Monorail hoist sliding-down protection device, monorail hoist and monorail hoist system

Abstract

The invention discloses a monorail hoist sliding-down protection device, a monorail hoist and a system, and the basic structure of the monorail hoist sliding-down protection device comprises an arresting cable assembly; an output rope of the energy absorber is connected to the corresponding end of the arresting cable; the tail hook is installed on the monorail hoist through a rotating shaft, the corresponding rotating shaft is a horizontal shaft perpendicular to the extending direction of the rail, so that the tail hook has the swing freedom degree and has the working position and the storage position, when the tail hook is located at the working position, the operation path of a hook head of the tail hook passes through the arresting cable, and when the tail hook is located at the storage position, the tail hook is driven to rotate. The running path of the tail hook is staggered from the arresting cable; and the actuating device is used for driving the tail hook to shift between the working position and the storage position. The monorail hoist sliding-down protection device is relatively good in reliability, and normal passing of vehicles in a roadway is not affected.

Description

Technical Field

[0001] The present invention relates to a derailment protection device for a single-track crane for protection when a derailment accident occurs to the single-track crane. The present invention also relates to a single-track crane, and the present invention further relates to a single-track crane system. Background Art

[0002] The single-track crane (commonly known as the single-track hoist) is an important auxiliary transportation equipment in coal mines underground and has relatively wide applications in coal mines and other mines. According to the traction mode, the single-track crane is mainly divided into two categories: wire rope traction and locomotive traction. According to the concept of the present invention, it is applicable to both types of single-track cranes. Relatively speaking, it is more applicable to the locomotive-traction single-track crane. However, it should be known that for derailment protection, for example, for a wire rope traction single-track crane, there will also be derailment accidents caused by, for example, wire rope breakage.

[0003] For the locomotive-traction single-track crane, which can also be simply referred to as a single-track crane locomotive, the front part of its vehicle body is the locomotive part, and the locomotive provides power, so that the single-track crane can run on, for example, an inclined roadway track. When the single-track crane runs on the inclined roadway track, the influence of gravity is relatively large. Due to overloading, insufficient driving force, wet and slippery running tracks, and some other reasons, the locomotive may have a phenomenon of slipping or out-of-control derailment in the inclined roadway, and the potential safety hazard is huge.

[0004] When the conventional single-track crane locomotive has a slipping or derailment, it can only be braked by the braking system of the single-track crane itself. However, the root cause of the slipping or derailment is the insufficient braking force of the single-track crane locomotive itself. Obviously, the braking system of the locomotive itself is difficult to brake the out-of-control single-track crane locomotive. Therefore, it is necessary to separately design a derailment protection device for the single-track crane locomotive.

[0005] Compared with the maturity of the mine car runaway protection system, the current single-track hoist runaway protection system is still in its initial stage and relatively little research has been done on it. The earlier one is the capture device for mine diesel single-track hoist locomotives disclosed in Chinese Patent Document CN207997868U. A locking gripper is installed on the single-track hoist locomotive of this capture device for mine diesel single-track hoist locomotives, and a hook head is provided on the locking gripper. And on the roadway floor, a wire blocking cable assembly is provided. When the phenomenon of the locomotive running away occurs, the driver can operate the locking gripper to drop and catch the blocking wire in the wire blocking cable assembly arranged on the roadway floor. The technical solution disclosed in this patent document should be derived from the runaway protection system of the rubber-tyred vehicle without a tail hook. These protection systems all need to horizontally arrange a blocking cable at the bottom of the roadway in advance. This design is directly related to the operation of the rubber-tyred vehicle on the roadway ground and is an inevitable choice. Therefore, there are also some defects that are difficult to overcome. The single-track hoist runs on a single track set at the top of the roadway. Setting the main part for the runaway protection of the single-track hoist at the bottom of the roadway, on the one hand, the arm body of the locking gripper is much longer than the arm body of the tail hook equipped on the rubber-tyred vehicle, and problems such as bouncing are more serious; on the other hand, setting the blocking cable at the bottom of the roadway will itself affect the passage of other vehicles, and the blocking cable may become slack and ineffective or unable to bounce due to being run over, etc.

[0006] Compared with the blocking cable device, the net in the net-type runaway protection system applied to the mine car runaway protection system is originally arranged in the air. In other words, it can originally be used to block a runaway vehicle at a relatively high position relative to the blocking cable device. Therefore, it is easier for those skilled in the art to accept transferring it to the single-track hoist. However, since the single-track hoist is located at the top of the roadway, the lifting and lowering of the net will be greatly restricted. It should be known that the net is in a blocking state under normal conditions. When a vehicle passes, the net disengages from the blocking state to facilitate the normal passage of the vehicle. If a runaway accident occurs, the net can block the runaway vehicle. Under these conditions, the open state of the net should be opened downward or opened to both sides. Affected by other facilities in the roadway, this configuration is relatively difficult to achieve. Summary of the Invention

[0007] The purpose of the present invention is to provide a single-track hoist runaway protection device with relatively good reliability and no impact on the normal passage of vehicles in the roadway. Another purpose of the present invention is to provide a single-track hoist adapted to the single-track hoist runaway protection device. Another purpose of the present invention is to provide a single-track hoist system.

[0008] According to the first aspect of the embodiments of the present invention, a single-track hoist runaway protection device is provided, and its basic structure includes: A blocking cable assembly, the included blocking cable is horizontally arranged above the track on which the single-track hoist runs; Energy absorbers are provided on both sides of the predetermined position of the tunnel, and the ropes from the energy absorbers are connected to the corresponding ends of the blocking ropes; A tail hook is mounted on the monorail crane via a rotating shaft, wherein the corresponding rotating shaft is a horizontal shaft perpendicular to the extension direction of the track, so that the tail hook has a degree of freedom of swinging and has a working position and a storage position. When the tail hook is in the working position, the running path of the tail hook head passes through the blocking cable, and when the tail hook is in the storage position, the running path of the tail hook is staggered with the blocking cable; and The actuating device is installed on the monorail crane to drive the tail hook to move between the working position and the storage position.

[0009] Optionally, the tail hook has a pair; The two corresponding tail hooks are symmetrical about the left and right middle planes of the monorail crane and are correspondingly located on both sides of the track.

[0010] Optionally, the two tail hooks share a rotating shaft.

[0011] Optionally, the actuating device is a swing cylinder, a triangle mechanism or a rack and pinion mechanism; If the actuating device is a swing cylinder, the tail hook is mounted on the swing cylinder; If the actuating device is a triangular mechanism, the hook arm of the tail hook constitutes a rocker, and the triangular mechanism further comprises a linear drive device, and a connecting rod connected between the hook arm and the output member of the linear drive device; If it is a rack and pinion mechanism, the hook arm of the tail hook is mounted on a gear, and the rack and pinion mechanism further includes a linear drive device to connect the corresponding rack.

[0012] Optionally, the arresting cables are provided with 1 to 3 rows; When there are multiple arresting cables, the spacing between adjacent arresting cables is 480mm~1080mm; Multiple arresting cables are correspondingly connected at both ends. In the direction along the track, the two ropes used for connecting the multiple arresting cables are twisted and connected to the main rope at the end where the energy absorber is located, so as to be connected with the rope output from the energy absorber through the main rope.

[0013] Optionally, the arresting cable assembly has one set or two sets; If there is a set, the corresponding blocking cable spans over the track, and the two ends of the blocking cable are connected to the ropes of the energy absorber on the side; If there are two sets, the corresponding tail hooks correspond to the arresting cable assemblies one by one, and the two sets of arresting cable assemblies are symmetrical about the left and right middle surfaces of the monorail crane, and the two ends of the arresting cable in the set are simultaneously connected to the ropes output from the energy absorber on the side.

[0014] Optionally, a damper is provided, which provides damping for a rope connecting the energy absorber to the arresting cable assembly.

[0015] Optionally, there are multiple dampers, and the dampers and corresponding energy absorbers constitute the buffer components of the step buffer sequence; The rope segments between adjacent components in the step buffer sequence are slack buffer rope segments.

[0016] Optionally, the length of the buffer rope segment is 1.5 to 3 times the distance between adjacent buffer components.

[0017] Optionally, energy absorbers are installed on the sides of the tunnel bottom; Correspondingly, the rope segment used to connect the barrier cable assembly and the energy absorber passes through a fixed pulley installed on the tunnel wall to make room for the tunnel passage.

[0018] Optionally, the tail hook and the actuating device are mounted on a brake car of a monorail crane or on a car section equipped with a brake device; Correspondingly, a braking device is provided on the brake vehicle or the corresponding vehicle section.

[0019] Optionally, a generator is provided on the brake trolley or the vehicle section to supply power to the onboard equipment of the brake trolley or the corresponding vehicle section; The power shaft of the generator is equipped with a driven wheel, and the driven wheel cooperates with the track to form a rolling friction pair.

[0020] Optionally, the braking device and the actuating device are both hydraulic devices; Correspondingly, a hydraulic station is provided on the brake vehicle or the corresponding vehicle section to supply fluid to the hydraulic device.

[0021] According to a second aspect of an embodiment of the present invention, there is provided a monorail crane, comprising a set of vehicle sections; One or two of the segments is equipped with a tail hook, which is installed on the corresponding segment through a rotating shaft. The corresponding rotating shaft is a horizontal shaft perpendicular to the extension direction of the track on which the monorail crane runs, so that the tail hook has a degree of freedom of swinging and has a working position and a storage position. When the tail hook is in the working position, the running path of the tail hook head passes through the blocking cable transversely arranged on the upper side of the track. When the tail hook is in the storage position, the running path of the tail hook is staggered with the blocking cable. An actuating device is also provided on the corresponding vehicle section, and the actuating device drives the tail hook to change position between the working position and the storage position.

[0022] According to a third aspect of an embodiment of the present invention, there is provided a monorail crane system, comprising: Tracks, laid on top of the roadway; A monorail crane car protection device, which is the monorail crane car protection device described in the first aspect of the embodiment of the present invention; and A monorail crane runs on the track.

[0023] The anti - runaway device for the monorail crane in accordance with the embodiments of the present invention adopts the method that the tail hook swings upwards to be in the working position. Correspondingly, the blocking cable is arranged on the upper side of the track corresponding to the anti - runaway device of the monorail crane, rather than across the bottom of the roadway, which has no impact on the normal passage of vehicles. Under this condition, there is no need to consider the problem of the blocking cable avoiding passing vehicles, that is, it is in the blocking state under normal conditions, thus ensuring reliability. In addition, since the track corresponding to the monorail crane is a suspended track, that is, the monorail crane runs on the corresponding track in a suspended form, and the blocking cable assembly is arranged on the upper side of the suspended track, it does not affect the normal passage of the monorail crane. And the blocking cable assembly is located on the upper side of the track, while the tail hook is installed on the monorail crane. Therefore, the movement amount of the tail hook in the vertical direction is relatively small, and the maintainability of the tail hook in the upward - turned state is relatively good, so the probability of blocking failure is relatively low, and thus the reliability of blocking is better. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 FIG. is a schematic diagram of the installation state of the anti - runaway device for the monorail crane in a roadway in one embodiment.

[0025] Figure 2 FIG. is a first three - dimensional structure diagram of the braking vehicle with a tail hook installed in one embodiment.

[0026] Figure 3 FIG. is a second three - dimensional structure diagram of the braking vehicle with a tail hook installed in one embodiment.

[0027] Figure 4 FIG. is a third three - dimensional structure diagram of the braking vehicle with a tail hook installed in one embodiment.

[0028] Figure 5 FIG. is a schematic structural diagram of the arrangement state of the blocking cable assembly on the upper side of the track.

[0029] Figure 6 FIG. is a top - view structural diagram of the arrangement state of the anti - runaway device for the monorail crane in a roadway in one embodiment.

[0030] Figure 7 FIG. is a front - view structural diagram of the arrangement state of the anti - runaway device for the monorail crane in a roadway in one embodiment.

[0031] Figure 8 FIG. is a front - view structural diagram of the monorail crane.

[0032] In the figure: 1. braking vehicle, 2. track, 3. bracket, 4. anchor rod, 5. first support, 6. arresting cable assembly, 7. second support, 8. first fixed pulley, 9. acoustic-optic alarm device, 10. video monitor, 11. second fixed pulley, 12. wireless receiver, 13. fixed seat, 14. energy absorber, 15. damper, 16. buffer rope section, 17. third fixed pulley, 18. equipment cabin, 19. hydraulic station, 20. towing hook ring, 21. airframe, 22. electronic speed measuring device, 23. gearbox, 24. driven wheel, 25. brake cylinder, 26. brake arm, 27. brake, 28. locking pin, 29. hook head, 30. hook arm, 31. rotating shaft seat, 32. rotating shaft, 33. stop pin, 34. power arm, 35. pawl, 36. push rod, 37. buffer spring, 38. tail hook control oil cylinder, 39. two-way hydraulic pump, 40. connecting rod, 41. generator, 42. centrifugal overspeed release device, 43. running wheel, 44. running wheel bracket, 45. third arresting cable, 46. second arresting cable, 47. wire rope clip, 48. first arresting cable, 49. wire rope clip, 50. main rope, 51. fourth fixed pulley, 52. front towing hook pin, 53. front cab, 54. rear cab, 55. rear towing hook pin. Detailed implementation manners

[0033] It should be known that, according to different traction methods, the single-track crane can be divided into two categories: wire rope traction and locomotive traction. Obviously, the single-track crane running gear protection device based on the embodiments of the present invention has no direct relationship with the traction method of the single-track crane, that is, it is applicable to single-track cranes with both traction methods.

[0034] As Figure 8 shown, the single-track crane is a locomotive-traction single-track crane, and it is also a single-track crane that is widely used at present, and it is relatively less affected by turnouts, etc. In Figure 8 the illustrated structure, it has two cabs and several carriages between the two cabs. Including the cabs, they are collectively referred to as carriages hereinafter.

[0035] The carriages are often connected in series by means of the cooperation of towing hook pins and towing hook rings 20, which is common general knowledge in this field and will not be elaborated here.

[0036] The track 2 on which the single-track crane runs is usually installed on the top of the roadway. Each carriage is usually provided with track wheels, such as Figure 4 the running wheels 43 shown in the figure. Through the running wheels 43, each carriage can run on the track 2.

[0037] It should be known that for a single-track crane, especially a locomotive-traction single-track crane, it is often equipped with a braking device, such as Figure 1The braking vehicle 1 illustrated in the example can be a component of a single-rail hoist, can also be a separately configured part, or can be retrofitted on a known single-rail hoist to configure a braking part on a selected car body section.

[0038] The track 2 is generally an I-beam track, and its lower flange and web can both be used as the running track surface for, for example, the running wheels 43. Generally, the lower flange of the I-beam track is mainly used first, and in some implementations, the left and right sides of the web of the I-beam track will also be used as the track surface at the same time. At this time, the upper flange of the I-beam track is exposed and is not contacted by movable components or parts. Generally, it is used as the seat part of the track 2 and is connected to the top of the roadway.

[0039] Since a single track is adopted, the space occupied in the upper part of the roadway is relatively small, which provides relatively good technical conditions for the arrangement of the arresting cable assembly 6.

[0040] Moreover, since the single track is usually arranged in the horizontal center at the top of the roadway and has relatively good symmetry, the left and right middle planes are mainly used as the reference planes in the following text. Based on the left and right middle planes, the left and right directions can be clearly determined. The left and right directions are also called the transverse direction, the width direction, etc. The direction along the track 2 is the longitudinal direction, and the longitudinal direction is also called the front-back direction, the length direction, etc.

[0041] After the front-back, left-right are determined, the up-down is determined. The up-down direction is also called the height direction.

[0042] As described in the background art section, the stall protection (runaway protection) system for rubber-tyred vehicles without rails has been relatively mature. The current main means for the stall protection of rubber-tyred vehicles without rails is to adopt an arresting cable and a tail hook system similar to that of an aircraft. The tail hook in the tail hook system is usually installed on the lower side of the frame of the rubber-tyred vehicle without rails, and the arresting cable often needs to be set at a predetermined position at the bottom of the roadway.

[0043] For the stall protection system of rubber-tyred vehicles without rails, the arresting cable needs to cross the bottom of the roadway and needs to be 100-200 mm above the ground. When a vehicle passes, it will crush the arresting cable. In a further improved solution, an arresting cable storage groove is also opened at the bottom of the roadway, and the arresting cable needs to use a swing mechanism to store the arresting cable in the arresting cable storage groove when a vehicle passes. However, since slag, gravel, etc. are scattered in the roadway, the rolling of, for example, gravel generated by the vehicle passing through and rolling may cause some gravel to enter the arresting cable storage groove, which may affect the storage and normal bouncing of the arresting cable, and even may be compacted, resulting in the inability of the arresting cable to bounce. This is also the technical problem faced by the technical solution disclosed in the Chinese patent document CN207997868U in the background art.

[0044] In addition, due to the need for the traditional tail hook to swing downward, it will first collide with the ground when it falls in place, resulting in a rebound, that is, bouncing. Bouncing can easily cause the tail hook to fail to hook the corresponding arrester cable. In the embodiment of the present invention, the tail hook is installed on the monorail crane, and the arrester cable is located above the track 2. In other words, the hook head 29 of the tail hook needs to move upward to reach the working position. This method only requires maintaining the state of the tail hook and will not collide with the top of the roadway. Compared with the poor controllability of natural falling, the driving method of driving the tail hook to swing upward has better initiative.

[0045] The present invention ingeniously arranges the arrester cable assembly 6 above the track 2, thus fundamentally solving various problems faced by arranging the arrester cable at the bottom of the roadway. Therefore, in the embodiment of the present invention, the provided monorail crane car body protection device horizontally arranges the arrester cable included in the arrester cable assembly 6 above the track 2 on which the monorail crane runs. It should be noted that the above side here is not the directly above side. As can be seen from the exemplified structure, there are two sets of arrester cable assemblies 6, which are separated on both sides of the track 2 and are offset from the track 2 in the horizontal direction. Figure 5 In some embodiments, only one set of arrester cable assembly 6 can be provided, and the corresponding arrester cable is located above the track 2 and spans across the track 2.

[0046] When there is only one set of arrester cable assembly 6, the arrester cable assembly 6 itself has a left-right symmetric structure and is symmetric about the left-right middle plane of the monorail crane.

[0047] When there are two sets of arrester cable assemblies 6, the two sets of arrester cable assemblies 6 are symmetric with each other about the left-right middle plane of the monorail crane.

[0048] The left-right middle plane of the monorail crane here is mainly for the convenience of description and is used to represent the symmetric arrangement method of the arrester cable assembly 6. Those skilled in the art should have a clear understanding of this.

[0049] It should be noted that configuring the arrester cable assembly 6 into two sets is a more preferred embodiment of the present invention. Because there are usually several connection points between the upper side of the track 2 and the top of the roadway, and the corresponding connecting bodies at these connection points will affect the normal operation of the arrester cable in the arresting state. Mainly, the arrester cable will be hooked by the tail hook and follow, for example, the braking vehicle 1 until the monorail crane stops. If a single-sided hook is used, an additional torque will be generated. If a double-sided hook is used, the arrester cable will collide with the connecting body when following, for example, the braking vehicle 1. And using two sets of arrester cable assemblies 6 can fundamentally solve this problem. The two sets of arrester cable assemblies 6 are separated from each other, that is, there is no intermediate connecting object. Each of the two sets of arrester cable assemblies 6 corresponds to a tail hook. At this time, the connecting body can be effectively avoided.

[0050] It should be noted that configuring the arrester cable assembly 6 into two sets is a more preferred embodiment of the present invention. Because there are usually several connection points between the upper side of the track 2 and the top of the roadway, and the corresponding connecting bodies at these connection points will affect the normal operation of the arrester cable in the arresting state. Mainly, the arrester cable will be hooked by the tail hook and follow, for example, the braking vehicle 1 until the monorail crane stops. If a single-sided hook is used, an additional torque will be generated. If a double-sided hook is used, the arrester cable will collide with the connecting body when following, for example, the braking vehicle 1. And using two sets of arrester cable assemblies 6 can fundamentally solve this problem. The two sets of arrester cable assemblies 6 are separated from each other, that is, there is no intermediate connecting object. Each of the two sets of arrester cable assemblies 6 corresponds to a tail hook. At this time, the connecting body can be effectively avoided.

[0051] Regarding the tail hook, similar to a conventional trackless rubber-tyred vehicle, it is also installed on the vehicle body and can be installed on any one or any two carriages of the single-rail hoist, preferably on the carriage with a braking device.

[0052] The movement mode of the tail hook is swing rotation. Swing rotation is a form of rotation, usually referring to a rotation mode with a rotation angle less than 360°, and usually has a reciprocating movement form.

[0053] As Figures 2 - 4 illustrated in the figure, the tail hook with a hook head 29 is installed at the tail end or the head end of the braking vehicle 1 through a rotating shaft 32. It should be noted that the runaway accident mainly occurs in the inclined roadway. For the convenience of description, the end of the single-rail hoist when going down is marked as the tail end, as Figure 8 shown at the end where the rear cab 54 is located. Obviously, in the inclined roadway state, the end usually corresponds to the end with a relatively high position of the single-rail hoist.

[0054] Based on the aforementioned symmetry and the description of making the tail hook swing upward to the working position, the rotating shaft 32 for installing the tail hook on the braking vehicle 1, for example, is a horizontal shaft and is perpendicular to the extending direction of the track 2.

[0055] Similarly, it should be noted that for the track 2 in the roadway, it does not necessarily extend in a straight line. However, for the state where the braking vehicle 1 as Figure 2 shown is parked at a certain position on the track 2, the rotating shaft 31 is approximately perpendicular to the track 2, and for such descriptions, those skilled in the art will not be misunderstood.

[0056] The tail hook can be equipped with one or two. If equipped with one, the tail hook needs to be located on one side of the track 2 or directly below the track 2 in two options. One option is a single-hook head and tail hook, and the other option is a double-hook head and tail hook, which is equivalent to an inverted herringbone hook. The hook arm 30 is in a herringbone shape, and each limb of the hook arm 30 has a hook head 29. At this time, the tail hook straddles the lower side of the track 2 in a straddling manner, and the straddling space should be sufficient to enable the hook head 29 to reach the working position. Under the determined technical conditions, those skilled in the art can easily determine how to configure.

[0057] If equipped with two tail hooks, a symmetric arrangement is adopted. Specifically, the two tail hooks are symmetric about the left-right middle plane of the track 2. The symmetric arrangement of two tail hooks is preferred.

[0058] Based on the installation method of the tail hook, it can be known that the tail hook has the freedom to rotate around the axis of the rotating shaft 32. At the same time, since the tail hook needs to be able to hook and pull the arresting cable, this state is called the working state. At the same time, under the condition that there is no sports car accident, the tail hook should avoid the arresting cable, which is called the storage state of the tail hook. Since the arresting cable is arranged on the upper side of the track 2, for the tail hook, it only needs to be located as a whole on the upper flange of the track 2 in the storage state. In addition, if the arresting cable is arranged higher, the tail hook can avoid the arresting cable as a whole in the storage state. The position of the tail hook in the storage state is called the storage position, and the position in the working state is called the working position. Obviously, the angular range of the tail hook can be directly determined by the working position and the storage position. Therefore, the working position and the storage position can also correspond to the working stop point and the storage stop point.

[0059] Typically, such as Figure 2 As shown, a stop pin 33 is provided on one side of the rotating shaft seat 31 for providing a stop point constraint for the tail hook. For the storage state, no constraint may be provided, and the position is directly determined by the actuating device driving the tail hook to change position.

[0060] In a more preferred embodiment, a buffer may be provided at the end of the tail hook when it changes from the working position to the storage position, such as Figure 2 The buffer spring 37 shown in the figure is used to avoid rigid impact during storage.

[0061] exist Figure 2 and Figure 3 In the illustrated structure, the buffer spring 37 is mounted on the push rod 36 of the tail hook control cylinder 38. One end of the buffer spring 37 is fixed to, for example, the cylinder body of the tail hook control cylinder 38 or the equipment compartment 18 shown in the figure, and the other end is suspended in the air to withstand the impact of the head end of the push rod 36 when the push rod 36 retracts.

[0062] Obviously, the tail hook is installed on the monorail crane, so it will follow the monorail crane and have a certain following running path. When the tail hook is in the working state, the running path of the hook head 29 of the tail hook should pass through the blocking cable. Conversely, when the tail hook is in the storage state, the running path of the tail hook should be staggered with the blocking cable.

[0063] Obviously, the hook mouth of the hook head 29 should face forward (based on the reference system determined in the above description), and when the tail hook is in the working state, the hook mouth should be suitable for blocking the introduction of the arresting rope.

[0064] It should be noted that the state of the arresting cable according to the embodiment of the present invention is much better than that of the existing arresting cable, because the tension of the arresting cable is not subject to the rolling of the passing vehicles, and the stability of the state of the arresting cable is relatively good under the condition of stable tension. Under this condition, the hook mouth of the hook head 28 can be designed to align the arresting cable with the middle of the hook mouth in the height direction when the tail hook is in the working state.

[0065] In addition, in Figures 2 - 4 the illustrated structure, a locking pin 28 is installed in the hook mouth of the hook head 29 to prevent the arrester cable from slipping out after the tail hook catches the arrester cable.

[0066] The arrester cable needs to be connected to the energy absorber 14 so that after the tail hook hooks the arrester cable, the monorail crane can be gradually decelerated until it stops through the outgoing rope of the energy absorber 14.

[0067] The energy absorber 14 can be configured in a conventional manner and arranged on both sides of a predetermined position in the roadway. It can also be installed on both sides of the bottom of the roadway in the same conventional configuration.

[0068] In view of the fact that the monorail crane runs in the air, the energy absorber 14 can also be installed at a relatively higher position on the roadway wall so that there is a relatively small height difference between the position of the energy absorber 14 and the position of the tail hook.

[0069] In addition, regarding the actuating device installed on the monorail crane, what is achieved is to enable the tail hook to have a certain angular range. As mentioned above, the size of the angular range is determined by the working position and the storage position. Those skilled in the art only need to set it according to the on-site situation and do not need to make creative efforts, so it will not be elaborated here.

[0070] Next, the configuration of the tail hook will be further described. First, refer to Figure 2 the illustrated structure. In the figure, since the position of the arrester cable is relatively close to the monorail crane, the hook arm 30 of the tail hook is relatively short. Therefore, it is different from the prior art where the tail hook needs to cooperate with the arrester cable set on the roadway ground and has a relatively large swing range and length. Therefore, relatively speaking, the self-weight of the tail hook based on the embodiment of the present invention will also be relatively small, and the control difficulty is relatively low.

[0071] As mentioned above, it is preferred that the tail hooks are configured in pairs, but the use of a single hook such as a herringbone hook is not excluded. When using a herringbone hook, it is equivalent to using the existing herringbone hook shape in reverse, that is, a hook head 29 is provided on each limb of the herringbone hook, so that the same effect as two tail hooks can be achieved.

[0072] The corresponding two tail hooks are symmetric about the left-right middle plane of the monorail crane and are correspondingly located on both sides of the track 2.

[0073] To ensure the synchronization of driving, the two tail hooks share a rotating shaft 32. The tail hooks are fixed on the rotating shaft 32, and the rotating shaft 32 is installed on the cabin body of the equipment cabin 18 shown in, for example, Figure 2 . The bearing seat is shown as a rotating shaft seat 31 in Figure 2 .

[0074] Since the motion form of the tail hook is relatively simple, i.e., swing rotation, the swing rotation can be directly provided by a swing component, such as a swing cylinder or a swing motor. Preferably, it is a swing cylinder. For a swing motor, explosion protection needs to be considered and the cost is relatively high.

[0075] A typical mechanism capable of outputting swing rotation is a triangular mechanism. Due to its wide application, the triangular mechanism has separate regulations in the "Mechanical Design Manual", and its composition will not be elaborated here.

[0076] Figures 2 - 4 In the illustrated structure, the connection between the tail hook control oil cylinder 38 and the power arm 34 of the tail hook through the connecting rod 40 constitutes a deformation of the triangular mechanism, and its structural form is clearly shown in the figure and will not be elaborated here.

[0077] The tail hook control oil cylinder 38 is a component that outputs linear motion, and linear motion components such as a cylinder or a linear motor can also be used.

[0078] In some implementations, a rack and pinion mechanism can also be used. Only by controlling the stroke of the rack can the rotation angle of the pinion meshing with the rack be controlled, and the range of the final rotation angle is realized by the working stroke of the rack. Thus, a corresponding linear drive device is further provided to control the stroke of the rack.

[0079] In addition, the connection between the power arm 34 of the tail hook and, for example, the tail hook control oil cylinder 38 can be directly connected without passing through the connecting rod 40, as long as it is ensured that the cylinder block of the tail hook control oil cylinder 38 is hinged to, for example, the equipment compartment 18. And, for example, the power arm 34 is hinged to the push rod of the tail hook control oil cylinder 38.

[0080] Regarding the arresting cables, generally, three are configured, and it can also be slightly less, but not too many. The reason for being slightly less is that different from the known implementation of arranging the arresting cables on the roadway ground, the arresting cables are arranged on the upper side of the track 2, and the arresting cables are basically in a stable position. As long as the working state of the tail hook is in place accurately, considering that the control of the tail hook based on the embodiments of the present invention is basically simple rotation angle control, the in-place accuracy is easy to guarantee, so basically there will be no problem of being unable to hook the arresting cables. Correspondingly, when the arresting cables are arranged on the ground, the bounce when the tail hook impacts the ground needs to be considered. In this regard, those skilled in the art should have a clear understanding.

[0081] When there are multiple arresting cables, the distance between adjacent arresting cables is 480 mm to 1080 mm.

[0082] Figure 5 For Figure 6 the partial structure, Figure 5It can be clearly seen that there are two sets of arresting cable assemblies 6, and the two sets of arresting cable assemblies 6 are symmetric about the left - right middle plane of the track 2. Moreover, the two sets of arresting cable assemblies 6 are separated from each other, so that there will be no lateral connection part, and there will be no problem of interference with the track 2 and its accessories in the arresting state.

[0083] As can be seen Figure 5 from it, each set of arresting cable assemblies 6 on each side has three arresting cables, namely the first arresting cable 48, the second arresting cable 46 and the third arresting cable 45 shown in the figure. The three arresting cables are connected on both sides using, for example, wire rope clips 49 and wire rope clips 47.

[0084] Overall, for example, the third arresting cable 45 is composed of the bottom of a wire rope arranged in a U - shaped structure, and the arms on both sides are correspondingly connected to ropes. The other two arresting cables are connected to this connecting rope through corresponding wire rope clips 49 and wire rope clips 47, for example.

[0085] Furthermore, the connecting rope is stranded at the right end in the figure to connect to the main rope 50, and the main rope 50 is used to connect to the energy absorber 14.

[0086] Obviously, the arresting cables are arranged horizontally, while the connecting rope is arranged along the track 2.

[0087] It should be noted that although when there is only one set of arresting cable assemblies 6, it is necessary to consider the problem of interference with the track 2 and its accessories in the arresting state, there is no substantial impact on the arrest itself. Considering the possible damage to the track 2 and its accessories, in the preferred embodiment, two sets of arresting cable assemblies 6 are configured.

[0088] Correspondingly, when there is one set of arresting cable assemblies 6, the corresponding arresting cable spans above the track 2, and the two ends of the arresting cable are correspondingly connected to the ropes led out by the energy absorbers 14 on the corresponding side.

[0089] If there are two sets of arresting cable assemblies 6, the corresponding tail hooks correspond one - to - one with the arresting cable assemblies 6, and the two sets of arresting cable assemblies 6 are symmetric about the left - right middle plane of the monorail crane. The two ends of the arresting cables within the set are simultaneously connected to the ropes led out by the energy absorbers on the corresponding side, presenting the Figure 5 layout shown.

[0090] Figure 1 In it, a damper 15 is provided, and the damper 15 provides damping for the rope connecting the energy absorber 14 and the arresting cable assembly 6 to reduce the impact in the initial stage of arrest as a whole.

[0091] Furthermore, there are multiple dampers 15, and the dampers 15 and the corresponding energy absorbers 14 form buffer components of a stepped buffer sequence; the rope segments between adjacent components within the stepped buffer sequence are slack buffer rope segments 16.

[0092] The length of the buffer rope segment 16 is 1.5 to 3 times the spacing between adjacent buffer components.

[0093] Correspondingly, regarding the damper 15, which is a common component for providing damping to the steel wire rope, it is more clearly described in the document with the publication number CN118087420A held by the present applicant, and is hereby incorporated by reference in its entirety and will not be elaborated here.

[0094] As can be seen from the foregoing description, in some embodiments, the energy absorber 14 is installed on the side of the bottom of the roadway, while the blocking cable assembly 6 is located above the track 2. Under this condition, the rope released by the energy absorber 14 needs to have a certain span in the height direction and horizontally to be connected to the blocking cable assembly 6.

[0095] Furthermore, correspondingly, in Figure 1 and Figure 6 In the illustrated structure, a second bracket 7 is provided horizontally at the top of the roadway for installing, for example, a second fixed pulley 11, a first fixed pulley 8, and a fourth fixed pulley 51. Among them, the second fixed pulley 11 is located at both ends of the second bracket 7 for threading the steel wire rope upward along the roadway wall from the ground and changing the direction of the steel wire rope to horizontal. The fourth fixed pulley 51 changes the direction of the horizontally wound steel wire rope to longitudinal. The main rope 50 crosses the span by threading around the corresponding fixed pulleys.

[0096] Regarding the second bracket 7, it can be omitted, and the corresponding fixed pulleys can be directly installed on the roadway wall.

[0097] In Figures 2 - 4 In the illustrated structure, the tail hook is installed on the braking vehicle 1. In the figure, the cabin wall of the equipment cabin 18 is hollowed out, and a hydraulic station 19 is installed in the equipment cabin 18. The hydraulic station 19 can be directly powered by the power electricity of the single-track crane. If the locomotive of the single-track crane is an internal combustion engine, the power electricity of the hydraulic station 19 can also be powered by the power supply system of the single-track crane.

[0098] In Figures 2 - 4 It is also equipped with a separate generator 41. The power of the generator 41 comes from the driven wheel 24. The driven wheel 24 is installed on the housing of the equipment cabin 18. The driven wheel 24 and the web of the track 2 cooperate to form a sliding friction pair to obtain power. The axle of the driven wheel 24 is connected to the generator 41 through a reducer or directly.

[0099] In Figures 2 - 4 In it, the braking vehicle provides braking for the single-track crane. A braking cylinder 25 is provided in the figure. The braking cylinder 25 is a double-rod cylinder in the figure. Each of the two braking push rods of the braking cylinder 25 is connected to a braking arm. The brake 27 for braking is installed on the equipment cabin 18 and is connected to the braking arm.

[0100] In view of the description of the monorail crane car protection device above, the monorail crane was also described simultaneously. Therefore, the monorail crane will not be elaborated here. Additionally, the same applies to the monorail crane system.

Claims

1. A protection device for a monorail crane car body, characterized in that, include: An arresting cable assembly, including an arresting cable placed transversely on the upper side of the track on which the monorail crane runs; Energy absorbers are provided on both sides of the predetermined position of the tunnel, and the ropes from the energy absorbers are connected to the corresponding ends of the blocking ropes; The tail hook is installed on the monorail crane through a rotating shaft, and the corresponding rotating shaft is a horizontal axis perpendicular to the extension direction of the track, so that the tail hook has a degree of freedom of swinging and has a working position and a storage position. When the tail hook is in the working position, the running path of the tail hook head passes through the blocking cable, and when the tail hook is in the storage position, the running path of the tail hook is staggered with the blocking cable; as well as The actuating device is installed on the monorail crane to drive the tail hook to move between the working position and the storage position.

2. The monorail crane car protection device according to claim 1, characterized in that, The tail hook has a pair; The two corresponding tail hooks are symmetrical about the left and right middle planes of the monorail crane and are correspondingly located on both sides of the track.

3. The monorail crane car protection device according to claim 2, characterized in that, The two tail hooks share a rotating shaft.

4. The monorail crane car body protection device according to any one of claims 1 to 3, characterized in that, The actuating device is a swing cylinder, a triangle mechanism or a gear rack mechanism; If the actuating device is a swing cylinder, the tail hook is mounted on the swing cylinder; If the actuating device is a triangular mechanism, the hook arm of the tail hook constitutes a rocker, and the triangular mechanism further comprises a linear drive device, and a connecting rod connected between the hook arm and the output member of the linear drive device; If it is a rack and pinion mechanism, the hook arm of the tail hook is mounted on a gear, and the rack and pinion mechanism further includes a linear drive device to connect the corresponding rack.

5. The monorail crane car protection device according to claim 1, characterized in that, There are 1 to 3 arresting cables; When there are multiple arresting cables, the spacing between adjacent arresting cables is 480mm~1080mm; Multiple arresting cables are correspondingly connected at both ends. In the direction along the track, the two ropes used for connecting the multiple arresting cables are twisted and connected to the main rope at the end where the energy absorber is located, so as to be connected with the rope output from the energy absorber through the main rope.

6. The monorail crane car protection device according to claim 1 or 5, characterized in that, The arresting cable assembly has one set or two sets; If there is a set, the corresponding blocking cable spans over the track, and the two ends of the blocking cable are connected to the ropes of the energy absorber on the side; If there are two sets, the corresponding tail hooks correspond to the arresting cable assemblies one by one, and the two sets of arresting cable assemblies are symmetrical about the left and right middle surfaces of the monorail crane, and the two ends of the arresting cable in the set are simultaneously connected to the ropes output from the energy absorber on the side.

7. The monorail crane car protection device according to claim 1, characterized in that, A damper is provided that provides damping for a rope connecting the energy absorber to the arresting cable assembly.

8. The monorail crane car protection device according to claim 7, characterized in that, There are multiple dampers, and the dampers and corresponding energy absorbers constitute the buffer components of the step buffer sequence; The rope segments between adjacent components in the step buffer sequence are slack buffer rope segments.

9. The monorail crane car protection device according to claim 8, wherein, The length of the buffer rope segment is 1.5 to 3 times the distance between adjacent buffer components.

10. The monorail crane car protection device according to claim 1, characterized in that, Energy absorbers are installed on the sides of the tunnel bottom; Correspondingly, the rope segment used to connect the barrier cable assembly and the energy absorber passes through a fixed pulley installed on the tunnel wall to make room for the tunnel passage.

11. The monorail crane car body protection device according to claim 1, characterized in that, The tail hook and the actuating device are installed on the brake car of the monorail crane or on a car section equipped with a brake device; Correspondingly, a braking device is provided on the brake vehicle or the corresponding vehicle section.

12. The monorail crane car protection device according to claim 11, wherein, The brake car or the car section is provided with a generator to supply power to the brake car or the corresponding car section onboard equipment; The power shaft of the generator is equipped with a driven wheel, and the driven wheel cooperates with the track to form a rolling friction pair.

13. The monorail crane car body protection device according to claim 11 or 12, characterized in that, The braking device and the actuating device are both hydraulic devices; Correspondingly, a hydraulic station is provided on the brake vehicle or the corresponding vehicle section to supply fluid to the hydraulic device.

14. A single-rail crane, characterized in that, Includes a set of car sections; One or two of the segments is equipped with a tail hook, which is installed on the corresponding segment through a rotating shaft. The corresponding rotating shaft is a horizontal shaft perpendicular to the extension direction of the track on which the monorail crane runs, so that the tail hook has a degree of freedom of swinging and has a working position and a storage position. When the tail hook is in the working position, the running path of the tail hook head passes through the blocking cable transversely arranged on the upper side of the track. When the tail hook is in the storage position, the running path of the tail hook is staggered with the blocking cable. An actuating device is also provided on the corresponding vehicle section, and the actuating device drives the tail hook to change position between the working position and the storage position.

15. A single-track crane system, characterized in that, include: Tracks, laid on top of the roadway; A monorail crane sports car protection device, which is the monorail crane sports car protection device as claimed in any one of claims 1 to 13; as well as A monorail crane runs on the track.

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