holes (75) and is slidably connected.

Images