Passive mine rail vehicle brake

Abstract

The invention relates to the technical field of mine rail vehicle braking, and particularly discloses a passive mine rail vehicle brake which comprises a frame, wheels are rotationally connected to the lower ends of the left side and the right side of the frame through mounting seats, fixing plates are fixedly connected to the lower ends of the front side and the rear side of the frame, and the fixing plates are located between the two wheels. Brake mechanisms are arranged at the adjacent ends of the two fixing plates, auxiliary brake mechanisms are arranged at the upper ends of the wheels, and the brake mechanisms are in transmission connection with the auxiliary brake mechanisms through transmission mechanisms. When the driving mechanism runs, the brake mechanism can be driven to work, so that the braking effect is achieved, after a first brake pad in the brake mechanism is worn out, an auxiliary brake mechanism can be driven to work through the transmission mechanism, and then the situation that the construction progress is affected due to the fact that replacement is conducted by parking on a rail can be avoided; and when the vehicle runs to a specified maintenance position, the driving distance is increased, and the risk in the transportation process is increased.

Description

Technical Field

[0001] The invention belongs to the technical field of brakes for mining rail vehicles, and in particular relates to a passive brake for mining rail vehicles. Background Art

[0002] In the mining rail vehicle transportation system, the traction vehicle is responsible for pulling a series of passive mining rail vehicles; currently, these vehicles mainly use active braking systems to ensure safety. In order to ensure that the entire vehicle group can stop safely, the braking system must have sufficient braking force and be able to respond quickly in an emergency.

[0003] However, over time, the brake pads of passive mine car groups will be severely worn due to frequent use. When these vehicles are traveling on the track, if the brake pads sound an alarm, it usually means that the brake pads need to be replaced; however, if the vehicle stops on the track for replacement, it will affect the construction progress; if it is necessary to drive to a designated maintenance location, this will increase the driving distance, thereby increasing the risk during transportation, especially when the mine car group is fully loaded. Summary of the invention

[0004] The purpose of the present invention is to provide a passive mining rail vehicle brake to solve the problem in the prior art that stopping on the track for replacement will affect the construction progress, and driving to a designated maintenance location will increase the driving distance, thereby increasing the risk during transportation.

[0005] To achieve the above object, the present invention provides the following technical solutions:

[0006] A passive mining rail vehicle brake comprises a frame, wherein the lower ends of the left and right sides of the frame are rotatably connected to wheels via mounting seats, the lower ends of the front and rear sides of the frame are fixedly connected to fixing plates, the fixing plates are located between two groups of wheels, a brake mechanism is arranged at one adjacent end of the two groups of fixing plates, an auxiliary brake mechanism is arranged at the upper end of the wheel, the brake mechanism and the auxiliary brake mechanism are connected via a transmission mechanism, a drive mechanism is arranged at one end of the fixing plate away from the brake mechanism, and the drive mechanism is used to control the operation of the brake mechanism.

[0007] Preferably: the driving mechanism includes a cam and a hydraulic cylinder, the fixed plate is rotatably connected to a rotating shaft inside, the adjacent ends of the two groups of rotating shafts are fixedly connected to a cam, the end of the rotating shaft away from the cam is fixedly connected to a second connecting rod, the end of the fixed plate away from the cam is rotatably connected to the hydraulic cylinder, and the output shaft end of the hydraulic cylinder is rotatably connected to the end of the second connecting rod away from the rotating shaft.

[0008] Preferably: the brake mechanism includes a cam and a first brake pad, an adjacent end of the two groups of fixed plates is fixedly connected with a positioning block, a transmission rod is slidably connected inside the positioning block, an end of the transmission rod close to the wheel is fixedly connected with the first fixed block, an end of the first fixed block away from the transmission rod is fixedly connected with the first brake pad, and the first brake pad cooperates with the side wall of the wheel.

[0009] Preferably: the end of the transmission rod away from the first fixed block is fixedly connected to a stop block, the end of the stop block close to the positioning block is fixedly connected to a first spring, the end of the first spring away from the stop block is fixedly connected to the positioning block, and the stop block and the cam abut against each other.

[0010] Preferably: the auxiliary brake mechanism includes a second spring and a second brake pad, the lower ends of the left and right sides of the frame are fixedly connected to positioning plates, the lower end of the positioning plate is rotatably connected to a second fixed block, the second fixed block is fixedly connected to the second brake pad at one end close to the side wall of the wheel, and the second brake pad cooperates with the side walls of the wheel.

[0011] Preferably: an end of the second fixing block away from the positioning plate is fixedly connected to an extension plate, the extension plate is parallel to the frame, the upper end of the extension plate is fixedly connected to a second spring, and the upper end of the second spring is fixedly connected to the lower end of the frame.

[0012] Preferably: the transmission mechanism includes a first connecting rod and a second connecting rod, the end of the extension plate away from the second fixed block is rotatably connected to the second connecting rod, the two groups of the second connecting rods are rotatably connected via a connecting member, and the end of the connecting member close to the fixed plate is fixedly connected to the first connecting rod.

[0013] Preferably, one end of the first fixing block away from the first brake pad is rotatably connected to a first connecting rod, and two groups of the first connecting rods are rotatably connected via a connecting shaft, and the connecting shaft cooperates with the first connecting rod.

[0014] Preferably, a buffer groove is formed on the front end surface of the first connecting rod, and one end of the connecting shaft close to the fixing plate passes through the buffer groove.

[0015] Preferably, a pressure sensor is fixedly connected inside the first connecting rod, an upper end of the pressure sensor penetrates into the buffer groove, and the pressure sensor is located below the connecting shaft.

[0016] Compared with the prior art, the present invention has the following beneficial effects:

[0017] 1. The driving mechanism, brake mechanism, transmission mechanism and auxiliary brake mechanism of the present invention cooperate with each other, so that when the driving mechanism is in operation, the brake mechanism can be driven to work, thereby achieving the braking effect. When the first brake pad in the brake mechanism is worn out, the auxiliary brake mechanism can be driven to work through the transmission mechanism, thereby avoiding stopping on the track for replacement, which will affect the construction progress, and driving to the designated maintenance position, which will increase the driving distance, thereby increasing the risk problem during transportation.

[0018] 2. In the present invention, through the mutual cooperation of the first connecting rod, the second connecting rod, the first connecting rod and the connecting shaft, when the first brake pad approaches the wheel, the angle between the first connecting rods is increased, thereby driving the connecting shaft to move downward, causing the connecting shaft to move inside the buffer groove, thereby achieving a buffering effect.

[0019] 3. In the present invention, when the first brake pad is almost worn out, the connecting shaft will abut against the pressure sensor, and then the pressure data received by the pressure sensor will be transmitted to the control in the traction vehicle, so as to remind the workers. When the first brake pad is worn out, the connecting shaft moves downward to drive the first connecting rod to move downward, thereby driving the second connecting rod to move. The movement of the second connecting rod will provide power for the operation of the auxiliary brake mechanism, thereby achieving the braking effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the overall main structure of the present invention;

[0021] Figure 2 It is a schematic diagram of the overall main cross-sectional plan structure of the present invention;

[0022] Figure 3 This is a schematic diagram of the explosion structure of the brake mechanism and the fixing plate of the present invention;

[0023] Figure 4 It is a schematic diagram of the partial cross-sectional structure of the fixing plate of the present invention;

[0024] Figure 5 It is a schematic diagram of the explosion structure of the transmission mechanism of the present invention;

[0025] Figure 6 This is a schematic diagram of the overall structure of the auxiliary brake mechanism of the present invention;

[0026] Figure 7 It is a schematic diagram of the cross-sectional structure of the first connecting rod of the present invention.

[0027] In the figure: 1. frame; 11. fixing plate; 12. positioning block; 13. positioning plate; 14. wheel; 2. brake mechanism; 21. transmission rod; 22. block; 23. first spring; 24. first fixed block; 25. first brake pad; 3. auxiliary brake mechanism; 31. second fixed block; 32. second brake pad; 33. extension plate; 34. second spring; 4. transmission mechanism; 41. first connecting rod; 42. connecting shaft; 43. first connecting rod; 431. buffer groove; 44. second connecting rod; 5. driving mechanism; 51. rotating shaft; 52. cam; 53. second connecting rod; 54. hydraulic cylinder; 6. pressure sensor. DETAILED DESCRIPTION

[0028] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0029] Reference Figure 1-Figure 7 As shown, the present invention provides a passive mining rail vehicle brake, including a frame 1, the lower ends of the left and right sides of the frame 1 are rotatably connected to wheels 14 through mounting seats, the lower ends of the front and rear sides of the frame 1 are fixedly connected to fixing plates 11, the fixing plates 11 are located between the two sets of wheels 14, a brake mechanism 2 is arranged at one end adjacent to the two sets of fixing plates 11, an auxiliary brake mechanism 3 is arranged at the upper end of the wheel 14, the brake mechanism 2 and the auxiliary brake mechanism 3 are connected through a transmission mechanism 4, a driving mechanism 5 is arranged at one end of the fixing plate 11 away from the brake mechanism 2, and the driving mechanism 5 is used to control the operation of the brake mechanism 2; when working, when the driving mechanism 5 is running, it can drive the brake mechanism 2 to work, so as to achieve the braking effect, when the first brake pad 25 in the brake mechanism 2 is worn out, the auxiliary brake mechanism 3 can be driven to work through the transmission mechanism 4, so as to avoid stopping on the track for replacement, which will affect the construction progress, and driving to the designated maintenance position, which will increase the driving distance and increase the risk during transportation.

[0030] In a further embodiment, referring to Figure 4 The driving mechanism 5 includes a cam 52 and a hydraulic cylinder 54. A rotating shaft 51 is rotatably connected inside the fixed plate 11. The adjacent ends of the two sets of rotating shafts 51 are fixedly connected to the cam 52. The end of the rotating shaft 51 away from the cam 52 is fixedly connected to the second connecting rod 53. The end of the fixed plate 11 away from the cam 52 is rotatably connected to the hydraulic cylinder 54. The output shaft end of the hydraulic cylinder 54 is rotatably connected to the end of the second connecting rod 53 away from the rotating shaft 51.

[0031] In this embodiment, the hydraulic cylinder 54 is started to extend its output shaft, thereby pushing the second connecting rod 53 to rotate around the rotating shaft 51, thereby driving the rotating shaft 51 to rotate. The rotating shaft 51 drives the cam 52 to rotate. The rotating cam 52 causes the raised portion of the cam 52 to act on the brake mechanism 2, thereby providing power for the brake.

[0032] In a further embodiment, referring to Figure 3 The brake mechanism 2 includes a cam 52 and a first brake pad 25. The adjacent ends of the two sets of fixed plates 11 are fixedly connected with a positioning block 12. The positioning block 12 is slidably connected with a transmission rod 21. The end of the transmission rod 21 close to the wheel 14 is fixedly connected with the first fixed block 24. The end of the first fixed block 24 away from the transmission rod 21 is fixedly connected with the first brake pad 25. The first brake pad 25 cooperates with the side wall of the wheel 14. The end of the transmission rod 21 away from the first fixed block 24 is fixedly connected with a stop block 22. The end of the stop block 22 close to the positioning block 12 is fixedly connected with a first spring 23. The end of the first spring 23 away from the stop block 22 is fixedly connected to the positioning block 12, and the stop block 22 and the cam 52 abut against each other.

[0033] In this embodiment, when the raised portion of the cam 52 acts on the stop block 22, the stop block 22 moves toward the wheel 14, and then squeezes the first spring 23. The movement of the stop block 22 drives the transmission rod 21 to move, and the movement of the transmission rod 21 drives the first fixed block 24 to move. The movement of the first fixed block 24 drives the first brake pad 25 to move, so that the first brake pad 25 acts on the side wall of the wheel 14, thereby achieving a braking effect. When the raised portion of the cam 52 cancels the interaction with the stop block 22, the stop block 22 drives the stop block 22 to move in the direction of the cam 52 under the recovery deformation of the first spring 23, and then the first brake pad 25 moves to the initial position through the transmission of the transmission rod 21 and the first fixed block 24.

[0034] In a further embodiment, referring to Figure 4 The auxiliary brake mechanism 3 includes a second spring 34 and a second brake pad 32. The lower ends of the left and right sides of the frame 1 are fixedly connected with the positioning plates 13. The lower end of the positioning plate 13 is rotatably connected with the second fixed block 31. The end of the second fixed block 31 close to the side wall of the wheel 14 is fixedly connected with the second brake pad 32. The second brake pad 32 and the wheel 14 cooperate with each other's side walls. The end of the second fixed block 31 away from the positioning plate 13 is fixedly connected with an extension plate 33. The extension plate 33 is parallel to the frame 1. The upper end of the extension plate 33 is fixedly connected with the second spring 34, and the upper end of the second spring 34 is fixedly connected to the lower end of the frame 1.

[0035] In this embodiment, the movement of the extension plate 33 drives the second fixed block 31 to move, and at the same time the second spring 34 is stretched, the second fixed block 31 moves the second brake pad 32, so that the second brake pad 32 can act on the wheel 14 to achieve the braking effect. When the brake is released, the second spring 34 will restore the deformation to drive the second fixed block 31 to the initial position, thereby driving the second brake pad 32 to move, and then achieving the effect of disengaging the brake.

[0036] In a further embodiment, referring to Figure 5 and Figure 7 The transmission mechanism 4 includes a first connecting rod 41 and a second connecting rod 44. The end of the extension plate 33 away from the second fixed block 31 is rotatably connected to the second connecting rod 44. The two groups of second connecting rods 44 are rotatably connected through a connecting piece. The end of the connecting piece close to the fixed plate 11 is fixedly connected to the first connecting rod 43. The end of the first fixed block 24 away from the first brake pad 25 is rotatably connected to the first connecting rod 41. The two groups of first connecting rods 41 are rotatably connected through a connecting shaft 42. The connecting shaft 42 cooperates with the first connecting rod 43. A buffer groove 431 is provided on the front end surface of the first connecting rod 43. The end of the connecting shaft 42 close to the fixed plate 11 penetrates into the buffer groove 431. A pressure sensor 6 is fixedly connected to the inside of the first connecting rod 43. The upper end of the pressure sensor 6 penetrates into the buffer groove 431. The pressure sensor 6 is located below the connecting shaft 42.

[0037] In this embodiment, when the first brake pad 25 approaches the wheel 14, the angle between the first connecting rod 41 is increased, thereby driving the connecting shaft 42 to move downward, so that the connecting shaft 42 moves inside the buffer groove 431, thereby achieving a buffering effect; when the first brake pad 25 is almost worn out, the connecting shaft 42 abuts against the pressure sensor 6, and then the pressure data received by the pressure sensor 6 will be transmitted to the control in the traction vehicle, so as to remind the worker that when the first brake pad 25 is worn out, the connecting shaft 42 moves downward to drive the first connecting rod 43 to move downward, thereby driving the second connecting rod 44 to move. The movement of the second connecting rod 44 will provide power for the extension plate 33 to move, thereby achieving an auxiliary braking effect, thereby solving the problem of stopping on the track for replacement, which will affect the construction progress, and driving to the designated maintenance position, which will increase the driving distance and increase the risk during transportation.

[0038] The working principle of the present invention is as follows: by starting the hydraulic cylinder 54, the output shaft of the hydraulic cylinder 54 is extended, thereby pushing the second connecting rod 53 to rotate with the rotating shaft 51 as the axis, thereby driving the rotating shaft 51 to rotate, the rotating shaft 51 rotates to drive the cam 52 to rotate, and the rotating cam 52 makes the raised part of the cam 52 act on the stop block 22, and the stop block 22 moves toward the direction of the wheel 14, thereby squeezing the first spring 23, and the movement of the stop block 22 drives the transmission rod 21 to move, and the movement of the transmission rod 21 drives the first fixed block 24 to move, and the movement of the first fixed block 24 drives the first brake pad 25 to move, so that the first brake pad 25 acts on the side wall of the wheel 14, thereby achieving the braking effect, when the raised part of the cam 52 cancels the interaction with the stop block 22, at this time, the stop block 22 drives the stop block 22 to move in the direction of the cam 52 under the recovery deformation of the first spring 23, and then the first brake pad 25 moves to the initial position under the transmission of the transmission rod 21 and the first fixed block 24;

[0039] When the first brake pad 25 approaches the wheel 14, the angle between the first connecting rod 41 increases, thereby driving the connecting shaft 42 to move downward. When the first brake pad 25 is almost worn out, the connecting shaft 42 abuts against the pressure sensor 6, and then the pressure data received by the pressure sensor 6 is transmitted to the control in the traction vehicle, so as to remind the worker that when the first brake pad 25 is worn out, the connecting shaft 42 moves downward to drive the first connecting rod 43 to move downward, thereby driving the second connecting rod 44 to move, and the movement of the second connecting rod 44 will drive the extension plate 33 to move, and the movement of the extension plate 33 drives The second fixed block 31 moves, and the second spring 34 is stretched at the same time. The second fixed block 31 moves the second brake pad 32, so that the second brake pad 32 can act on the wheel 14 to achieve the braking effect. When the brake is cancelled, the second spring 34 restores the deformation to drive the second fixed block 31 to the initial position, thereby driving the second brake pad 32 to move, thereby achieving the effect of disengaging the brake, thereby solving the problem of stopping on the track for replacement, which will affect the construction progress, and driving to the designated maintenance position, which will increase the driving distance and increase the risk during transportation.

[0040] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A passive mining rail vehicle brake, comprising a frame (1), characterized in that: The lower ends of the left and right sides of the frame (1) are rotatably connected to wheels (14) through mounting seats, and the lower ends of the front and rear sides of the frame (1) are fixedly connected to fixing plates (11), and the fixing plates (11) are located between the two groups of wheels (14). A brake mechanism (2) is arranged at one end adjacent to the two groups of fixing plates (11), and an auxiliary brake mechanism (3) is arranged at the upper end of the wheel (14). The brake mechanism (2) and the auxiliary brake mechanism (3) are connected in transmission through a transmission mechanism (4), and a drive mechanism (5) is arranged at one end of the fixing plate (11) away from the brake mechanism (2), and the drive mechanism (5) is used to control the operation of the brake mechanism (2).

2. A passive mining rail vehicle brake according to claim 1, characterized in that: The driving mechanism (5) comprises a cam (52) and a hydraulic cylinder (54); a rotating shaft (51) is rotatably connected inside the fixed plate (11); adjacent ends of two groups of rotating shafts (51) are fixedly connected to the cam (52); ends of the rotating shafts (51) away from the cam (52) are fixedly connected to a second connecting rod (53); ends of the fixed plate (11) away from the cam (52) are rotatably connected to the hydraulic cylinder (54); and an output shaft end of the hydraulic cylinder (54) is rotatably connected to an end of the second connecting rod (53) away from the rotating shaft (51).

3. A passive mining rail vehicle brake according to claim 1, characterized in that: The brake mechanism (2) comprises a cam (52) and a first brake pad (25); adjacent ends of the two groups of fixed plates (11) are fixedly connected with a positioning block (12); a transmission rod (21) is slidably connected inside the positioning block (12); an end of the transmission rod (21) close to the wheel (14) is fixedly connected with the first fixed block (24); an end of the first fixed block (24) away from the transmission rod (21) is fixedly connected with the first brake pad (25); and the first brake pad (25) cooperates with the side wall of the wheel (14).

4. A passive mining rail vehicle brake according to claim 1, characterized in that: One end of the transmission rod (21) away from the first fixed block (24) is fixedly connected to a stop block (22), one end of the stop block (22) close to the positioning block (12) is fixedly connected to a first spring (23), one end of the first spring (23) away from the stop block (22) is fixedly connected to the positioning block (12), and the stop block (22) and the cam (52) are in contact with each other.

5. A passive mining rail vehicle brake according to claim 3, characterized in that: The auxiliary brake mechanism (3) comprises a second spring (34) and a second brake pad (32); the lower ends of the left and right sides of the frame (1) are fixedly connected to positioning plates (13); the lower end of the positioning plate (13) is rotatably connected to a second fixed block (31); one end of the second fixed block (31) close to the side wall of the wheel (14) is fixedly connected to the second brake pad (32); the second brake pad (32) and the wheel (14) are matched with each other on the side walls.

6. A passive mining rail vehicle brake according to claim 5, characterized in that: An end of the second fixing block (31) away from the positioning plate (13) is fixedly connected to an extension plate (33), the extension plate (33) and the frame (1) are parallel to each other, the upper end of the extension plate (33) is fixedly connected to a second spring (34), and the upper end of the second spring (34) is fixedly connected to the lower end of the frame (1).

7. A passive mining rail vehicle brake according to claim 6, characterized in that: The transmission mechanism (4) comprises a first connecting rod (41) and a second connecting rod (44); one end of the extension plate (33) away from the second fixed block (31) is rotatably connected to the second connecting rod (44); two groups of the second connecting rods (44) are rotatably connected via a connecting member; one end of the connecting member close to the fixed plate (11) is fixedly connected to the first connecting rod (43).

8. A passive mining rail vehicle brake according to claim 7, characterized in that: One end of the first fixing block (24) away from the first brake pad (25) is rotatably connected to a first connecting rod (41), and two groups of the first connecting rods (41) are rotatably connected via a connecting shaft (42), and the connecting shaft (42) cooperates with the first connecting rod (43).

9. A passive mining rail vehicle brake according to claim 8, characterized in that: A buffer groove (431) is formed on the front end surface of the first connecting rod (43), and one end of the connecting shaft (42) close to the fixing plate (11) penetrates into the buffer groove (431).

10. A passive mining rail vehicle brake according to claim 8, characterized in that: A pressure sensor (6) is fixedly connected inside the first connecting rod (43), the upper end of the pressure sensor (6) penetrates into the buffer groove (431), and the pressure sensor (6) is located below the connecting shaft (42).

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