Brake trolley with speed measuring device for monorail crane

Abstract

The invention discloses a monorail crane brake trolley with a speed measuring device, which comprises a brake trolley assembly movably connected to an I-shaped rail, the assembly is provided with a contact speed measuring assembly and an overspeed protection assembly in an integrated manner, and the contact speed measuring assembly and the overspeed protection assembly are respectively arranged on two sides of a rail web. The braking trolley assembly is connected with the locomotive driving part through a flexible connecting mechanism composed of the pull rod and the connecting plate, and smooth transition and speed synchronization of curve running are guaranteed. The contact type speed measuring assembly detects the speed of the locomotive in real time through the starting wheel pressed by the spring and the speed encoder. The overspeed protection assembly comprises a centrifugal releaser rotating coaxially with the walking wheels, a shifting rod and a hydraulic braking system, and when the vehicle speed is normal, the shifting rod locks the hydraulic braking system; when the vehicle speed exceeds the limit, the centrifugal releaser is triggered, the push rod directly pokes the poking rod to rotate, constraint on the hydraulic braking system is relieved, the hydraulic braking system is reset immediately, emergency braking is implemented, and the device is particularly suitable for complex working conditions of an underground coal mine.

Description

Technical Field

[0001] This invention relates to a braking trolley, specifically a braking trolley for a monorail crane equipped with a speed measuring device, belonging to the technical field of auxiliary transportation equipment in coal mines. Background Technology

[0002] Coal mine underground auxiliary transportation equipment is mainly used to transport equipment, personnel, and materials underground. Monorail locomotives, due to their low surface requirements and space-saving design, have become the most widely used type of underground auxiliary transportation equipment. To ensure the safety of the driver and the smooth and reliable operation of the locomotive, it is generally required to have a braking trolley to ensure that the locomotive can brake at any time in emergency or steep slope situations. Due to the limited space conditions underground, there are certain requirements for the installation and fixing of the braking trolley. As a key piece of equipment in coal mine underground auxiliary transportation, the operational safety of monorail locomotives is of paramount importance, especially under conditions of complex roadways and limited space. Reliable overspeed monitoring and braking are the core of ensuring the safety of personnel and equipment.

[0003] In existing technologies, such as the self-driven mining monorail trolley disclosed in CN116639153A, an independent speed-measuring trolley is towed behind the drive unit via a connecting device. This trolley is equipped with an encoder or centrifugal speed limiter for speed monitoring. Another example is a monorail trolley, carrying trolley, and centrifugal speed-limiting wheel disclosed in CN216642889U, which employs a structure with a slide rod and centrifugal block containing a precision return spring inside the centrifugal speed-limiting wheel. This aims to solve the problem of unbalanced force and reduced triggering accuracy in traditional double centrifugal block structures. Furthermore, there is also a monorail speed-measuring trolley that uses a spring-loaded swing arm to keep the speed-measuring wheel in contact with the track for real-time speed measurement, with the centrifugal speed-limiting component located on the other side of the frame. However, the aforementioned existing technical solutions still have several technical problems that urgently need to be solved. First, the connection between the towed independent speed measuring trolley and the locomotive drive unit is usually a simple rigid or semi-rigid connection. When the locomotive passes through curves, the trolley has difficulty adapting to the changes in track curvature, which can easily lead to motion interference, jamming, or even the speed measuring wheel derailing. This not only affects the continuity of speed measurement but may also cause mechanical failures. Second, existing technologies often do not couple the speed measuring "sensing" function with the overspeed braking "triggering" function tightly and directly in terms of mechanical linkage. For example, although some solutions synchronize the centrifugal speed limiting wheel with the traveling wheel, its triggered action needs to go through a series of intermediate transmission mechanisms to act on the brake valve. The chain is long, which poses a risk of response delay and false triggering due to severe underground vibrations. Third, some solutions use complex multi-cylinder or scissor brake structures to pursue braking reliability, but this makes the entire braking trolley bulky, which is not conducive to installation and layout in the compact underground roadway space. Summary of the Invention

[0004] The purpose of this invention is to provide a braking trolley for a monorail crane with a speed measuring device in order to solve at least one of the above-mentioned technical problems.

[0005] The present invention achieves the above objectives through the following technical solution: a braking trolley for a monorail crane with a speed measuring device, comprising a braking trolley assembly, the braking trolley assembly being movably connected to an I-shaped track, and the braking trolley assembly integrating a contact speed measuring component and an overspeed protection component; The contact speed measuring component and the overspeed protection component are located on opposite sides of the track. The speed measuring end of the contact speed measuring component is attached to the side of the track, while the speed limiting end of the overspeed protection component is initially separated from the track.

[0006] As a further embodiment of the present invention: the braking trolley assembly includes a structural frame and trolley wheels. The trolley wheels are symmetrically rotatably connected to the structural frame. The trolley wheels are located on both sides of the track and are rolled on the bottom surface of the lower flange of the track.

[0007] As a further embodiment of the present invention: the contact speed measuring component is mounted on the structural frame and located on one side of the track web. The contact speed measuring component includes a speed encoder, a starting wheel, a first spring, a first balance frame, a first fixed frame, and a first shaft end connection component. The first fixed frame is fixed to the structural frame by bolts and is relatively fixed to the trolley's traveling wheels during the braking trolley's movement. One end of the first balance frame is connected to the first fixed frame through the first shaft end connection component, and the other end of the first balance frame is connected to the first fixed frame through a suspension-set first spring. The speed encoder and the starting wheel are both connected to the first balance frame, and the input shaft of the speed encoder is connected to the axle of the starting wheel. The rotation of the starting wheel is converted into an electrical signal in real time by the speed encoder. The contact speed measuring component calculates the speed of the trolley's traveling wheels based on the number of revolutions of the starting wheel passing through the speed encoder per unit time.

[0008] As a further embodiment of the present invention: the overspeed protection component is installed on the structural frame and is located on the other side of the track web. The overspeed protection component includes a centrifugal release device, a lever, a hydraulic braking system, a second balance frame, a second fixed frame, a second shaft end connecting component, and a second spring. The second fixed frame is fixed to the structural frame by bolts and is relatively fixed to the trolley's traveling wheels during the braking trolley's movement. One end of the second balance frame is connected to the second fixed frame through the second shaft end connecting component, and the other end of the second balance frame is connected to the second fixed frame through a suspended second spring. The centrifugal release device is installed on the second balance frame, and through the elastic force of the second spring on the second balance frame, the centrifugal release device always adheres to the track.

[0009] As a further embodiment of the present invention, the overspeed protection component also includes a lever and a hydraulic braking system. The hydraulic braking system is fixedly connected to the second fixed frame, and the lever is hinged to the second fixed frame by a pin. When the vehicle speed is normal, one end of the lever is located on the ejection path of the centrifugal release push rod, and the other end of the lever constrains the reset mechanism of the hydraulic braking system.

[0010] As a further aspect of the present invention: when the vehicle speed exceeds the limit, the centrifugal release device is triggered, its push rod pops out and strikes the lever to make it rotate, thereby releasing the constraint on the hydraulic braking system. The hydraulic braking system immediately resets under the action of its internal spring and implements emergency braking.

[0011] As a further embodiment of the present invention: a tie rod is fixedly connected to one end of the structural frame, and a connecting plate is movably connected to the other end of the tie rod through a docking seat. A driving part is also provided on the track, and the driving part is fixedly connected to the connecting plate.

[0012] The beneficial effects of this invention are: This invention achieves a high degree of integration and a compact structure by placing the contact speed measuring component and the overspeed protection component on both sides of the track web and integrating them onto the same structural frame. This greatly saves valuable installation space underground. Furthermore, it uses a flexible connection method with tie rods and connecting plates to connect the braking trolley component to the locomotive drive unit, ensuring strict synchronization between the braking trolley and the locomotive speed when traveling in a straight line. When the locomotive passes through a curve, this flexible connection allows the trolley frame to generate the necessary deflection and displacement relative to the drive unit, so that the trolley's traveling wheels and speed measuring wheels can smoothly follow the curved track. This completely solves the problems of jamming, derailment, and speed measuring failure that easily occur in traditional rigid connection trolleys on curves, making it highly adaptable. The centrifugal release device in the overspeed protection component of this invention is directly installed on the shaft that rotates synchronously with the trolley's traveling wheels, so that its speed perception is without any delay; when the speed exceeds the limit, the push rod inside it pops out directly and hits the lever that is in physical contact with it. The rotation of the lever instantly releases the mechanical constraint on the hydraulic braking system. The entire process, from speed perception and judgment to braking execution, is a direct mechanical action without any electrical signal conversion and transmission links. The response is extremely fast and it is completely unaffected by the harsh electromagnetic environment, humidity, and dust in the well. Its anti-interference ability and reliability far exceed those of the electrical control system. The contact speed measuring component of this invention ensures that its starting wheel is always pressed tightly against the top surface of the track through the constant tension of the spring, thus guaranteeing the continuity and accuracy of the speed encoder's signal acquisition. Under normal speed, the hydraulic braking system is physically locked by the lever, eliminating false braking caused by vibration. Only in the specific dangerous condition of overspeeding is an irreversible braking action triggered by the direct physical quantity of centrifugal force, providing the highest level of safety guarantee for monorail transportation in coal mines. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the installation structure of the braking trolley of the present invention; Figure 2 This is a schematic diagram of the braking trolley structure of the present invention; Figure 3 This is a schematic diagram of the contact speed measuring component of the present invention; Figure 4 This is a schematic diagram of the overspeed protection component structure of the present invention; In the diagram: 1. Structural frame; 2. Contact speed measuring component; 21. Speed ​​encoder; 22. Starter wheel; 23. First spring; 24. First balance frame; 25. First fixed frame; 26. First shaft end connection component; 3. Overspeed protection component; 31. Centrifugal release device; 32. Lever; 33. Hydraulic braking system; 34. Second balance frame; 35. Second fixed frame; 36. Second shaft end connection component; 37. Second spring; 4. Trolley traveling wheel; 5. Tie rod; 6. Docking seat; 7. Connecting plate; 8. Track; 9. Drive unit. Detailed Implementation

[0014] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0015] Example 1, as Figures 1 to 4 As shown, a braking trolley for a monorail crane with a speed measuring device includes a braking trolley assembly, which is movably connected to an I-shaped track 8. The braking trolley assembly integrates a contact speed measuring component 2 and an overspeed protection component 3. The contact speed measuring component 2 and the overspeed protection component 3 are respectively located on both sides of the track 8. The speed measuring end of the contact speed measuring component 2 is attached to the side of the track 8, and the speed limiting end of the overspeed protection component 3 is separated from the track 8 in the initial state.

[0016] The speed measuring end of the contact speed measuring component 2 is directly attached to the side of the track, eliminating errors from indirect measurement and ensuring that the data obtained is first-hand, accurate speed data of the relative motion between the locomotive and the track, providing a reliable basis for overspeed judgment. Meanwhile, the speed limiting end of the overspeed protection component 3 is initially separated from the track, ensuring that the component does not generate any additional frictional resistance or wear when the locomotive is traveling within the normal speed range. This guarantees operational efficiency and extends the service life of the device, and it only intervenes under the specific dangerous condition of overspeed.

[0017] Example 2, in addition to all the technical features of Example 1, also includes: a braking trolley assembly comprising a structural frame 1 and trolley wheels 4. The trolley wheels 4 are symmetrically rotatably connected to the structural frame 1, and are distributed on both sides of the track 8. The trolley wheels 4 are also rolled on the bottom surface of the lower flange of the track 8. By symmetrically rolling the trolley wheels 4 onto the bottom surface of the lower flange of the track 8, a stable suspension and travel system is established for the entire braking trolley assembly. The symmetrically arranged wheels 4 can evenly distribute the weight of the trolley and its connected components, preventing jamming or abnormal wear due to uneven loading. Direct contact with the bottom surface of the lower flange of the track allows the trolley to closely follow the direction of the track.

[0018] The contact speed measuring component 2 is installed on the structural frame 1 and is located on one side of the web of the track 8. The contact speed measuring component 2 includes a speed encoder 21, a starting wheel 22, a first spring 23, a first balance frame 24, a first fixed frame 25, and a first shaft end connecting component 26. The first fixed frame 25 is fixed to the structural frame 1 by bolts. The first fixed frame 25 is relatively fixed to the trolley traveling wheel 4 during the braking trolley's movement. One end of the first balance frame 24 is connected to the first fixed frame 25 through the first shaft end connecting component 26, and the other end of the first balance frame 24 is connected to the first fixed frame 25 through the suspension setting of the first spring 23. The speed encoder 21 and the starting wheel 22 are both connected to the first balance frame 24, and the input shaft of the speed encoder 21 is connected to the wheel axle of the starting wheel 22. The rotation of the starting wheel 22 is converted into an electrical signal in real time by the speed encoder 21. The contact speed measuring component 2 calculates the speed of the trolley traveling wheel 4 based on the number of revolutions of the starting wheel 22 passing through the speed encoder 21 per unit time. The function of the first spring 23 is to ensure that the starting wheel 22 always keeps in contact with the track 8, thus ensuring that the speed measured by the encoder 21 is always the real-time speed of the trolley. Through this structural design, the contact speed measuring component 2 simultaneously ensures that the trolley's traveling wheel 4 and the starting wheel 22 always keep in contact with the track 8. Even when encountering bumpy roads, the starting wheel 22 can immediately return to the state of contact with the track 8 under the force of the first spring 23. This realizes the conversion of mechanical rotation into high-precision pulse electrical signals, and has extremely strong anti-interference capabilities such as underground electromagnetic interference, dust, and humid environments, making it particularly suitable for the harsh working conditions in coal mines.

[0019] In Example 3, in addition to all the technical features in Example 1, this example also includes: an overspeed protection component 3 installed on the structural frame 1, and the overspeed protection component 3 is located on the other side of the web of the track 8. The overspeed protection component 3 includes a centrifugal release device 31, a lever 32, a hydraulic braking system 33, a second balance frame 34, a second fixed frame 35, a second shaft end connecting component 36, and a second spring 37. The second fixed frame 35 is fixed to the structural frame 1 by bolts. The second fixed frame 35 is relatively fixed to the trolley wheels 4 during the braking trolley's movement. One end of the second balance frame 34 is connected to the second fixed frame 35 through the second shaft end connecting component 36, and the other end of the second balance frame 34 is connected to the second fixed frame 35 through the suspended second spring 37. The centrifugal release device 31 is installed on the second balance frame 34, and the centrifugal release device 31 always fits against the track 8 due to the elastic force of the second spring 37 on the second balance frame 34.

[0020] The overspeed protection component 3 also includes a lever 32 and a hydraulic braking system 33. The hydraulic braking system 33 is fixedly connected to the second fixed frame 35, and the lever 32 is hinged to the second fixed frame 35 by a pin. When the vehicle speed is normal, one end of the lever 32 is located on the ejection path of the push rod of the centrifugal release device 31, and the other end of the lever 32 constrains the reset mechanism of the hydraulic braking system 33. When the vehicle speed is normal, the push rod of the centrifugal release device 31 is in the retracted state. The lever 32 maintains the constraint on the reset mechanism of the hydraulic braking system 33 under its own position or a small external force, ensuring that the hydraulic braking system 33 is in a non-braking state during the entire normal operation, completely eliminating the possibility of the braking system malfunctioning due to vibration or other non-overspeed factors.

[0021] When the locomotive speed exceeds the limit, the centrifugal release device 31 is triggered, its push rod pops out and strikes the lever 32, causing it to rotate. This releases the constraint on the hydraulic braking system 33, which immediately resets under the action of its internal spring and applies emergency braking. According to the working principle of the centrifugal release device 31, its built-in push rod will not pop out when the locomotive is at normal speed, thus ensuring that the lever 32 does not rotate. When the locomotive is traveling at normal speed, the hydraulic braking system 33 cannot reset due to the external force of the lever 32. When the locomotive exceeds the speed limit, the push rod inside the centrifugal release device 31 is triggered by centrifugal force and pops out, quickly acting on the lever 32 and triggering the lever 32 to rotate. This causes the hydraulic braking system 33 to reset quickly, activating the locomotive braking system and enabling the locomotive to stop immediately. The entire process has an extremely short response time and requires no manual intervention or external energy drive, providing the final and most reliable guarantee for the safety of the locomotive and personnel.

[0022] One end of the structural frame 1 is fixedly connected to a tie rod 5, and the other end of the tie rod 5 is movably connected to a connecting plate 7 via a docking seat 6. A drive unit 9 is also provided on the track 8. The drive unit 9 is fixedly connected to the connecting plate 7. Through the flexible or hinged connection formed by the tie rod 5, the docking seat 6 and the connecting plate 7, a non-rigid connection is achieved between the braking trolley assembly and the drive unit 9. This ensures that the braking trolley assembly can be passively and without slippage pulled by the locomotive when traveling in a straight line, ensuring that its speed measuring wheel is strictly synchronized with the speed of the drive unit 9. Moreover, when the drive unit 9 passes through a curve, this flexible connection allows the necessary relative angle deflection and displacement between the braking trolley and the drive unit 9, enabling the trolley to adaptively follow the curved track and smoothly transition, effectively avoiding the huge structural stress, jamming or derailment risk caused by track curvature.

[0023] When the locomotive is running, the drive unit 9 pulls the entire braking trolley assembly synchronously along the I-shaped track 8 via the connecting plate 7 and the tie rod 5; the trolley traveling wheels 4, mounted on the structural frame 1, roll on the bottom surface of the lower flange of the track 8, providing stable support. Simultaneously, under the action of spring tension, the starting wheel of the contact speed measuring component 2 remains tightly pressed against the top surface of the track 8 and rotates accordingly. This rotational motion is collected in real time by the speed encoder and converted into an electrical signal. By calculating the number of rotations per unit time, the instantaneous speed of the locomotive is continuously and accurately obtained. Within the normal speed range, the overspeed protection component 3 is in standby mode: the push rod inside its centrifugal release device 31 remains retracted, and the linked lever 32 locks the reset mechanism of the hydraulic braking system 33, keeping the braking system in a non-operating state, allowing the locomotive to travel freely. Once the locomotive accelerates beyond the preset safety limit for any reason, the overspeed protection component 3 is immediately triggered: the centrifugal release device 31 acts rapidly under centrifugal force, violently ejecting its internal push rod; the ejected push rod strikes the lever 32, causing it to rotate around the pin shaft, thereby releasing the mechanical constraint on the reset mechanism of the hydraulic braking system 33; the hydraulic braking system 33 immediately resets under the action of its internal energy storage element, driving the braking mechanism to apply emergency braking to the locomotive, forcing the locomotive to decelerate and stop quickly.

[0024] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0025] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A brake trolley with speed measuring device for monorail hoist, comprising a brake trolley assembly, characterized in that: The brake trolley assembly is movably connected to the rail (8) in the shape of an I-beam, and is integrally provided with a contact type speed measuring assembly (2) and an overspeed protection assembly (3). The contact type speed measuring assembly (2) and the overspeed protection assembly (3) are separately arranged on the two sides of the rail (8), the speed measuring end of the contact type speed measuring assembly (2) is attached to the side of the rail (8), and the speed limiting end of the overspeed protection assembly (3) is in a separated state from the rail (8) in the initial state.

2. The monorail hoist brake trolley of claim 1, wherein: The brake trolley assembly comprises a structural frame (1) and trolley traveling wheels (4), the trolley traveling wheels (4) are symmetrically rotatably connected to the structural frame (1), the trolley traveling wheels (4) are separately arranged on the two sides of the rail (8), and the trolley traveling wheels (4) are rollingly arranged on the bottom surface of the lower wing plate of the rail (8).

3. The monorail hoist brake trolley of claim 2, wherein: The contact type speed measuring assembly (2) is mounted on the structural frame (1), and is located on one side of the web of the rail (8), the contact type speed measuring assembly (2) comprises a speed encoder (21), a starting wheel (22), a first spring (23), a first balance frame (24), a first fixed frame (25) and a first shaft end coupling assembly (26), the first fixed frame (25) is fixed on the structural frame (1) by bolts, the first fixed frame (25) is relatively fixed with the trolley traveling wheels (4) during the travel of the brake trolley, one end of the first balance frame (24) is connected to the first fixed frame (25) through the first shaft end coupling assembly (26), the other end of the first balance frame (24) is connected to the first fixed frame (25) by suspending the first spring (23), the speed encoder (21) and the starting wheel (22) are connected to the first balance frame (24), the input shaft of the speed encoder (21) is connected to the axle of the starting wheel (22), the rotation of the starting wheel (22) is converted into an electric signal by the speed encoder (21) in real time, and the speed of the trolley traveling wheels (4) is calculated according to the number of revolutions of the starting wheel (22) passing through the speed encoder (21) per unit time.

4. The monorail hoist brake trolley of claim 2, wherein: The overspeed protection assembly (3) is installed on the structural frame (1), and the overspeed protection assembly (3) is located on the other side of the web of the track (8), the overspeed protection assembly (3) comprises a centrifugal release (31), a lever (32), a hydraulic brake system (33), a second balance frame (34), a second fixed frame (35), a second shaft end coupling assembly (36) and a second spring (37), the second fixed frame (35) is fixed on the structural frame (1) by bolts, the second fixed frame (35) is fixed relative to the trolley running wheel (4) during the running of the brake trolley, one end of the second balance frame (34) is connected with the second fixed frame (35) through the second shaft end coupling assembly (36), the other end of the second balance frame (34) is connected with the second fixed frame (35) through the second spring (37) arranged in suspension, the centrifugal release (31) is installed on the second balance frame (34), and the centrifugal release (31) is always attached to the track (8) through the elastic force of the second spring (37) to the second balance frame (34).

5. The monorail hoist brake trolley of claim 4, wherein: The overspeed protection assembly (3) further comprises a lever (32) and a hydraulic brake system (33), the hydraulic brake system (33) is fixedly connected to the second fixed frame (35), and the lever (32) is hinged to the second fixed frame (35) through a pin shaft, when the vehicle speed is normal, one end of the lever (32) is located in the ejection path of the push rod of the centrifugal release (31), and the other end of the lever (32) restricts the reset mechanism of the hydraulic brake system (33).

6. The monorail brake trolley of claim 5, wherein: When the vehicle speed is over limit, the centrifugal release (31) is triggered, the push rod of the centrifugal release (31) is ejected and hits the lever (32) to make it rotate, thereby releasing the restriction on the hydraulic brake system (33), and the hydraulic brake system (33) is reset immediately under the action of the spring in the hydraulic brake system (33) and implements emergency braking.

7. The monorail brake trolley of claim 2, wherein: One end of the structural frame (1) is fixedly connected with a pull rod (5), the other end of the pull rod (5) is movably connected with a connecting plate (7) through a butt joint seat (6), and the track (8) is further provided with a driving part (9), and the driving part (9) is fixedly connected with the connecting plate (7).

Images