Anti-underpinning and anti-collision air door protection device of monorail crane

Abstract

The invention discloses an anti-underpinning and anti-collision air door protection device for a monorail crane, which belongs to the technical field of mine transportation and comprises a main beam frame, and a bottom anti-underpinning feeler lever is rotatably mounted on a frame body of the main beam frame; a bracket is further fixedly installed on the frame body of the main beam frame, a guide groove is formed in the frame body of the middle section of the bracket in a penetrating mode, and a front anti-collision feeler lever penetrating into the guide groove is rotationally installed on the rod body of the bottom anti-bottom-supporting feeler lever. A Hall sensor facing the bottom anti-underpinning feeler lever is fixedly installed on a bracket body of the bracket bottom section, a magnet is fixedly installed on a lever body of the bottom anti-underpinning feeler lever, and the Hall sensor and the magnet attract each other when the bottom anti-underpinning feeler lever and the front anti-collision feeler lever are in a natural state. The device is mounted in front of a cab of the single-hanger-rail travelling crane, can sense a mine car or an obstacle in front in real time during travelling, and can directly transmit a braking signal to the cab through the Hall sensor once being triggered, so that the travelling safety of the single hanger rail is improved.

Description

Technical Field

[0001] The invention relates to the technical field of mine transportation, in particular to a monorail hanging anti-bottoming and anti-collision air door protection device. Background Art

[0002] Monorail crane transportation has become one of the main production and transportation methods in modern mines. It plays a vital role in actual transportation. The safety of monorail crane operation is also a top priority.

[0003] Since the monorail crane has two cabs, the driver in the front cab cannot see the rear cab environment. When the monorail crane crosses the car body or obstacles during transportation, it often collides, bottoms out, and hits the air door, causing damage and deformation of the locomotive, damage to air doors and other defense facilities, and even injury to the driver. Summary of the invention

[0004] The technical problem to be solved by the present invention is to provide a monorail crane anti-bottoming and anti-collision damper protection device, which is installed in front of the cab of the single-rail crane. It senses the front of the cab through the front anti-collision touch rod and senses the bottom of the cab through the bottom anti-bottoming touch rod, so as to sense the mine car or obstacle in real time during driving. Once the device is triggered, it will directly transmit a brake stop signal to the cab through the Hall sensor, thereby improving the driving safety of the single-rail crane.

[0005] To solve the above technical problems, the technical solution of the present invention is achieved as follows:

[0006] A monorail suspension anti-bottoming and anti-collision wind door protection device comprises a main beam frame;

[0007] The main beam frame is rotatably mounted on the frame body where the top section is located, and a bottom anti-bottom-touching rod is installed, and the bottom anti-bottom-touching rod is in a vertical state under natural conditions;

[0008] A bracket is fixedly mounted on the frame body at the top section of the main beam frame, a guide groove is penetrated through the frame body of the middle section of the bracket, and a front anti-collision touch rod inserted into the guide groove is rotatably mounted on the rod body of the bottom anti-support bottom touch rod, and the front anti-collision touch rod is in a horizontal state under natural conditions;

[0009] A Hall sensor facing the bottom anti-support touch rod is fixedly mounted on the frame body of the bottom section of the bracket, and a magnet is fixedly mounted on the rod body of the bottom anti-support touch rod, wherein the Hall sensor and the magnet are attracted to each other in the natural state of the bottom anti-support touch rod and the front anti-collision touch rod;

[0010] The monorail crane anti-bottoming and anti-collision wind door protection device is applied to a monorail crane transport vehicle; wherein the main beam frame is fixedly installed in front of the cab through a positioning seat, and the cab travels along the monorail crane above it.

[0011] Using the above scheme, the device is installed in front of the cab of the single-rail crane. It senses the front of the cab through the front anti-collision feeler rod and senses the bottom of the cab through the bottom anti-bottom feeler rod, so as to sense the mine car or obstacle in real time during driving. Once the device is triggered, it will directly transmit the brake signal to the cab through the Hall sensor, thereby improving the driving safety of the single-rail crane.

[0012] As a preferred implementation of a monorail anti-bottoming and anti-collision wind door protection device, hanging rings are fixed on opposite sides between the bracket and the bottom anti-bottoming contact rod, and a tension spring is suspended between the two hanging rings.

[0013] By adopting the above scheme, in order to realize the resetting of the bottom anti-bottoming touch rod or the front anti-collision touch rod, a tension spring is installed. Once the bottom anti-bottoming touch rod or the front anti-collision touch rod is triggered to displace, it can be quickly reset under the action of the tension spring.

[0014] As a preferred implementation of a monorail anti-bottoming and anti-collision wind door protection device, a block is fixed to the bottom of the front anti-collision touch rod; when the bottom anti-bottoming touch rod is in a vertical state, the block just contacts the side of the bracket.

[0015] By adopting the above scheme, in order to further improve the stability of the bottom anti-bottoming touch rod or the front anti-collision touch rod during resetting, a block is installed so that the bottom anti-bottoming touch rod or the front anti-collision touch rod hits the bracket through the block during resetting, thereby avoiding damage to the contacts of the Hall sensor during the resetting process.

[0016] As a preferred implementation of a monorail anti-bottoming and anti-collision wind door protection device, the bottom end of the bottom anti-bottoming touch rod is lower than the bottom of the cab, and the height difference between the two is 20-50 mm.

[0017] By adopting the above scheme, in order to fully ensure the anti-collision of the bottom of the cab, the bottom end of the bottom anti-support touch rod is designed to be lower, which can fully avoid hitting the bottom of the cab.

[0018] As a preferred implementation scheme of a monorail anti-bottoming and anti-collision wind door protection device, the control unit of the cab is connected to the Hall sensor through a signal line; the interior of the main beam frame is hollow, and a lead groove 1 is provided on the frame body of the main beam frame at the bottom section, and the signal line passes through the lead groove to the interior of the main beam frame; a lead groove 2 is also provided on the body of the front anti-collision touch rod, and the signal line led out from the interior of the main beam frame is connected to the Hall sensor after passing through the lead groove 2, and an introduction port is provided on one side of the lead groove 2.

[0019] By adopting the above scheme, in order to facilitate the laying of signal lines, the signal lines are introduced into the interior of the main beam frame, and the signal lines can be fully protected by the main beam frame; secondly, the signal lines are further constrained by lead grooves at the entrance and exit ends of the main beam frame, which can effectively prevent the signal lines from "floating" during driving, thereby ensuring the reliability of signal transmission.

[0020] After adopting the above technical solution, the beneficial effects of the present invention are:

[0021] 1. The device is installed in front of the cab of a single-rail crane. It senses the front of the cab through the front anti-collision touch bar and senses the bottom of the cab through the bottom anti-bottom touch bar, so as to sense the mine car or obstacles in real time during driving. Once the device is triggered, the Hall sensor will directly transmit the brake signal to the cab, thereby improving the driving safety of the single-rail crane.

[0022] 2. In order to realize the reset of the bottom anti-support touch rod or the front anti-collision touch rod, a tension spring is installed. Once the bottom anti-support touch rod or the front anti-collision touch rod is triggered to move, it can be quickly reset under the action of the tension spring;

[0023] 3. In order to further improve the stability of the bottom anti-support touch rod or the front anti-collision touch rod during resetting, a block is installed so that the bottom anti-support touch rod or the front anti-collision touch rod hits the bracket through the block during resetting, thereby avoiding damage to the contact of the Hall sensor during the resetting process;

[0024] 4. In order to fully ensure the anti-collision of the bottom of the cab, the bottom end of the bottom anti-support touch rod is designed to be lower, which can fully avoid hitting the bottom of the cab;

[0025] 5. In order to facilitate the layout of signal lines, the signal lines are introduced into the interior of the main beam frame, which can fully protect the signal lines. Secondly, the signal lines are further constrained by wire grooves at the entrance and exit ends of the main beam frame, which can effectively prevent the signal lines from "floating" during driving, thereby ensuring the reliability of signal transmission. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0027] Figure 1 This is a three-dimensional structural diagram of the present invention applied to the front of the cab;

[0028] Figure 2 The three-dimensional structure of the present invention Figure 1 ;

[0029] Figure 3 for Figure 2 A partial enlarged view of the middle A;

[0030] Figure 4 The three-dimensional structure of the present invention Figure 2 ;

[0031] Figure 5 for Figure 4 A partial enlarged view of point B in the middle;

[0032] Figure 6 for Figure 2 A three-dimensional structural diagram of the center front anti-collision touch bar when it is hit by a collision;

[0033] Figure 7 for Figure 6 A partial enlarged view of point C in the middle;

[0034] Figure 8 for Figure 2 A three-dimensional structural diagram of the middle bottom anti-bottoming contact rod when it is hit;

[0035] Fig. 9 for Figure 8 A partial enlarged view of point D in the middle;

[0036] Fig.10 for Figure 2 A partial enlarged view of point E in the middle;

[0037] Fig.11 for Figure 2 A three-dimensional structural diagram of the center front anti-collision touch bar;

[0038] Fig.12 for Fig.11 A partial enlarged view of point F in the middle.

[0039] Markings in the figure: 1-main beam; 2-bottom anti-bottoming touch rod; 3-bracket; 4-guide groove; 5-front anti-collision touch rod; 6-Hall sensor; 7-magnet; 8-hanging ring; 9-tension spring; 10-stopper; 11-positioning seat; 12-cab; 13-monorail crane; 14-signal line; 15-lead trough 1; 16-lead trough 2; 17-inlet. DETAILED DESCRIPTION

[0040] 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.

[0041] like Figures 1 to 9 As shown, a monorail suspension anti-bottoming and anti-collision wind door protection device comprises a main beam frame 1; a bottom anti-bottoming touch rod 2 is rotatably installed on the frame body of the main beam frame 1 at the top section, and the bottom anti-bottoming touch rod 2 is in a vertical state under natural conditions; a bracket 3 is also fixedly installed on the frame body of the main beam frame 1 at the top section, and a guide groove 4 is penetrated through the frame body of the middle section of the bracket 3, and a front anti-collision touch rod 5 that penetrates into the guide groove 4 is rotatably installed on the rod body of the bottom anti-bottoming touch rod 2, and the front anti-collision touch rod 5 is in a water state under natural conditions. Flat state; A Hall sensor 6 facing the bottom anti-bottoming touch rod 2 is fixedly installed on the frame body of the bottom section of the bracket 3, and a magnet 7 is fixedly installed on the rod body of the bottom anti-bottoming touch rod 2, wherein the bottom anti-bottoming touch rod 2 and the front anti-collision touch rod 5 are attracted to each other by the Hall sensor 6 and the magnet 7 in the natural state; The monorail crane anti-bottoming and anti-collision damper protection device is applied to the monorail crane 13 transport vehicle; wherein the main beam frame 1 is fixedly installed in front of the cab 12 through the positioning seat 11, and the cab 12 travels along the monorail crane 13 above it. The device is installed in front of the cab 12 of the monorail crane, and senses the front of the cab 12 through the front anti-collision touch rod 5, and senses the bottom of the cab 12 through the bottom anti-bottoming touch rod 2, so as to sense the mine car or obstacle in real time during driving. Once the device is triggered, the Hall sensor 6 will directly transmit the brake stop signal to the cab 12, thereby improving the driving safety of the monorail crane.

[0042] like Figure 3 , Figure 5 , Figure 7 , Fig. 9 As shown, a hanging ring 8 is fixed on the opposite sides between the bracket 3 and the bottom anti-bottoming feeler 2, and a tension spring 9 is suspended between the two hanging rings 8. In order to realize the reset of the bottom anti-bottoming feeler 2 or the front anti-collision feeler 5, by installing the tension spring 9, once the bottom anti-bottoming feeler 2 or the front anti-collision feeler 5 is triggered to move, it can be quickly reset under the action of the tension spring 9.

[0043] like Figure 7 , Fig. 9 As shown, a stopper 10 is fixed to the bottom of the front anti-collision touch rod 5; when the bottom anti-support touch rod 2 is in a vertical state, the stopper 10 just contacts the side of the bracket 3. In order to further improve the stability of the bottom anti-support touch rod 2 or the front anti-collision touch rod 5 during resetting, by installing the stopper 10, the bottom anti-support touch rod 2 or the front anti-collision touch rod 5 hits the bracket 3 through the stopper 10 during resetting, thereby avoiding damage to the contact of the Hall sensor 6 during the resetting process.

[0044] like Figure 1As shown, the bottom end of the bottom anti-bottoming rod 2 is lower than the bottom of the cab 12, and the height difference between the two is 20-50 mm. In order to fully ensure the anti-collision of the bottom of the cab 12, the bottom end of the bottom anti-bottoming rod 2 is designed to be lower, which can fully avoid hitting the bottom of the cab 12.

[0045] like Figures 10 to 12 As shown, the control unit of the cab 12 is connected to the Hall sensor 6 through the signal line 14; the interior of the main beam frame 1 is hollow, and a lead groove 15 is provided on the frame body of the main beam frame 1 at the bottom section, and the signal line 14 is inserted into the interior of the main beam frame 1 from the lead groove 15; a lead groove 2 16 is also provided on the rod body of the front anti-collision touch rod 5, and the signal line 14 led out from the interior of the main beam frame 1 is connected to the Hall sensor 6 after passing through the lead groove 2 16, wherein an introduction port 17 is provided on one side of the lead groove 2 16. In order to facilitate the arrangement of the signal line 14, the signal line 14 is introduced into the interior of the main beam frame 1, and the signal line 14 can be fully protected by the main beam frame 1; secondly, the signal line 14 is further constrained by the lead grooves at the entrance and exit ends of the main beam frame 1, which can effectively prevent the signal line 14 from "floating" during driving, thereby ensuring the reliability of the signal during transmission.

[0046] Working principle of the present invention:

[0047] During application, the worker drives in the cab 12 to transport coal blocks in the tunnel. Since the cab 12 moves along the single hanging rail, it is not easy for the driver to observe because the tunnel is dark and there may be mine cars or obstacles under the single guide rail.

[0048] The main beam frame 1 is fixed in front of the cab 12 through the positioning seat 11, the front of the cab 12 is sensed through the front anti-collision feeler 5, and the bottom of the cab 12 is sensed through the bottom anti-bottom feeler 2, so that the mine car or obstacle can be sensed in real time during driving.

[0049] When the front anti-collision touch rod 5 is hit, the Hall sensor 6 will separate from the magnet 7, and at the same time, the Hall sensor 6 will directly transmit a brake signal to the cab 12, thereby improving the driving safety of the single hanging rail, and then the front anti-collision touch rod 5 will be quickly reset under the action of the tension spring 9; when the bottom anti-bottoming touch rod 2 is hit, the Hall sensor 6 will separate from the magnet 7, and at the same time, the Hall sensor 6 will directly transmit a brake signal to the cab 12, thereby improving the driving safety of the single hanging rail, and then the bottom anti-bottoming touch rod 2 will be quickly reset under the action of the tension spring 9.

[0050] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A monorail suspension anti-bottoming and anti-collision damper protection device, comprising a main beam frame (1); Features: The main beam frame (1) is rotatably mounted with a bottom anti-bottoming rod (2) on the frame body at the top section, and the bottom anti-bottoming rod (2) is in a vertical state under natural conditions; The main beam frame (1) is also fixedly mounted with a bracket (3) on the frame body at the top section, a guide groove (4) is penetrated through the frame body of the middle section of the bracket (3), and a front anti-collision touch rod (5) inserted into the guide groove (4) is rotatably mounted on the rod body of the bottom anti-support bottom touch rod (2), and the front anti-collision touch rod (5) is in a horizontal state under natural conditions; A Hall sensor (6) facing the bottom anti-support touch rod (2) is fixedly mounted on the frame body of the bottom section of the bracket (3), and a magnet (7) is fixedly mounted on the rod body of the bottom anti-support touch rod (2), wherein the bottom anti-support touch rod (2) and the front anti-collision touch rod (5) are attracted to each other by the Hall sensor (6) and the magnet (7) in a natural state.

2. The monorail suspension anti-bottoming and anti-collision wind door protection device according to claim 1 is characterized in that: Hanging rings (8) are fixed on opposite sides between the bracket (3) and the bottom anti-bottoming rod (2), and a tension spring (9) is suspended between the two hanging rings (8).

3. The monorail anti-bottoming and anti-collision wind door protection device according to claim 2 is characterized in that: A stopper (10) is fixed to the bottom of the front anti-collision touch rod (5); when the bottom anti-support touch rod (2) is in a vertical state, the stopper (10) just contacts the side of the bracket (3).

4. The monorail suspension anti-bottoming and anti-collision wind door protection device according to any one of claims 1 to 3, characterized in that: The monorail crane anti-bottoming and anti-collision wind door protection device is applied to a monorail crane (13) transport vehicle; wherein the main beam frame (1) is fixedly installed in front of a cab (12) through a positioning seat (11), and the cab (12) travels along the monorail crane (13) above it.

5. The monorail suspension anti-bottoming and anti-collision wind door protection device according to claim 4 is characterized in that: The bottom end of the bottom anti-bottoming rod (2) is lower than the bottom of the cab (12), and the height difference between the two is 20-50 mm.

6. The monorail suspension anti-bottoming and anti-collision wind door protection device according to claim 5 is characterized in that: The control unit of the cab (12) is connected to the Hall sensor (6) via a signal line (14).

7. The monorail suspension anti-bottoming and anti-collision wind door protection device according to claim 6 is characterized in that: The interior of the main beam frame (1) is hollow, and a lead groove (15) is provided on the frame body of the main beam frame (1) at the bottom section thereof, and the signal line (14) passes through the lead groove (15) into the interior of the main beam frame (1).

8. The monorail suspension anti-bottoming and anti-collision wind door protection device according to claim 7 is characterized in that: The rod body of the front anti-collision touch rod (5) is also provided with a second lead groove (16), and the signal line (14) led out from the inside of the main beam frame (1) is connected to the Hall sensor (6) after passing through the second lead groove (16), wherein an introduction port (17) is provided on one side of the second lead groove (16).

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