Tank internal vehicle stop assembly, tank cage

Abstract

This invention discloses an in-canister vehicle stop assembly and a canister cage. The in-canister vehicle stop assembly, fitted to the canister cage, includes: a base frame; a first linear motion unit, including a first linear motion mechanism having a first linear motion member and a first drive assembly for driving the first linear motion mechanism; a second linear motion unit, including a second linear motion mechanism having a second linear motion member and a second drive assembly for driving the second linear motion mechanism; a first vehicle stop component mounted on the first linear motion member; and a second vehicle stop component mounted on the second linear motion member. The movement directions of the first and second linear motion members are parallel to the extension direction of the in-canister track. The in-canister vehicle stop assembly according to this invention proposes a new technical approach, capable of reliably restricting vehicles in the longitudinal direction of the canister cage, adapting to different vehicles.

Description

Technical Field

[0001] The present invention relates to a vehicle stop assembly installed in a cage, and further to a cage equipped with the vehicle stop assembly. Background Technology

[0002] The cage is one of the most commonly used hoisting devices in mines. After personnel or vehicles enter the cage, they need to remain relatively stable to avoid large longitudinal (forward and backward) movements. While personnel can be easily restricted from inappropriate movements according to safety regulations, vehicles are prone to forward and backward movements during cage hoisting, affecting the stability of the hoisting process.

[0003] Therefore, when a trackless rubber-wheeled vehicle enters the cage, it is usually necessary to manually place wheel stops (such as wooden blocks) in front of and behind the wheels to restrain the vehicle in the predetermined position within the cage and prevent it from moving too far longitudinally, which could affect the safety of the cage lifting. However, manually placing wheel stops requires personnel to enter the cage to perform the operation, which carries certain safety and uncertainty. Therefore, with technological advancements, installing wheel stops inside the cage has become standard practice.

[0004] Chinese patent document CN109422186A discloses an automatic vehicle stopper for a hoist cage. This automatic vehicle stopper has two stopping blocks, a first stopping block and a second stopping block, on the same side of the cage chassis. The first stopping block restricts the backward movement of vehicles entering the cage, while the second stopping block restricts the forward movement of vehicles. The two stopping blocks are hinged to the cage chassis, and a push rod is provided to rotate the two stopping blocks, thereby placing them in the stopping position or flipping them below the track to disengage them.

[0005] In Chinese patent document CN109422186A, the positions of the two anti-vehicle blocks are fixed. Although the anti-vehicle blocks have the freedom to swing, their seaworthy working state is that the anti-vehicle blocks are in a roughly vertical state. In order to adapt to different types of vehicles, the distance between the two anti-vehicle blocks is relatively far. In other words, the vehicle has space to move forward and backward. This space for forward and backward movement inevitably leads to the vehicle not being reliably limited, thus affecting the stability of the cage lifting.

[0006] Similarly, Chinese patent document CN211110587U discloses a cage-type vehicle stopper. The stop claws are located on both sides of the corresponding cage track, and flip inwards from both sides, positioning the stop claws above the track surface. When a vehicle presses on the stop claws, there is a force in the track direction and a force perpendicular to the track. Neither of these forces will cause the stop claws to detach from the track, thus providing better reliability. The principle behind this structural design is that the plane of the stop claw's movement trajectory is perpendicular to, rather than parallel to, the vehicle's running direction. Therefore, the force exerted by the wheel on the stop claw will not generate a force that causes the stop claw to retract, resulting in better vehicle-stopping reliability.

[0007] However, the cage-mounted vehicle stopper disclosed in Chinese patent document CN211110587U still adopts a structure that stops the vehicle at a fixed position in the front-rear direction of the cage. That is, the equipped pawl flips inward at a predetermined position and is located above the track. This flipping cannot adjust the position of the pawl in the front-rear direction of the cage. In other words, it still uses a set of pawls set at a fixed position in front of and behind the vehicle. The distance between the two sets of pawls is fixed. This fixed distance cannot accommodate all vehicles. As a result, the restrained vehicles generally have room to move in the front-rear direction of the cage, which affects the stability of the cage lifting.

[0008] Currently, almost all cage-type vehicle stoppers generally use one or more vehicle stop components in the front and rear directions. The spacing between the two or more sets of vehicle stop components is fixed. This fixed spacing cannot adapt to the wheelbase of the vehicles carried in the cage, thus allowing the vehicles carried in the cage to still have room to move in the front and rear directions of the cage, which affects the lifting stability of the cage. Summary of the Invention

[0009] In an embodiment of the present invention, a new technical approach is proposed, providing an in-canister vehicle stop assembly that can reliably restrict vehicles in the front and rear directions of the canister, adaptable to different vehicles. In an embodiment of the present invention, a canister equipped with the in-canister vehicle stop is also provided.

[0010] According to a first aspect of the present invention, an in-tank vehicle stop assembly is provided, the basic components of which include:

[0011] Frame;

[0012] A first linear motion unit is mounted on the frame and includes a first linear motion mechanism having a first linear motion member and a first drive assembly for driving the first linear motion mechanism.

[0013] The second linear motion unit is mounted on the frame and includes a second linear motion mechanism having a second linear motion member, and a second drive assembly for driving the second linear motion mechanism;

[0014] A first braking component is mounted on a first linear motion member; and

[0015] The second braking component is mounted on the second linear motion component;

[0016] The first linear motion component and the second linear motion component move in directions parallel to the extension direction of the track inside the cage; the first vehicle blocking component is used to block the front axle or front wheels of the vehicle carried in the cage, and the second vehicle blocking component is used to block the rear axle or rear wheels of the vehicle carried in the cage.

[0017] Optionally, the first linear motion mechanism and the second linear motion mechanism are selected from:

[0018] In a rack and pinion mechanism, the corresponding linear motion component is a rack.

[0019] In a lead screw mechanism, the corresponding linear motion component is a lead screw nut or a lead screw.

[0020] An electric linear actuator, the corresponding linear motion component of which is the actuator;

[0021] The cylinder, with the corresponding linear motion component being the piston rod; or

[0022] A hydraulic cylinder has a piston rod as its corresponding linear motion component.

[0023] Optionally, the rack of the gear and rack mechanism is equipped with legs at both ends, and rollers are mounted on the legs;

[0024] Accordingly, a track or surface for guiding the rollers is provided on the frame;

[0025] When the lead screw mechanism uses the lead screw nut as a linear motion component, the lead screw nut is mounted on a slide plate, and the corresponding braking component is mounted on the slide plate.

[0026] Optionally, a rack holder is provided, the rack holder having a groove in the rack extension direction;

[0027] The rack is fixed in the groove, and the tooth tip of the rack is not higher than the groove surface of the rack seat.

[0028] Optionally, a sliding or rolling guide assembly mounted on the bracket is provided to guide the rack seat;

[0029] Accordingly, the guiding direction of the guiding assembly is parallel to the extension direction of the rack.

[0030] Optionally, the vehicle-stopping components of the first and second vehicle-stopping components have a degree of freedom to swing in a vertical or horizontal plane, for changing between the vehicle-stopping state and the storage state.

[0031] Optionally, the structure for the swinging of the vehicle-stopping component is as follows:

[0032] The first configuration is a swing mechanism or swing component independently configured for the first or second vehicle-stopping component, capable of outputting a swing motion to drive the swing component to swing; or

[0033] In the second configuration, the swinging member moves in accordance with the first linear motion member or the second linear motion member at a predetermined stage.

[0034] Optionally, in the second configuration, the swinging member is hinged to the end of the corresponding first moving member or the second linear moving member via a pivot, thus having the ability to follow the movement of the corresponding linear moving member;

[0035] A stationary part is installed on the frame or the corresponding linear motion part relative to a static component, which causes the swinging component to swing.

[0036] Optionally, the configuration for hinged connection between the swing member and the linear motion member is a crossbar, on which a vehicle-stopping function is mounted;

[0037] The statically fixed part is correspondingly equipped with a baffle and an unfolding part:

[0038] The stop is located on one side of the rotating shaft and on the unfolded side of the swing member. The stop is correspondingly set at the end of the reset path of the linear motion member. The unfolded side is the swing-out side of the crossbar, so that the swing bar of the linear motion member is blocked by the stop at the end of the reset, thereby generating a force that causes the crossbar to reset.

[0039] On the unfolding side, the unfolding part is located at the initial stage of the working stroke of the linear motion component. The unfolding part has a guide surface, which is the impact surface facing the swinging component when the corresponding linear motion component is in the unfolding stroke. The impact surface includes left and right parts, and the space between the two parts is used for the passage of the crossbar. The distance between the two parts is smaller than the scale of the vehicle blocking function in the direction of alignment between the two parts, so that the vehicle blocking function is guided by the guide surface to make the swinging component unfold.

[0040] Optionally, the vehicle-stopping component swings in the horizontal plane;

[0041] Accordingly, the frame shown is a box-type structure, and the compartment has a side hole for the protrusion of the vehicle blocking member on the unfolded side of the vehicle blocking member.

[0042] Optionally, the vehicle-stopping function includes:

[0043] A wheel stop is an angled plate used to abut against the underside of the front or rear of a wheel.

[0044] A support body is used to connect to and support the vehicle blocking plate and is fixedly connected to the crossbar.

[0045] Optionally, the support body includes a semi-enclosed panel, and correspondingly, the vehicle blocking plate is used to seal the open side of the panel to form a fully enclosed structure;

[0046] The length of the fully enclosed structure in the direction of crossbar extension is 300mm~425mm.

[0047] Optionally, a plurality of support plates are provided within the fully enclosed structure. The support plates are perpendicular to the crossbar and have insertion holes for the crossbar to pass through.

[0048] The support plate is at least welded to the surrounding plate.

[0049] Optionally, the working surface of the vehicle blocking plate is a patterned plate.

[0050] According to a second aspect of the present invention, a cage is provided, wherein one or two of the in-cage brake assemblies provided in the first aspect of the present invention are provided between the track components of the cage.

[0051] Compared to traditional fixed-position vehicles, such as wheel chocks, this invention employs a similar floating configuration. The resulting structure includes two linear motion units. The linear motion components of these units serve as mounting bases for the wheel chock components. After a vehicle enters the cage and comes to a stable stop, the two linear motion units drive the linear motion components, causing the wheel chock components, for example, to deploy during transport or upon reaching a position such as the wheel's location, to stop the vehicle. Since each linear motion unit has its own drive assembly, it can be driven independently. Therefore, the requirements for the vehicle's stopping position are not high. Even if the vehicle's positional accuracy in the cage's longitudinal direction is not high, the independently driven linear motion units can transport the wheel chock components to a suitable stopping position for the current vehicle. This provides adaptability to various types of vehicles while allowing for relatively relaxed requirements on vehicle stopping position. Because the positions of the two wheel chock components are adjustable, rather than being fixed with a large spacing to accommodate various vehicles, the vehicle can be reliably restrained, improving the stability of the cage lifting process. Attached Figure Description

[0052] Figure 1 This is a schematic diagram of the main structure of the in-tank vehicle stop assembly in one embodiment.

[0053] Figure 2 This is a top view of the tank-mounted vehicle stop assembly in one embodiment. The figure shows three states of each of the two vehicle stop components using double-dotted lines.

[0054] Figure 3 This is a top view of the guide plate structure in one embodiment.

[0055] Figure 4 This is a schematic diagram of the main structure of a collision head (a type of vehicle blocking component) in one embodiment.

[0056] Figure 5 This is a top view of the collision structure in one embodiment.

[0057] Figure 6 This is a schematic diagram of the main structure of the support plate in one embodiment.

[0058] Figure 7 This is a schematic diagram of the main structure of a rack and pinion assembly in one embodiment.

[0059] Figure 8 This is a top view of the rack assembly in one embodiment.

[0060] Figure 9 This is a schematic diagram of the main view of the first leg in one embodiment.

[0061] Figure 10 This is a top view of the first leg in one embodiment.

[0062] Figure 11 This is a schematic diagram of the left-side structure of the second leg in one embodiment.

[0063] Figure 12 This is a schematic diagram of the main view structure of the frame in one embodiment.

[0064] Figure 13 This is a top view of the frame structure in one embodiment.

[0065] Figure 14 This is a top view schematic diagram of the symmetrical arrangement of the two internal vehicle stoppers in one embodiment.

[0066] Figure 15 for Figure 14 Enlarged view of part A.

[0067] In the diagram: 1. Collision head, 2. Shaft, 3. First leg, 4. Rack, 5. Guide section, 6. Gear, 7. Reducer, 8. Second leg, 9. Motor, 10. Frame, 11. Seat plate, 12. Retractable cam, 13. Guide plate, 14. Guide surface, 15. Frame plate, 16. Socket head screw, 17. Spring washer, 18. Baffle, 19. Patterned plate, 20. Pin hole, 21. Ear plate, 22. Support plate, 23. Crossbar, 24. Diagonal support surface, 25. Chamfered notch, 26. 27. Insertion hole, 28. Screw hole, 29. Elastic washer, 30. Screw, 31. Rack seat, 32. Fish mouth connector, 33. Shaft hole, 34. Roller seat, 35. Screw hole, 36. Roller shaft, 37. Shaft elastic retaining ring, 38. Roller seat, 39. Screw hole, 40. Roller, 41. Shaft elastic retaining ring, 42. Roller shaft, 43. End plate, 44. Side hole, 45. Side plate, 46. Top plate, 47. Angle clip, 48. Socket head screw, 49. Spring washer.

[0068] W1. Storage status, W2. First working position, W3. Second working position Detailed Implementation

[0069] For a cage, it has a defined inlet and outlet, which are consistent with the front and rear directions of the vehicle. It should be known that the vehicle has a defined front and rear and left and right directions. For example, the direction where the front of the vehicle is located is front, and the opposite is rear. The direction perpendicular to the front and rear on the frame is left and right, and the direction perpendicular to the plane determined by the front, rear, left and right is vertical.

[0070] Among them, front and back correspond to length, left and right correspond to width, and vertical corresponds to up and down or height.

[0071] In addition, in the field of vehicle technology, the front-to-back direction is also called longitudinal, and the left-to-right direction is also called transverse. For example, the longitudinal beams and transverse beams of a vehicle frame are named in this way.

[0072] The track inside the cage is generally called the cage track. The cage track is usually a straight track, pointing directly at the cage's inlet and outlet. Vehicles typically enter from one side and exit from the other side.

[0073] It should be noted that although the embodiments of the present invention involve examples of how the vehicle stopper deploys, the invention is not limited to these examples. It should be understood that the embodiments of the present invention propose a new technical approach that allows the position of the vehicle stopper to be varied, thereby adapting to vehicles with different wheelbases, while minimizing the vehicle's longitudinal movement space. Therefore, conventional vehicle stoppers can be used, except for their movable position.

[0074] In view of this, the description of a few examples of vehicle-stopping components in the embodiments of the present invention does not imply protection only for such vehicle-stopping components. It should be understood that conventional vehicle-stopping components with fixed positions are not unusable simply because their positions can be changed.

[0075] The in-tank vehicle stopper provided in the embodiments of the present invention includes a base and two linear motion parts, and vehicle stopping components respectively mounted on the respective linear motion parts.

[0076] Firstly, regarding the seat frame, which serves as the base for mounting the two linear motion components, it includes, but is not limited to, structures with compartmentalization, such as... Figure 12 and Figure 13 The frame 10 shown has a compartment structure that can effectively protect linear moving parts, especially some equipment that requires lubrication or has high requirements for dust and moisture protection, such as lead screw mechanisms, gear and rack mechanisms, etc.

[0077] Some linear motion parts have lower environmental requirements. For example, hydraulic cylinders are usually the main components of heavy machinery. These types of equipment are generally used in relatively harsh environments, such as the various types of construction machinery most commonly found on construction sites. They are generally equipped with hydraulic components, such as the hydraulic outriggers and booms of cranes, and the excavator arms and buckets of excavators, all of which are driven or controlled by hydraulic cylinders.

[0078] However, it should also be noted that even if the selected linear motion unit has low environmental requirements, the configuration of a frame 10 with a cabin, for example, cannot be excluded.

[0079] Regarding the installation location of, for example, frame 10, it should be understood that there is usually an internal track inside the cage, although the cage is not only used for lifting rail vehicles, but also for lifting personnel and trackless rubber-tired vehicles. However, the internal track actually determines a better location, namely the space between the two track members. Therefore, in most applications, for example, frame 10, which constitutes the seat, can be installed between the two track members of the internal track.

[0080] See also Figure 14 Two in-canal wheel stop assemblies are provided in a cage, and both in-canal wheel stop assemblies are preferably located between two track members of the in-canal track. Accordingly, the two in-canal wheel stop assemblies are arranged in parallel with the track members on their respective sides, and the unfolding direction of the bumper 1 is, for example, the side where the track member on its respective side is located.

[0081] The mounting bracket is typically fixed between two track components, such as those inside a tank, using ground anchors or anchor bolts. Alternatively, it can be fixed using a stake-mounted rod, which is used to secure the bracket after placement.

[0082] Figure 13 The frame 10, which constitutes the mounting bracket, is shown in the figure as a relatively long box-shaped structure, with its length aligned with the internal track of the tank. However, in some embodiments, such as hydraulic cylinders, it is only necessary to ensure that the mounting end is reliably fixed and that the axis of the hydraulic cylinder is parallel to the internal track of the tank, without the need for a frame 10. The absence of a frame 10 does not mean that it cannot be installed; those skilled in the art can still provide protective measures for hydraulic cylinders, which are more adaptable to different working conditions.

[0083] The two linear motion units contained in the same tank-mounted vehicle stop assembly can be configured identically, but adjusted in opposite directions, thereby making adaptive adjustments in the wheelbase direction, that is, the front-to-rear direction of the vehicle.

[0084] Given that a tank-mounted vehicle stopper consists of two linear motion units, which are divided into a first linear drive unit and a second linear drive unit, for the sake of simplicity, the first linear drive unit and the second linear drive unit will be collectively referred to as the linear drive unit in the following description, and the first linear motion component and the second linear motion component on the two linear drive units will be collectively referred to as the linear motion component. The first linear motion mechanism and the second linear motion mechanism containing the corresponding linear motion component will be collectively referred to as the linear motion mechanism. Furthermore, the first drive assembly and the second drive assembly that drive the two linear motion mechanisms will be collectively referred to as the drive assembly.

[0085] In the following text, except for the content describing the two linear motion parts relative to each other, all other descriptions will be made using a general term, and the first linear motion part and the second linear motion part will no longer be distinguished.

[0086] It should be noted that the first linear motion unit and the second linear motion unit are the same in terms of motion. Therefore, while simplifying the description by describing them as a whole, it does not affect the selection and configuration of the two linear motion units respectively.

[0087] The "straight line" in the above-mentioned composition with "straight line" as the core word refers to the direction along the internal track of the tank, or in other words, the direction parallel to the internal track of the tank.

[0088] One or two in-canal wheel stop assemblies are arranged in a cage. When one is arranged, the wheel stop component can directly stop the vehicle axle. When two are arranged, the wheel is mainly used as the wheel stop.

[0089] For mining cars, their axles are generally through axles, while for trackless rubber-tired cars, their front wheels may be half axles. In order to improve adaptability, in most examples, the wheels are still the main obstacle to the vehicle.

[0090] Furthermore, when the wheels are used as the object of vehicle obstruction, a method similar to a pad block is generally used to obstruct the vehicle. The pad block-like component can be supported on, for example, the rail inside the tank. The vehicle is obstructed by the triangular space under the front or rear side of the wheel. The load is mainly borne on the rail inside the tank, rather than on the seat frame, so the reliability is relatively good.

[0091] If the axle is being blocked, the main load-bearing component is the mounting frame, and the connection strength between the mounting frame and the bottom of the cage needs to be considered. In other words, blocking the wheels is less difficult than blocking the axle, and the installation requirements for the mounting frame are relatively lower.

[0092] The linear motion unit is described in general terms below. The target motion form provided by the linear motion unit is linear motion. For the purposes of this embodiment of the invention, the motion output component of the linear motion unit should be able to stop on the path of linear motion, so that the motion output component can adaptively stop on the path of linear motion according to the stopping situation of the vehicle.

[0093] The aforementioned motion output component, namely the aforementioned linear motion component, is used to support the vehicle blocking component. For example, when the vehicle reaches a predetermined stopping position, the supported vehicle blocking component unfolds into a working state.

[0094] It should be noted that the timing of the deployment of the vehicle-stopping component is not necessarily after the linear motion component has reached the predetermined position. Figure 2 In the illustrated three positions of the contact 1, namely the first working position W2, the second working position W3, and the interval between the two working positions, the contact 1 is in an deployed state. The rack 4 carries the deployed contact 1 to, for example, the rear side of the rear wheel of the vehicle, making it easier to achieve a tighter braking state. Therefore, deployment can occur, for example, at the beginning of the rack 4's working stroke, or at the beginning of the working interval defined by, for example, the first working position W2 and the second working position W3, or even after reaching a predetermined position. Then, the rack 4 is used to adjust, for example, the position of the contact 1 in the vehicle's longitudinal direction, thereby ensuring a tight engagement between, for example, the contact 1 and the wheel.

[0095] also, Figure 1 and Figure 2 In the design, the initial positions of the bumpers 1 are at both ends of the frame 10. In use, the two racks 4 move towards each other, causing the two bumpers 1 to gradually move closer together. Thus, one bumper 1 gradually reaches the rear side of the rear wheel, while the other bumper 1 reaches the front side of the front wheel. This method provides better vehicle braking stability.

[0096] It should be noted that the two vehicle-stopping components can start simultaneously, but this does not mean they need to stop simultaneously. This is because the vehicle's parking position is not precise; for example, the required amount of movement of the two racks 4 will not be the same. In some embodiments, such as the bumper 1, a limit switch can be provided. The limit switch is triggered by pressure from, for example, a wheel, at which point the current rack 4 can stop moving.

[0097] Accordingly, for example, a limit switch can employ a normally open contact to disconnect the main circuit of the drive assembly. In embodiments of the present invention, the focus is on the mechanical components; for the electrical components, the technical content disclosed in the embodiments of the present invention is readily configurable and will not be elaborated further here.

[0098] The linear motion unit includes the linear motion mechanism and the drive assembly that drives the linear motion mechanism. It should be noted that some components, such as hydraulic cylinders and electric push rods, include both the linear motion mechanism and the drive assembly and belong to the category of mechanical components. However, this does not affect the understanding that the linear drive unit (which is regarded as a single component as a whole, but does not mean that it needs to be integrated into a single component when used as an accessory under normal circumstances) includes both the linear motion mechanism and the drive assembly.

[0099] The motion output components of a linear motion mechanism, such as the push rod of a hydraulic cylinder (also known as the piston rod or cylinder rod) and the lead screw nut of a lead screw mechanism (or the lead screw as a linear motion component), are used as carriers to support and support the components that hinder the movement of the vehicle.

[0100] Here, the vehicle-stopping component is defined as a "component" based on the same considerations mentioned above, namely, a traditional vehicle stopper can be regarded as this vehicle-stopping component, which is carried by a linear motion component and unfolds during the movement or after reaching the target position.

[0101] In summary, an in-tank vehicle stop assembly includes one pair of linear motion parts, or it may include two pairs of linear motion parts. Figure 14 There are two in-tank vehicle stop assemblies, each consisting of a pair of vehicle stop components. However, it should also be noted that the two in-tank vehicle stop assemblies can be mounted together to form a single in-tank vehicle stop assembly.

[0102] It should also be noted that, for example, the front wheels usually have a pair of wheels. When parked, the axle is roughly perpendicular to the track inside the tank. In other words, the current position of a pair of front wheels in the front-rear direction is roughly the same. In other words, a linear motion unit can carry a pair of wheel-stopping components. That is, a tank wheel-stopping assembly can have two pairs, a total of four wheel-stopping components. A pair of wheel-stopping components located on the front or rear side can be deployed simultaneously. This structure can have better compactness.

[0103] In addition, based on the above, it can be seen that the two or four sets of vehicle-stopping components on a tank-in-the-canister vehicle-stopping assembly are delivered to the predetermined positions in the front and rear directions of the tank cage using two or four linear motion units. The two or four components can be counted as two groups, and the two groups of linear motion units each adopt an independent drive assembly, so they can be controlled separately to adapt to the current parking positions of different vehicles.

[0104] It should be understood that when a car stopper is used to stop a car, the force is generally borne directly by the stopping components such as the claws, and indirectly by the internal rails in most applications, while the load-bearing capacity of the base is relatively small. Therefore, for the linear motion unit, the emphasis is on conveying capacity, which mainly addresses its own losses and the weight of the stopping components it carries, rather than the total weight of the mine car and the ore, for example. Thus, the requirements for the drive capability of the drive assembly are relatively low, and the requirements for the selection of the linear motion unit are also relatively low. Consequently, the configured linear motion mechanism can be selected from various linear motion mechanisms commonly found in the mechanical field, or components that are structurally particulates and include linear motion components.

[0105] exist Figure 1 and Figure 2 In the illustrated structure, the linear motion mechanism adopts a gear and rack mechanism, and the corresponding linear motion component is rack 4; rack 4 is generally equipped with a guide device in the mechanical field, and those skilled in the art know how to select it without having to do any creative work.

[0106] exist Figure 1 ,as well as Figure 7 and Figure 8 In the illustrated structure, the rack 4 is supported at both ends, with a first leg 3 attached to one end and a second leg 8 attached to the other end. See also Figure 9 and Figure 10 The first leg 3 is equipped with a roller 35, and the second leg 8 is equipped with a roller 40. For example, the frame 10 is provided with a track for the rollers 35 and 40 to roll.

[0107] In addition, Figure 1 In the illustrated structure, a guide portion 5 is also provided to directly support the lower surface or left and right surfaces of the rack 4. The rack 4 is guided and supported by the combined guide portion 5 supported by the legs, which makes it easy to ensure overall rigidity.

[0108] Furthermore, regarding the guidance of rollers 35 and 40, they can be track wheels for track guidance, or they can be ordinary rolling wheels that run on a predetermined track surface.

[0109] Regarding the guidance of the rack, the guidance can be either sliding or rolling. When sliding guidance is used, for example, the guide surface of the guide part 5 can have a polytetrafluoroethylene sliding plate. When rolling guidance is used, the guide surface is provided with a flow strip, which is a strip with balls arrayed on its surface.

[0110] In some embodiments, in order to ensure that the rack 4 has relatively high rigidity, the rigidity can be increased by increasing its own size. Under this condition, the manufacturing difficulty will be increased. Therefore, in some embodiments, the rack 4 is installed in a rack seat 30. The rack 4 and the rack seat 30 can be made of different materials to save costs.

[0111] The rack seat 30 is also a strip structure, and a groove is opened on the rack seat 30. The extension direction of the groove is the extension direction of the rack 4, and then the rack is placed in it.

[0112] from Figure 7 and Figure 8 It can also be seen that there are some connecting holes on the rack seat 30, and the rack 4 is fixed to the rack seat 30 by screws 29 and elastic washers 28.

[0113] To protect rack 4, from Figure 7 As can be seen in the illustrated structure, rack 4 is completely housed within the groove. This structure also facilitates the lubrication of rack 4.

[0114] With rack 4 or rack seat 30 installed, the overall rigidity of rack 4 is relatively easy to ensure, and under this condition, no additional guide structure is required for rack 4.

[0115] In addition, the rack 4 is relatively long to accommodate various mining vehicles. For example, the rack 4 is 2500mm long. Under this condition, a central roller can be set for the rack 4 to reduce the deflection deformation of the rack 4 by increasing the support points.

[0116] exist Figure 1 and Figure 2 In the illustrated structure, the rack 4 is initially positioned relatively outwards. When braking, the two racks 4 move inwards, thereby causing the stop 1 to limit the movement of, for example, the front side of the front wheel and the rear side of the rear wheel of the mine car. To avoid motion interference, Figure 2 In the process, the two racks 4 have a positional difference L in the left and right directions so that the two racks 4 can run in parallel instead of being aligned front and back. Under the condition of avoiding motion interference, the positional difference L should be as small as possible. It should be known that the positional difference L can be set with a clearance considering the size of the racks 4. The clearance should be greater than or equal to 5mm and should not be greater than 10mm.

[0117] rack drive assembly Figure 1 and Figure 2 The motor 9 shown in the diagram drives a reducer 7, and a gear 6 that meshes with the rack 4 is mounted on the output shaft of the reducer 7. The motor 9 is an intrinsically safe explosion-proof motor.

[0118] The above describes the driving method and motion form of the rack 4 as a linear motion component. Below is a brief description of other common linear drive mechanisms or components that include linear motion components:

[0119] The lead screw mechanism is a commonly used precision mechanism in the mechanical field. For example, CNC machine tools generally use the lead screw mechanism as the main mechanism.

[0120] In a lead screw mechanism, both the lead screw nut and the lead screw can be used as linear motion components. If the lead screw is used as a linear motion component, then the position of the lead screw nut is fixed and the lead screw does not rotate. The lead screw nut rotates, which drives the lead screw to extend or retract.

[0121] In contrast, lead screws require guide rods, such as one guide rod on each side of the lead screw, to improve overall rigidity.

[0122] In contrast, when the leadscrew and nut act as linear motion components, the leadscrew rotates while the leadscrew and nut do not. Thus, driven by the threaded joint, the leadscrew and nut move axially along the leadscrew. The leadscrew and nut themselves cannot serve as a carrier; instead, they often require a support, such as a slide. The slide can act as a carrier, running on a given track, thus eliminating the need to consider the rigidity of the leadscrew itself. The main load is borne by the guide rail.

[0123] Electric actuators, pneumatic cylinders, and hydraulic cylinders are components that include both drive assemblies and linear motion mechanisms. Pneumatic cylinders have a fast response speed and use air as the working medium, which is pollution-free, but they have poor control precision and low power density. When using pneumatic cylinders, the vehicle-stopping components need to be deployed in advance, and the cylinder is stopped by the obstruction of the wheels.

[0124] The electric push rod and hydraulic cylinder have relatively high control precision, and the braking components can be deployed at selected positions. Both have relatively slow speeds, but they are sufficient to meet the adjustment of the braking component's position.

[0125] Furthermore, hydraulic cylinders have a very high power density, which is not only higher than that of air cylinders but also far higher than that of electric motors. As a result, current heavy-duty equipment generally uses hydraulic components for driving.

[0126] Correspondingly, for example, hydraulic cylinders, whose cylinder rods have sufficient strength, often do not require additional guidance or auxiliary support. What is known to the public is, for example, the hydraulic cylinders of dump trucks, where the cylinder rods push up the tens of tons of cargo box. The cylinder rods often extend several meters, but still do not require auxiliary guidance.

[0127] Regarding the vehicle-stopping components, the commonly used deployment method is to swing them. For example, the vehicle-stopping claws are generally deployed by swinging in a vertical plane, which is often perpendicular to the direction of the guide rail inside the tank.

[0128] In an embodiment of the invention, a vehicle-stopping component is also provided that can swing in a horizontal plane to deploy or retract the vehicle-stopping working members. The horizontal plane is obviously based on the ground of the cage, that is, parallel to the ground of the cage.

[0129] The deployed state of the above-mentioned vehicle-stopping components is also known as the vehicle-stopping state. In addition, conventional vehicle-stopping components that deploy in a vertical plane are quite common and well known to those skilled in the art, and are only described schematically here.

[0130] In the embodiments of the present invention, known vehicle-stopping components are used, and it is only necessary to consider how to mount them on the linear motion unit. For other configurations, all the contents of known vehicle-stopping components can be fully utilized.

[0131] Regarding how the vehicle blocking component is deployed, known vehicle blocking components are usually equipped with a separate deployment drive device for, for example, deploying the vehicle blocking claw, and such a method can also be adopted in the embodiments of the present invention.

[0132] Given that the embodiments of the present invention include a linear motion section for changing the position of the vehicle blocking component compared to the prior art, the linear motion section has a motion member, and the motion form of the motion member can provide power for the unfolding and retraction of the vehicle blocking component.

[0133] However, it should also be understood that even if there is a linear motion part, the vehicle blocking component can be independently configured with an unfolding drive device to unfold or retract, for example, the bumper 1.

[0134] Regarding rotation, a triangular mechanism is commonly used in the mechanical field. Triangular mechanisms are also common in the mining industry, including the lifting mechanism of dump trucks, which is a typical example of a triangular mechanism. I will not elaborate on this further.

[0135] Some components can directly output swing, such as swing cylinders and swing motors. The drive for bumper 1 can also be directly driven by, for example, a swing cylinder. This method is not limited by, for example, the working stroke of rack 4. A separate swing cylinder can be installed at any position to allow bumper 1 to unfold or retract.

[0136] In some embodiments, a follower method can be adopted, also known as a follower, whereby the linear motion part has a linear motion member, and the deployment of, for example, the bumper 1 can be achieved by means of this linear motion member.

[0137] Firstly, for example, rack 4 drives the contact head 1 to move, meaning the contact head 1 has a linear motion. At a predetermined position, using a stop or other means, the state of the contact head 1 changes. At this time, the contact head 1 is hinged to one end of rack 4 and has the freedom of rotation. By setting a cam, for example, along the linear path of the contact head 1, the contact head 1 can produce a change in angle.

[0138] Cams are mechanical components that can achieve complex movements. For simple movements like those of bumper 1, which only require unfolding and retracting, cams can easily be used to achieve them.

[0139] To make it easier to maintain the posture of the contact 1, the pivot 2 used for hinge mounting of the contact 1 can adopt a damping structure, that is, sufficient force is required to make the contact 1 swing. After swinging to the predetermined angle position, the posture of the contact 1 can be maintained without other external forces.

[0140] The damping component on the shaft is primarily a friction ring, but can also be a spring retainer. For example, the pin hole 20 on the contact 1 and the rotating shaft 2 are fitted together by the spring retainer. Based on the elasticity of the spring retainer, a predetermined frictional force is generated between the contact 1 and the fixedly mounted rotating shaft 2. Accordingly, the spring retainer provides the positive pressure that generates the frictional force.

[0141] For example, contact 1, its working part is as follows: Figure 5 The portion with the patterned plate 19 is referred to as the "car stop head" for ease of description. Meanwhile, as... Figure 5 As shown, the blocking head is connected to the rotating shaft 2 via the crossbar 23. Relatively speaking, the blocking head has a larger cross section than the crossbar 23, so the blocking head can be swung with the help of the crossbar 23.

[0142] Figure 2 In the middle, a storage cam 12 is provided at each end of the frame 10. The storage cam 12 is located on the side of the bumper 1 of the rotating shaft 2. When the rack 4 is reset, the crossbar 23 first touches the storage cam 12, and gradually makes the crossbar 23 change from a state perpendicular to the rack 4 to a state approximately parallel to the rack 4, thus realizing storage.

[0143] Storage Cam 12 Figure 2 The middle part is a platform with an inclined surface, and the top of the platform determines the final state of the crossbar 23, which can be easily set by those skilled in the art.

[0144] As an extension, taking advantage of the relatively large cross-section of the obstruction head, a component is provided that allows the crossbar 23 to pass through, but prevents the obstruction head from passing through.

[0145] Since the crossbar 23 has a certain length, its dimensions in the left and right directions should be sufficient to ensure that the structure of the bumper 1 no longer contacts the blocking head after it is deployed.

[0146] exist Figure 2 and Figure 3 In the illustrated structure, a guide plate 23 is provided, which has a central slot that allows the crossbar 23 to pass through, but prevents the vehicle front from passing through. Figure 3 As shown, the left side of the guide plate 13 has a guide surface 14. When the vehicle head reaches the position of the guide surface 14, it will produce the following: Figure 3 The downward component of the force causes the contact head 1 to gradually unfold. The guiding surface 14 is determined based on the predetermined unfolding form of the contact head 1, for example... Figure 13 The middle guide plate 13 is inclined.

[0147] There is an area for storing the bumper 1 between the guide plate 13 and the end plate 43. This area is located outside the compartment defined by the frame 10, and the connection part of the bumper 1 and, for example, the rack 4 protrudes through the side hole 44.

[0148] The following describes the basic structure of the contact 1 in some embodiments. Figure 4 and Figure 5 In the illustrated structure, the bumper 1 includes a crossbar 23, one end of which has an ear plate 21, and the ear plate 21 has a pin hole 20, by means of which the bumper 1 is mounted on the end of the rack 4 via the rotating shaft 2.

[0149] A wedge-shaped brake head is installed on the crossbar 23. The cross section of the brake head is from... Figure 4 As can be seen, it is roughly a right-angled trapezoidal structure. The plate corresponding to the sloping side of the right-angled trapezoid is used to cooperate with the wheel, that is, to directly engage with the wheel, while the plate corresponding to the right-angled side is supported on, for example, the track inside the tank.

[0150] Functionally, the crossbar 23 is a connecting rod, and its strength and rigidity are sufficient to drag the wheel stop relatively smoothly. The wheel stop is similar to a traditional wooden block placed under the wheel by hand. Its overall thickness (vertical dimension) is usually higher than 100mm, but generally not greater than 150mm. The width of the wheel stop in the front-rear direction (not based on the vehicle reference frame) is generally not less than 100mm and generally not greater than 150mm. The length of the wheel stop, that is, the dimension in the direction of the crossbar 23, should be relatively large to accommodate various vehicles, generally greater than 300mm, but should not be too long, generally not greater than 425mm.

[0151] Obviously, the distance from the brake head to the pin hole 20 determines the size of the guide plate 13. The width of the guide plate 13 in the horizontal plane perpendicular to the rack should be less than the distance from the brake head to the pin hole 20.

[0152] The distance from the stop head to the pin hole 20 is generally above 165mm and generally not greater than 180mm, and in some embodiments 174mm is selected.

[0153] So if Figure 3 The vertical dimension of the middle plate 15, i.e. the width of the aforementioned plate 15, is generally taken as 0.9 times the distance from the front of the machine to the pin hole 20.

[0154] in addition Figure 3 The guide surface 14 has an approximate tilt angle of 45~60°, and in the preferred embodiment, it adopts 53°. The guide surface includes multiple segments, with both the front and the end being arc transition portions. In particular, the front end has a relatively gentle transition to gradually unfold the bumper 1.

[0155] As mentioned above, the guide plate 13 mainly consists of two parts with a given distance between them. This distance allows the crossbar 23 to pass through but prevents the vehicle head from passing through, thereby enabling the bumper 1 to unfold by means of the guide plate 13.

[0156] Combined Figure 4 and Figure 5 The specific structure of the vehicle stop head is described. The vehicle stop head is a welded steel plate structure. In the figure, it includes a roughly U-shaped frame plate 15. The two arms of the U-shaped frame plate 15 are of different lengths to adapt and connect with the roughly oblique patterned plate 19 in the figure.

[0157] The patterned plate 19 is essentially sealed to the opening of the frame plate 15, which, as previously described, should be a channel-shaped component with rounded corners at the bottom. The patterned plate 19 is connected to the frame plate 15 by welding to form a multi-faceted tubular structure.

[0158] Both the frame plate 15 and the patterned plate 19 are made of stainless steel plates with a thickness of 4mm, which can meet the requirements of all current mining vehicles.

[0159] Meanwhile, to ensure overall rigidity, a set of support plates 22 are provided within the polygonal tubular structure formed by the patterned plate 19 and the frame plate 15. Figure 5 There are three pieces in the middle, which are arranged parallel to each other and perpendicular to the crossbar 23.

[0160] The support plate 22 can be welded only to the frame plate 15, or it can be welded to the patterned plate 19.

[0161] from Figure 6 As can be seen in the structure shown, the shape of the support plate 22 is approximately the same as the cross-section of the inner cavity of the polygonal tubular structure, so as to match the welding.

[0162] In addition, the support plate 22 has a hole 26 for the crossbar 23 to pass through. After the crossbar 23 passes through, the crossbar 23 and the support plate 22 can be connected by welding. When there are multiple support plates 22, there are also multiple connection points between the crossbar 23 and the vehicle stop head, thus achieving better connection reliability.

Claims

1. A tank-mounted vehicle stop assembly, characterized in that, include: Frame; A first linear motion unit is mounted on the frame and includes a first linear motion mechanism having a first linear motion member and a first drive assembly for driving the first linear motion mechanism. The second linear motion unit is mounted on the frame and includes a second linear motion mechanism having a second linear motion member, and a second drive assembly for driving the second linear motion mechanism; The first braking component is mounted on the first linear motion component; as well as The second braking component is mounted on the second linear motion component; The first linear motion component and the second linear motion component move in directions parallel to the extension direction of the track inside the cage; the first vehicle blocking component is used to block the front axle or front wheel of the vehicle carried in the cage, and the second vehicle blocking component is used to block the rear axle or rear wheel of the vehicle carried in the cage. The first and second vehicle-stopping components have a degree of freedom to swing in the vertical or horizontal plane, which is used to change between the vehicle-stopping state and the storage state. The structure for the swinging of the vehicle-stopping component is as follows: the second structure is that the swinging component moves in accordance with the first linear motion component or the second linear motion component in a predetermined stage. In the second configuration, the swinging component is hinged to the end of the corresponding first linear motion component or the second linear motion component via a pivot, and thus has the ability to follow the movement of the corresponding linear motion component. A stationary part is installed on the frame or the corresponding linear motion part relative to a static component, which causes the swinging component to swing. The mechanism for hinged connection between the swing member and the linear motion member is a crossbar, on which a vehicle-stopping function is mounted. The statically fixed part is correspondingly equipped with a baffle and an unfolding part: The stop is located on one side of the rotating shaft and on the unfolded side of the swing member. The stop is correspondingly set at the end of the reset path of the linear motion member. The unfolded side is the swing-out side of the crossbar. The force that causes the crossbar to reset is generated by the stop blocking the swing bar at the end of the reset of the linear motion member. On the unfolding side, the unfolding part is located at the initial stage of the working stroke of the linear motion component. The unfolding part has a guide surface, which is the impact surface facing the swinging component when the corresponding linear motion component is in the unfolding stroke. The impact surface includes left and right parts, and the space between the two parts is used for the passage of the crossbar. The distance between the two parts is smaller than the scale of the vehicle blocking function in the direction of alignment between the two parts, so that the vehicle blocking function is guided by the guide surface to make the swinging component unfold.

2. The tank-mounted vehicle stop assembly according to claim 1, characterized in that, The first linear motion mechanism and the second linear motion mechanism are selected from: In a rack and pinion mechanism, the corresponding linear motion component is a rack. In a lead screw mechanism, the corresponding linear motion component is a lead screw nut or a lead screw. An electric linear actuator, the corresponding linear motion component of which is the actuator; The cylinder, with the corresponding linear motion component being the piston rod; or A hydraulic cylinder has a piston rod as its corresponding linear motion component.

3. The in-tank vehicle stop assembly according to claim 2, characterized in that, The rack of the gear and rack mechanism is equipped with legs at both ends, and rollers are mounted on the legs; Accordingly, a track or surface for guiding the rollers is provided on the frame; When the lead screw mechanism uses the lead screw nut as a linear motion component, the lead screw nut is mounted on a slide plate, and the corresponding braking component is mounted on the slide plate.

4. The in-tank vehicle stop assembly according to claim 3, characterized in that, A rack holder is provided, the rack holder having a groove in the direction of rack extension; The rack is fixed in the groove, and the tooth tip of the rack is not higher than the groove surface of the rack seat.

5. The in-tank vehicle stop assembly according to claim 4, characterized in that, A sliding or rolling guide assembly is provided, mounted on the bracket, to guide the rack seat; Accordingly, the guiding direction of the guiding assembly is parallel to the extension direction of the rack.

6. The in-tank vehicle stop assembly according to claim 1, characterized in that, The vehicle-stopping component swings in the horizontal plane; Accordingly, the frame shown is a box-type structure, and the compartment has a side hole for the protrusion of the vehicle blocking component on the unfolded side of the vehicle blocking component.

7. The in-tank vehicle stop assembly according to claim 1, characterized in that, The vehicle-stopping function includes: A wheel stop is an angled plate used to abut against the underside of the front or rear of a wheel. A support body is used to connect to and support the vehicle blocking plate and is fixedly connected to the crossbar.

8. The in-tank vehicle stop assembly according to claim 7, characterized in that, The support includes a semi-enclosed panel, and correspondingly, the vehicle blocking plate is used to seal the open side of the panel to form a fully enclosed structure. The length of the fully enclosed structure in the direction of crossbar extension is 300mm~425mm.

9. The in-tank vehicle stop assembly according to claim 8, characterized in that, Multiple support plates are provided within the fully enclosed structure. The support plates are perpendicular to the crossbar and have insertion holes for the crossbar to pass through. The support plate is at least welded to the surrounding plate.

10. The in-tank vehicle stop assembly according to claim 8, characterized in that, The working surface of the vehicle blocking plate is a patterned plate.

11. A cage, characterized in that, One or two in-cage brake assemblies as described in any one of claims 1 to 10 are provided between the track components of the cage.

Images