Intelligent anti-slip system of electric locomotive for tunnel construction

Abstract

The invention provides an intelligent anti-slip system of an electric locomotive for tunnel construction, which comprises at least one braking device arranged on the outer side of an electric locomotive track, and the braking end of the braking device is used for providing braking force; the anti-slip rope penetrates through the track and is arranged in a suspended mode, and the anti-slip rope is connected with the braking end of the braking device; the hook is movably arranged on the electric locomotive; the signal input end of the first driving mechanism is connected with the signal output end of a control system in the electric locomotive, and the power output end of the first driving mechanism is in transmission connection with the hook; when the control system judges that the speed of the electric locomotive is out of control, the first driving mechanism is used for driving the hook to reduce the height so as to hang the anti-slip rope. According to the intelligent anti-slip system of the electric locomotive for tunnel construction, the anti-slip mode that the anti-slip rope is hung on the hook is adopted, so that slipping and the like are not prone to occurring, higher reliability and higher safety protection capacity are achieved, and damage to facilities such as a track is avoided.

Description

Technical Field

[0001] This disclosure relates to the field of tunnel construction technology, and in particular to an intelligent anti-runaway system for electric locomotives used in tunnel construction. Background Art

[0002] In shield tunneling / TBM (tunnel boring machine) construction, electric locomotives are the main transportation tools used to transport excavated soil out of the tunnel and to transport materials such as mortar and tunnel segments into the tunnel. When the electric locomotives are traveling downhill, the locomotives mainly rely on the drive motors of the locomotives to output reverse torque, maintaining the vehicles at a preset speed while descending the slope.

[0003] When a vehicle loses control due to excessive gradient, slippery track, electrical faults, or other reasons, it still needs to rely on anti-slip couplers. However, in actual use, there are situations where the coupler slips off after hooking the sleeper, resulting in poor reliability and insufficient safety protection. In addition, the way the coupler hooks the sleeper still causes damage to the track and other facilities. Summary of the Invention

[0004] This disclosure aims to at least partially address one of the technical problems in the related art.

[0005] Therefore, the purpose of this disclosure is to provide an intelligent anti-runaway system for electric locomotives used in tunnel construction.

[0006] To achieve the above objectives, this disclosure provides an intelligent anti-runaway system for electric locomotives used in tunnel construction, comprising: at least one braking device disposed on the outside of the locomotive track, the braking end of the braking device being used to provide braking force; an anti-runaway rope passing through the track and suspended in the air, the anti-runaway rope being connected to the braking end of the braking device; a hook movably disposed on the locomotive; and a first drive mechanism, the signal input end of the first drive mechanism being connected to the signal output end of the control system in the locomotive, and the power output end of the first drive mechanism being drively connected to the hook; wherein, when the control system determines that the speed of the locomotive is out of control, the first drive mechanism is used to drive the hook to lower its height to attach the anti-runaway rope.

[0007] Optionally, the anti-slip rope includes: a first part and a second part, wherein the first part passes through the track and is connected to the braking end of the braking device, and the end of the first part away from the braking device is connected to the second part; wherein the maximum tensile force at the connection between the first part and the second part is less than the maximum tensile force of the first part; and / or, the maximum tensile force of the second part is less than the maximum tensile force of the first part.

[0008] Optionally, the braking device includes: a base disposed on the outside of the track; a drum rotatably disposed on the base; and an electromagnetic brake disposed on the base, with the braking end of the electromagnetic brake connected to the drum; wherein the anti-slip rope is not connected to the drum, and the anti-slip rope is wound on the drum.

[0009] Optionally, the anti-slip system further includes: at least one protective pipe that penetrates the rail of the track and extends obliquely from the outside of the track to the inside of the track in a downhill direction, and the anti-slip rope passes through the protective pipe.

[0010] Optionally, the at least one braking device includes: a first braking device disposed on one side of the track, wherein the braking end of the first braking device is connected to one end of the anti-slip rope; and a second braking device disposed on the side of the track away from the first braking device, wherein the braking end of the second braking device is connected to the end of the anti-slip rope away from the first braking device.

[0011] Optionally, the hook is rotatably mounted at the rear end of the electric locomotive; the first driving mechanism includes: an electric push rod, which is hinged to the rear end of the electric locomotive, and the push rod end of the electric push rod is hinged to the hook, and the signal input end of the electric push rod is connected to the signal output end of the control system; wherein, when the control system determines that the speed of the electric locomotive is out of control, the electric push rod is used to drive the hook to rotate downward to attach the anti-slip rope.

[0012] Optionally, the anti-runaway system further includes: an encoder, which is mounted on the electric locomotive and its power input terminal is connected to the wheel drive of the electric locomotive; the signal output terminal of the encoder is connected to the signal input terminal of the control system; the encoder is used to detect the actual speed of the electric locomotive; wherein, the control system is used to compare the actual speed of the electric locomotive with a given speed, and when the deviation between the actual speed and the given speed is greater than a preset value, the control system determines that the speed of the electric locomotive is out of control.

[0013] Optionally, the anti-slip system further includes a control button, which is mounted on the electric locomotive and has its signal output terminal connected to the signal input terminal of the first drive mechanism; wherein, when the control button outputs a control signal, the first drive mechanism is used to drive the hook to lower its height so as to attach the anti-slip rope.

[0014] Optionally, the anti-runaway system further includes an alarm, which is installed on the locomotive and / or inside the tunnel, and the signal input terminal of the alarm is connected to the signal output terminal of the control system; wherein, when the control system determines that the speed of the locomotive is out of control, the alarm is used to issue an alarm message.

[0015] Optionally, the anti-runaway system further includes: a vehicle-stopping component, which is slidably disposed on the locomotive; a locking component, which is movably disposed on the locomotive and engages with the vehicle-stopping component; and a second driving mechanism, the signal input end of which is connected to the signal output end of the control system, and the power output end of which is drively connected to the locking component; wherein, when the control system determines that the locomotive speed is out of control and the out-of-control speed continues for a preset time, the second driving mechanism is used to drive the locking component to disengage from the vehicle-stopping component, so that the vehicle-stopping component falls between adjacent sleepers on the track.

[0016] The technical solution provided in this disclosure may include the following beneficial effects:

[0017] Because the signal input terminal of the first drive mechanism is connected to the signal output terminal of the control system in the locomotive, and the power output terminal of the first drive mechanism is connected to the hook drive, and the hook is movably mounted on the locomotive, the first drive mechanism can drive the hook to move under the control of the control system. This lowers the hook and attaches the anti-slip rope. Furthermore, since the anti-slip rope passes through the track and is suspended in the air, and is connected to the braking end of the braking device, when the hook is attached to the anti-slip rope, the anti-slip rope can use the braking force provided by the braking device to prevent the locomotive from continuing to move, thus achieving braking and anti-slipping of the locomotive, and ensuring its safe operation. The anti-slip rope is easier to attach than the sleeper, and the method of attaching the anti-slip rope using a hook is less prone to slippage, offering higher reliability and stronger safety protection capabilities. Moreover, it does not damage the track or other facilities, thus ensuring the safe and efficient construction of the tunnel.

[0018] Additional aspects and advantages of this disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this disclosure. Attached Figure Description

[0019] The above and / or additional aspects and advantages of this disclosure will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, in which:

[0020] Figure 1 This is a partial top view schematic diagram of an intelligent anti-runaway system for electric locomotives used in tunnel construction, according to an embodiment of this disclosure.

[0021] Figure 2 This is a partial right-side view of an embodiment of the intelligent anti-runaway system for electric locomotives used in tunnel construction proposed in this disclosure;

[0022] Figure 3 This is a partial front view schematic diagram of an intelligent anti-runaway system for electric locomotives used in tunnel construction, according to an embodiment of this disclosure.

[0023] Figure 4 This is a partial front view schematic diagram (in the stowed state) of an intelligent anti-runaway system for electric locomotives used in tunnel construction proposed in an embodiment of this disclosure;

[0024] Figure 5 This is a partial front view schematic diagram (in the blocking state) of an intelligent anti-runaway system for electric locomotives used in tunnel construction proposed in an embodiment of this disclosure;

[0025] Figure 6 This is a partial top view schematic diagram of an intelligent anti-runaway system for electric locomotives used in tunnel construction, as proposed in an embodiment of this disclosure.

[0026] As shown in the figure: 1. Vehicle blocking component, 2. Locking component, 3. Second drive mechanism, 4. Guide sleeve, 5. First double ear plate, 6. Hanging rod, 7. Hanging ear, 8. First connecting seat, 9. Second connecting seat, 10. Connecting shaft, 11. Support seat, 12. Second double ear plate, 13. Rib plate.

[0027] 100. First braking device; 200. Second braking device;

[0028] 101. Base; 102. Drum; 103. Electromagnetic brake;

[0029] 300. Anti-slip rope; 301. Part 1; 302. Part 2;

[0030] 400, hook; 500, protective tube;

[0031] 600, locomotive; 700, traction seat; 800, track. DETAILED DESCRIPTION

[0032] Embodiments of this disclosure are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are used only to explain this disclosure, and should not be construed as limiting this disclosure. Rather, embodiments of this disclosure include all variations, modifications, and equivalents falling within the spirit and scope of the appended claims.

[0033] like Figure 1 , Figure 2 and Figure 3As shown in the figure, this disclosure proposes an intelligent anti-slip system for a tunnel construction locomotive 600, including: at least one braking device, an anti-slip rope 300, a hook 400, and a first drive mechanism (not shown). The braking device is located on the outside of the locomotive 600 track 800, and the braking end of the braking device is used to provide braking force. The anti-slip rope 300 passes through the track 800 and is suspended in the air, and is connected to the braking end of the braking device. The hook 400 is movably mounted on the locomotive 600. The signal input end of the first drive mechanism is connected to the signal output end of the control system in the locomotive 600, and the power output end of the first drive mechanism is drively connected to the hook 400. When the control system determines that the locomotive 600 is out of control, the first drive mechanism drives the hook 400 to lower its height to attach the anti-slip rope 300.

[0034] Understandably, since the signal input end of the first drive mechanism is connected to the signal output end of the control system in the locomotive 600, and the power output end of the first drive mechanism is connected to the hook 400, and the hook 400 is movably mounted on the locomotive 600, the first drive mechanism can drive the hook 400 to move under the control of the control system, thereby lowering the hook 400 and attaching the anti-slip rope 300. Furthermore, since the anti-slip rope 300 passes through the track 800 and is suspended in the air, and is connected to the braking end of the braking device, when the hook 400 is attached to the anti-slip rope 300, the anti-slip rope 300 can use the braking force provided by the braking device to prevent the locomotive 600 from continuing to move, thereby achieving braking and anti-slipping of the locomotive 600, and thus ensuring the safe operation of the locomotive 600.

[0035] Among them, the anti-slip rope 300 is easier to hang than the sleeper. The anti-slip method of hanging the anti-slip rope 300 with the hook 400 is less likely to slip off, has higher reliability and stronger safety protection capabilities, and will not damage facilities such as the track 800, thus ensuring the safe and efficient construction of the tunnel.

[0036] It should be noted that in the relevant embodiments, the locomotive 600 relies on the coupler to hook the sleeper to achieve the anti-slip function. However, since the sleeper has a large lateral dimension and there is no dedicated hanging structure on it, it is easy for it to slip off after the coupler hooks the sleeper. In this embodiment, the anti-slip rope 300 has a small lateral dimension and is suspended, which makes it easy to be hooked by the hook 400 and less likely to slip off.

[0037] Meanwhile, when the coupler hooks onto the sleeper, it is a rigid connection, and the impact force is too large, which can easily cause damage to the coupler and / or sleeper, seriously affecting the construction safety and efficiency of the tunnel. In this embodiment, the combination of the hook 400 and the anti-slip rope 300 is used to brake and prevent the locomotive 600 from slipping, without directly impacting the track 800, thus avoiding the problem of facility damage.

[0038] Furthermore, the braking device only provides braking force to the anti-runaway rope 300. The anti-runaway rope 300 uses the braking force provided by the braking device to only prevent the locomotive 600 from continuing to move, rather than directly blocking it. This buffered anti-runaway method can gradually decelerate and brake the locomotive 600, thereby greatly reducing the wear and even damage of various facilities.

[0039] The braking device is used to provide braking resistance for the anti-slip rope 300. The specific type of braking device can be set according to actual needs and there are no restrictions on it.

[0040] The anti-slip rope 300 is used to prevent the hook 400 and the locomotive 600 from continuing to move by relying on the braking force provided by the braking device. The specific type of the anti-slip rope 300 can be set according to actual needs and is not limited thereto. For example, the anti-slip rope 300 can be a steel wire rope. The suspended arrangement of the anti-slip rope 300 not only facilitates the attachment of the hook 400, but also maintains a certain distance from the sleeper, thereby avoiding collision or even snagging between the hook 400 and the sleeper.

[0041] The hook 400 is used to attach the anti-slip rope 300, so as to use the drag of the anti-slip rope 300 to achieve deceleration and braking of the locomotive 600. The specific type of hook 400 can be set according to actual needs and there is no restriction. For example, the hook 400 is a hook-shaped structure that is close to L.

[0042] The first drive mechanism is used to drive the hook 400 to lower its height under the control of the control system so that it can be attached to the anti-slip rope 300 while the locomotive 600 continues to travel. The specific type of the first drive mechanism can be set according to actual needs and there are no restrictions on it.

[0043] The control system is the core component of the locomotive 600. It is used for the operation, safety and various functions of the locomotive 600. The specific type of control system can be set according to actual needs and there are no restrictions on it.

[0044] like Figure 1 As shown, in some embodiments, the anti-slip rope 300 includes: a first portion 301 and a second portion 302. The first portion 301 passes through the track 800 and is connected to the braking end of the braking device, and the end of the first portion 301 away from the braking device is connected to the second portion 302. The maximum tensile force at the connection point of the first portion 301 and the second portion 302 is less than the maximum tensile force of the first portion 301; and / or, the maximum tensile force of the second portion 302 is less than the maximum tensile force of the first portion 301.

[0045] It is understandable that, since the first part 301 passes through the track 800 and is connected to the brake end of the braking device, and the end of the first part 301 away from the braking device is connected to the second part 302, the first part 301 and the second part 302 constitute the anti-slip rope 300 for attaching the hook 400 and preventing the locomotive 600 from moving.

[0046] Since the maximum tensile force at the connection between the first part 301 and the second part 302 is less than the maximum tensile force of the first part 301, the connection between the first part 301 and the second part 302 is structurally weakened. Therefore, when the impact force on the locomotive 600 is too great, the connection between the first part 301 and the second part 302 can break first, thereby avoiding damage to the braking device, the locomotive 600 and the facilities on the locomotive 600 caused by the excessive resistance force.

[0047] Since the maximum tensile force of the second part 302 is less than that of the first part 301, the second part 302 is structurally weakened. Therefore, when the impact force on the locomotive 600 is too great, the second part 302 can break first, thereby avoiding damage to the braking device, the locomotive 600 and the facilities on the locomotive 600 caused by the excessive resistance force.

[0048] It should be noted that the first part 301 is the portion of the anti-slip rope 300 that passes through the track 800 and connects to the braking device, and the second part 302 is the portion of the anti-slip rope 300 that is suspended and connects to the hook 400. The specific types of the first part 301 and the second part 302 can be set according to actual needs and are not limited thereto. For example, both the first part 301 and the second part 302 are steel wire ropes, and the diameter of the first part 301 is larger than the diameter of the second part 302. That is to say, the maximum tensile force of the second part 302 is less than the maximum tensile force of the first part 301. For example, the diameter of the second part 302 is 8mm. The first part 301 and the second part 302 can be connected by a rope clamp. The rope clamp clamps the first part 301 and the second part 302 with a preset clamping force, and makes the maximum tensile force at the connection between the first part 301 and the second part 302 less than the maximum tensile force of the first part 301.

[0049] like Figure 2 As shown, in some embodiments, the braking device includes a base 101, a drum 102, and an electromagnetic brake 103. The base 101 is disposed on the outer side of the track 800, the drum 102 is rotatably disposed on the base 101, and the electromagnetic brake 103 is disposed on the base 101, with the braking end of the electromagnetic brake 103 connected to the drum 102. The anti-slip rope 300 is not connected to the drum 102, and the anti-slip rope 300 is wound around the drum 102.

[0050] Understandably, since the anti-slip rope 300 is wound on the drum 102 and the braking end of the electromagnetic brake 103 is connected to the drum 102, when the hook 400 is attached to the anti-slip rope 300, the anti-slip rope 300 can use its winding friction on the drum 102 and the braking force of the electromagnetic brake 103 on the drum 102 to prevent the locomotive 600 from continuing to move, thereby achieving braking and anti-slipping of the locomotive 600, and thus ensuring the safe operation of the locomotive 600.

[0051] Furthermore, since the anti-slip rope 300 and the drum 102 are not connected, when the impact force of the locomotive 600 is too great, the anti-slip rope 300 can completely detach from the drum 102 under the drag of the locomotive 600, thereby avoiding damage to the braking device, the locomotive 600 and the facilities on the locomotive 600 caused by excessive resistance.

[0052] It should be noted that the base 101 is used to support the drum 102 and the electromagnetic brake 103. The specific type of the base 101 can be set according to actual needs and there is no limitation. For example, the base 101 can be a seat structure and is arranged on the outside of the track 800 using expansion screws, etc.

[0053] The drum 102 is used to wind the anti-slip rope 300. The specific type of the drum 102 can be set according to actual needs and is not limited thereto. For example, the drum 102 has a cylindrical structure and is rotatably mounted on the base 101 using a bearing seat. The first part 301 of the anti-slip rope 300 can be pre-fixed to the drum 102 by multiple rope clamps, which facilitates winding and also provides a certain amount of resistance.

[0054] The electromagnetic brake 103 is used to brake the drum 102. The specific type of the electromagnetic brake 103 can be set according to actual needs and there are no restrictions on it.

[0055] The braking device can be a winch equipped with a brake, and the winch is equipped with a base 101, a drum 102, an electromagnetic brake 103, etc.

[0056] like Figure 1 and Figure 3 As shown, in some embodiments, the anti-slip system further includes: at least one protective pipe 500, the protective pipe 500 penetrating the rail of the track 800, and the protective pipe 500 extending obliquely from the outside of the track 800 to the inside of the track 800 in a downhill direction, and an anti-slip rope 300 penetrating the protective pipe 500.

[0057] Understandably, since the protective pipe 500 penetrates the rail of the track 800 and the anti-slip rope 300 penetrates the protective pipe 500, the protective pipe 500 can effectively protect the anti-slip rope 300, thereby reducing the wear between the anti-slip rope 300 and the track 800 and ensuring the stable anti-slip function of the anti-slip system.

[0058] Furthermore, since the protective tube 500 extends inclinedly from the outside of the track 800 to the inside of the track 800 in the downhill direction, the anti-slip rope 300 can smoothly transmit braking force under the drag of the hook 400, thereby reducing wear between the anti-slip rope 300 and the track 800 and ensuring the stable anti-slip function of the anti-slip system.

[0059] It should be noted that the protective tube 500 is used to guide and protect the anti-slip rope 300. The specific type of the protective tube 500 can be set according to actual needs and there is no restriction. For example, the protective tube 500 is a tube structure welded into the opening of the rail, and the angle between the protective tube 500 and the rail is close to 45 degrees.

[0060] like Figure 1 As shown, in some embodiments, at least one braking device includes: a first braking device 100 and a second braking device 200. The first braking device 100 is disposed on one side of the track 800, and the braking end of the first braking device 100 is connected to one end of the anti-slip rope 300. The second braking device 200 is disposed on the side of the track 800 away from the first braking device 100, and the braking end of the second braking device 200 is connected to the end of the anti-slip rope 300 away from the first braking device 100.

[0061] Understandably, since the braking end of the first braking device 100 is connected to one end of the anti-slip rope 300, and the braking end of the second braking device 200 is connected to the end of the anti-slip rope 300 away from the first braking device 100, when the hook 400 is attached to the anti-slip rope 300, the anti-slip rope 300 can use the braking force provided by the first braking device 100 and the second braking device 200 to prevent the locomotive 600 from continuing to move, thereby achieving braking and anti-slipping of the locomotive 600, and thus ensuring the safe operation of the locomotive 600.

[0062] It should be noted that both the first braking device 100 and the second braking device 200 are braking devices. The first braking device 100 and the second braking device 200 are symmetrically distributed on both sides of the track 800, and the two ends of the anti-slip rope 300, as the first part 301, pass through the protective tube 500 and are connected to the first braking device 100 and the second braking device 200 respectively.

[0063] In some embodiments, the hook 400 is rotatably mounted at the rear end of the electric locomotive 600. The first driving mechanism includes an electric push rod, which is hinged to the rear end of the electric locomotive 600, with its push rod end hinged to the hook 400. The signal input end of the electric push rod is connected to the signal output end of the control system. When the control system determines that the electric locomotive 600 is out of control, the electric push rod drives the hook 400 to rotate downwards to attach the anti-slip rope 300.

[0064] Understandably, since the hook 400 is rotatably mounted at the rear end of the electric locomotive 600, and the signal input end of the electric push rod is connected to the signal output end of the control system, and the electric push rod is hinged between the electric locomotive 600 and the hook 400, when the control system determines that the speed of the electric locomotive 600 is out of control, the electric push rod can drive the hook 400 to rotate downward, thereby enabling the hook 400 to attach the anti-slip rope 300 to achieve the anti-slip function.

[0065] It should be noted that electric linear actuators are used to convert electrical energy into mechanical energy and to convert rotational force into extension force. The specific type of electric linear actuator can be set according to actual needs and there are no restrictions on it.

[0066] The arrangement of the hook 400 at the tail end of the locomotive 600 and the arrangement of the electric push rod between the hook 400 and the locomotive 600 can both be achieved by using a lug plate and a pin shaft. The hinge center axis of the hook 400 and the hinge center axis of the electric push rod are arranged in parallel and located in the width direction of the track 800.

[0067] The rear end of the electric locomotive 600 can be a flatbed truck that loads tunnel segments at the rear of the electric locomotive 600.

[0068] In some embodiments, the anti-runaway system further includes: an encoder, which is mounted on the electric locomotive 600, with its power input terminal connected to the wheel drive of the electric locomotive 600, and its signal output terminal connected to the signal input terminal of the control system. The encoder is used to detect the actual speed of the electric locomotive 600. The control system compares the actual speed of the electric locomotive 600 with a given speed, and when the deviation between the actual speed and the given speed exceeds a preset value, the control system determines that the electric locomotive 600 is out of control.

[0069] Understandably, since the encoder's power input end is connected to the wheel drive of the locomotive 600, and the encoder's signal output end is connected to the signal input end of the control system, the encoder can use the rotation of the locomotive's wheels to detect the actual speed of the locomotive 600, and can send the detected actual speed signal to the locomotive's control system. This allows the control system to determine whether the locomotive 600 has lost speed control based on the comparison between the actual speed and the given speed, and thus, in conjunction with components such as the anti-slip rope 300 and the braking device, ensure the safe and stable operation of the locomotive 600.

[0070] It should be noted that the encoder is used to detect the actual speed of the locomotive 600. The specific type of encoder can be set according to actual needs, and there are no restrictions on it.

[0071] In some embodiments, the anti-slip system further includes a control button, which is disposed on the electric locomotive 600, and the signal output terminal of the control button is connected to the signal input terminal of the first drive mechanism. When the control button outputs a control signal, the first drive mechanism drives the hook 400 to lower its height to attach the anti-slip rope 300.

[0072] It is understandable that, since the signal output terminal of the control button is connected to the signal input terminal of the first drive mechanism, the driver can use the control button to output a control signal to the first drive mechanism, thereby causing the first drive mechanism to drive the hook 400 to lower its height according to the control signal, so as to attach the anti-slip rope 300 to achieve the anti-slip function.

[0073] Furthermore, by utilizing both manual control via control buttons and automatic control via the control system, a more stable anti-rollover function can be achieved, thereby enhancing the safe operation capability of the locomotive 600.

[0074] It should be noted that the control button is used to output control signals to the first drive mechanism under the operation of the driver to achieve manual anti-runaway. The specific type of control button can be set according to actual needs and there is no restriction. For example, the control button is a self-reset button, which is arranged on the operating platform of the 600 locomotive cab.

[0075] In some embodiments, the anti-runaway system further includes an alarm, which is installed on the locomotive 600 and / or inside the tunnel, and the signal input terminal of the alarm is connected to the signal output terminal of the control system. The alarm is used to issue an alarm message when the control system determines that the locomotive 600 is out of control.

[0076] Understandably, since the alarm is installed on the locomotive 600 and / or inside the tunnel, and the signal input terminal of the alarm is connected to the signal output terminal of the control system, when the control system determines that the speed of the locomotive 600 is out of control, the control system can control the alarm to issue an alarm message, thereby better alerting the operators and avoiding greater losses.

[0077] It should be noted that the alarm is used to issue alarm information. The specific type of alarm can be set according to actual needs and there are no restrictions on it. For example, the alarm can be a sound alarm, a light alarm, a sound and light alarm, etc. The alarm can be installed on the locomotive 600 and communicate with the control system via wired connection, or it can be installed in the tunnel and communicate with the control system via wireless connection. The alarm can be an additional device installed in the locomotive 600, or it can be an existing device in the locomotive 600 that can issue alarm information, such as a horn.

[0078] like Figure 4 , Figure 5 and Figure 6 As shown, in some embodiments, the anti-runaway system further includes: a vehicle-stopping component 1, a locking component 2, and a second drive mechanism 3. The vehicle-stopping component 1 is slidably mounted on the electric locomotive 600, and the locking component 2 is movably mounted on the electric locomotive 600, with the locking component 2 and the vehicle-stopping component 1 engaging. The signal input terminal of the second drive mechanism 3 is connected to the signal output terminal of the control system, and the power output terminal of the second drive mechanism 3 is drively connected to the locking component 2. When the control system determines that the electric locomotive 600 has lost speed control, and the loss of speed control persists for a preset time, the second drive mechanism 3 drives the locking component 2 to disengage from the vehicle-stopping component 1, causing the vehicle-stopping component 1 to fall between adjacent sleepers on the track 800.

[0079] It is understandable that, since the signal input end of the second drive mechanism 3 is connected to the signal output end of the control system in the locomotive 600, and the power output end of the second drive mechanism 3 is connected to the locking member 2, the second drive mechanism 3 can drive the locking member 2 to move under the control of the control system, thereby realizing the disengagement of the locking member 2 and the vehicle blocking member 1. Furthermore, since the vehicle blocking member 1 is slidably mounted on the locomotive 600, the vehicle blocking member 1 can be released and fall freely after the locking member 2 is disengaged.

[0080] When the control system determines that the speed of the locomotive 600 is out of control, and the speed loss continues for a preset time, it indicates that components such as the anti-slip rope 300 and the braking device have failed. At this time, the second drive mechanism 3 drives the locking member 2 to disengage from the blocking member 1, so that the blocking member 1 falls between the adjacent sleepers in the tunnel. Thus, the locomotive 600 is stopped by the cooperation of the blocking member 1 and the sleepers, thereby ensuring the safe operation of the locomotive 600. At the same time, the blocking method of the blocking member 1 falling between the adjacent sleepers is not only not limited by the direction of vehicle travel, but also avoids problems such as slippage of the coupler and failure to hook when it bounces up. Overall, it has higher reliability and stronger safety protection capabilities.

[0081] It should be noted that in the relevant embodiments, the locomotive 600 relies on the coupler to hook onto the sleepers to achieve the anti-runaway function. However, due to the structure of the coupler hook 400, the entire system can only stop the vehicle in one direction. Specifically, because the train formation is designed to facilitate unloading materials at the tunnel boring machine (TBM) trolley, the train formation generally moves backward into the tunnel. The coupler is usually located in front of the locomotive 600's cab. When the vehicle exits the tunnel, the coupler cannot hook onto the sleepers to prevent runaway. In this embodiment, the anti-runaway system utilizes the anti-runaway component 1, which falls between adjacent sleepers in the tunnel to achieve the anti-runaway function. Whether the vehicle is moving forward or backward, it can achieve the anti-runaway effect.

[0082] In addition, the hook 400 structure of the coupler has problems such as slippage after the coupler hooks onto the sleeper and failure to hook onto the sleeper after the coupler bounces up. The anti-runaway system of this embodiment eliminates the hook 400 structure and uses the vehicle blocking component 1 to fall between adjacent sleepers in the tunnel to block the vehicle, thereby avoiding the problems of slippage and failure to hook onto the sleeper that exist in the coupler.

[0083] The anti-rollover component 1 is used to fall between adjacent sleepers in the tunnel to stop the locomotive 600 and prevent it from running away. Specifically, when the anti-rollover component 1 falls between adjacent sleepers in the tunnel, as the locomotive 600 continues to move, the anti-rollover component 1 moves to the sleeper and locks itself, thereby using the sleeper to block the locomotive 600 from continuing to move, thus achieving the anti-rollover function. The specific type of the anti-rollover component 1 can be set according to actual needs and is not limited thereto. For example, the anti-rollover component 1 can be made of materials with high structural strength such as metal, and the anti-rollover component 1 can be a columnar structure close to a cuboid.

[0084] The locking component 2 is used to lock the blocking component 1 when the locomotive 600 does not lose speed control, so as to prevent the blocking component 1 from falling and affecting the normal operation of the locomotive 600. The specific type of locking component 2 can be set according to actual needs and there is no restriction. For example, the locking component 2 can be a pin, buckle, hook 400, etc.

[0085] The second drive mechanism 3 is used to drive the locking member 2 to move under the control of the locomotive 600 control system, so as to release the vehicle blocking member 1. The specific type of the second drive mechanism 3 can be set according to actual needs and is not limited thereto. For example, the second drive mechanism 3 can be a telescopic motor, hydraulic cylinder, pneumatic cylinder, etc. Similarly, the second drive mechanism 3 can also be controlled by a control button.

[0086] like Figure 4 and Figure 5 As shown, in some embodiments, the anti-runaway system further includes a guide sleeve 4, which is disposed on the electric locomotive 600 and is slidably sleeved on the vehicle blocking component 1 in the vertical direction.

[0087] Understandably, since the guide sleeve 4 is set on the locomotive 600 and slides vertically on the anti-vehicle component 1, the anti-vehicle component 1 can slide vertically on the locomotive 600 using the guiding effect of the guide sleeve 4. Thus, when the control system determines that the speed of the locomotive 600 is out of control and the speed out of control of the locomotive 600 continues for a preset time, the second drive mechanism 3 drives the locking component 2 to release the anti-vehicle component 1, so that the anti-vehicle component 1 can fall stably between the adjacent sleepers in the tunnel and can always maintain a locked state with the sleepers, thereby realizing a stable anti-vehicle slippage function.

[0088] It should be noted that the guide sleeve 4 is used for the arrangement and stable sliding of the vehicle blocking component 1 on the locomotive 600. The specific type of the guide sleeve 4 can be set according to actual needs and there is no restriction. For example, the guide sleeve 4 can be a rectangular frame with a rectangular guide hole that runs vertically through it.

[0089] like Figure 4 and Figure 5 As shown, in some embodiments, the anti-runaway system further includes: a first double ear plate 5, which is disposed on the guide sleeve 4 and is hinged to the traction seat 700 of the front panel of the electric locomotive 600, with the hinge center axis of the first double ear plate 5 located in the vertical direction.

[0090] It is understandable that, since the first double ear plate 5 is set on the guide sleeve 4 and the first double ear plate 5 is hinged to the traction seat 700 of the front panel of the locomotive 600, the guide sleeve 4 can be hinged to the traction seat 700 of the front panel of the locomotive 600 using the first double ear plate 5. This reduces the stress on the guide sleeve 4 while achieving a stable arrangement of the guide sleeve 4, thereby ensuring the stable blocking of the vehicle by the vehicle blocking component 1.

[0091] It should be noted that the first double ear plate 5 has two ear plates for mounting the guide sleeve 4 on the traction seat 700. The specific type of the first double ear plate 5 can be set according to actual needs and is not limited thereto. For example, the two ear plates of the first double ear plate 5 are arranged horizontally and distributed at intervals along the vertical direction. The first double ear plate 5 is located between the double ear plates of the traction seat 700 and is hinged by the pin of the traction seat 700.

[0092] like Figure 4 and Figure 5 As shown, in some embodiments, the locking member 2 is provided with at least one horizontally arranged hanging rod 6, the vehicle blocking member 1 is provided with at least one hanging ear 7, the hanging ear 7 is provided with a horizontally penetrating hanging hole, and the hanging rod 6 is engaged in the hanging hole.

[0093] Understandably, since the lug 7 is provided with a horizontally penetrating hanging hole and the hanging rod 6 is engaged in the hanging hole, the locking member 2 and the vehicle blocking member 1 can be engaged horizontally by the cooperation of the hanging rod 6 and the hanging hole. This not only ensures that the locking member 2 stably locks the vehicle blocking member 1, but also facilitates the disengagement of the locking member 2 and the vehicle blocking member 1 when the control system determines that the speed of the electric locomotive 600 is out of control and the second drive mechanism 3 drives the locking member 2. This makes the vehicle blocking operation of the anti-runaway system more convenient.

[0094] It should be noted that the hanging rod 6 is used to lock into the hanging hole of the hanging ear 7 so as to lock the locking part 2 against the vehicle blocking part 1. The specific type of the hanging rod 6 can be set according to actual needs and there is no restriction. For example, the hanging rod 6 can be a rod-shaped structure, and when there are two hanging rods 6, a U-shaped locking structure is formed.

[0095] The hanging ear 7 is used to set the hanging hole so as to cooperate with the locking rod 6 to lock the locking part 2 to the vehicle blocking part 1. The specific type of hanging ear 7 can be set according to actual needs and there is no restriction. For example, the hanging ear 7 can be an ear plate structure, and when there are two hanging rods 6, the hanging ear 7 is also set as two ear plates with corresponding positions.

[0096] like Figure 4 , Figure 5 and Figure 6 As shown, in some embodiments, the anti-runaway system further includes: a first connecting seat 8 and a second connecting seat 9. The first connecting seat 8 is disposed at the power output end of the second drive mechanism 3, and the second connecting seat 9 is disposed on the locking member 2. The second connecting seat 9 and the first connecting seat 8 are detachably connected.

[0097] Understandably, since the first connecting seat 8 is located at the power output end of the second drive mechanism 3 and the second connecting seat 9 is located on the locking member 2, the second connecting seat 9 and the first connecting seat 8 are detachably connected, so that the power output end of the second drive mechanism 3 and the locking member 2 can be connected by the first connecting seat 8 and the second connecting seat 9. This ensures stable transmission between the second drive mechanism 3 and the locking member 2, while also facilitating disassembly, assembly, and maintenance between the second drive mechanism 3 and the locking member 2, thus making the anti-slip system more flexible and convenient to use.

[0098] It should be noted that the first connecting seat 8 and the second connecting seat 9 are used to realize the connection and transmission between the second driving mechanism 3 and the locking member 2. The specific types of the first connecting seat 8 and the second connecting seat 9 can be set according to actual needs and there is no limitation. For example, the first connecting seat 8 can be a shaft structure arranged in the horizontal direction, and the second connecting seat 9 can be a double ear plate structure arranged in the vertical direction.

[0099] like Figure 4 , Figure 5 and Figure 6 As shown, in some embodiments, the first connecting seat 8 is provided with a first connecting hole, and the second connecting seat 9 is provided with a second connecting hole; the anti-slip system also includes a connecting shaft 10, which is respectively locked in the first connecting hole and the second connecting hole.

[0100] It is understandable that, since the connecting shaft 10 is respectively installed in the first connecting hole and the second connecting hole, the first connecting seat 8 and the second connecting seat 9 can be detachably connected by the connecting shaft 10. This ensures stable transmission between the second drive mechanism 3 and the locking member 2, while also facilitating disassembly and maintenance between the second drive mechanism 3 and the locking member 2.

[0101] It should be noted that the connecting shaft 10 is used for the detachable connection between the first connecting seat 8 and the second connecting seat 9. The specific type of the connecting shaft 10 can be set according to actual needs and there is no restriction. For example, the connecting shaft 10 can be a pin structure, and the two ends of the connecting shaft 10 are positioned by pins and limiting wires.

[0102] In some embodiments, the second drive mechanism 3 is a cylinder, the signal input terminal of the cylinder control valve is connected to the signal output terminal of the control system, and the piston rod end of the cylinder is threadedly connected to the first connecting seat 8.

[0103] It is understandable that, since the signal input terminal of the cylinder control valve is connected to the signal output terminal of the control system, and the piston rod end of the cylinder is connected to the first connecting seat 8, the cylinder can drive the locking member 2 to move under the control of the control system, thereby realizing the disengagement of the locking member 2 from the vehicle blocking member 1, and thus realizing the lowering of the vehicle blocking member 1 to block the vehicle.

[0104] Since the piston rod end of the cylinder is threadedly connected to the first connecting seat 8, the first connecting seat 8 can move axially by rotation, thereby adjusting the relative position between the locking part 2 and the vehicle blocking part 1, thus ensuring the precise lowering of the vehicle blocking part 1 to block the vehicle.

[0105] It should be noted that the cylinder is used to extend and retract using compressed air under the control of the on / off state of the control valve, thereby driving the locking member 2 to move using the first connecting seat 8 and the second connecting seat 9. The control valve is controlled by the control system, and the compressed air comes from the electric locomotive 600. The specific type of cylinder can be set according to actual needs and there are no restrictions on it.

[0106] like Figure 4 , Figure 5 and Figure 6 As shown, in some embodiments, the anti-runaway system further includes a support base 11, which is disposed on the front panel of the electric locomotive 600, and the second drive mechanism 3 is disposed on the support base 11.

[0107] Understandably, since the support base 11 is located on the front panel of the locomotive 600 and the second drive mechanism 3 is located on the support base 11, the second drive mechanism 3 can be stably arranged on the front panel of the locomotive 600 by utilizing the support base 11, thereby ensuring the stable drive of the second drive mechanism 3 on the locking member 2.

[0108] It should be noted that the support base 11 is used for the arrangement of the second drive mechanism 3 on the front panel of the locomotive 600. The specific type of the support base 11 can be set according to actual needs and there is no limitation thereto. For example, the support base 11 can be a horizontally arranged plate structure.

[0109] like Figure 4 , Figure 5 and Figure 6 As shown, in some embodiments, the anti-slip system further includes: a second double ear plate 12, which is disposed on the support base 11 and is hinged to the second drive mechanism 3, with the hinge center axis of the second double ear plate 12 located in the horizontal direction.

[0110] It is understandable that since the second double ear plate 12 is mounted on the support base 11 and the second double ear plate 12 is hinged to the second drive mechanism 3, the second drive mechanism 3 can be hinged to the support base 11 using the second double ear plate 12. This reduces the stress on the second drive mechanism 3 while achieving a stable arrangement of the second drive mechanism 3, thereby ensuring the stable drive of the second drive mechanism 3 to the locking member 2.

[0111] It should be noted that the second double ear plate 12 has two ear plates for mounting the second drive mechanism 3 on the support base 11. The specific type of the second double ear plate 12 can be set according to actual needs and is not limited thereto. For example, the two ear plates of the second double ear plate 12 are arranged vertically and distributed at intervals in the horizontal direction. The cylinder barrel end is located between the two ear plates of the second double ear plate 12 and is hinged by a pin.

[0112] like Figure 4 and Figure 5 As shown, in some embodiments, the anti-slip system further includes a stiffening plate 13, which is disposed between the support base 11 and the front panel of the electric locomotive 600.

[0113] It is understandable that since the stiffener 13 is set between the support base 11 and the front panel of the electric locomotive 600, the stiffener 13 can be used to strengthen the structure between the support base 11 and the front panel of the electric locomotive 600, thereby ensuring the stable support of the support base 11 for the second drive mechanism 3.

[0114] It should be noted that the stiffening plate 13 is used to strengthen the supporting capacity of the support base 11. The specific type of stiffening plate 13 can be set according to actual needs and there is no restriction. For example, the stiffening plate 13 is located at the bottom of the support plate and has an overall wedge-shaped plate structure.

[0115] An application example of the anti-stray system in this embodiment:

[0116] Taking the Dujiangyan North District Water Diversion Project as an example, the maximum longitudinal slope of the tunnel is 36.9‰, and it is a single-sided uphill excavation. Locomotives are used to transport excavated soil, with heavy loads going downhill out of the tunnel; and to transport materials and tunnel segments, with light loads going uphill into the tunnel.

[0117] The vehicle formation is as follows: 1 18t locomotive + 1 powered flatbed truck + 3 9 cubic meter dump trucks + 1 gravel truck + 1 material flatbed truck + 2 segment trucks.

[0118] When the vehicles are heavily loaded downhill, the weight of a single train is 108t; when the vehicles are lightly loaded uphill, the weight of a single train is 85t.

[0119] When the vehicles are in a heavily loaded formation, the force exerted on the vehicles when they slide downwards is:

[0120] f=G×g×(iw)=108×9.81×(0.0369-0.003)=35.9kN.

[0121] The sum of the braking forces of the two winches (the first braking device and the second braking device) should be greater than the force exerted on the vehicle when it rolls downhill (i.e., 35.9 kN). Therefore, the braking force of a single winch should be greater than 17.95 kN. Thus, a 3t winch can be selected.

[0122] The hoisting capability of the winch mechanism is checked from two aspects: conservation of momentum and conservation of energy.

[0123] Momentum conservation formula for vehicle braking: P = m × v = f × t.

[0124] Where: m is the weight of the vehicle group (based on 108t = 108000kg), V is the speed at which the anti-slip operation is triggered when the vehicle slips, f is the power of the winch minus the force when the vehicle slips downward (based on the rated braking force of a single winch of 30kN = 30000N), and t is the braking time of the winch.

[0125] If we consider the time required for the two winches to bring the vehicle group to a complete stop, it is:

[0126] 108000×V=(2×30000-35900)×t;

[0127] Serial Number Trigger anti-slip speed Braking time Wire rope coil length 1 5km / h (1.39m / s) 6.2s 4.3m 2 8km / h (2.22m / s) 9.9s 11m 3 10km / h (2.78m / s) 12.5s 17.4m

[0128] The wire rope is model 6×19-1570 (fiber core) with a diameter of 12 mm. (It is a wire rope designed to withstand a rated load of 3 tons, taking into account an impact factor of 2.5 and a safety factor.)

[0129] Energy Conservation Formula for Energy Conversion During Vehicle Braking: E ​​= 1 / 2m × v 2 +mgΔh=C×m×Δt;

[0130] Where: C is the specific heat capacity of the material (unit: J / (kg·℃)), m is the mass of the material (unit: kg), and ΔT is the temperature change (unit: ℃).

[0131] During the winch braking process, the vehicle's energy is transferred to the winch's electromagnetic brake, and its kinetic energy is converted into heat energy and absorbed by the friction pair of the brake, which will generate a large amount of heat or even combustion.

[0132] The materials used for friction pads in electric motor brakes mainly fall into two categories: rubber-based and resin-based.

[0133] Rubber-based motor brake friction pads mainly use rubber materials. However, due to the limitations of rubber, these friction pads are prone to aging and deformation when working in high-temperature environments above 200°C. Therefore, they are usually suitable for working in environments below 200°C.

[0134] Resin-based motor brake friction pads can withstand high-temperature environments and are often used in high-temperature and high-speed environments, but the corresponding product price is more expensive than that of rubber-based products.

[0135] The choice of these materials depends on the specific application requirements of the brake, including factors such as operating temperature, wear resistance, and cost. Rubber-based and resin-based brake friction pads each have their advantages and disadvantages; the choice of material mainly depends on the specific application requirements of the brake.

[0136] E = 1 / 2m × v 2 +mgΔh=1 / 2×108000×v 2 +108000×9.81×Δh.

[0137] Where C is the specific heat capacity of the brake (taken as 600), and m is the mass of the brake (taken as 2kg).

[0138] Trigger anti-slip speed Vehicle kinetic energy + potential energy Temperature change 5km / h (1.39m / s) 286564J 59.7℃ 8km / h (2.22m / s) 570505J 118.8℃ 10km / h (2.78m / s) 841731J 175.4℃

[0139] That is, the temperature rise of the brake friction pads does not exceed 200℃, and the brake friction pads will not fail during braking.

[0140] It should be noted that in the description of this disclosure, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, in the description of this disclosure, unless otherwise stated, "a plurality of" means two or more.

[0141] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of preferred embodiments of this disclosure includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the function involved, as will be understood by those skilled in the art to which embodiments of this disclosure pertain.

[0142] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0143] Although embodiments of the present disclosure have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present disclosure.

Claims

1. An intelligent anti-walking system for electric locomotives used in tunnel construction, characterized in that: include: at least one braking device, the braking device being arranged outside the electric locomotive track, and the braking end of the braking device being used to provide braking force; An anti-slip rope, which passes through the track and is suspended in the air, and is connected to a braking end of the braking device; A hook, the hook being movably arranged on the electric locomotive; A first driving mechanism, wherein a signal input end of the first driving mechanism is connected to a signal output end of a control system in the electric locomotive, and a power output end of the first driving mechanism is connected to the hook transmission; Wherein, when the control system determines that the speed of the electric locomotive is out of control, the first driving mechanism is used to drive the hook to lower its height so as to hang the anti-slip rope.

2. The intelligent anti-walking system for electric locomotives for tunnel construction according to claim 1 is characterized in that: The anti-slip rope comprises: A first part and a second part, wherein the first part passes through the track and is connected to a braking end of the braking device, and an end of the first part away from the braking device is connected to the second part; wherein the maximum tension at the connection between the first part and the second part is less than the maximum tension of the first part; and / or, The maximum tension of the second portion is less than the maximum tension of the first portion.

3. The intelligent anti-walking system for electric locomotives for tunnel construction according to claim 1 is characterized in that: The braking device comprises: A base, the base being arranged on the outer side of the track; A reel, the reel being rotatably disposed on the base; An electromagnetic brake, wherein the electromagnetic brake is arranged on the base, and a braking end of the electromagnetic brake is connected to the reel; Wherein, the anti-slip rope and the drum are not connected, and the anti-slip rope is wound on the drum.

4. The intelligent anti-walking system for electric locomotives for tunnel construction according to claim 1 is characterized in that: The anti-walking system also includes: At least one protection tube, the protection tube passes through the steel rail of the track, and the protection tube extends obliquely from the outer side of the track to the inner side of the track along a downhill direction, and the anti-slip rope passes through the protection tube.

5. The intelligent anti-walking system for electric locomotives for tunnel construction according to claim 1 is characterized in that: The at least one braking device comprises: A first braking device, wherein the first braking device is arranged on one side of the track, and a braking end of the first braking device is connected to one end of the anti-slip rope; The second braking device is arranged on a side of the track away from the first braking device, and the braking end of the second braking device is connected to an end of the anti-slip rope away from the first braking device.

6. The intelligent anti-walking system for electric locomotives for tunnel construction according to claim 1 is characterized in that: The hook is rotatably arranged at the rear end of the electric locomotive; The first driving mechanism comprises: an electric push rod, the electric push rod is hinged at the rear end of the electric locomotive, and the push rod end of the electric push rod is hinged to the hook, and the signal input end of the electric push rod is connected to the signal output end of the control system; When the control system determines that the speed of the electric locomotive is out of control, the electric push rod is used to drive the hook to rotate downward to hang the anti-slip rope.

7. The intelligent anti-walking system for electric locomotives for tunnel construction according to claim 1 is characterized in that: The anti-walking system also includes: An encoder, wherein the encoder is arranged on the electric locomotive, and a power input end of the encoder is connected to a wheel transmission of the electric locomotive, a signal output end of the encoder is connected to a signal input end of the control system, and the encoder is used to detect an actual speed of the electric locomotive; The control system is used to compare the actual speed of the electric locomotive with a given speed, and when a deviation between the actual speed and the given speed is greater than a preset value, the control system determines that the speed of the electric locomotive is out of control.

8. The intelligent anti-walking system for electric locomotives for tunnel construction according to claim 1 is characterized in that: The anti-walking system also includes: A control button, wherein the control button is arranged on the electric locomotive, and a signal output end of the control button is connected to a signal input end of the first driving mechanism; Wherein, when the control button outputs a control signal, the first driving mechanism is used to drive the hook to lower its height so as to hang the anti-slip rope.

9. The intelligent anti-walking system for electric locomotives for tunnel construction according to claim 1, characterized in that: The anti-walking system also includes: An alarm, wherein the alarm is arranged on the electric locomotive and / or in the tunnel, and a signal input end of the alarm is connected to a signal output end of the control system; Wherein, when the control system determines that the speed of the electric locomotive is out of control, the alarm is used to issue an alarm message.

10. The intelligent anti-walking system for electric locomotives for tunnel construction according to any one of claims 1 to 9, characterized in that: The anti-walking system also includes: A vehicle blocking member, the vehicle blocking member being slidably disposed on the electric locomotive; A locking member, which is movably arranged on the electric locomotive and is engaged with the vehicle blocking member; a second driving mechanism, wherein a signal input end of the second driving mechanism is connected to a signal output end of the control system, and a power output end of the second driving mechanism is transmission-connected to the locking member; When the control system determines that the electric locomotive speed is out of control and the electric locomotive speed is out of control for a preset time, the second driving mechanism is used to drive the locking member to disengage from the vehicle blocking member so that the vehicle blocking member falls between adjacent sleepers of the track.

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