Mining monorail crane car arrester

Abstract

The invention discloses a monorail crane car arrester for mining. The monorail crane car arrester comprises a support; the catch claw shaft is matched with a first end fixing seat and a second end fixing seat; one end of the retaining claw is sleeved on the retaining claw shaft, and the retaining claw is provided with a second hinge shaft with a second length and a freedom degree of axial movement of the retaining claw shaft and a freedom degree of swinging around the axis of the retaining claw shaft; the buffer component is sleeved on the catch claw shaft and correspondingly supported between the catch claw and the first end fixing seat and / or supported between the catch claw and the second end fixing seat; and the driving device is used for enabling the blocking claw to shift between the blocking position and the opening position. The monorail crane car arrester provided by the invention is relatively good in reliability.

Description

Technical Field

[0001] The present invention relates to a mine monorail car arrester. Background Art

[0002] The monorail crane (commonly known as the monorail hoist) is an important auxiliary transportation equipment in coal mines. It has relatively wide applications in coal mines and other mines. The monorail crane is mainly divided into two categories according to the traction method: wire rope traction and locomotive traction. According to the concept of the present invention, it is applicable to both types of monorail cranes, and relatively more applicable to the locomotive traction monorail crane. The monorail crane transportation line is formed by sequentially connecting multiple tracks of a fixed length. For example, the traction locomotive often has its own braking device, but it is still necessary to set an arrester on the track of the monorail crane.

[0003] Arresters are usually set at key positions such as the starting point, end point, turnout, and air door of the track in the mine monorail crane system, and are correspondingly called terminal arresters, turnout arresters, air door arresters, etc. After the monorail crane locomotive reaches the above positions, even if it does not brake in time, derailment accidents or safety accidents such as collisions with the opening air door will not occur.

[0004] Among them, the aforementioned terminal arrester is an arrester set at the starting point and end point of the track. The terminal arrester is usually a fixed arrester. Such an arrester is often fixed to the track with bolts, which is simple and reliable. However, since it is a fixed arrester, it cannot be opened or closed at any time according to the running state of the monorail crane. Obviously, such arresters are not applicable to the arrest of monorail cranes at turnouts or air doors. The arresters applicable to monorail cranes at turnouts or air doors need to have an opening function to ensure that the monorail crane can pass when the arrester is not required.

[0005] A car arrester with opening and closing functions can be seen in Chinese patent document CN111776005A. This patent document discloses a pneumatic rail-clamping car arrester for a single-track crane. The car arrester includes a main frame and a first jaw structure and a second jaw structure symmetrically arranged on the main support. Among them, the first jaw structure includes a first cylinder arranged on the left side of the main support. The piston rod of the first cylinder is connected with a first jaw assembly. The first jaw of the first jaw assembly is installed on the main support through a rotating shaft, so as to have the ability to swing. And the piston of the first cylinder can drive the first jaw assembly to swing. The swing corresponds to a rotation angle range, so that the two stop points of the first jaw in the rotation angle range correspond to the closed state and the open state of the first jaw. In the closed state, the claw head of the first jaw buckles on the flange of the I-beam track of the single-track crane, covering the rollers of the single-track crane, thus preventing the single-track crane from derailing. The second jaw structure is the same as the first jaw structure and is symmetrical with the first jaw structure about the left-right middle plane of the I-beam track. Thus, the two jaw structures can be clamped on the flanges of the I-beam track from the left and right sides at the same time, which is equivalent to a baffle as a whole. Based on the control of the two jaws by the first cylinder and the second cylinder, the blocking or releasing of the single-track crane is realized.

[0006] It should be known that based on the foregoing description, when an accident such as derailment occurs to a single-track crane, it must have a certain speed and corresponding inertia. Although the car arrester mainly blocks the rollers of the single-track crane, it will still generate a relatively large impact force on the car arrester. The direction of this impact force is mainly along the direction of the track, which is exactly perpendicular to the opening and closing direction of the jaw, for example, and also perpendicular to the push rod of the cylinder that drives the jaw to open and close. Further, it should be known that in the mechanical field, components such as cylinders that can output linear motion have very strong axial load-bearing capacity, but very weak radial load-bearing capacity. The aforementioned impact force is exactly the radial force of the cylinder relative to the cylinder that drives the jaw, and it is very easy to cause damage to the cylinder piston or the cylinder head and its seals. Summary of the Invention

[0007] The purpose of the present invention is to provide a mine single-track crane car arrester with relatively good reliability.

[0008] According to an embodiment of the present invention, a mine single-track crane car arrester is provided, including: A bracket, fixedly arranged on the track of the single-track crane system and / or the roadway wall; A pawl shaft, installed on the bracket in a manner of being fixed at both ends, and correspondingly adapted with a first end fixing seat and a second end fixing seat. The pawl shaft is located above the track and parallel to the track; A pawl, one end of which is sleeved on the pawl shaft, and has the freedom to move axially along the pawl shaft and the freedom to swing around the axis of the pawl shaft; on one side of the end of the pawl that cooperates with the pawl shaft, a second hinge shaft parallel to the pawl shaft and having a second length is installed; A buffer member, sleeved on the pawl shaft, having one or two pieces corresponding to a pawl shaft, and correspondingly supported between the pawl and the first end fixing seat and / or supported between the pawl and the second end fixing seat; and A driving device, which outputs a linear motion, and one end of the corresponding output member is sleeved on the second hinge shaft, and a second moving pair is formed between the output member and the second hinge shaft, so that the pawl is displaced between the blocking position and the open position.

[0009] Optionally, the driving device is a cylinder, a hydraulic cylinder or an electric push rod; The cylinder body of the cylinder or the hydraulic cylinder or the body of the electric push rod is installed on the bracket through the first hinge shaft, and the outer extending end of the corresponding push rod has a sliding sleeve sleeved on the second hinge shaft.

[0010] Optionally, the push rod is of a two-segment structure; Correspondingly, one of the two segments has a screw rod segment, and the other segment has a screw sleeve segment matched with the screw rod segment for adjusting the length of the push rod; Another locking nut matched with the screw rod segment is provided to lock the screw sleeve after the length of the push rod is adjusted.

[0011] Optionally, one end of the pawl sleeved on the pawl shaft extends outwards to form a power arm; Correspondingly, the second hinge shaft is installed on the power arm.

[0012] Optionally, there are a pair of pawls, and the two pawls are symmetrically arranged about the left-right middle plane of the track; Correspondingly, there are a pair of pawl shafts, and the two pawl shafts are symmetrically arranged about the left-right middle plane of the track; One end of the pawl sleeved on the corresponding pawl shaft is provided with a gear or has a sector gear part, and the two gears or sector gears have the same module and the same pitch circle diameter and are meshed with each other; Correspondingly, there is one driving device, and the output is directly connected to one pawl.

[0013] Optionally, the two pawls share a frame, and the shared frame forms a sliding seat, and the sliding seat uses the two pawl shafts as guide rods.

[0014] Optionally, if the bracket is connected to the track, the bracket is connected to the upper flange of the track, and the main body of the bracket is located above the upper flange of the track; If the bracket is connected to the roadway wall, the bracket is directly installed on the roof of the roadway using anchor bolts or installed on the roof of the roadway through a beam; The beam is fixed to the roof of the roadway by anchor bolts, and the beam and the bracket are welded or connected by bolts.

[0015] Optionally, if the bracket is installed on the track, a mounting plate welded to the upper flange of the track is provided, and the bottom of the bracket has a fixing plate for fixedly connecting with the mounting plate; The bracket has a front standing part and a rear standing part for forming a front-to-back span, and a bracket body connecting the front standing part and the rear standing part at the upper end; One end of the pawl shaft is fixedly connected to the front standing part correspondingly, and the other end is fixedly connected to the rear standing part correspondingly.

[0016] Optionally, the buffering stroke of the buffering component is not greater than 15 cm and not less than 3 cm.

[0017] Optionally, the buffering component is a cylindrical spring or a cylindrical rubber sleeve; When there is only one buffering component corresponding to a pawl shaft, the buffering component is arranged between the pawl and the first end fixing seat, and the installation position of the first end fixing seat is lower than the installation position of the second end fixing seat; A buffer pad is provided on one side of the second end fixing seat or on the side of the pawl opposite to the second end fixing seat.

[0018] For the mine single-rail hoist arrester according to the embodiment of the present invention, the pawl is installed on a fixedly arranged pawl shaft. Since this installation is in a sleeved manner, the degree of freedom in the axial direction of the pawl shaft is retained, and at the same time, the degree of freedom of swinging around the axis of the pawl shaft is also retained. The pawl shaft is parallel to the track on which the single-rail hoist locomotive runs. When the single-rail hoist locomotive collides with the pawl, it will push the pawl to move axially on the pawl shaft. Correspondingly, the pawl shaft is installed on the bracket of the mine single-rail hoist arrester in a two-end support manner, and while forming the pawl shaft, it also forms a guide rod arranged in the direction along the track for the pawl. Furthermore, a buffering component is arranged between one side or both sides of the pawl and the corresponding pawl shaft fixing seat. When the pawl is impacted and moves axially on the pawl shaft, a flexible and gradually increasing reaction force is formed instead of a rigid impact, effectively protecting the pawl and the structure between the pawl and the pawl shaft. At the same time, the driving device for driving the pawl also retains the degree of freedom in the direction along the track. Specifically, the driving device adopts a driving device capable of outputting linear motion, and one end of the corresponding output member is sleeved on the second hinge shaft installed on the pawl and forms a second moving pair with the second hinge shaft, so as to form a rotating pair and a moving pair as a whole, and can reduce the damage to the driving device caused by the single-rail hoist locomotive impacting the pawl. Description of the Drawings

[0019] Figure 1 It is a front view structural schematic diagram (blocking state) of the mine single-rail hoist arrester in an embodiment.

[0020] Figure 2 It is a top view structural schematic diagram (blocking state) of the mine single-rail hoist arrester in an embodiment.

[0021] Figure 3 Schematic left view structure diagram of the mine single-rail hoist arrester in an embodiment (blocking state).

[0022] Figure 4 Schematic main sectional structure diagram of the mine single-rail hoist arrester in an embodiment (blocking state).

[0023] Figure 5 Schematic front view structure diagram of the mine single-rail hoist arrester in an embodiment (open state).

[0024] Figure 6 Schematic three-dimensional structure diagram of the mine single-rail hoist arrester in the first embodiment (blocking state).

[0025] Figure 7 Schematic three-dimensional structure diagram of the mine single-rail hoist arrester in the second embodiment (blocking state).

[0026] In the figure: 1. First hinge shaft, 2. Cylinder, 3. Hinge support, 4. Bracket, 5. Seat plate, 6. Hexagon head screw, 7. Hexagon head screw, 8. Washer, 9. Mounting plate, 10. Right retaining claw, 11. Right retaining claw shaft, 12. Track, 13. Left retaining claw shaft, 14. Left retaining claw, 15. Second hinge shaft, 16. Push rod, 17. Split pin, 18. Left gear, 19. Left compression spring, 20. Slide seat, 21. First limit plate, 22. Right compression spring, 23. Right gear, 24. Second limit plate, 25. Power arm, 26. Fixed plate, 27. I-beam, 28. U-shaped fixing bolt. Detailed implementation manners

[0027] It should be known that in the vehicle technology field and the mine single-rail hoist technology field, there are definite front-back directions and left-right directions. The direction along the track 12 is the front-back direction. After the front-back direction is determined, the left-right direction is determined.

[0028] At the same time, it should be known that the left-right direction is also called the transverse direction, width direction, etc., while the front-back direction is also called the head-tail direction, longitudinal direction, length direction, etc.

[0029] After the front-back, left-right directions are determined, the height direction is also determined. And it should be known that the track 12 on which the single-rail hoist locomotive runs is often fixed at the top of the roadway, and the single-rail hoist locomotive runs on the track 12 in a suspended manner. The rollers of the single-rail hoist locomotive usually use the upper surface of the lower flange of the I-beam track as the track surface. In some implementations, the track surface can also include the side surface of the web of the I-beam track.

[0030] In the embodiments of the present invention, the parts improved over the prior art mainly address the problem that the retaining pawl and its associated structures or configurations are prone to damage or rapid failure due to impacts, such as those from locomotives. Therefore, in the embodiments of the present invention, this is described in detail, while the other parts can follow the prior art. For example, the shape of the retaining pawl, the form of swinging motion, etc. are all common knowledge in the art and are only briefly described in the embodiments of the present invention, and the same applies to others.

[0031] See Figures 1 to 7 The illustrated mine single-rail hoist arrester includes a bracket 4, a left retaining pawl 14, a right retaining pawl 10, and a cylinder 2 for driving the displacement of the left retaining pawl 14 and the right retaining pawl 10. Among them, the bracket 4 is directly mounted on the track 12 in the Figure 1 illustrated structure, while in the Figure 7 illustrated structure, it is fixed on the I-beam 27, and the I-beam 27 is installed on the top of the roadway through, for example, anchor bolts.

[0032] The bracket 4 can have a connection relationship with both the track 12 and the roadway wall simultaneously, but a fixed connection between the bracket 4 and the track 12 is preferred. The consideration is that the roadway wall may deform due to ground pressure, etc., causing a change in the pose of the bracket 4. Although the attitude of the track 12 will also change due to the deformation of the roadway wall, if the mine single-rail hoist arrester can be kept consistent with the attitude of the track 12 as a whole, it can ensure that the mine single-rail hoist arrester is in a seaworthy state and has a relatively longer service life.

[0033] In Figure 2 the illustrated structure, it can be seen that the main structure of the bracket 4 is a rectangular frame structure, mainly used to leave a moving space for the retaining pawl. This moving space includes a transverse space and a longitudinal space. The transverse space mainly considers, for example, the installation space for the cylinder 2, the installation space for the push rod 16 of the cylinder 2, and the moving space for the retaining pawl. The design basis is clear and will not be elaborated here.

[0034] In Figure 2 it can also be seen that, in order to make the overall structure relatively compact, the bracket 4 is provided with a convex part corresponding to the axial direction of the cylinder 2 at the position where the cylinder 2 is located. Under the condition of ensuring the installation of the driving device such as the cylinder 2, the overall occupied space can be reduced.

[0035] In addition, as Figure 1 , 3 ~7 show, the bracket 4 in the figure also has a certain height to meet the adaptability of the moving space of the retaining pawl in the height direction. The design basis for this height is also clear and will not be elaborated here.

[0036] Regarding the moving space, it is obvious that it should meet the considerations of assembly and motion interference, and those skilled in the art can easily set it based on, for example, the size and motion form of the retaining pawl, and will not be elaborated here.

[0037] In Figure 7 the exemplary structure, the bracket 4 is fixed to the I-beam 27, and the I-beam 27 is fixed to the roadway wall. Generally, anchor bolts or other embedded parts are used to fix the I-beam 27 to the roadway wall.

[0038] In addition, in Figure 7 the exemplary structure, the bracket 4 is fixed by a U-shaped fixing bolt 28.

[0039] As can be seen from the foregoing, the main body of the bracket 4 is a rectangular frame. A vertical plate assembly is provided on each of the front and rear sides of the rectangular frame, and the vertical plate assembly is used to fix the pawl shaft. The vertical plate assembly includes a vertical plate body and a reinforcing rib welded to the vertical plate body. An independent pawl shaft seat can also be provided at the position for fixing the pawl shaft.

[0040] In Figure 1 and Figure 6 the exemplary structure, a fixing plate 26 is provided at the lower end of the vertical plate body. The fixing plate 26 is a horizontal plate, and the fixing plate 26 is welded to the lower end of the vertical plate body. It can also be formed by bending a whole plate to form the vertical plate body and the fixing plate 26.

[0041] The upper end of the vertical plate has a seat plate 5. The seat plate 5 is also a horizontal plate, and it can be fixed to the upper end of the vertical plate body by welding, or can be formed by bending.

[0042] Among them, between the seat plate 5 and the main body part of the bracket 4, that is, between the aforementioned rectangular frames, they are fixedly connected by screw connection, and can also be welded.

[0043] And the fixing plate 26 is fixedly connected to the mounting plate 9 fixed to the upper flange plate of the track 12. Among them, the mounting plate 9 is mainly welded to the upper flange plate of the track 12, and the fixing plate 26 and the mounting plate 9 are mainly fixedly connected by bolt connection.

[0044] Based on the concept of the present invention, the pawl shaft is installed on the bracket in a manner of being fixed at both ends. The corresponding fixing method is mainly threaded connection. Specifically, both ends of the pawl shaft have screw heads, and mounting holes are provided on the vertical plate body. After the screw heads pass through the mounting holes, nuts are used for locking.

[0045] In some embodiments, the pawl shaft can also be fixed to the vertical plate body by welding.

[0046] The main body of the pawl shaft is a smooth rod, so that while forming the pawl shaft body, it also forms a guide rod.

[0047] It should be known that the car stopper is different from the anti - runaway device. The car stopper faces a single - rail hoist locomotive that is stopped or gradually decelerated and approaching a stop. In other words, the impact on the car stopper itself is not large. Therefore, the length of the pawl shaft does not need to be too long, or rather, the guiding length provided does not need to be too long. The length of the shaft section of the pawl shaft for guiding is between 15 cm and 65 cm, and 46 cm is preferred. At the same time, affected by factors such as the size of the cylindrical spring itself, if the length of the pawl shaft is 46 cm, for example, the actual part that can participate in guiding is usually less than 30 cm. In Figure 6 As can be seen from the illustrated structure, there are two compression springs used as buffer components, namely the left compression spring 19 and the right compression spring 22 shown in the figure, so that the length of the shaft section for guiding corresponding to each compression spring is not greater than 15 cm.

[0048] At the same time, the buffer length provided by the buffer component should not be too small either. Generally, it cannot be less than 3 cm, and it is preferably not less than 9 cm.

[0049] The pawl shaft is directly installed on the left and right vertical plate bodies of the bracket 4 in the Figure 6 illustrated structure. The vertical plate bodies simultaneously constitute one - end support components for, for example, the left compression spring 19. The other - end support of the left compression spring 19 can be directly provided by the left pawl 14, or can be provided by the slide seat 20 shown in the right figure, that is, indirectly supported by the left pawl 14.

[0050] Obviously, the pawl shaft is located above the track 12 and is parallel to the track 12. Regarding the description of being parallel to the track 12, it should be known that the track takes its extension direction as the reference direction. So - called being parallel to the track means being parallel with its extension direction as the reference.

[0051] Regarding the pawl, the embodiment with a pair of pawls is the preferred embodiment, and the two corresponding pawls are symmetric about the left - right middle plane of the track 12.

[0052] Regarding the pawl itself, as mentioned above, this application does not propose improvements to the structure of the pawl itself. Its basic assembly method in the embodiments of the present invention also adopts the existing assembly method, that is, one end of it is sleeved on the pawl shaft and has the freedom to swing around the pawl shaft. This is the known assembly method of the pawl. However, in the embodiments of the present invention, the pawl shaft is configured in a fixed - axis manner. The swing pair formed between the pawl and the pawl shaft is a rotational pair formed between the pawl - shaft hole and the pawl shaft. Due to the lack of axial constraint, the pawl - shaft hole also constitutes a guide hole, and the pawl shaft correspondingly constitutes a guide rod, thus forming a guide - rod and guide - hole pair. Under this condition, the pawl also has the freedom to move axially on the pawl shaft. Combining the previous description of the shaft section of the pawl shaft for guiding, the axial movement amount of the pawl on the pawl shaft is restricted and should be able to obtain buffering.

[0053] Therefore, further provided is a buffer member, which is sleeved on the pawl shaft, and there is one or two corresponding to one pawl shaft, and is correspondingly supported between the pawl and the first end fixing seat and / or supported between the pawl and the second end fixing seat.

[0054] Regarding the buffer member, as described above, it can be a compression spring. A typical compression spring is a cylindrical compression spring, which can be sleeved on a shaft body and provide different reaction forces based on its own compression amount. The buffering is reflected in the gradually increasing compression amount and the increasing reaction force, so as to avoid the pawl from being subjected to a large rigid impact.

[0055] In some other embodiments, the buffer member can be a rubber sleeve.

[0056] Regarding the manner of having one or two buffer members corresponding to one pawl shaft as described above, different requirements of different examples are mainly considered. For example, when a single-track locomotive goes uphill, it is mainly used to prevent it from slipping down when parked. When the single-track locomotive goes downhill, the problem considered is still the vehicle slipping down. Under this condition, for the pawl shaft arranged along the track 12, the provided buffering is mainly to counteract the gravity of the single-track locomotive itself.

[0057] In a more optimal embodiment, the problem of vehicle position limitation under its own power drive is also considered. For example, when passing through a blast door, regardless of whether it is going uphill or downhill, the problem considered is whether the vehicle cannot pass before the blast door is opened. At this time, the buffer member needs to provide bidirectional buffering.

[0058] Figure 4 In, at the root of the left pawl 14, that is, at the end cooperating with the left pawl shaft 13, there is a power arm 25, and a second hinge shaft 15 is installed on the power arm 25. The second hinge shaft 15 is Figure 2 shown to have a certain length in the illustrated structure for buffering the push rod 16 shown in the figure, for example.

[0059] The second hinge shaft 15 is parallel to the left pawl shaft 13 and also parallel to the track 12. In Figure 2 it can be seen that the length of the second hinge shaft 15 is shorter than that of the left pawl shaft 13, and the effective guiding length of the left pawl shaft 13 is considered. From Figure 2 it can be seen that, for example, due to the limitation of its own physical structure, after the turns of the left compression spring 19 are squeezed and adjacent to each other, the left compression spring 19 is in the compression limit state. Therefore, the length relationship between the second hinge shaft 15 and the left pawl shaft 13 can be adapted according to the selected compression spring, which will not be elaborated here.

[0060] As described above, regarding the shape of the pawl and the driving method, the existing pawl structure and its driving method can be adopted, and it is not affected because the pawl in the present invention has freedom in the axial direction of the pawl shaft.

[0061] The driving device for driving the pawl displacement preferably uses a pneumatic-hydraulic link mechanism. The pneumatic-hydraulic link mechanism is a relatively mature planar hinge link mechanism in the mechanical field and belongs to the general knowledge in the mechanical field, so it will not be elaborated here.

[0062] The power component of the pneumatic-hydraulic link mechanism is a hydraulic cylinder or a cylinder 2. In the embodiment of the present invention, the cylinder 2 is preferred. The typical characteristics of the cylinder 2 are fast response speed and air as the working medium, without pollution. The typical characteristics of the hydraulic cylinder are large power density and stable driving.

[0063] In addition, in terms of the output of linear motion alone, a component that can be mutually replaced with the cylinder 2 and the hydraulic cylinder is an electric push rod.

[0064] The end of the push rod 16 of the driving device has a ring, and a shaft-hole fit is formed between the ring hole and the second hinge shaft 15, having a guiding pair with a shaft hole and forming a cylindrical hinge.

[0065] Regarding the displacement of the pawl, obviously the two positions involved are, one is the position where the pawl is used to block the single-rail hoist locomotive, and the other position is to give way to the single-rail hoist locomotive. This is the general knowledge in this field and will not be elaborated here. The displacement mentioned by the driving device is the displacement between the open position and the blocking position.

[0066] In addition, for example, in the pneumatic-hydraulic link mechanism, its main kinematic pair is a hinge and includes a sliding pair. The cylinder body of the cylinder, the hydraulic cylinder or the body of the electric push rod is installed on the bracket through the first hinge shaft, and the outer extension end of the corresponding push rod has a sliding sleeve sleeved on the second hinge shaft. The sliding sleeve is constructed from the aforementioned ring hole, and a wear-resistant sleeve, such as a tin bronze sleeve or other commonly used wear-resistant sleeves, can be inserted into the ring hole.

[0067] In order to improve the flexibility of adjusting the stop position of the pawl, the push rod 16 is of a two-segment structure; correspondingly, one of the two segments has a screw rod section, and the other segment has a nut sleeve section that is threadedly matched with the screw rod section for adjusting the length of the push rod; furthermore, a locking nut that cooperates with the screw rod section is provided to lock the nut sleeve after the length of the push rod is adjusted.

[0068] In Figure 4 In the exemplified structure, in order to obtain a relatively large power arm, the pawl is sleeved on one end of the pawl shaft and extends outward to form a power arm 25; correspondingly, the second hinge shaft 15 is installed on the power arm 25.

[0069] Regarding the length of the power arm 25, it is not greater than 25 cm and not less than 5 cm.

[0070] Furthermore, in Figure 4In the exemplary structure, for example, when making the gear 18, if its top circle is relatively large, the length of the power arm 25 can be 0, and the driving torque requirement for, for example, the left pawl 14 can still be met.

[0071] It should be known that in the existing applications of using pawls to block the single-track hoist locomotive, a pair of driving devices are generally adopted. Under such conditions, not only is the structure relatively large, but also due to the need to consider the problem of synchronous driving, the overall structure is relatively complex. In the embodiments of the present invention, when a pair of pawls are configured, a synchronous mechanism is used to synchronize between the two pawls, so that only one driving device is required for the two pawls. At this time, the two pawls are symmetrically arranged with respect to the left and right middle plane of the track 12.

[0072] Correspondingly, a pair of pawl shafts are provided, and the two pawl shafts are symmetrically arranged with respect to the left and right middle plane of the track 12; as Figure 4 shown, the left pawl 14 and the right pawl 10 are symmetric with respect to the left and right middle plane of the track 12. At the same time, the left pawl shaft 13 and the right pawl shaft 11 are also symmetric with respect to the left and right middle plane of the track 12.

[0073] Furthermore, in Figure 4 the exemplary structure, one end of the pawl sleeved with the corresponding pawl shaft is provided with a gear or has a sector gear portion. Figure 4 The gear adopted in

[0074] is a sector gear, and the corresponding two gears or sector gears have the same module and the same pitch circle diameter, that is, the same gears are used to provide a transmission ratio of 1:1. At this time, the two, for example, sector gears mesh with each other.

[0075] In a more optimal embodiment, the two pawls share a frame, and the shared frame forms a sliding seat 20. The sliding seat 20 uses the two pawl shafts as guide rods, so that the overall structure has relatively good integrity and thus better load-bearing capacity. Linear bearings can be provided on the sliding seat 20, and the bushing of the linear bearing can be used as the installation base of the pawl shaft hole, and the pawl can be connected to the bushing of the linear bearing using a bearing.

[0076] When there is only one buffer component corresponding to one pawl shaft, the buffer component is arranged between the pawl and the first end fixing seat, and the installation position of the first end fixing seat is lower than the installation position of the second end fixing seat; a buffer pad is provided on the second end fixing seat or on the side of the pawl opposite to the second end fixing seat, and the buffer pad is made of a rubber pad.

Claims

1. A single-rail hoist arrester for mine use, characterized in that, Comprising: A bracket, fixedly arranged on the track of the single-track hoist system and / or the roadway wall; A pawl shaft, installed on the bracket in a manner fixed at both ends, and correspondingly equipped with a first-end fixed seat and a second-end fixed seat. The pawl shaft is located above the track and parallel to the track; A pawl, with one end sleeved on the pawl shaft, having the freedom of axial movement along the pawl shaft and the freedom of swinging around the axis of the pawl shaft; on one side of the end of the pawl cooperating with the pawl shaft, a second hinge shaft parallel to the pawl shaft and having a second length is installed; A buffer member, sleeved on the pawl shaft, corresponding to one or two pieces for one pawl shaft, and correspondingly supported between the pawl and the first-end fixed seat and / or supported between the pawl and the second-end fixed seat; And A driving device, which outputs linear motion, and one end of the corresponding output member is sleeved on the second hinge shaft, forming a second moving pair with the second hinge shaft, so that the pawl is displaced between the blocking position and the opening position.

2. The mine monorail car arrester according to claim 1, wherein, The driving device is a cylinder, a hydraulic cylinder or an electric push rod; The cylinder body of the cylinder or the hydraulic cylinder or the body of the electric push rod is installed on the bracket through a first hinge shaft, and the outer extending end of the corresponding push rod has a sliding sleeve sleeved on the second hinge shaft.

3. The single-track hanging mine car arrester according to claim 2, characterized in that, The push rod has a two-segment structure; Correspondingly, one of the two segments has a screw segment, and the other segment has a nut sleeve segment cooperating with the screw segment for adjusting the length of the push rod; Another locking nut cooperating with the screw segment is provided to lock the nut sleeve after the length of the push rod is adjusted.

4. The single-rail hanging vehicle arrester for mines according to claim 2 or 3, characterized in that, One end of the pawl sleeved on the pawl shaft extends outward to form a power arm; Correspondingly, the second hinge shaft is installed on the power arm.

5. The single-track hanging mine car arrester according to claim 1, characterized in that, There are a pair of pawls, and the two pawls are symmetrically arranged with respect to the left-right middle plane of the track; Correspondingly, there is a pair of pawl shafts, and the two pawl shafts are symmetrically arranged with respect to the left-right middle plane of the track; One end of the pawl sleeved on the corresponding pawl shaft is provided with a gear or has a sector gear part. The two gears or sector gears have the same module and the same pitch diameter and are meshed with each other; Correspondingly, there is one driving device, and the output is directly connected to one pawl.

6. The single-rail hanging mine car arrester according to claim 5, characterized in that, The two pawls share a frame, and the shared frame forms a sliding seat, and the sliding seat uses the two pawl shafts as guide rods.

7. The mine single-rail hoist arrester according to claim 1, characterized in that, If the bracket is connected to the track, the bracket is connected to the upper flange of the track, and the main body of the bracket is located above the upper flange of the track; If the bracket is connected to the roadway wall, the bracket is directly installed on the roof of the roadway using anchor bolts or installed on the roof of the roadway through a beam; The beam is fixed to the roof of the roadway through anchor bolts, and the beam and the bracket are welded or connected by bolts.

8. The mine monorail car arrester according to claim 7, characterized in that, If the bracket is installed on the track, an installation plate welded to the upper flange of the track is provided, and the bottom of the bracket has a fixing plate for fixed connection with the installation plate; The bracket has a front vertical part and a rear vertical part for forming a front and rear span, and a bracket body connecting the front vertical part and the rear vertical part at the upper end; One end of the pawl shaft is correspondingly fixed on the front vertical part, and the other end is correspondingly fixed on the rear vertical part.

9. The mine single-rail hoist arrester according to claim 1, characterized in that, The buffer stroke of the buffer member is not greater than 15 cm and not less than 3 cm.

10. The single-rail suspension vehicle stopper for a bed according to claim 1 or 9, characterized in that, The buffer member is a cylindrical spring or a cylindrical rubber sleeve; When the buffer component has only one piece corresponding to a pawl shaft, the buffer component is arranged between the pawl and the first end fixing seat, and the installation position of the first end fixing seat is lower than that of the second end fixing seat; A buffer pad is provided on the second end fixing seat or on the side of the pawl opposite to the second end fixing seat.

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