Integrated explosion-proof lithium power monorail crane vehicle for mine

Abstract

This invention provides an integrated explosion-proof lithium-powered monorail locomotive for mining, which is an integrated self-driving monorail traction and hydraulic power supply device. It includes a frame as the mounting base, a lithium-powered device housed within the frame as the locomotive's power source, a floating electric drive unit slidably connected to the frame via a ball joint for driving the locomotive, a fixed electric drive unit connected to the frame via a ball joint for driving the locomotive, a connecting rod for connecting the fixed and floating electric drive units, a hydraulic control system for controlling the movement of hydraulic components in the floating and fixed electric drive units, and an electrical control system for the main control of locomotive operation and running. This invention, through its integrated structural design, eliminates the need for external power pipes or cables during operation, reduces requirements on the monorail track and underground mine roadway space, provides convenient and quick remote control operation, exhibits strong curve-crossing ability on the track, has a long range, and can achieve direct transport along the track line.

Description

Technical Field

[0001] This invention relates to the field of monorail transportation technology in coal mines, specifically to an integrated explosion-proof lithium-powered monorail locomotive for mining. Background Technology

[0002] As a new type of auxiliary transportation equipment, monorail transportation in coal mines is not limited by the conditions of the floor, requires less track maintenance, and can achieve networked transportation of multiple lines, offering greater flexibility and adaptability. Due to its advantages such as high traction capacity, high transportation efficiency, fewer transfer links, and simple installation, monorails are being adopted by an increasing number of coal mining enterprises, becoming the preferred equipment for auxiliary transportation in coal mines in recent years. Currently, common monorail equipment for coal mines can be divided into pneumatic monorails, cable-stayed electric traction monorails, diesel engine monorails, and battery monorails. Diesel engine and battery monorails employ a distributed arrangement of front and rear cabs, multiple drive units, an electronic control unit, a power unit, and lifting beams along the track direction, connected by linkages to form a train. These are used for transporting materials and personnel in medium- to long-distance roadways, and the train lengths of diesel engine and battery monorails are relatively long.

[0003] Currently, coal mines typically use integrated pneumatic monorails or cable-driven electric monorails for short-distance material transfer or dispatching within the mine yard. These monorails have short train lengths, are flexible in transfer, and are convenient for operation between turnouts in the mine yard. However, existing pneumatic or electric monorails require air pipes or cables to be towed along the route to provide a power source. The presence of these pipes or cables limits their transport distance and range of motion, significantly reducing dispatching and transfer efficiency. For example, document CN208071133U discloses an ultra-small dispatching monorail using a cable-driven method. It utilizes underground coal mine power to supply a hydraulic system for hydraulic drive. However, the presence of the cable limits its transport distance to the cable length, resulting in short transport distances and often requiring multiple sets of equipment to relay the transport, leading to low transfer efficiency. For example, Chinese patent document CN215101544U discloses a remote-controlled pneumatic monorail, which requires a towed air hose to provide air supply during operation, limiting the transport distance. It typically requires multiple sets of relays or re-connecting the air hose after each certain distance, resulting in very low transport efficiency. Chinese patent document CN208593383U discloses a lithium-ion battery monorail locomotive and its main unit, but it only specifically involves the main unit, a component of the lithium-ion battery monorail locomotive used for control and power output; it lacks the functionality of a complete vehicle and cannot be driven independently as a locomotive.

[0004] As for the foregoing, existing pneumatic or electric monorail locomotives, due to their overall structural limitations, require the towing of air pipes or cables along their route for power. The presence of these pipes or cables significantly restricts their transport distance and operating range, resulting in relatively low efficiency in dispatching and transshipment. Furthermore, they place high demands on the monorail track and the space available in underground mine roadways. Therefore, solving these technical problems and developing more advanced and suitable monorail locomotives is a pressing issue that needs to be addressed in the current field of monorail transshipment in coal mines. Summary of the Invention

[0005] The purpose of this invention is to address the problems existing in the prior art by providing an integrated explosion-proof lithium-powered monorail crane for mining. This is an integrated self-driving transportation device powered by lithium batteries. It does not require external power pipes or cables during operation, has low requirements for monorail tracks and underground mine roadways, is convenient and quick to operate via remote control, has strong curve-crossing ability on the track, has a long range, and can achieve direct transportation along the track line.

[0006] The technical solution of the present invention is as follows: The integrated explosion-proof lithium-powered monorail locomotive for mining of the present invention has the following structural features: it is an integrated self-driving monorail traction and hydraulic power supply device, including a frame as the mounting base, a lithium power supply device installed in the frame as the locomotive power source, a floating electric drive unit slidably connected to the frame by a ball joint for driving the locomotive, a fixed electric drive unit connected to the frame by a ball joint for driving the locomotive, a connecting rod for connecting the fixed electric drive unit and the floating electric drive unit, a hydraulic control system for controlling the movement of the hydraulic components provided in the floating electric drive unit and the fixed electric drive unit, and an electrical control system for the main control of locomotive operation and running.

[0007] A further embodiment is as follows: the aforementioned floating electric drive unit includes a support frame, two drive wheels located above the support frame, two sets of electric drive mechanisms located on the support frame for driving one drive wheel to rotate, two pairs of traveling wheels rotatably located on the support frame for bearing weight, a braking mechanism located on the support frame for locomotive overspeed and / or emergency braking, a clamping mechanism located on the support frame for adjusting the clamping force between the drive wheel and the monorail track, connecting frames fixedly located on the left and right sides of the support frame for external connection, a ball joint for connecting the support frame to the aforementioned vehicle frame, and a sliding shaft slidably located in a groove on the lower side of the support frame and fixedly connected to the upper end of the ball joint.

[0008] A further solution is as follows: the structure of the fixed electric drive unit is the same as that of the floating electric drive unit. The sliding groove provided on the lower side of the support frame of the floating electric drive unit is replaced by a shaft hole in the fixed electric drive unit. The sliding shaft of the floating electric drive unit is replaced by a fixed shaft in the fixed electric drive unit. The upper end of the ball shaft of the fixed electric drive unit is fixedly connected to the support frame of the fixed electric drive unit through the fixed shaft.

[0009] A further solution is as follows: the electric drive mechanism includes a drive motor, a frequency converter for frequency conversion control of the drive motor, and a reducer connected to the drive motor. The two drive wheels are fixedly installed on the output end of each reducer and located above the reducer. In use, the two drive wheels rotate on both sides of the monorail track and rely on the friction between them to achieve self-driving of the locomotive.

[0010] A further embodiment is as follows: The aforementioned braking mechanism includes a brake cylinder, brake arms, brake blocks, and brake springs; one brake arm is provided on each of the front and rear sides of the brake cylinder, and one brake block is fixedly provided on the inner side of the upper end of each of the two brake arms. When in use, the two brake blocks and the two brake arms are arranged in a mirror image on both sides of the monorail track, and the brake spring is sleeved on the brake cylinder; the aforementioned braking mechanism has two sets with identical structures, and one set of the two braking mechanisms is provided on each of the two pairs of traveling wheels on the aforementioned support frame; the movement of the two brake cylinders is controlled by the aforementioned hydraulic control system.

[0011] A further embodiment is as follows: the clamping mechanism includes a clamping cylinder for providing clamping power, two clamping arms for clamping the two reducers respectively, thereby causing the drive wheels connected to the reducers to clamp accordingly, and two clamping arm shafts rotatably mounted on the support frame for supporting the rotation of the two clamping arms. One end of each of the two clamping arms is rotatably connected to one of the clamping arm shafts, and the other end of each of the two clamping arms is connected to the clamping cylinder. The action of the clamping cylinder is controlled by the hydraulic control system.

[0012] A further embodiment is as follows: the connecting frame includes a body fixedly connected to the bearing frame and a connecting shaft fixedly mounted on the body; the connecting rod includes a rod body, with spherical bearings embedded in both ends of the rod body, and a retaining ring between the spherical bearings and the rod body; the connecting rod is connected by the spherical bearings at both ends to the connecting shaft of a corresponding connecting frame of the floating electric drive unit and the fixed electric drive unit, respectively.

[0013] A further embodiment is as follows: the aforementioned hydraulic control system includes an oil pump motor for providing driving power, a hydraulic oil tank for storing hydraulic oil, a gear pump driven by the aforementioned oil pump motor for providing hydraulic power, a control valve group for controlling the movement of hydraulic components provided in the floating electric drive unit and the fixed electric drive unit by controlling the switching of the hydraulic oil circuit, and controlling the lifting pressure of the hydraulic lifting equipment driven by it during use, and a lifting hydraulic interface for connecting to the inlet of the hydraulic lifting equipment during use.

[0014] A further embodiment is as follows: The aforementioned electronic control system includes a power control box, a main control box, a remote control box, a remote control receiver, a remote control transmitter, a locomotive display, a sensor group, and a master switch; the aforementioned lithium power supply unit, floating electric drive unit, fixed electric drive unit, hydraulic control system, and master switch are electrically connected to the aforementioned power control box; the power control box, remote control box, sensor group, and locomotive display are electrically connected to the main control box, the remote control receiver is electrically connected to the remote control box, and the remote control receiver communicates wirelessly with the remote control transmitter.

[0015] Further options include: the main control box is used for the main control of the locomotive; the power control box is used to control the operation of the floating electric drive unit, the fixed electric drive unit, and the hydraulic control system, as well as the charging and discharging protection and power-off control of the lithium power supply device in case of failure, according to the instructions of the main control box; the remote control box is used to perform preliminary processing on the control signals transmitted by the remote control transmitter and forwarded by the remote control receiver before sending them to the main control box; the locomotive display is used to receive and display the locomotive operating status parameters and fault codes sent by the main control box in real time; the sensor group is used to detect the locomotive operating environment and operating status parameters and send the detection signals to the main control box; and the master switch is used to manually realize the switching control of the locomotive's main power supply.

[0016] The present invention has the following positive effects: (1) Through the design of the overall structure, the present invention makes it a self-driven locomotive with a new structure that can be used to traction monorail transport equipment. During operation, it does not require external power pipes or cables, has low requirements for monorail tracks and underground coal mine roadways, has a long range, and can achieve direct transport for medium and long distance dispatching and transshipment operations along the track line. It is particularly suitable for material transfer and dispatching between underground coal mine yards. Compared with existing similar equipment, the transport operation range of the present invention is greatly improved, and the overall structure is smaller, more flexible and maneuverable, and more convenient for remote control operation, which can greatly improve work efficiency. (2) The two electric drive units of the present invention are connected to the ball joint seat provided in the frame by ball joints, which can release the freedom of the track direction and the vertical track direction, and ensure that the drive wheel runs smoothly and closely to the track. This can effectively solve the problem that existing similar equipment shakes during the movement, causing the drive part to shake, resulting in the drive wheel changing from surface contact to line contact with the rail web, thus causing insufficient driving force. (3) The present invention uses a structure design in which the floating electric drive unit is slidably connected to the upper part of the ball shaft through a sliding shaft, while the fixed electric drive unit is fixedly connected to the upper part of the ball shaft through a fixed shaft. This structure design can effectively adapt to the change in wheelbase when the locomotive passes through a curve, ensuring that the locomotive does not get stuck when passing through a curve on the track. (4) The present invention uses a structure design of a clamping mechanism. Under the control of the electronic control system, the clamping mechanism can adjust the clamping force on the drive wheel to the track according to the load of the locomotive. When the load of the locomotive is greater than the set value, the clamping pressure is increased to ensure that the drive wheel does not slip on the monorail track; when the load is lower than the set value, the clamping force of the drive wheel on the monorail track is reduced to extend the service life of the drive wheel. (5) The present invention uses a structure design of a connecting rod to enhance the motion dimension between the connecting rod and the floating electric drive unit and the fixed electric drive unit. This can effectively avoid the rigid interference of similar connecting rods in the prior art when the locomotive passes through a curve, further enhancing the curve-passing ability of the locomotive of the present invention. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the present invention, which also shows the monorail track on which it operates during use; Figure 2 for Figure 1 The right view; Figure 3 This is a three-dimensional structural diagram of the present invention, which also shows the monorail track on which it operates during use; Figure 4 This is a three-dimensional structural schematic diagram of the vehicle frame of the present invention, drawn using a method assuming partial visibility. Figure 5 To and Figure 4 A schematic diagram of the three-dimensional structure when the observation direction is reversed; Figure 6 for Figure 1A three-dimensional structural diagram of the floating electric drive unit; Figure 7 for Figure 1 A schematic diagram of the planar structure of the floating electric drive unit; Figure 8 for Figure 7 The left view in the middle; Figure 9 for Figure 7 Top view in the middle; Figure 10 This is a partial cross-sectional schematic diagram of the connection between the floating electric drive unit and the vehicle frame of the present invention; Figure 11 This is a partial cross-sectional schematic diagram showing that the ball shaft of the floating electric drive unit of the present invention is slidably connected to the support frame via a sliding shaft. Figure 12 for Figure 1 A cross-sectional structural diagram of the central connecting rod, which also shows its connection relationship with the connecting frame of the floating electric drive unit; Figure 13 This is a schematic diagram of the circuit structure of the present invention.

[0018] The reference numerals in the above figures are as follows: Frame 1, body 11, ball joint 11-1, top cover 12; Lithium power supply device 2; Floating electric drive unit 3, support frame 31, slide rail 31-1, electric drive mechanism 32, drive motor 32-1, frequency converter 32-2, reducer 32-3, drive wheel 33, traveling wheel 34, braking mechanism 35, brake cylinder 35-1, brake arm 35-2, brake block 35-3, brake spring 35-4, clamping mechanism 36, clamping cylinder 36-1, clamping arm 36-2, clamping arm rotating shaft 36-3, connecting frame 37, body 37-1, connecting shaft 37-2, ball shaft 38, sliding shaft 39; Fixed electric drive unit 4, fixed shaft 49; Link 5, rod body 51, spherical bearing 52, snap ring 53; Hydraulic control system 6, oil pump motor 61, hydraulic oil tank 62, gear pump, control valve group, lifting hydraulic interface; 7. Electrical control system; 71. Power control box; 72. Main control box; 73. Remote control box; 74. Remote control receiver; 75. Locomotive display; 76. Sensor group; 76-1. Liquid level sensor; 76-2. Methane concentration sensor; 76-2. Clamping pressure sensor; Braking pressure sensor; System pressure sensor; Master switch; 77. Monorail track 100. Detailed Implementation

[0019] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0020] (Example 1) In this embodiment, when describing the orientation, it uses... Figure 1 The direction being faced is the front as described, with the back to the front. Figure 1 The direction it faces is the rear, as described. Figure 1 The up-down and left-right directions are still the same as those described.

[0021] The integrated explosion-proof lithium-powered monorail locomotive of this embodiment is an integrated self-driving monorail traction and hydraulic power supply device powered by lithium batteries. It requires an external power air pipe or cable during operation and serves as the power car (head car) of the coal mine monorail transportation system.

[0022] See Figures 1 to 13 The mining integrated explosion-proof lithium power monorail crane of this embodiment is mainly composed of a frame 1, a lithium power supply device 2, a floating electric drive unit 3, a fixed electric drive unit 4, a connecting rod 5, a hydraulic control system 6, and an electrical control system 7.

[0023] The frame 1, serving as the mounting base for the entire vehicle, mainly consists of a frame body 11 and a top cover 12. The frame body 11 is a hollow structural component with a rectangular outer perimeter. An opening is provided in the middle of the upper plate of the frame body 11. On the upper plates to the left and right of this opening, there is a ball joint seat 11-1 (e.g., for ball joint connection with the floating electric drive unit 3 and the fixed electric drive unit 4) on each side of the upper plate. Figure 10 (As shown); the top cover 12 is fixedly connected to the frame 11, closing the opening in the middle of the upper plate of the frame 11. The frame 1 adopts this structure to facilitate the installation of other related components of the vehicle on the frame 1.

[0024] The lithium power supply device 2 is fixedly installed below the frame 11 of the vehicle frame 1 as a power source. The lithium power supply device 2 includes several lithium-ion batteries and a control unit. The lithium power supply device 2 is a commercially available component, and its structure and working principle are mature existing technologies, which will not be described in detail.

[0025] The floating electric drive unit 3 and the fixed electric drive unit 4 are used together to drive the locomotive in this embodiment.

[0026] See Figures 6 to 11 The floating electric drive unit 3 is mainly composed of a support frame 31, an electric drive mechanism 32, a drive wheel 33, a traveling wheel 34, a braking mechanism 35, a clamping mechanism 36, a connecting frame 37, a ball shaft 38, and a sliding shaft 39.

[0027] The support frame 31 serves as the mounting base for the floating electric drive unit 3. Below the support frame 31 is a sliding groove 31-1 that accommodates the sliding shaft 39, allowing it to slide within it.

[0028] The electric drive mechanism 32 includes a drive motor 32-1, a frequency converter 32-2 that is matched with the drive motor 32-1, and a reducer 32-3 that is connected to the drive motor 32-1 for transmission. The electric drive mechanism 32 is fixedly installed on the front and rear sides of the support frame 31.

[0029] One drive wheel 33 is fixedly installed on the output end of each reducer 32-3 and located above the reducer 32-3. During operation, the two drive wheels 33 rotate on both sides of the monorail track 100 under the drive of the reducer 32-3. The locomotive is tractioned and moved by the friction between the drive wheels 33 and the monorail track 100.

[0030] The traveling wheels 34 are used to support the load of the locomotive. There are two pairs of traveling wheels 34 rotatably arranged on the support frame 31, with a total of 4. One pair of traveling wheels 34 is arranged on each of the left and right sides of the drive wheel 33. One pair of traveling wheels 34 is arranged on the front and rear sides of the monorail track 100. During operation, each traveling wheel 34 passively follows and rolls on the monorail track 100.

[0031] The braking mechanism 35 is used for overspeed braking and / or emergency braking during locomotive operation. The braking mechanism 35 includes a brake cylinder 35-1, a brake arm 35-2, a brake block 35-3, and a brake spring 35-4. The brake cylinder 35-1 is mounted on the support frame 31. One brake arm 35-2 is provided on each of the front and rear sides of the brake cylinder 35-1. One brake block 35-3 is fixedly provided on the inner side of the upper end of each of the two brake arms 35-2. The two brake blocks 35-3 and the two brake arms 35-2 are arranged in a mirror image on the front and rear sides of the monorail track 100. The brake spring 35-4 is sleeved on the brake cylinder 35-1 in a front-rear direction. During normal operation, the brake cylinder 35-1 is in the oil pressure release state, the brake spring 35-4 is in the extended state, and the two brake blocks 35-3 are not in contact with the monorail track 100. When overspeed braking or emergency braking is required, the brake cylinder 35-1 is pressurized to overcome the elastic force of the brake spring 35-4, and the two brake arms 35-2 drive the two brake blocks 35-3 to grip the monorail track 100, thus achieving braking. Two sets of the braking mechanism 35 are provided, each set located on the left and right outer sides of the two pairs of traveling wheels 34 on the support frame 31.

[0032] The clamping mechanism 36 is used to adjust the clamping force of the drive wheel 33 on the monorail track 100 according to the locomotive load. When the locomotive load is greater than the set value, the clamping mechanism 36 increases the clamping pressure to ensure that the drive wheel 33 does not slip on the monorail track 100. When the load is lower than the set value, the clamping mechanism 36 reduces the clamping force of the drive wheel 33 on the monorail track 100 to extend the service life of the drive wheel 33. The clamping mechanism 36 includes a clamping cylinder 36-1 for providing clamping power, two clamping arms 36-2 for clamping the two reducers 32-3 respectively, thereby causing the drive wheel 33, which is connected to the reducer 32-3, to clamp accordingly, and two clamping arm shafts 36-3 rotatably mounted on the support frame 31 for supporting the rotation of the two clamping arms 36-2. One end of each of the two clamping arms 36-2 is rotatably connected to one of the clamping arm shafts 36-3, and the other end of each of the two clamping arms 36-2 is connected to the clamping cylinder 36-1.

[0033] The connecting frame 37 is used for external connection of the floating electric drive unit 3. One connecting frame 37 is fixedly installed on each of the left and right sides of the upper part of the support frame 31. The connecting frame 37 on the right side is connected to the fixed electric drive unit 4 through the connecting rod 5, and the connecting frame 37 on the left side is used for connection with external related equipment when needed. The connecting frame 37 mainly consists of a body 37-1 fixedly connected to the support frame 31 and a connecting shaft 37-2 fixedly installed on the body 37-1.

[0034] See Figure 10 and Figure 11 The ball joint 38 and the sliding shaft 39 are used for the dynamic connection between the floating electric drive unit 3 and the frame 1 to enhance the locomotive's ability to bend on the monorail track 100 during operation. The lower ball joint of the ball joint 38 is ball-jointed to the ball socket 11-1 provided in the frame 11 of the frame 1. The sliding shaft 39 is slidably disposed in the groove 31-1 on the lower side of the support frame 31. The upper side of the ball joint 38 is pinned to the support frame 31 through the sliding shaft 39. The purpose of this connection method between the floating electric drive unit 3 and the frame 1 is that the support frame 31 is provided with a groove 31-1 and is connected to the upper end of the ball joint 3 through the sliding shaft 39. During the operation of the locomotive, when passing through a curve on the monorail track 100, the sliding shaft 39 can adapt to the change in wheelbase and move within the groove 31-1 of the support frame 31, ensuring that the floating electric drive unit 3 can adapt to the change in wheelbase when the locomotive passes through a curve, and does not get stuck or even rigidly jammed when passing through a curve. Meanwhile, the floating electric drive unit 3 is connected to the frame 1 by a ball joint, which can release the two-way degrees of freedom in the direction of the monorail track 100 and the direction perpendicular to the monorail track 100, ensuring that the drive wheel 33 runs smoothly and closely against the monorail track 100, and solving the problem that the drive wheel 33 and the monorail track 100 change from surface contact to line contact due to shaking during the locomotive's movement, thus causing insufficient driving force.

[0035] Still see Figures 1 to 3 The fixed electric drive unit 4 is otherwise identical in structure to the floating electric drive unit 3. The difference is that the fixed electric drive unit 4 does not have a sliding groove at the bottom of its support frame, but instead has a shaft hole for connection. Correspondingly, the fixed electric drive unit 4 does not have a sliding shaft, but instead has a fixed shaft 49. The upper end of the ball shaft of the fixed electric drive unit 4 is fixedly connected to its support frame through the fixed shaft 49.

[0036] The connecting rod 5 is used to fix the connection between the electric drive unit 4 and the floating electric drive unit 3, and to connect the locomotive of this embodiment with external related equipment when needed.

[0037] See Figure 12 The connecting rod 5 mainly consists of a rod body 51, spherical bearings 52 embedded in both ends of the rod body 51, and retaining rings 53 located between the spherical bearings 52 and the rod body 51. The connecting rod 5 is connected to the connecting shaft 37-2 of the connecting frame 37 on the right side of the floating electric drive unit 3 via the spherical bearing 52 at its left end, and to the connecting shaft of the connecting frame on the left side of the fixed electric drive unit 4 via the spherical bearing 52 at its right end, thus connecting the fixed electric drive unit 4 and the floating electric drive unit 3. The connecting rod 5 adopts this structure in this embodiment, using a simple pin connection between the connecting rod and the connecting frame, to enhance the kinematic coordination between the connecting rod 5 and the connecting frame, thereby avoiding rigid interference from the connecting rod 5 during locomotive cornering and further enhancing the locomotive's cornering ability.

[0038] The hydraulic control system 6 is used to control the actions of the brake cylinders and clamping cylinders of the floating electric drive unit 3 and the fixed electric drive unit 4. The hydraulic control system 6 includes an oil pump motor 61 that provides driving power to the hydraulic system of the vehicle; a hydraulic oil tank 62 for storing hydraulic oil; a gear pump driven by the oil pump motor 61 to provide hydraulic power to the hydraulic system; a control valve group for controlling the actions of the brake cylinders and clamping cylinders of the floating electric drive unit 3 and the fixed electric drive unit 4 by controlling the switching of hydraulic oil circuits, and for controlling the lifting pressure of externally connected lifting equipment during use; and a lifting hydraulic interface for connecting the vehicle to the inlet of the hydraulic lifting equipment it tows. It should be noted that the gear pump, control valve group, and lifting hydraulic interface are not labeled accordingly in the attached drawings; all components of the hydraulic control system 6 are commercially available parts, and their working principles are not described in detail.

[0039] The electronic control system 7 is used for the main control of the operation and running of the locomotive. The electronic control system 7 includes a power control box 71, a main control box 72, a remote control box 73, a remote control receiver 74, a remote control transmitter, a locomotive display 75, a sensor group 76, and a master switch 77. The power control box 71, the main control box 72, and the remote control box 73 are fixedly installed in the opening inside the frame 11 of the frame 1, below the upper cover 12 of the frame 1; the remote control receiver 74 and the locomotive display 75 are fixedly installed on the right side inside the frame 11 of the frame 1; and the sensor group 76 and the master switch 77 are installed on the frame 11 of the frame 1.

[0040] See Figure 13 The power control box 71 is used to control the operation of each electric drive mechanism of the floating electric drive unit 3 and the fixed electric drive unit 4, as well as the oil pump motor 61 of the hydraulic control system 6, according to the instructions of the main control box 72. It also controls the charging and discharging protection of the lithium power supply device 2 and the power cut-off in case of system failure, and feeds back information to the main control box 72. The power control box 71 is electrically connected to the frequency converters of each electric drive mechanism of the floating electric drive unit 3 and the fixed electric drive unit 4, the oil pump motor 61 of the hydraulic control system 6, the lithium power supply device 2, and the master switch 77.

[0041] The main control box 72 is used for the main control of the locomotive. The main control box 72 receives control commands sent by the remote control box 73, detection signals sent by each sensor in the sensor group 76, and information feedback from the power control box 71. After analysis and processing, it sends corresponding control commands to the power control box 71 and sends relevant information to the locomotive display 75 for display. The main control box 72 is electrically connected to the power control box 71, the remote control box 73, the locomotive display 75, and each sensor in the sensor group 76.

[0042] The remote control box 73 performs preliminary processing on the control signals forwarded by the remote control receiver 74 before sending them to the main control box 72. The remote control receiver 74 receives control signals from the paired remote control transmitter and forwards them to the remote control box 73. The remote control transmitter is used by operators to issue control commands to the vehicle, enabling remote control operation. The remote control receiver 74 is electrically connected to the remote control box 73 and communicates wirelessly with the remote control transmitter.

[0043] The locomotive display 75 is used to display the locomotive's operating status parameters in real time. The displayed parameters include the locomotive's operating speed, mileage, voltage, current, time, total traction force, various pressure values, and various fault codes.

[0044] Sensor group 76 is used to detect parameters related to the locomotive's operating environment and operating status. Sensor group 76 includes a level sensor 76-1 for detecting the hydraulic oil level in the hydraulic oil tank 62 of the hydraulic control system 6; a methane concentration sensor 76-2 for detecting the methane concentration in the locomotive's operating environment; a clamping pressure sensor for detecting the clamping force of each clamping cylinder in the floating electric drive unit 3 and the fixed electric drive unit 4; a brake pressure sensor for detecting the braking pressure of each brake cylinder in the floating electric drive unit 3 and the fixed electric drive unit 4; and a system pressure sensor for detecting the working pressure of the hydraulic control system 6. The detection signals from each sensor in sensor group 76 are sent to the main control box 72 for processing in real time.

[0045] The master switch 77 is used to manually control the on / off switching of the main power supply of the locomotive. The master switch 77 is electrically connected to the power control box 71.

[0046] It should be noted that the power control box 71, main control box 72, remote control box 73, remote control receiver 74, locomotive display 75, sensor group 76, and master switch 77 of the electrical control system 7 are all explosion-proof components to meet the requirements of the coal mine operating environment. The structure and working principle of each component of the electrical control system 7 are mature existing technologies and will not be described in detail.

[0047] The above embodiments are descriptions of specific implementations of the present invention, and not limitations thereof. Those skilled in the art can make various modifications and changes without departing from the spirit and scope of the present invention to obtain corresponding equivalent technical solutions. Therefore, all equivalent technical solutions should be included in the patent protection scope of the present invention.

Claims

1. A mining integrated explosion-proof lithium-powered monorail crane, characterized in that: It is an integrated self-driving monorail traction and hydraulic power supply equipment, including a frame as the mounting base, a lithium power supply device located in the frame as the locomotive power source, a floating electric drive unit slidably connected to the frame by a ball joint for driving the locomotive, a fixed electric drive unit connected to the frame by a ball joint for driving the locomotive, a connecting rod for connecting the fixed electric drive unit and the floating electric drive unit, a hydraulic control system for controlling the movement of the hydraulic components provided in the floating electric drive unit and the fixed electric drive unit, and an electrical control system for the main control of locomotive operation and running. The floating electric drive unit includes a support frame, two drive wheels located above the support frame, two sets of electric drive mechanisms located on the support frame for driving one drive wheel to rotate, two pairs of traveling wheels rotatably located on the support frame for bearing weight, a braking mechanism located on the support frame for locomotive overspeed and / or emergency braking, a clamping mechanism located on the support frame for adjusting the clamping force between the drive wheel and the monorail track, connecting frames fixed on the left and right sides of the support frame for external connection, a ball shaft for ball joint connection between the support frame and the vehicle frame, and a sliding shaft slidably located in a groove on the lower side of the support frame and fixedly connected to the upper end of the ball shaft. The fixed electric drive unit and the floating electric drive unit have the same structure. The sliding groove provided on the lower side of the support frame of the floating electric drive unit is replaced by a shaft hole in the fixed electric drive unit. The sliding shaft of the floating electric drive unit is replaced by a fixed shaft in the fixed electric drive unit. The upper end of the ball shaft of the fixed electric drive unit is fixedly connected to the support frame of the fixed electric drive unit through the fixed shaft. The braking mechanism includes a brake cylinder, brake arms, brake blocks, and brake springs. One brake arm is installed on each of the front and rear sides of the brake cylinder. One brake block is fixedly installed on the inner upper end of each of the two brake arms. When in use, the two brake blocks and two brake arms are arranged mirror images of each other on both sides of the monorail track. The brake springs are sleeved on the brake cylinders. One set of the braking mechanism is installed on each of the two pairs of traveling wheels on the support frame. The movement of the two brake cylinders is controlled by the hydraulic control system.

2. The mining integrated explosion-proof lithium power monorail crane tractor according to claim 1, characterized in that: The electric drive mechanism includes a drive motor, a frequency converter for frequency conversion control of the drive motor, and a reducer connected to the drive motor. The two drive wheels are fixedly installed on the output end of each reducer and located above the reducer. In use, the two drive wheels rotate on both sides of the monorail track and rely on the friction between them to achieve self-driving of the locomotive.

3. The mining integrated explosion-proof lithium power monorail crane tractor according to claim 2, characterized in that: The clamping mechanism includes a clamping cylinder for providing clamping power, two clamping arms for clamping the two reducers respectively, thereby causing the drive wheels connected to the reducers to clamp accordingly, and two clamping arm shafts rotatably mounted on the support frame for supporting the rotation of the two clamping arms. One end of each clamping arm is rotatably connected to one of the clamping arm shafts, and the other end of each clamping arm is connected to the clamping cylinder. The action of the clamping cylinder is controlled by the hydraulic control system.

4. The mining integrated explosion-proof lithium power monorail crane tractor according to claim 1, characterized in that: The connecting frame includes a body fixedly connected to the bearing frame and a connecting shaft fixedly disposed on the body; the connecting rod includes a rod body, with spherical bearings embedded in each end of the rod body, and a retaining spring disposed between the spherical bearings and the rod body; the connecting rod is connected by the spherical bearings at both ends to the connecting shaft of a corresponding connecting frame of the floating electric drive unit and the fixed electric drive unit, respectively.

5. The mining integrated explosion-proof lithium power monorail crane tractor according to claim 1, characterized in that: The hydraulic control system includes an oil pump motor for providing driving power, a hydraulic oil tank for storing hydraulic oil, a gear pump driven by the oil pump motor to provide hydraulic power, a control valve group for controlling the movement of hydraulic components in the floating electric drive unit and the fixed electric drive unit by controlling the switching of hydraulic oil circuits, and controlling the lifting pressure of the hydraulic lifting equipment driven by it during use, and a lifting hydraulic interface for connecting to the inlet of the hydraulic lifting equipment during use.

6. The mining integrated explosion-proof lithium power monorail crane tractor according to claim 1, characterized in that: The electronic control system includes a power control box, a main control box, a remote control box, a remote control receiver, a remote control transmitter, a locomotive display, a sensor group, and a master switch; the lithium power supply, floating electric drive unit, fixed electric drive unit, hydraulic control system, and master switch are all electrically connected to the power control box; the power control box, remote control box, sensor group, and locomotive display are all electrically connected to the main control box, the remote control receiver is electrically connected to the remote control box, and the remote control receiver communicates wirelessly with the remote control transmitter.

7. The mining integrated explosion-proof lithium power monorail crane tractor according to claim 6, characterized in that: The main control box is used for the main control of the locomotive; the power control box is used to control the operation of the floating electric drive unit, the fixed electric drive unit, and the hydraulic control system, as well as the charging and discharging protection and power-off control of the lithium power supply device in case of failure, according to the instructions of the main control box; the remote control box is used to perform preliminary processing on the control signals transmitted by the remote control transmitter and forwarded by the remote control receiver before sending them to the main control box; the locomotive display is used to receive and display the locomotive operating status parameters and fault codes sent by the main control box in real time; the sensor group is used to detect the locomotive operating environment and operating status parameters and send the detection signals to the main control box; the master switch is used to manually realize the switching control of the locomotive's main power supply.

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