A slope track deviation detection and control system for a downhole monorail hoist

Abstract

The application discloses a slope track deviation detection and control system for a monorail crane in a well, comprising a plug-in plate track, a clamping plate track, a plug-in tongue, a clamping plate side piezoelectric sensor, a clamping plate bottom piezoelectric sensor and a monorail crane control system; in combination with the plug-in plate and clamping plate structure and stress of the monorail crane slope track, a piezoelectric sensor is arranged in the connecting groove of the plug-in plate and the clamping plate, the slope working condition of the monorail track is automatically identified, the left and right deviation and danger of the track are automatically detected, the monorail crane control system is controlled to further control the electromagnetic valve of the driving part, power distribution protection is performed, manual intervention is not needed, no additional external equipment is needed, the structure and the control method are simple, the protection of the slope track is realized, the continuous operation of the monorail crane is ensured, and the application has important significance.

Description

Technical Field

[0001] This invention relates to the field of monorail control, and more particularly to a slope track deviation detection and control system for underground monorails. Background Technology

[0002] When a monorail crane in a coal mine travels on a horizontal track, the drive unit at the front end of the lifting beam provides tension to the locomotive, while the drive unit at the rear end provides thrust, preventing track bending. When the monorail crane travels uphill on an uphill track, the driving force of each drive unit is in the same direction as the locomotive's movement; the front drive unit, positioned higher, provides tension, while the rear drive unit, positioned lower, provides thrust. However, when the monorail crane travels downhill, the driving force of each drive unit is opposite to the locomotive's movement. The front drive unit, positioned lower, pushes the lifting beam upwards along the track, providing thrust; the rear drive unit, positioned higher, pulls the rear drive unit upwards along the track, providing tension.

[0003] Therefore, it can be seen that when a monorail is running on a sloping track, the drive unit above the lifting beam provides tension, and the drive unit below the lifting beam provides thrust. However, when the front drive unit is on the level track while the rear drive unit is still on the sloping track, the speed of the front drive unit will change because it is suddenly no longer limited by its own weight and load. Especially in downhill conditions, this change will cause the speed of the front drive unit to increase and the force to increase, while the speed and force of the rear drive unit will remain largely unchanged. At this time, the front and rear drive units will generate torque at the connection point of the sloping track, which may cause the sloping track to deviate or even bend.

[0004] Meanwhile, misalignment of the monorail ramp track installation in the mine increases the risk of bending. Since the track is suspended from the tunnel ceiling by chains, and gaps are required between tracks during installation, unevenness and misalignment will inevitably occur when installation errors are unavoidable. When the thrust from below the load is excessive, the track will sway left and right, forming a zigzag shape, causing the thrust of the drive unit to be out of alignment. According to monorail installation standards, this deviation angle should not exceed 1°. This deviation angle results in a lateral component of the force exerted by the drive unit on the track during monorail operation, and the force exerted by adjacent tracks on the track will also have a lateral component. Under the combined action of these two lateral forces, the track will sway from side to side. When the monorail is traveling on a sloping track, the drive unit must not only overcome the rolling friction between the monorail and the track, but also the component of the weight of the monorail locomotive and the cargo in the track direction. Therefore, the driving force of the drive unit is very large. When the resultant force of these two types of lateral forces exceeds the yield limit or stiffness limit of the track, the track will undergo plastic deformation, resulting in track bending failure.

[0005] Currently, some devices and methods have emerged to improve track deviation on slopes by controlling the driving force. However, due to the inability to monitor the track's stress state in real time, the technical problems of how to obtain the track's left and right deviation in real time on slopes and alarm to control the power system for protection, and how to automatically identify the slope conditions at weak points of slope track transitions without manual intervention or external equipment, and then automatically control the solenoid valve of the drive unit for power distribution, have remained unsolved. This has led to frequent track deviations and even bending, seriously affecting the continuous operation efficiency of monorail cranes, and urgently needs to be solved. Summary of the Invention

[0006] To address the aforementioned technical problems, this invention provides a slope track deviation detection and control system for underground monorails. It primarily utilizes the monorail's own insert plate and clamping plate structure and stress distribution. Piezoelectric sensors are installed in the connecting grooves of the insert plates and clamping plates to automatically identify the slope conditions of the monorail, automatically detect left and right deviations and hazards, and control the monorail control system, which in turn controls the solenoid valve of the drive unit for power distribution protection. This requires no manual intervention, does not rely on external auxiliary equipment, and features a simple structure and control method, achieving protection of the slope track and ensuring the continuous operation of the monorail.

[0007] The system includes a plate track, a clamp track, a pin tongue, a clamp side piezoelectric sensor, a clamp bottom piezoelectric sensor, and a monorail control system. The clamp side piezoelectric sensors and clamp bottom piezoelectric sensors are arranged at the mating grooves of the plate and clamp on the slope track. The clamp side piezoelectric sensors include a left-side piezoelectric sensor and a right-side piezoelectric sensor, embedded on both sides of the internal groove of the clamp, closely fitting with the plate and clamp, monitoring the left and right deviations of the track in real time, and providing alarm protection to the monorail control system. The clamp bottom piezoelectric sensor is embedded on the bottom side of the internal groove of the clamp, closely fitting with the plate and clamp. When the monorail runs on a slope, the clamp bottom piezoelectric sensor sends a signal to the monorail control system as a detection signal for the monorail's uphill and downhill status.

[0008] Left or right track deviation refers to a deviation of more than 1° on a slope track. Taking left deviation as an example, when the insert plate presses against the piezoelectric sensor on the left side of the clamping plate, the piezoelectric sensor on the left side of the clamping plate outputs force and sends a signal to the monorail control system. Since the relationship between the output value of the piezoelectric sensor on the left side of the clamping plate and the track deviation angle is related to the track load and force, the output value of the piezoelectric sensor on the left side of the clamping plate is set between 0-500N. When it exceeds the first limit of 300N, its output value is defined as indicating that the track deviation exceeds 1°, and when it exceeds the second limit of 500N, its output value is defined as indicating that the track deviation is dangerous. At this time, the monorail control system outputs a control signal to the power unit to control the solenoid valve to work, execute power distribution and even emergency braking, and issue audible and visual alarms to prevent the deviation angle from further increasing and causing the slope track to bend, thus realizing the detection and control of track deviation. Multiple piezoelectric sensor signals 401 on the left side of the clamping plate are connected in parallel and enter the monorail control system 6 for independent control. When any piezoelectric sensor signal 401 on the left side of the clamping plate is working, the monorail control system 6 considers the slope track to be deviated. Right deviation is the same as left deviation.

[0009] Automatic slope recognition refers to the process where, when a monorail crane moves onto a slope track, its own load tightly connects to the track, causing the insert plates of the insert track to fit snugly against the bottom of the internal groove of the clamping plate. At this point, the insert plates press against the piezoelectric sensor at the bottom of the clamping plate, triggering a force output that sends a signal to the monorail crane control system. Since the output value of the piezoelectric sensor at the bottom of the clamping plate is related to the track load and force, a switching limit is set between 0-300N. A value exceeding 300N indicates that the monorail crane has moved onto the slope track. Multiple piezoelectric sensor signals from the bottom of the clamping plate are connected in parallel to the monorail crane control system. To avoid misoperation, the control system only considers the monorail crane to have entered the slope condition when more than two piezoelectric sensor signals are active, achieving automatic recognition without manual intervention or reliance on external equipment. Power distribution is controlled by the solenoid valves of the drive unit.

[0010] Combining the structure and stress of the monorail's own insert plates and clamps, the monorail's slope track automatically identifies the slope conditions, automatically detects potential left or right deviations, and controls the solenoid valves of the monorail control system for power distribution protection. The resulting slope track deviation detection and control method includes the following steps:

[0011] Step 1. When the monorail is not in the slope condition, that is, not running on the slope track, the output of the piezoelectric sensor on the side of the clamp and the piezoelectric sensor at the bottom of the clamp does not exceed the limit, and the power distribution system does not work.

[0012] Step 2. When the monorail enters the slope condition, that is, when running on the slope track, if more than two piezoelectric sensors at the bottom of the clamp plate activate simultaneously, the monorail control system automatically recognizes the slope condition. Due to its own weight and load, the drive unit runs slowly. At this time, the piezoelectric sensor signal on the side of the clamp plate is detected. If the piezoelectric sensor on the side of the clamp plate does not activate, the slope track will not deviate or bend. However, in order to improve the stress condition of the slope track, the monorail control system outputs a signal to control the corresponding solenoid valve of one drive unit near the front and rear cabs to cut off, and performs a slope condition drive-off. At this time, the stress is improved, and it is avoided that when the drive unit near the front cab moves from the slope track to the flat track, it will not be affected by its own weight and load and will accelerate, which would cause a bending moment at the track joint and cause deviation at the track joint.

[0013] Step 3. If the piezoelectric sensor on the side of the clamp plate outputs more than the first limit of 300N, the slope track deviation will be automatically identified. The monorail control system will output a signal to control the corresponding solenoid valves of the two drive units near the front and rear cabs to be completely shut off, increasing the driving force under the slope condition. At this time, the stress is further improved, and deviation or even bending at the track joint is avoided.

[0014] Step 4. If the piezoelectric sensing value on the side of the clamp exceeds the second limit of 500N, the track deviates from the danger zone, the monorail control system outputs an emergency braking signal, cuts off all drive unit solenoid valves, and enters the protection program.

[0015] The beneficial effects of this invention are as follows: Combining the structure and stress of the monorail's own insert plate and clamp plate, and setting piezoelectric sensors in the connecting grooves of the insert plate and clamp plate, the invention automatically identifies the slope conditions of the monorail, automatically detects left and right deviations and dangers of the track, controls the monorail control system, and then controls the solenoid valve of the drive unit to perform power distribution protection. This requires no manual intervention, does not rely on external auxiliary equipment, has a simple structure and control method, and achieves protection of the slope track, ensuring the continuous operation of the monorail, which is of great significance. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the installation of the slope track deviation detection sensor of the present invention;

[0017] Figure 2 This is a schematic diagram of the arrangement of the slope track deviation detection sensor of the present invention (taking a downhill slope as an example);

[0018] Figure 3 This is a schematic diagram illustrating the slope deviation of the track in this invention;

[0019] Figure 4 This is a schematic diagram of the automatic slope track recognition of the present invention;

[0020] Figure 5This is a schematic diagram of the automatic identification of the distribution diagram of the monorail crane power system of the present invention (taking 10-drive as an example).

[0021] Explanation of reference numerals in the attached figures:

[0022] 1. Insert plate track; 2. Clamping plate track; 3. Pin tongue; 4. Clamping plate side piezoelectric sensor; 5. Clamping plate bottom piezoelectric sensor; 6. Monorail control system; 7. Level track; 8. Gradient track; 9. Track joint; 101. Insert plate; 201. Clamping plate; 401. Clamping plate left side piezoelectric sensor; 402. Clamping plate right side piezoelectric sensor; 601. Front cab; 602. Rear cab; 603. Front drive unit 1; 604. Rear drive unit 1; 605. Front drive unit 2; 606. Rear drive unit 2; 607. Middle drive unit. Detailed Implementation

[0023] 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 a part of the embodiments of the present invention, and not all of them. Unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other. 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.

[0024] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0025] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the meaning of "and / or" throughout the text includes three parallel solutions; for example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied. Furthermore, "multiple" refers to two or more. Moreover, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent.

[0026] like Figure 1As shown, a slope track deviation detection and control system for underground monorails includes a plate track 1, a clamp track 2, a pin tongue 3, a piezoelectric sensor on the side of the clamp track 4, a piezoelectric sensor at the bottom of the clamp track 5, and a monorail control system 6.

[0027] The lower end of the insert plate track 1 is fixed with an insert plate 101, and the lower end of the clamping plate track 2 is fixed with a clamping plate 201. The upper parts of the insert plate track 1 and the clamping plate track 2 are connected by a pin tongue 3, and the lower parts are connected by the insert plate 101 and the clamping plate 201 at an angle, with room for movement around them.

[0028] The piezoelectric sensor 4 on the side of the clamping plate and the piezoelectric sensor 5 on the bottom of the clamping plate are arranged at the insertion plate and the mating groove of the clamping plate in the slope track.

[0029] The piezoelectric sensor 4 on the side of the clamping plate includes a piezoelectric sensor 401 on the left side of the clamping plate and a piezoelectric sensor 402 on the right side of the clamping plate. It is embedded in the two sides of the groove inside the clamping plate 201 and is in close contact with the insert plate 101 and the clamping plate 201. It monitors the left and right deviation of the track in real time and provides alarm protection to the monorail control system 6.

[0030] The piezoelectric sensor 5 at the bottom of the clamping plate is embedded in the bottom side of the groove inside the clamping plate 201 and fits tightly with the insert plate 101 and the clamping plate 201. When the monorail is running on the slope, the piezoelectric sensor 5 at the bottom of the clamping plate is subjected to force and sends a signal to the monorail control system as a detection signal for the monorail's uphill and downhill status.

[0031] like Figure 1 and Figure 2 As shown, at the junction of the flat track 7 and the gradient track 8, and at the track docking point 9 between the gradient tracks 8, it is necessary to install piezoelectric sensors 4 on the side of the clamping plate and piezoelectric sensors 5 on the bottom of the clamping plate to detect weak points such as deviation or even bending of the gradient track. Depending on the size and length of the gradient, there are multiple track docking points 9, and a corresponding number of piezoelectric sensors 4 on the side of the clamping plate and piezoelectric sensors 5 on the bottom of the clamping plate are installed. The signals are output in parallel to the monorail control system 6.

[0032] In one embodiment, such as Figure 3As shown, track deviation to the left or right refers to a deviation of more than 1° on a gradient track. Taking a leftward deviation as an example, when the insert plate 101 presses against the piezoelectric sensor 401 on the left side of the clamping plate, the piezoelectric sensor 401 on the left side of the clamping plate outputs a force and sends a signal to the monorail control system 6. Since the relationship between the output value of the piezoelectric sensor 401 on the left side of the clamping plate and the track deviation angle is related to the track load and force, the output value of the piezoelectric sensor 401 on the left side of the clamping plate is set between 0-500N. When it exceeds the first limit of 300N, its output value is defined as indicating that the track deviation exceeds 1°, and when it exceeds 500N, the second limit is defined as indicating that the track deviation exceeds 1°. When the limit is set, its output value indicates a dangerous deviation from the track. At this time, the monorail control system 6 outputs a control signal to the power unit to control the solenoid valve, perform power distribution and even emergency braking, and issue an audible and visual alarm to prevent the deviation angle from increasing further and causing the ramp track to bend, thus realizing the detection and control of track deviation. Multiple piezoelectric sensors 401 on the left side of the clamps are connected in parallel to the monorail control system 6 and controlled independently. When any piezoelectric sensor 401 on the left side of the clamp is working, the monorail control system 6 considers the ramp track to have deviated; deviation to the right is the same as deviation to the left.

[0033] In one embodiment, such as Figure 4 As shown, automatic slope recognition means that when the monorail is running on a slope track, due to its own load and the tight connection with the slope track, the insert plate 101 of the insert plate track 1 fits tightly against the bottom of the groove inside the clamping plate 201. At this time, the insert plate 101 presses the piezoelectric sensor 5 at the bottom of the clamping plate, and the piezoelectric sensor 5 at the bottom of the clamping plate outputs a signal to the monorail control system 6. Since the output value of the piezoelectric sensor 5 at the bottom of the clamping plate is related to the track load and the force, the output value of the piezoelectric sensor 5 at the bottom of the clamping plate is set to a switch limit value between 0-300N. If it exceeds 300N, its output value is defined as indicating that the monorail has run on the slope track. Multiple signals from the piezoelectric sensors 5 at the bottom of the clamping plate are connected in parallel to enter the monorail control system 6. In order to avoid misoperation, the monorail control system 6 only considers the monorail to have entered the slope condition when more than two signals from the piezoelectric sensors 5 at the bottom of the clamping plate are working, thus achieving automatic recognition without manual intervention and without relying on external auxiliary equipment. The solenoid valve of the control drive unit is used to distribute power.

[0034] like Figure 5 As shown, the monorail control system 6 is located between the front two drive units 605 and the middle drive unit 607 of the monorail system. The monorail has a front cab 601 and a rear cab 602. Near the front cab 601 are the front first drive unit 603 and the front second drive unit 605, and near the rear cab 602 are the rear first drive unit 604 and the rear second drive unit 606. Each drive unit has an independent solenoid valve, which is individually controlled by the output signal of the monorail control system 6 to realize power distribution. Power distribution is achieved by the swing drive of the drive unit, that is, closing the solenoid valve so that the corresponding drive unit does not work.

[0035] Preferably, the present invention combines the plate and clamp structure and stress of the monorail's gradient track itself to automatically identify the gradient working condition of the monorail, automatically detect the danger of left and right deviation of the track, control the solenoid valve of the monorail control system, and perform power distribution protection. The resulting gradient track deviation detection and control method includes the following steps:

[0036] Step 1. When the monorail is not in the slope condition, that is, not running on the slope track, the output of the piezoelectric sensor 4 on the side of the clamp and the piezoelectric sensor 5 at the bottom of the clamp do not exceed the limit, and the power distribution system does not work.

[0037] Step 2. When the monorail enters the gradient operation condition, that is, when running on the gradient track, it uses... Figure 2 Taking the downhill condition as an example, when the monorail is running downhill, the piezoelectric sensor 5 at the bottom of the clamp plate is activated, and the monorail control system 6 automatically recognizes the slope condition. Due to its own weight and load, the drive unit runs slowly. At this time, the working signal of the piezoelectric sensor 4 on the side of the clamp plate is detected. If the piezoelectric sensor 4 on the side of the clamp plate does not output, the slope track will not deviate or bend. However, in order to improve the stress condition of the slope track, the monorail control system 6 outputs a signal to control the corresponding solenoid valves of the front drive unit 603 and the rear drive unit 604 near the front cab 601 and the rear cab 602 to cut off the drive in the slope condition. This improves the stress and prevents the front drive unit 603 near the front cab 601 from accelerating from the slope track 8 to the flat track 7 due to its own weight and load, which would cause a bending moment at the track joint 9 and cause the track joint 9 to deviate.

[0038] Step 3. If the piezoelectric sensor 4 on the side of the clamp plate outputs a value exceeding the first limit of 300N, the slope track deviation will be automatically identified. The monorail control system 6 will output a signal to control all the corresponding solenoid valves of the front drive unit 603, front drive unit 605, rear drive unit 604 and rear drive unit 606 near the front cab 601 and rear cab 602 to cut off the driving force under the slope condition. This will further improve the stress and prevent the track joint 9 from deviating or even bending.

[0039] Step 4. If the piezoelectric sensor 4 on the side of the clamp plate outputs more than the second limit of 500N, the track deviates from the danger, the monorail control system 6 outputs an emergency braking signal, cuts off all drive unit solenoid valves, and enters the protection program.

[0040] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A slope track deviation detection and control system for underground monorail cranes, characterized in that: Includes insert plate rail, clamp plate rail, pin tongue, clamp plate side piezoelectric sensor, clamp plate bottom piezoelectric sensor and monorail control system; The piezoelectric sensors on the sides and bottom of the clamping plates are arranged at the mating grooves of the insert plates and clamping plates of the slope track. The piezoelectric sensors on the sides of the clamping plates include piezoelectric sensors on the left and right sides of the clamping plates, which are embedded in the inner grooves of the clamping plates and fit tightly against the insert plates and clamping plates. They monitor the left and right deviations of the track in real time and provide alarm protection to the monorail control system. The piezoelectric sensors at the bottom of the clamping plates are embedded in the bottom side of the inner grooves of the clamping plates and fit tightly against the insert plates and clamping plates. When the monorail runs on the slope, the piezoelectric sensors at the bottom of the clamping plates emit a signal to the monorail control system as a detection signal for the monorail's uphill and downhill status. Combining the structure and stress of the monorail's inclined track with its own insert plates and clamps, piezoelectric sensors are installed in the connecting grooves of the insert plates and clamps to automatically identify the inclined track conditions, automatically detect left and right deviations and hazards, control the monorail control system, and then control the solenoid valves of the drive unit for power distribution protection. This requires no manual intervention, does not rely on external auxiliary equipment, and has a simple structure and control method. It achieves protection of the inclined track and ensures continuous operation of the monorail. The resulting inclined track deviation detection and control includes the following steps: Step 1. When the monorail is not in the slope condition, that is, not running on the slope track, the output of the piezoelectric sensor on the side of the clamp and the piezoelectric sensor at the bottom of the clamp does not exceed the limit, and the power distribution system does not work. Step 2. When the monorail enters the slope condition, that is, when running on the slope track, if more than two piezoelectric sensors at the bottom of the clamp plate activate simultaneously, the monorail control system automatically recognizes the slope condition. Due to its own weight and load, the drive unit runs slowly. At this time, the piezoelectric sensor signal on the side of the clamp plate is detected. If the piezoelectric sensor on the side of the clamp plate does not activate, the slope track will not deviate or bend. However, in order to improve the stress condition of the slope track, the monorail control system outputs a signal to control the corresponding solenoid valve of one drive unit near the front and rear cabs to cut off, and performs a slope condition drive-off. At this time, the stress is improved, and it is avoided that when the drive unit near the front cab moves from the slope track to the flat track, it will not be affected by its own weight and load and will accelerate, which would cause a bending moment at the track joint and cause deviation at the track joint. Step 3. If the piezoelectric sensor on the side of the clamp plate outputs more than the first limit of 300N, the slope track deviation will be automatically identified. The monorail control system will output a signal to control the corresponding solenoid valves of the two drive units near the front and rear cabs to be completely shut off, increasing the driving force under the slope condition. At this time, the stress is further improved, and deviation or even bending at the track joint is avoided. Step 4. If the piezoelectric sensing value on the side of the clamp exceeds the second limit of 500N, the track deviates from the danger zone, the monorail control system outputs an emergency braking signal, cuts off all drive unit solenoid valves, and enters the protection program.

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