Mine hybrid drive rail car

Abstract

The application discloses a mine mixed drive type track passenger car, and belongs to the technical field of mine track passenger cars. The mine mixed drive type track passenger car comprises a driving system, a braking system, a control box and a passenger hanging chair. The I-shaped track line comprises a general track section and a rack track section with a rack. The driving system comprises a driving device which can move along the track. The braking system is integrated in the driving device and comprises a main braking mechanism and a failure braking mechanism. The main braking mechanism drives a braking assembly to clamp or release the track web through a linear driving unit. The failure braking mechanism is provided with an elastic trigger assembly and an electric locking unit. The electric locking unit is used for locking the position of the elastic trigger assembly. The elastic trigger assembly is used for controlling a trigger to brake the rack track section when the electric locking unit is unlocked. The control box is provided with a control module. The passenger hanging chair is provided with a control box, so that the driving and braking systems can be controlled. The structure can improve the safety through the double braking system and can be adapted to different track environments.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of mine rail passenger cars, and particularly relates to a mine hybrid drive rail passenger car running on an I-shaped rail line. BACKGROUND

[0002] The working environment in a coal mine usually requires workers to move from a working face to a shaft position in a long passageway, in which case, the traditional walking method is not only time-consuming, but also labor-intensive. At present, although there is the option of a downhole commuter locomotive, these locomotives are usually limited in number and only run at fixed times, making it difficult to meet the needs of workers for flexible commuting. In addition, the operation of such locomotives often relies on a dedicated rail system, which is not only costly, but also difficult to implement. In recent years, single I-shaped rails have been gradually used for material or personnel operation in coal mines, but the equipment running on the rails is large-scale transportation equipment, such as monorail cranes. However, the cost of transporting a small number of personnel back and forth by large equipment is high and the efficiency is low. Under this background, it has become an urgent problem to develop a small-sized passenger equipment with high safety.

[0003] In the prior art, a mine rail passenger device is disclosed in Chinese Patent No. CN119408571A, which runs on an ordinary I-shaped rail through a speed limiting device and a plurality of braking devices. However, when there are water stains, oil stains and other media on the surface of the rail, the device is prone to skidding when running on a slope section, and the braking safety is insufficient. In view of this problem, it is urgent to develop a passenger device that can stably run on a slope, has higher safety and a simpler structure. SUMMARY

[0004] The purpose of the present application is to provide a mine hybrid drive rail passenger car running on an I-shaped rail line to achieve safe and reliable operation on the I-shaped rail line.

[0005] To achieve the above purpose, the technical solution adopted by the present application is: a mine hybrid drive rail passenger car running on an I-shaped rail line, the I-shaped rail line comprising a general rail section and a rack section with a rack at the bottom; comprising:

[0006] A driving system comprising a driving device movable along the I-shaped rail line;

[0007] A braking system integrated on the driving device, comprising:

[0008] An active braking mechanism comprising a linear driving unit and a pair of braking components arranged oppositely, the linear driving unit being used to drive the braking components to clamp or release the rail web;

[0009] The failure brake mechanism comprises an elastic trigger assembly and an electric locking unit; the elastic trigger assembly comprises a first elastic member and a trigger member with a locking portion which is adapted to the tooth groove of the rack; the electric locking unit comprises a rotatable locking member, a first motor and a second elastic member, the first motor is used to drive the locking member to rotate a set angle; one end of the second elastic member is connected to the locking member and the other end is fixed on the driving device, which is used to apply a spring force to the locking member to make it separate from the trigger member; the locking member pushes against the trigger member to make the first elastic member store energy; when the first motor is powered off, the second elastic member drives the locking member to rotate and separate from the trigger member, so that the first elastic member releases and pushes the locking portion into the tooth groove of the rack;

[0010] The control box is fixedly arranged below the driving device and is provided with a control module for controlling the driving system and the braking system;

[0011] The passenger chair is connected to the bottom of the control box and is provided with a control box which is electrically connected to the control module.

[0012] In a possible embodiment, the driving device comprises a box body, a gear, at least one pair of roller assemblies, a transmission mechanism and a second motor; the box body moves along the I-shaped track line through the roller assemblies, the gear is arranged in the box body and is used to engage with the rack, the second motor is fixedly arranged on one side of the box body and is drivingly connected with the gear to provide driving force, and the transmission mechanism connects the gear and the roller assemblies to synchronously transmit the driving force.

[0013] In a possible embodiment, the transmission mechanism comprises a first sprocket connected to the gear shaft, a second sprocket connected to the wheel shaft of the roller assembly, and a roller chain used to connect the first sprocket and the second sprocket.

[0014] In a possible embodiment, the box body is provided with an opening at the top to expose part of the gear teeth; first and second side plates are respectively arranged above the two side walls of the box body towards the track web, the first and second side plates are parallel to the track web and symmetrically distributed on the two sides of the track web; the roller assemblies are rotatably arranged on the first and second side plates, respectively, the rollers of the roller assemblies are arranged on the two sides of the track web and are in rolling contact with the upper surface of the lower flange of the I-shaped track.

[0015] In a possible embodiment, the braking assembly comprises a braking arm and a braking block, the middle part of the braking arm is hingedly connected to the box body, the first end of the braking arm is connected to the braking block through a braking rod, and the braking rod is movably arranged in a guide cylinder arranged on the box body;

[0016] The linear drive unit comprises a third motor, a fixed sleeve fixed on the box, a first screw rod, a first screw sleeve seat and a second screw sleeve seat, the middle part of the first screw rod is rotatably installed in the fixed sleeve, the two ends of the first screw rod are respectively provided with first and second thread segments with opposite rotation directions, the first and second screw sleeve seats are respectively threadedly connected with the first and second thread segments, and the first screw sleeve seat is hingedly connected with the second end of one of the two brake arms, and the second screw sleeve seat is hingedly connected with the second end of the other brake arm.

[0017] The third motor is fixed on the box through a mounting seat and is drivingly connected with the first screw rod, and is used for driving the first screw rod to rotate forward and backward, so that the first and second screw sleeve seats drive the second ends of the two brake arms to move towards or away from each other, and then the two brake blocks are loosened or clamped on the rail web.

[0018] In a possible embodiment, the invalid brake mechanism further comprises a mounting plate, one end of the mounting plate is fixedly connected to the driving device, and first and second guide sleeves are fixedly arranged above the mounting plate in a spaced manner;

[0019] The trigger piece comprises a trigger rod, a baffle is fixed on the rod body of the trigger rod, the locking part is arranged at one end of the trigger rod, and the other end of the trigger rod is movably arranged in the first guide sleeve; the first elastic piece is installed on the first guide sleeve and abuts against the baffle and the mounting plate at two ends thereof;

[0020] The locking piece is fixedly connected to one end of a rotating rod, the rotating rod is rotatably arranged in the second guide sleeve, the other end of the rotating rod is connected with a first motor, and the first motor is fixed on the mounting plate;

[0021] One end of the second elastic piece is connected with the locking piece, and the other end of the second elastic piece is connected to a mounting bracket, one end of the mounting bracket is fixed on the driving device;

[0022] When the first motor is powered, the rotating rod drives the locking piece to rotate by a set angle, so that the locking piece abuts against the baffle to compress the first elastic piece, and the second elastic piece is stretched to store energy; when the first motor is powered off, the second elastic piece releases the elastic force and drives the locking piece to rotate reversely to disengage from the baffle, and the first elastic piece drives the trigger rod to move towards the toothed rail segment, so that the locking part is inserted into the tooth groove of the rack.

[0023] In a possible embodiment, the failure brake mechanism further comprises a reset mechanism, the reset mechanism comprising a second screw rod arranged in a vertical direction, a movable sleeve fixedly connected with a pressure head, and a threaded sleeve fixed on the mounting frame; the second screw rod is threadedly connected with the threaded sleeve, the upper end of the second screw rod extends out of the threaded sleeve and is sleeved with a locking nut, and the lower end of the second screw rod is fixedly connected with a rotating handle after penetrating through the threaded sleeve; the movable sleeve is coaxially sleeved on the outside of the second screw rod, the upper end surface of the movable sleeve is used for abutting against the lower surface of the locking nut, and the pressure head arranged on the upper end surface of the movable sleeve is used for abutting against the upper surface of the baffle.

[0024] When the failure brake mechanism is in the locked state, the handle is rotated to drive the second screw rod to move downward, so as to drive the movable sleeve to synchronously move downward and abut against the baffle, the pressure head abuts against the baffle and compresses the first elastic member, so that the locking part is separated from the tooth groove of the rack.

[0025] In a possible embodiment, the box body is fixedly connected with a counterweight on the other side.

[0026] In a possible embodiment, the control box is provided with a connecting seat at the bottom, and the top of the passenger chair is connected to the connecting seat.

[0027] In a possible embodiment, the control box is further integrated with a power supply module for supplying power to the control module, the driving system and the brake system.

[0028] The beneficial effects of the present application are as follows:

[0029] By arranging the double brake system of the active brake mechanism and the failure brake mechanism, active control and passive safety redundancy protection are realized. The active brake mechanism adopts a symmetrical clamp structure, the clamping force of the brake block on the track web is adjusted through a linear driving unit, and the deceleration or parking can be flexibly controlled in cooperation with the control of the second motor in normal operation; the failure brake mechanism is cooperated with the electric locking unit through the elastic triggering assembly, and when the system is powered off, the driving fails or the speed is out of control, the locking part is automatically or actively driven to be clamped into the rack rail tooth groove to form mechanical locking, and dynamic emergency braking is realized.

[0030] By dividing the I-shaped track line into a general track section and a rack track section, and configuring a composite driving structure of gear and rack meshing transmission and roller assembly friction transmission, the adaptation to different roadway environments is realized. The rack track section (inclined roadway) transmits traction force through the rigid meshing of the gear and the rack, avoiding the risk of traditional roller slipping; the general track section (flat roadway) relies on the friction drive of the rubber roller assembly.

[0031] The roller assembly is synchronously driven by a transmission mechanism and a gear, is centrally controlled by a single second motor, ensures consistency of power transmission, effectively prevents running bumping or jamming caused by different steps of multiple driving sources, and improves passenger comfort and equipment reliability. A set of devices is used to realize simultaneous passing of the rack section and the general rail section without the need for function switching.

[0032] The driving and braking system adopts a modular integrated design, realizes centralized control through a control module of a control box, and simplifies operation logic under complex working conditions. The driving device integrates the motor, the transmission mechanism and the braking assembly in the box body, cooperates with the counterweight to balance the gravity center, and improves the running stability; the passenger chair is provided with a portable control box supporting functions such as motor start-stop, speed adjustment and forced braking, and is combined with a hinged seat limiting baffle and a detachable reversing design, and has the advantages of riding safety and bidirectional running adaptability. BRIEF DESCRIPTION OF DRAWINGS

[0033] Figure 1 A perspective structural schematic view of a mine mixed driving type track passenger car in one direction is provided.

[0034] Figure 2 A perspective structural schematic view of a mine mixed driving type track passenger car in another direction is provided.

[0035] Figure 3 A perspective structural schematic view of a mine driving device is provided.

[0036] Figure 4 A perspective structural schematic view of a driving brake mechanism is provided.

[0037] Figure 5 A structural schematic view of a reset mechanism and a failure brake mechanism is provided.

[0038] Figure 6 A perspective structural schematic view of a passenger chair is provided.

[0039] Figure 7 A mixed driving type track passenger car provided by the application is provided.

[0040] Fig. 10, passenger chair; 11, cushion; 12, frame; 13, control box; 14, connecting sleeve; 15, limiting plate; 20, control box; 30, driving device; 31, second motor; 32, box body; 33, counterweight; 34, roller assembly; 35, double-row sprocket; 36, single-row sprocket; 37, first sprocket; 38, gear; 40, active brake mechanism; 41, brake arm; 42, brake lever; 43, brake block; 44, connecting block; 45, first threaded sleeve seat; 46, first screw; 461, first threaded section; 462, second threaded section; 47, second threaded sleeve seat; 48, fixing sleeve; 49, third motor; 50, rack section; 51, rack; 60, failure brake mechanism; 61, first motor; 62, mounting plate; 63, first elastic member; 64, trigger lever; 641, locking part; 642, baffle; 65, locking part; 651, connecting plate; 66, rotating lever; 67, second guide sleeve; 68, second elastic member; 70, reset mechanism; 71, handle; 72, second screw; 73, threaded sleeve; 74, mounting bracket; 75, movable sleeve; 76, pressure head; 80, general rail section. DETAILED DESCRIPTION

[0041] In order to make the technical solution of the present application better understood by those skilled in the art, the present application will be described in detail below with reference to the drawings, and the description in this part is only exemplary and explanatory, and should not have any limiting effect on the protection scope of the present application.

[0042] As shown in Figure 1 and Figure 2 , the present embodiment provides a hybrid drive type track passenger car running on an I-shaped track line, which comprises an I-shaped track line, a driving system, a brake system, a control box 20, and a passenger chair 10, etc.

[0043] Referring to Figure 1 and Figure 7 , the I-shaped track line comprises a general rail section 80 and a rack section 50 with a rack 51 at the bottom. The line can also comprise various forms, specifically including: the first one is that the whole line is a general rail section 80; the second one is a combination of a general rail section 80 for a flat roadway line and a rack section 50 for an inclined roadway line; and the third one is that the whole line is a rack section 50. The passenger car of the present application is applicable to all the above line forms, and the second and third ones are preferred. The structure of the general rail section 80 can refer to the track structure shown in Figure 7 , and the track structure of the rack section 50 can refer to the track structure shown in Figure 1 .

[0044] Referring to Figure 1 and Figure 3 , the driving system comprises a driving device 30 which can move along the I-shaped track line.

[0045] In some possible embodiments, the driving device 30 comprises a box 32, a gear 38, at least one pair of roller assemblies 34, a transmission mechanism and a second motor 31.

[0046] The gear 38 is rotatably mounted in the box 32 through a gear shaft, and an opening is formed in the top surface of the box 32 to expose part of the gear teeth of the gear 38, so that the gear teeth can be engaged with the rack 51 of the rack section 50. The top ends of the two side walls of the box 32 towards the track web are respectively fixed with a first side plate and a second side plate (both parallel to the track web), and a space for accommodating the I-shaped track is formed between the two plates.

[0047] With reference to Figure 3 The roller assemblies 34 of the driving device 30 are designed as two pairs and are oppositely mounted on the first side plate and the second side plate and are distributed forward and backward along the length direction of the track. The rollers are embedded in the guide notches on both sides of the I-shaped track, the wheel surface is in close contact with the upper surface of the lower flange of the track, and the engagement of the notches and the wheel surface forms a clamping structure for the track, so that the driving device 30 is suspended below the I-shaped track as a whole. On the one hand, the roller assemblies 34 bear the entire weight of the passenger car, and the rollers can roll along the length direction of the track to realize the walking function; on the other hand, the lateral limiting action of the notches on the rollers can limit the lateral deviation of the passenger car during operation, and provide guidance for the stable movement of the device on the track.

[0048] In some embodiments, the rollers can be made of rubber materials such as nitrile rubber to enhance the friction with the I-shaped track, while having good wear resistance, thereby improving the stability and service life of the device in operation.

[0049] With reference to Figure 3 In some possible implementations, the wheel shaft of the gear 38 extends from one side of the box 32, and the two ends of the wheel shaft are supported on the side wall of the box 32 through bearings; one end of the wheel shaft extending out is connected with the output shaft of the second motor 31 fixed on the side of the box 32 through a coupling, and the second motor 31 drives the gear 38 to rotate, thereby driving the entire driving device 30 to run along the I-shaped track.

[0050] Optionally, the second motor 31 is an explosion-proof permanent magnet variable frequency all-in-one machine.

[0051] With reference to Figure 1 and Figure 3 In some implementations, the transmission mechanism comprises a first sprocket 37 and a second sprocket: both are fixed on the wheel shaft of the gear 38 extending out and the wheel shaft of the roller assembly 34 on the same side of the first sprocket 37 through a flat key (or other equivalent key connection method); the first sprocket 37 and the second sprocket are connected through a roller chain to synchronously transmit the driving force of the second motor 31 to the roller assemblies 34. In this embodiment, the number of teeth of the first sprocket 37 and the second sprocket is set to be the same, so as to ensure the consistency of the rotating speed in the process of power transmission.

[0052] In this embodiment, in order to further improve the running stability, the roller shafts of the two roller assemblies 34 on the same side are respectively equipped with transmission sprockets: the end of the roller shaft near the gear 38 is fixed with a double-row sprocket 35, and the other end of the roller shaft is equipped with a single-row sprocket 36. The first sprocket 37 at the protruding end of the gear 38 shaft is engaged with the first row of chain teeth of the double-row sprocket 35 through a roller chain, and the second row of chain teeth of the double-row sprocket 35 is engaged with the single-row sprocket 36 through another roller chain. The power branch transmission structure realized through the double-row sprocket 35 can ensure that the two roller assemblies 34 on the same side obtain synchronous driving force; at the same time, the number of teeth of the double-row sprocket 35 and the single-row sprocket 36 is set to be consistent, so as to ensure that the rotating speeds of the two rollers are exactly the same, thereby effectively avoiding the track wear or running jam problem caused by the speed difference, and further improving the stability and traction force transmission efficiency of the driving device 30 in the track running process.

[0053] When the rack section 50 is running, the gear 38 is engaged with the rack 51 to convert the torque of the second motor 31 into traction force along the track, and at the same time drive the roller assembly 34 to roll to realize the composite operation; when the general rail section 80 is running, the gear 38 is disengaged from the rack 51, and the motor power drives the roller assembly 34 through the transmission mechanism to complete the walking relying on the friction force. The double-sided guide side plate cooperates with the roller assembly 34 to ensure that the device runs linearly along the track; the single motor driving design simplifies the structure while improving the reliability, and the overall scheme takes into account the traction force requirement of the rack section 50 when climbing and the flexibility of the general rail section 80. In addition, since the roller assembly 34 and the gear 38 run synchronously, there is no need for power switching of the rack and the general rail on the entire I-beam track line, the running is reliable, and the failure rate is low.

[0054] Reference Figure 4 and Figure 5 In some possible embodiments, a braking system is integrated on the driving device 30, which includes a main braking mechanism 40 and a failure braking mechanism 60.

[0055] Reference Figure 4 The main braking mechanism 40 adopts a symmetrical clamp braking structure, specifically including a linear driving unit and two braking assemblies arranged oppositely: the linear driving unit is used to drive the two braking assemblies to realize the clamping or loosening action on the web of the track. Each braking assembly includes a braking arm 41, a braking rod 42 and a braking block 43; wherein the middle part of the braking arm 41 is hinged to the corresponding side plate of the box body 32 through a connecting block 44 to form a lever type transmission fulcrum; the upper end of the braking arm 41 connects the braking block 43 through the braking rod 42, the braking rod 42 is movably arranged in the guide cylinder on the side plate, and can move in the guide cylinder in the direction perpendicular to the web of the track. A pair of braking assemblies are controlled to act by the linear driving unit to realize the contact or separation of the braking block 43 and the web of the track.

[0056] With reference to the foregoing Figure 4 In some embodiments, the linear drive unit specifically comprises a third motor 49, a fixed sleeve 48, a first screw rod 46, a first screw sleeve 45 and a second screw sleeve 47. The fixed sleeve 48 is fixed to the side wall of the box 32, and the middle part of the first screw rod 46 is rotatably installed in the fixed sleeve 48 and is supported thereby. The two ends of the first screw rod 46 are respectively machined with first and second thread segments 461 and 462 with opposite rotation directions, and are respectively screwed with the first and second screw sleeves 45 and 47. The two screw sleeves are respectively provided with connecting lugs, wherein the first screw sleeve 45 is hingedly connected with the lower end of one of the brake arms 41 through a pin shaft, and the second screw sleeve 47 is hingedly connected with the lower end of the other brake arm 41 through a pin shaft. One end of the first screw rod 46 is connected with the output shaft of the third motor 49 through a coupling, and the third motor 49 is fixed to the side wall of the box 32 through a mounting seat.

[0057] In operation, the third motor 49 drives the first screw rod 46 to rotate forward and backward, thereby synchronously driving the first and second screw sleeves 45 and 47 to move axially towards or away from each other through the first and second thread segments 461 and 462 with opposite rotation directions; the screw sleeves pull the lower ends of the two brake arms 41 to move synchronously through the pin shafts. When moving towards each other, the brake blocks 43 release the track web; when moving away from each other, the brake blocks 43 clamp the track web. In addition, the active brake mechanism 40 can realize self-locking function through trapezoidal thread transmission, so as to ensure that the brake state can be maintained in the case of power failure.

[0058] Optionally, the third motor 49 is a servo motor.

[0059] In normal parking operation, the second motor 31 is stopped to realize preliminary braking, and the active brake mechanism of the present embodiment further clamps the track web, thereby forming double protection, which is especially suitable for inclined lane parking or heavy load working conditions, and prevents the vehicle from sliding due to gravity or inertia. In addition, the mechanism has the self-locking function of trapezoidal thread transmission, and can still maintain the brake state after the system is powered off, so that the active brake mechanism will work cooperatively to ensure parking safety when the passenger car is temporarily parked, people get on or off, or parked for a long time.

[0060] With reference to the foregoing Figure 5 In some possible embodiments, the fail-safe brake mechanism 60 comprises an elastic trigger assembly and an electric lock unit.

[0061] The elastic trigger assembly comprises a first elastic member 63 and a trigger member. The trigger member comprises a trigger rod 64, a baffle 642 and a locking portion 641, which are integrally formed by a casting or welding process. Specifically, the upper portion of the trigger rod 64 is provided with the baffle 642, and the top portion is provided with the locking portion 641 which can be matched with the tooth groove of the rack 51 (can be inserted into the tooth groove to realize locking); the lower end is a square rod body which is movably arranged in the first guide sleeve fixed on the mounting plate 62, and the inner hole shape of the guide sleeve is matched with the lower end of the trigger rod 64 to limit the circumferential rotation. At the same time, the first elastic member 63 is a compression spring which is sleeved outside the first guide sleeve, and the two ends thereof are respectively abutted with the baffle 642 and the mounting plate 62. When the baffle 642 drives the trigger rod 64 to move downward, the first elastic member 63 will be compressed and stored.

[0062] When the first elastic member 63 is released, the locking portion 641 can hit the tooth top surface of the rack 51; but since the trigger member and the first elastic member 63 are elastically connected, in the process of continuing to move the passenger vehicle, the locking portion 641 will be automatically clamped into the subsequent tooth groove under the continuous action of the first elastic member 63, thereby realizing the dynamic locking function of the passenger vehicle. Through the real-time meshing of the locking portion 641 and the tooth groove, the sliding or reverse movement of the equipment under the non-expected working condition is effectively prevented, and the safety of the personnel during the operation is ensured.

[0063] In some embodiments, the mounting plate 62 is further fixed with a spring mounting sleeve, and the first elastic member 63 is arranged in the mounting sleeve; the spring mounting sleeve realizes radial limiting through the cooperation of the inner wall thereof and the outer periphery of the upper portion of the first elastic member 63, so as to prevent the elastic member from being deviated laterally in the compression or rebound process.

[0064] Continuing to refer to Figure 5 In some possible embodiments, the electric locking unit comprises a locking member 65, a first motor 61 and a second elastic member 68. The mounting plate 62 is provided with a second guide sleeve 67, and a rotatable rotating rod 66 is arranged inside the second guide sleeve 67; the locking member 65 is fixed to the upper end of the rotating rod 66, and the lower end of the rotating rod 66 penetrates through the mounting plate 62 and is connected with the first motor 61 fixed below the mounting plate 62 through a shaft coupling, and the locking member 65 is driven by the motor to rotate by a set angle. Optionally, the first motor 61 can be a stepping motor, and the output torque of the selected stepping motor should be greater than the sum of the spring force and the friction force and other resistance torques.

[0065] When the first elastic member 63 is compressed and stored, the locking member 65 abuts against the upper surface of the baffle 642 of the trigger member, forming mechanical limiting. The locking member 65 is further provided with a connecting plate 651, and correspondingly, the side wall of the box body 32 is fixedly connected with a mounting bracket 74, and the two ends of the second elastic member 68 are connected with the connecting plate 651 and the mounting bracket 74 respectively. Optionally, the second elastic member 68 can be a tensile spring.

[0066] The braking process of the trigger is as follows: when the first motor 61 is powered off, the rotating rod 66 is unlocked and can rotate freely, and the second elastic member 68 releases the reset elastic force to pull the locking member 65 to rotate by a set angle to disengage from the baffle 642. At this time, the locking part 641 of the trigger is clamped into the tooth groove of the toothed rail under the pushing force of the first elastic member 63, and the braking action is completed. This mechanism triggers mechanical reset through motor power-off, ensuring reliable braking in emergency situations such as power failure, further improving the safety redundancy of the passenger car.

[0067] The reset process of the trigger is as follows: when the first motor 61 is powered on, the trigger is moved to the specified position under external force driving, and then the control module drives the first motor 61 to rotate by a set angle, driving the locking member 65 to rotate above the baffle 642. When the external force acting on the trigger is removed, the locking member 65 re-contacts with the baffle 642, completing the position locking of the trigger, so that it returns to the initial state to wait for the next braking trigger. This reset mechanism cooperates with the mechanical structure through active driving of the motor, ensuring that the trigger can reliably reset and keep the locking state after braking.

[0068] The emergency braking mechanism design under non-power-off conditions is as follows: in the scenario where the passenger car is running along the inclined lane and is not powered off, if the speed is out of control, an emergency situation occurs, the second motor braking fails, the active braking mechanism fails, the braking force is insufficient, etc., the control module can actively control the first motor 61 to be powered off or to rotate in reverse, driving the locking member 65 to disengage from the baffle 642. At this time, the locking part 641 of the trigger is clamped into the tooth groove of the toothed rail under the pushing force of the first elastic member 63, realizing forced braking. This design actively triggers mechanical braking through electric control, forming double safety protection, even if the active braking system fails, it can still respond quickly through the standby path, further strengthening the safety redundancy of inclined lane transportation.

[0069] When the inclined lane needs to be stopped, the control module controls the second motor 31 to stop rotating, uses its own stop function to realize working braking, completes the stopping operation, and does not need to control the trigger action.

[0070] In some embodiments, the trigger realizes position movement under external force driving through the reset mechanism 70. The reset mechanism 70 specifically includes a second screw rod 72 arranged vertically, an active sleeve 75 fixedly connected with a pressure head 76, and a threaded sleeve 73 fixed on a mounting bracket 74.

[0071] The second screw rod 72 is in threaded cooperation with the threaded sleeve 73, the upper end of the second screw rod 72 extends out of the threaded sleeve 73 and is sleeved with a locking nut, and the lower end of the second screw rod 72 is fixedly connected with the rotating handle 71 after penetrating through the threaded sleeve 73. The active sleeve 75 is coaxially sleeved outside the second screw rod 72, the upper end surface of the active sleeve 75 is used for abutting against the lower surface of the locking nut, and the pressure head 76 provided on the sleeve is used for contacting the upper surface of the baffle 642 of the trigger.

[0072] When the handle 71 rotates the second screw 72, the screw thread cooperation makes the second screw 72 move axially, pushing the movable sleeve 75 to move up and down synchronously through the locking nut, and then pushing the trigger blocking plate 642 by the pressure head 76, so as to realize the position adjustment of the trigger.

[0073] When the trigger needs to be reset after locking, the handle 71 is rotated to drive the second screw 72 to move downward, driving the movable sleeve 75 to move downward synchronously, so that the pressure head 76 presses on the blocking plate 642 and compresses the first elastic member 63, until the locking part 641 is separated from the tooth groove of the rack 51. In the embodiment, the movable sleeve 75 and the pressure head 76 can rotate freely on the second screw 72. After the trigger is pressed to the set position, the control module drives the first motor 61 to drive the locking part 65 to rotate to the upper side of the blocking plate 642; then the reset mechanism 70 is manually operated to release the pressure head 76, and the pressure head 76 is rotated to a non-interference position, at which time the passenger car can start running.

[0074] If the passenger car needs to run on the general rail section 80 for a long time, the reset mechanism 70 can be used to mechanically press the trigger to make the invalid brake mechanism 60 lose its effect. When the passenger car needs to be powered off to stop running on the rack section 50, the trigger invalid brake mechanism 60 can be locked in position.

[0075] In addition, when the system is powered off and the car needs to be moved, the reset mechanism 70 can also be used as a way to manually release the elastic trigger assembly. In addition, if the active brake mechanism 40 is still in the braking state, some components can be removed, and the first screw 46 can be manually rotated to release the brake on the rail web.

[0076] In some embodiments, in order to balance the center of gravity of the passenger car, a counterweight 33 is connected to the opposite side of the second motor 31 and the transmission mechanism on the side of the box body 32 through bolts and other fasteners.

[0077] In some embodiments, the control box 20 is fixed to the bottom of the box body 32, and the structure includes an outer frame and an internal power supply module and a control module: the power supply module supplies power to each module of the passenger car, and the control module controls the motors of the brake system and the drive system.

[0078] Reference Figure 6 In some embodiments, the control box 20 is connected to the passenger chair 10 at the bottom, and the passenger chair 10 includes a frame 12, and the frame 12 is provided with a seat cushion 11 and a control box 13. The control box 13 is installed at a position convenient for hand operation, and is provided with a power switch, buttons for controlling the start and stop of each motor, and a second motor speed control button, etc., so that direct control of the passenger car can be realized through the control box 13.

[0079] In some examples, the control box 20 is provided with a hinged seat at the bottom, and the top of the frame 12 of the passenger chair 10 is connected to the hinged seat through a pin shaft. In order to limit the swing amplitude of the passenger chair 10, limit plates 15 are installed on both sides of the hinged seat. In addition, the passenger chair 10 adopts a detachable design, and when the passenger vehicle needs to switch between forward and reverse running, the riding orientation can be adjusted by switching the installation direction of the passenger chair 10.

[0080] In the actual operation of the passenger vehicle, the power supply switch of the control box 13 needs to be turned on during the starting and running stage, and the second motor 31 of the drive system needs to be started after the control module completes the initialization. When driving from the general rail section 80 to the toothed rail section 50, the gear 38 is guided to engage with the rack 51 through the gradual change rack, and the motor driving force is synchronously transmitted to the roller assembly 34 through the transmission mechanism, forming a composite operation; after entering the general rail section 80, the gear 38 is disengaged from the rack 51, and the second motor 31 synchronously drives the roller assembly 34 to realize walking relying on the friction force between the wheel surface and the track. During the entire running process, the start and stop of the second motor 31 and the speed adjustment can be directly controlled through the buttons of the control box 13, and the cooperation of the double-sided guide side plate and the roller assembly 34 ensures the straight and stable movement of the equipment along the track.

[0081] The braking and parking operation needs to be flexibly selected according to the working conditions: when normally parking, the second motor 31 can be stopped by pressing the stop button of the control box 13, and the preliminary parking can be realized by using its own braking function; if parking on a slope section, the third motor 49 can be started, and the symmetric clamp structure of the active braking mechanism 40 can clamp the rail web to form double braking guarantee and prevent the vehicle from sliding due to slope. In emergency situations, the system has multiple safety mechanisms: when power failure or drive failure occurs, the elastic trigger assembly of the failed braking mechanism 60 will automatically clamp the locking part 641 into the rack 51 tooth groove of the toothed rail section 50 through the pushing force of the first elastic member 63 after the first motor 61 is powered off, realizing locking; if sudden conditions such as speed out of control occur, the forced braking button on the control box 13 can also be pressed to actively drive the failed braking mechanism 60 to act, and the track is forced to lock to quickly stop.

[0082] The brake reset operation needs to be performed in steps: after emergency braking, the rotating handle 71 of the reset mechanism 70 drives the second screw rod 72 to move downward, drives the pressure head 76 to push the trigger piece baffle 642, compresses the first elastic piece 63 to make the locking part 641 disengage from the tooth groove, and then the control module drives the first motor 61 to rotate, drives the locking piece 65 to rotate to the upper side of the baffle 642 to complete the locking. If long-term operation in the general rail section 80 is needed, the reset mechanism 70 can be continuously mechanically pressed downward to trigger the piece to temporarily disable the invalid brake mechanism 60 to avoid interference. When the system is powered off and the car needs to be moved, if the active brake mechanism 40 is in the braking state, the first screw rod 46 can be manually rotated to release the track web clamping after the motor is removed; at the same time, the reset mechanism 70 is used to release the invalid brake mechanism 60, so that the equipment can be moved flexibly.

[0083] It should be noted that in this document, the terms "comprise", "comprising", or any other variant thereof are intended to cover non-exclusive inclusions, so that processes, methods, articles, or equipment that include a series of elements not only include those elements, but also include other elements not explicitly listed, or inherent to such processes, methods, articles, or equipment.

[0084] The principles and implementation modes of the present application are described by applying specific examples in this document, and the above examples are only used to help understand the method of the present application and its core idea. The above description is only the preferred implementation mode of the present application, and it should be pointed out that due to the limited nature of the language expression, there are infinite specific structures, and for ordinary skilled persons in the technical field, some improvements, refinements or changes can be made without departing from the principles of the present application, and the above technical features can also be combined in an appropriate manner; these improvements, refinements, changes or combinations, or the direct application of the inventive concept and technical solution to other occasions without improvement, should be regarded as the protection scope of the present application.

Claims

1. A mine use hybrid drive track personnel vehicle for running on an I- beam track line, the I-beam track line comprising a standard rail section and a bottom rack toothed rack section; characterized in that, The utility model relates to a passenger lifting chair with active and fail-safe brake mechanism, comprising: a driving system comprising a driving device movable along an I-shaped track line; a brake system integrated on the driving device, comprising: an active brake mechanism comprising a linear driving unit and a pair of brake assemblies arranged oppositely, the linear driving unit being used to drive the brake assemblies to clamp or release the track web; a fail-safe brake mechanism comprising an elastic trigger assembly and an electric locking unit; the elastic trigger assembly comprises a first elastic member and a trigger member with a locking portion adapted to the tooth groove of the rack; the electric locking unit comprises a rotatable locking member, a first motor and a second elastic member, the first motor being used to drive the locking member to rotate by a set angle; one end of the second elastic member is connected to the locking member, and the other end is fixed on the driving device, and is used to apply an elastic force to the locking member to make it disengage from the trigger member; the locking member is pressed against the trigger member to store energy in the first elastic member; when the first motor is powered off, the second elastic member drives the locking member to rotate and disengage from the trigger member, so that the first elastic member is released and pushes the locking portion to insert into the tooth groove of the rack; a control box fixedly arranged below the driving device, which is configured with a control module for controlling the driving system and the brake system; a passenger lifting chair connected at the bottom of the control box, which is provided with a control box electrically connected to the control module.

2. The hybrid drive track personnel carrier for mining operations as claimed in claim 1, wherein, The driving device comprises a box body, a gear, at least one pair of roller assemblies, a transmission mechanism and a second motor; the box body moves along the I-shaped track line through the roller assemblies, the gear is arranged in the box body for meshing with the rack, the second motor is fixedly installed on one side surface of the box body and is drivingly connected with the gear to provide driving force, and the transmission mechanism connects the gear with the roller assemblies to synchronously transmit driving force.

3. The hybrid drive track personnel carrier for mining as claimed in claim 2, wherein, The transmission mechanism comprises a first sprocket connected to the gear shaft, a second sprocket connected to the shaft of at least one roller assembly, and a roller chain for connecting the first sprocket and the second sprocket.

4. The hybrid drive track personnel carrier of claim 2, wherein, The box body is provided with an opening at the top to expose part of the gear teeth; first and second side plates are respectively arranged above the two side walls of the box body towards the track web, the first and second side plates are parallel to the track web and symmetrically distributed on both sides of the track web; the roller assemblies are rotatably installed on the first and second side plates oppositely, and the rollers of the roller assemblies are arranged on both sides of the track web and rollingly contact the upper surface of the lower flange of the I-shaped track.

5. The hybrid drive track personnel carrier of claim 2, wherein, The brake assembly comprises a brake arm and a brake block, the middle part of the brake arm is hinged to the box body, the first end of the brake arm is connected to the brake block through a brake lever, and the brake lever is movably arranged in a guide cylinder arranged on the box body. The linear drive unit comprises a third motor, a fixed sleeve fixed to the box, a first screw rod, a first screw sleeve seat and a second screw sleeve seat, the middle part of the first screw rod is rotatably installed in the fixed sleeve, the two ends of the first screw rod are respectively provided with first and second thread segments with opposite rotation directions, the first and second screw sleeve seats are respectively threadedly connected with the first and second thread segments, and the first screw sleeve seat is hingedly connected with the second end of one of the two brake arms, and the second screw sleeve seat is hingedly connected with the second end of the other brake arm. The third motor is fixed to the box through a mounting seat and is drivingly connected with the first screw rod, and is used for driving the first screw rod to rotate forward and backward, so that the first and second screw sleeve seats drive the second ends of the two brake arms to move towards or away from each other, and then the two brake blocks are loosened or clamped on the rail web.

6. The hybrid drive track personnel carrier of claim 1, wherein, The failure brake mechanism further comprises a mounting plate, one end of the mounting plate is fixedly connected to the driving device, and first and second guide sleeves are fixedly arranged above the mounting plate. The trigger piece comprises a trigger rod, a baffle is fixedly arranged on the rod body of the trigger rod, the locking part is arranged at one end of the trigger rod, and the other end of the trigger rod is movably arranged in the first guide sleeve; the first elastic piece is installed on the first guide sleeve and abuts against the baffle and the mounting plate at two ends thereof. The locking piece is fixedly connected to one end of a rotating rod, the rotating rod is rotatably arranged in the second guide sleeve, the other end of the rotating rod is connected to a first motor, and the first motor is fixed to the mounting plate. One end of the second elastic piece is connected to the locking piece, and the other end of the second elastic piece is connected to a mounting frame, and one end of the mounting frame is fixed to the driving device. When the first motor is powered, the rotating rod drives the locking piece to rotate by a set angle, so that the locking piece abuts against the baffle to compress the first elastic piece, and the second elastic piece is stretched to store energy; when the first motor is powered off, the second elastic piece releases the elastic force and drives the locking piece to rotate reversely to be separated from the baffle, and the first elastic piece drives the trigger rod to move towards the rack segment, so that the locking part is inserted into the tooth groove of the rack.

7. The hybrid drive track vehicle of claim 6, wherein, The failure brake mechanism further comprises a reset mechanism, the reset mechanism comprises a second screw rod arranged in a vertical direction, a movable sleeve fixedly connected with a pressing head, and a threaded sleeve fixed to the mounting frame; the second screw rod is threadedly connected with the threaded sleeve, the upper end of the second screw rod protrudes out of the threaded sleeve and is sleeved with a locking nut, and the lower end of the second screw rod penetrates through the threaded sleeve and is fixedly connected with a rotating handle; the movable sleeve is coaxially sleeved on the outside of the second screw rod, the upper end surface of the movable sleeve is used for abutting against the lower surface of the locking nut, and the pressing head arranged on the movable sleeve is used for abutting against the upper surface of the baffle; When the failure brake mechanism is in the locking state, the handle is rotated to drive the second screw rod to move downward, so as to drive the movable sleeve to move downward synchronously and abut against the baffle, the pressing head abuts against the baffle again and compresses the first elastic piece, so that the locking part is separated from the tooth groove of the rack.

8. The hybrid drive track personnel carrier of claim 2, wherein, A counterweight is fixedly connected to the other side of the box.

9. The hybrid drive track vehicle of claim 1, wherein, A connecting seat is arranged at the bottom of the control box, and the top of the passenger chair is connected to the connecting seat.

10. The hybrid drive track vehicle of claim 1, wherein, The control box is also integrated with a power module for supplying power to the control module, the driving system and the braking system.

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