Mine truck rescue traction safety protection device and use method thereof

Abstract

The invention discloses a mine truck rescue traction safety protection device and a using method thereof, and belongs to the technical field of mine rescue. A mine truck rescue traction safety protection device comprises two groups of traction seats, an anti-fracture connecting piece is arranged between the two groups of traction seats, each group of traction seats comprises an L-shaped plate, the L-shaped plate is movably connected with the anti-fracture connecting piece, and a reinforcing rod is arranged between two plate bodies of the L-shaped plate; the U-shaped frame is fixedly arranged on the side, away from the anti-fracture connecting piece, of the L-shaped plate and used for being connected with a vehicle beam body. The anti-loosening mechanism is arranged on the U-shaped frame and is used for locking the U-shaped frame on the vehicle beam body; traction force is dispersed to a firm beam body of a vehicle through the U-shaped frame and the anti-loosening mechanism, single-point stress is avoided, multi-dimensional locking of the beam body is achieved through the anti-loosening mechanism, and it is ensured that connection cannot be loosened under impact.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of mine rescue, in particular to a mine truck rescue traction safety protection device and a use method thereof. BACKGROUND

[0002] The mine engineering vehicle is a special operation vehicle, and when the vehicle system fails and cannot move, it cannot be repaired on site like ordinary engineering vehicles, and needs to be transported to a safe position for repair. The mine truck is a heavy self-unloading vehicle used in open-pit mines to complete rock earthwork stripping and ore transportation tasks. However, due to space and environmental restrictions, it is not possible to use a crane or a forklift to transport the faulty vehicle to another location. At present, the most common method is to use a tractor to tow the faulty vehicle to a safe location, which requires a towing device.

[0003] However, due to the large size of the mine truck, the rescue traction, especially the towing of the mine truck stuck in a mud pit or losing braking, requires a great amount of traction force, which may be accompanied by a violent impact. The standard traction hole may not be designed for such extreme conditions, and there is a risk of breaking. Directly connecting the traction hole for traction may not be able to evenly transmit the force to the entire frame, causing stress concentration and damage to the frame structure over time. It is difficult to find a reliable and standard traction connection point, and the connection operation is complicated and time-consuming, affecting the efficiency of mine production. Different models and brands of mine trucks may not have a unified interface specifically designed for rescue traction. The conventional towing hook and tow rope cannot withstand the heavy weight of the mine truck (hundreds of tons), and there is a risk of breaking the connecting parts during the traction process. The broken components may fly out like a cannonball, posing a great danger. SUMMARY

[0004] The present application aims to solve the problems in the prior art and provides a mine truck rescue traction safety protection device and a use method thereof.

[0005] To achieve the above-mentioned purpose, the present application adopts the following technical solutions: A mine truck rescue traction safety protection device, comprising two groups of traction seats, and a break-proof connecting piece is arranged between the two groups of traction seats, each group of traction seats comprising: An L-shaped plate movably connected with the break-proof connecting piece, two plate bodies of the L-shaped plate being provided with a reinforcing rod; A U-shaped frame fixedly arranged on one side of the L-shaped plate away from the break-proof connecting piece and used for connecting a vehicle beam body; and a anti-loosening mechanism arranged on the U-shaped frame and used for locking the U-shaped frame on the vehicle beam body; The anti-loosening mechanism comprises a clamping assembly for clamping the vehicle beam body and an anti-falling assembly for preventing the U-shaped frame from separating from the vehicle beam body.

[0006] Preferably, the clamping assembly comprises two rotating rods rotatably arranged on the upper and lower sides of the U-shaped frame, a main bevel gear arranged on the rotating rods, a driving motor fixedly arranged on the U-shaped frame and used for driving the rotating rods to rotate, a first screw rod rotatably connected to the U-shaped frame and arranged perpendicularly to the rotating rods, a second bevel gear arranged on the first screw rod and meshing with the main bevel gear, a first sleeve threadedly connected to the first screw rod and slidingly arranged on the U-shaped frame, a connecting portion connected to the first sleeve, and a clamping plate connected to the connecting portion away from the first sleeve.

[0007] Preferably, the anti-falling assembly comprises a second sleeve arranged on each of the upper and lower rotating rods, a driving bevel gear rotatably arranged on the second sleeve and slidingly arranged on the rotating rods, a support plate fixedly connected to the second sleeve, an adjusting screw rod rotatably arranged on the support plate, a driven bevel gear arranged on the adjusting screw rod and meshing with the driving bevel gear, and an anti-falling plate threadedly connected to the adjusting screw rod, wherein the anti-falling plate and the second sleeve are slidingly arranged on the U-shaped frame.

[0008] Preferably, the rotating rods are provided with external threads, the rotating rods are threadedly connected to the second sleeves through the external threads, the rotating rods are provided with guide grooves, and the inner walls of the driving bevel gears are provided with guide strips matched with the guide grooves.

[0009] Preferably, the anti-falling plate on the upper side of the anti-falling assembly is fixedly provided with an overlapping block, and the anti-falling plate on the lower side of the anti-falling assembly is provided with an overlapping groove matched with the overlapping block.

[0010] Preferably, the connecting portion comprises a swing rod rotatably connected to the U-shaped frame through a pin shaft at one end, a sliding block movably arranged on the other end of the swing rod and connected to the clamping plate, a sliding seat slidingly arranged on the swing rod, a fixed plate fixedly arranged on the swing rod, a first elastic element arranged between the sliding seat and the fixed plate, and a push-pull rod hingedly arranged between the sliding seat and the first sleeve.

[0011] Preferably, the clamping plate is provided with a sliding groove for the sliding block to slide, and a second elastic element is arranged between the inner wall of the sliding groove and the sliding block.

[0012] Preferably, the anti-breaking connecting member comprises pull rod members connected to the L-shaped plates of the two groups of traction seats respectively, and a universal member arranged between the two pull rod members, each of the pull rod members comprises an ear plate arranged on the same side L-shaped plate and a pull rod rotatably connected to the ear plate through a pin shaft, and the universal member comprises two U-shaped plates arranged perpendicularly and a cross joint movably arranged between the two U-shaped plates, and the two U-shaped plates of the universal member are fixedly connected to the same side pull rod.

[0013] Preferably, the inner wall of the U-shaped frame, the clamping plate, and the anti-fall plate are all provided with shock-absorbing and anti-slip rubber pads.

[0014] This invention also discloses a method for using a mine truck rescue traction safety protection device, comprising the following steps: S1: During rescue, place the two sets of towing seats under the sturdy beams of the towed mining truck and the towing vehicle respectively, adjust their positions so that the vehicle beam is directly above the space between the L-shaped plate and the U-shaped frame, then raise the towing seats so that the beam is at the same height as the L-shaped plate and the U-shaped frame and is between the two, then move the towing seats so that the vehicle beam is placed inside the U-shaped frame and abuts against the inner wall of the U-shaped frame. At this time, the anti-fall plate is in the retracted state and will not obstruct the beam from entering. S2: Controls the drive motor to run, causing the rotating rod to rotate; The clamping assembly works as follows: the rotating rod drives the main bevel gear to rotate, which in turn drives the first screw to rotate through the meshing secondary bevel gear. The first sleeve, which is threaded to the first screw, moves axially. The upper and lower first sleeves drive the clamping plates on both sides to move towards each other through the connecting part, thus clamping the vehicle beam tightly from both the upper and lower directions. Anti-fall-off assembly operation: When the rotating rod rotates, the second sleeve will move along the axial direction of the rotating rod, thereby driving the entire anti-fall-off assembly to move closer to the side of the vehicle beam; The rotating rod simultaneously transmits the rotational motion to the driving bevel gear through the guide bar. The driving bevel gear drives the driven bevel gear, causing the adjusting screw to rotate. The anti-detachment plate, which is threadedly connected to the adjusting screw, moves axially relative to the adjusting screw in addition to moving axially with the second sleeve, thus more accurately and forcefully abutting against the side of the longitudinal beam. S3: When the clamping plate contacts and clamps the beam before the anti-detachment plate, the clamping plate can no longer move due to the obstruction of the beam. At this time, the drive motor continues to work, and the force will still be transmitted to the slide block through the push-pull rod. Since the slider can no longer move in the slide groove, this force will be converted into a force that moves the slide block along the swing rod and compresses the first elastic element. This elastic buffering process allows the rotating rod to continue to rotate, thereby ensuring that the anti-detachment component has enough stroke to fully press against the side of the vehicle beam, realizing the optimized locking sequence of radial clamping first and lateral locking later. S4: Finally, the vehicle beam is completely encased in a closed rigid frame formed by two clamping plates, two anti-fall plates and the inner wall of the U-shaped frame. The overlapping blocks and overlapping grooves at the ends of the upper and lower anti-fall plates also interlock with each other to form a complete anti-fall ring, enhancing the overall stability of the anti-fall plate structure. S5: The two towing seats are connected by a fracture-resistant connector. The universal joint allows for multiple degrees of freedom during towing to adapt to turns and uneven road surfaces. At the same time, the length and articulation range of the rigid tie rod limit the minimum and maximum distance between the two vehicles, effectively preventing accidents where the towed mining truck loses control and crashes into the tractor on downhill sections.

[0015] Compared with the prior art, the present invention provides a safety protection device for mine truck rescue traction and its usage method, which has the following beneficial effects: 1. In this invention, by setting up a U-shaped frame and an anti-loosening mechanism, it can adapt to different beam structures within a certain size range. The main locking steps can be completed by driving a motor, reducing manpower requirements, increasing installation speed, and making it suitable for harsh rescue environments. Moreover, the traction force is distributed to the vehicle's sturdy beams, avoiding single-point stress and eliminating the risk of connection point breakage. It can also make the huge traction force more evenly transmitted to the main body of the frame, effectively avoiding stress concentration damage to the frame, and significantly improving the safety and efficiency of rescue operations.

[0016] 2. In this invention, by controlling the operation of the drive motor, the rotating rod is driven to rotate, which in turn drives the main bevel gear to rotate. The main bevel gear, which meshes with the main bevel gear, drives the first screw to rotate. The first sleeve, which is threaded to the first screw, moves axially. The upper and lower first sleeves drive the clamping plates on both sides to move towards each other through the connecting part, tightly clamping the vehicle beam from both directions. This allows the traction seat to adapt to beams of different sizes, preventing the traction seat from swaying relative to the beam, effectively improving the stability of the traction group installation, and thus ensuring the smooth progress of rescue operations.

[0017] 3. In this invention, when the rotating rod rotates, the second sleeve moves along the axial direction of the rotating rod, thereby driving the entire anti-detachment assembly closer to the side of the vehicle beam. At the same time, the rotating rod transmits the rotational motion to the active bevel gear through the guide bar. The active bevel gear drives the driven bevel gear, causing the adjusting screw to rotate. The anti-detachment plate, which is threadedly connected to the adjusting screw, moves axially relative to the adjusting screw in addition to moving axially with the second sleeve, thereby more accurately and forcefully abutting against the side of the longitudinal beam, realizing multi-dimensional limiting of the vehicle beam, forming a closed-loop frame, further improving the stability of the traction seat installation, avoiding the traction seat from shaking relative to the beam and causing impact to the beam, and ensuring the service life of the vehicle beam.

[0018] 4. In this invention, after the clamping plate contacts and clamps the beam before the anti-detachment plate, the clamping plate cannot move further due to the obstruction of the beam. At this time, the drive motor continues to work, and the force will still be transmitted to the slide block through the push-pull rod. Since the slider can no longer move in the slide groove, this force will be converted into a force that moves the slide block along the swing rod and compresses the first elastic element. This elastic buffering process allows the rotating rod to continue to rotate, thereby ensuring that the anti-detachment component has enough stroke to completely press against the side of the vehicle beam, realizing the optimized locking sequence of radial clamping followed by lateral locking, and ensuring the orderly installation of the traction seat.

[0019] 5. In this invention, by connecting two traction seats through a fracture-resistant connector (composed of a tie rod and a universal joint), the universal joint allows for multiple degrees of freedom during traction to adapt to turning and uneven road surfaces. At the same time, the length and articulation range of the rigid connecting rod limit the minimum and maximum distance between the two vehicles, effectively preventing accidents where the towed mining truck loses control and crashes into the traction vehicle on downhill sections, and solving the problem of existing flexible ropes being prone to breakage and flying out. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the traction seat of the present invention; Figure 3 for Figure 2 The front view; Figure 4 This is a schematic diagram of the structure of the L-shaped plate of the present invention; Figure 5 This is a schematic diagram of the overall structure of the U-shaped frame of the present invention; Figure 6 This is a cross-sectional structural diagram of the U-shaped frame of the present invention; Figure 7 for Figure 6 Enlarged structural diagram of section A in the middle; Figure 8 for Figure 6 Enlarged structural diagram of section B in the middle; Figure 9 This is a schematic diagram of the cross-sectional structure of the U-shaped frame of the present invention; Figure 10 for Figure 9 Enlarged structural diagram of section C; Figure 11 This is a schematic diagram of the universal joint structure of the present invention.

[0021] In the diagram: 1. Traction seat; 101. L-shaped plate; 1011. Reinforcing rod; 102. U-shaped frame; 2. Anti-breakage connector; 201. Tie rod; 2011. Ear plate; 2012. Traction rod; 202. Universal joint; 2021. U-shaped plate; 2022. Cross joint; 3. Rotating rod; 301. Drive motor; 302. First screw; 303. First sleeve; 304. Connecting part; 3041. Swing rod; 3042. Slider; 3043. Slide seat; 3044. 1. Fixed plate; 3045. First elastic element; 3046. Push-pull rod; 305. Clamping plate; 306. Main bevel gear; 307. Secondary bevel gear; 308. Guide groove; 4. Second sleeve; 401. Driving bevel gear; 4011. Guide bar; 402. Support plate; 403. Adjusting screw; 404. Driven bevel gear; 405. Anti-fall plate; 4051. Overlap block; 4052. Overlap groove; 5. Slide groove; 501. Second elastic element; 6. Shock-absorbing and anti-slip rubber pad. Detailed Implementation

[0022] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0023] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0024] like Figures 1 to 5As shown, this embodiment proposes a safety protection device for traction in mine truck rescue, including two sets of traction seats 1, with an anti-breakage connector 2 between the two sets of traction seats 1. Each set of traction seats 1 includes: an L-shaped plate 101, a U-shaped frame 102, and an anti-loosening mechanism. The L-shaped plate 101 and the anti-breakage connector 2 can be movably connected by a pin. A reinforcing rod 1011 is provided between the two plates of the L-shaped plate 101, which further enhances its overall rigidity and strength, ensuring that it can withstand huge traction forces without deformation. The U-shaped frame 102 is fixed on the side of the L-shaped plate 101 away from the anti-breakage connector 2 and is used to connect the vehicle beam. The anti-loosening mechanism is provided. The U-shaped frame 102 is used to lock the U-shaped frame 102 onto the vehicle beam. The opening of the U-shaped frame 102 is designed to accommodate the vehicle beam of the mining truck. The U-shaped structure can cover the beam from three directions (up, down, and back), providing a basis for subsequent locking. The anti-loosening mechanism includes a clamping component for holding the vehicle beam and an anti-drop component for preventing the U-shaped frame 102 from separating from the vehicle beam. The anti-loosening mechanism can drive the clamping component and the anti-drop component at the same time. Its advantage is that it can achieve an optimized locking sequence of "first radial clamping, then lateral locking". If hydraulic clamping or manual bolts are used instead, the control system needs to coordinate the action sequence, which increases the complexity. Specifically, the two sets of traction seats 1 are transported to the traction vehicle and the mine truck being rescued, respectively. A sturdy and reliable vehicle beam is identified and selected as the installation location. Debris on the beam is cleared to ensure good contact at the installation surface. The operator or auxiliary equipment aligns the opening of the U-shaped frame 102 of the traction seat 1 with the vehicle beam, placing the beam inside the U-shaped frame 102. The anti-loosening mechanism is then activated or operated. First, the clamping assembly begins to work, applying pressure to the vehicle beam from the top and bottom, firmly clamping it within the U-shaped frame 102 to prevent the U-shaped frame 102 from swaying relative to the beam. Simultaneously, the anti-detachment assembly works, forming a physical barrier that blocks any possible path for the vehicle beam to detach, thus preventing the traction seat 1 from accidentally separating from the beam under complex working conditions. All connection points are checked to ensure... After verification, the traction vehicle slowly and smoothly begins to apply force, towing the rescued mining truck to a safe area through the device. The device directly transfers the force point to the strongest frame beam of the mining truck through the U-shaped frame 102 and the anti-loosening mechanism, avoiding the use of the towing hole that may not be designed for non-traction working conditions on the original vehicle. The load-bearing capacity is greatly improved, eliminating the risk of connection point breakage. Unlike single-point connection, the U-shaped frame 102 has a larger contact area with the beam. Combined with the clamping force of the clamping components, it can transmit the huge traction force more evenly to the main body of the frame, effectively avoiding stress concentration damage to the frame. The anti-loosening mechanism design of the clamping components and the anti-detachment components constitutes double insurance, ensuring that the towing seat 1 will not slip or fall off relative to the beam under severe vibration and impact, with extremely high safety.

[0025] likeFigure 2 , Figure 5 , Figure 6 , Figure 7 , Figure 8 and Figure 9 As shown, in a preferred embodiment, based on the above method, the clamping assembly further includes two rotating rods 3 rotatably disposed on the upper and lower sides of the U-shaped frame 102, a main bevel gear 306 disposed on the rotating rods 3, a drive motor 301 fixed on the U-shaped frame 102 and used to drive the rotating rods 3 to rotate, a first screw 302 rotatably connected to the U-shaped frame 102 and disposed perpendicular to the rotating rods 3, a secondary bevel gear 307 disposed on the first screw 302 and meshing with the main bevel gear 306, and a screw threaded onto the first screw 302. The system consists of a first sleeve 303, a connecting part 304 connected to the first sleeve 303, and a clamping plate 305 connected to the end of the connecting part 304 away from the first sleeve 303. Both ends of the clamping plate 305 can be equipped with guide rods or sliding blocks connected to the U-shaped frame 102 to ensure the stability of the clamping plate 305's up-and-down movement. Before use, the screw and gears should be cleaned to avoid jamming during operation. A dustproof shell can be installed at the gear meshing point to prevent the system from being affected by external dust. Specifically, the drive motor 301 receives a signal and drives the rotating rod 3 to rotate in a specific direction via its output shaft. The main bevel gear 306, fixed on the rotating rod 3, rotates accordingly and drives the meshing secondary bevel gear 307 to rotate. The secondary bevel gear 307 drives the first screw 302 to rotate around its own axis. Since the first sleeve 303 and the U-shaped frame 102 are in a sliding fit and cannot rotate, the rotation of the first screw 302 forces the first sleeve 303 to move along the screw axis. The upper and lower first sleeves 303 move towards each other. The first sleeve 303 pushes the clamping plate 305 through the connecting part 304. The clamping plate 305 moves towards the vehicle beam until it contacts the surface of the beam and applies sufficient clamping force to complete the clamping work. When it is necessary to contact the clamping work of the beam, the output shaft of the drive motor 301 can be rotated in the opposite direction.

[0026] like Figure 2 , Figure 5 , Figure 6 , Figure 9 and Figure 10As shown, in a preferred embodiment, based on the above method, the anti-fall-off component further includes a second sleeve 4 respectively disposed on the upper and lower rotating rods 3, a driving bevel gear 401 rotatably disposed on the second sleeve 4 and slidably disposed with the rotating rod 3, a support plate 402 fixedly connected to the second sleeve 4, an adjusting screw 403 rotatably disposed on the support plate 402, a driven bevel gear 404 disposed on the adjusting screw 403 and meshing with the driving bevel gear 401, and an anti-fall-off plate 405 threadedly connected to the adjusting screw 403. The anti-fall-off plate 405 and the second sleeve 4 are both slidably disposed with the U-shaped frame 102. Specifically, when the rotating rod 3 rotates, it drives the active bevel gear 401 to rotate. The active bevel gear 401 meshes with the driven bevel gear 404 on the adjusting screw 403, thereby driving the adjusting screw 403 to rotate. Since the anti-detachment plate 405 is slidably set with the U-shaped frame 102, it cannot rotate. The rotation of the adjusting screw 403 will force the anti-detachment plate 405 to move along the axial direction of the adjusting screw 403, making it move away from the support plate 402, forming a physical barrier that blocks the possible path of vehicle beam detachment, thereby preventing the traction seat 1 from accidentally separating from the beam under complex working conditions. It should be noted that the rotating rod 3 is provided with an external thread, and the rotating rod 3 is threadedly connected to the second sleeve 4 through the external thread. The rotating rod 3 is provided with a guide groove 308, and the inner wall of the driving bevel gear 401 is provided with a guide bar 4011 that cooperates with the guide groove 308. The driving bevel gear 401 rotates synchronously with the rotating rod 3 under the action of the guide bar 4011. Since the second sleeve 4 is threaded to the rotating rod 3, when the rotating rod 3 rotates, the second sleeve 4 drives the support plate 402, the anti-fall plate 405 and other structures to move synchronously, so that the anti-fall plate 405 abuts against the side of the beam, thereby restricting the U-shaped frame 102 to the beam and preventing the U-shaped frame 102 from swaying relative to the beam, thereby preventing the device from being damaged by collision.

[0027] like Figure 8 and Figure 9 As shown, in a preferred embodiment, based on the above method, a lap block 4051 is fixed on the anti-fall plate 405 on the upper side of the anti-fall component, and an lap groove 4052 that cooperates with the lap block 4051 is opened on the anti-fall plate 405 on the lower side of the anti-fall component. Specifically, when the upper and lower anti-fall plates 405 move toward the vehicle beam under the action of the drive mechanism and finally close together, the overlapping block 4051 on the upper anti-fall plate 405 will be inserted into the overlapping groove 4052 of the lower anti-fall plate 405. This cooperation forms a mechanical interlocking structure between the upper and lower anti-fall plates 405. The two originally independent anti-fall plates 405 are connected into a more integrated "protective frame" through this overlapping structure. This prevents the upper and lower anti-fall plates 405 from vibrating or slightly deforming at the ends when subjected to huge pressure from the sides of the beam due to their independent cantilever support. By connecting the two through the overlapping structure, the two independent cantilever beams are effectively transformed into a structure that is close to an integral frame, which greatly improves the bending stiffness and overall stability, prevents the plate from deforming due to stress, and thus improves the fatigue life and reliability of the entire anti-fall component.

[0028] like Figure 5 , Figure 6 , Figure 7 and Figure 9 As shown, in a preferred embodiment, based on the above method, the connecting part 304 further includes a swing rod 3041 with one end rotatably connected to the U-shaped frame 102 via a pin, a slider 3042 movably disposed at the other end of the swing rod 3041 and connected to the clamping plate 305, a slide block 3043 slidably disposed on the swing rod 3041, a fixing plate 3044 fixed on the swing rod 3041, a first elastic element 3045 disposed between the slide block 3043 and the fixing plate 3044, and a push-pull rod 3046 hinged between the slide block 3043 and the first sleeve 303; Furthermore, a groove 5 for sliding the slider 3042 is provided on the clamping plate 305, and a second elastic element 501 is provided between the inner wall of the groove 5 and the slider 3042. Specifically, when the drive motor 301 is started, the first sleeve 303 pushes the slide block 3043 to move along the swing rod 3041 via the push-pull rod 3046. The force of the slide block 3043 is converted into a lever action through the swing rod 3041, which drives the slider 3042 at the other end of the swing rod 3041 to slide in the groove 5 of the clamping plate 305. The slider 3042 compresses the second elastic element 501 and pushes the clamping plate 305 to move toward the vehicle beam until the clamping plate 305 contacts and presses the beam. After the clamping plate 305 contacts and clamps the beam before the anti-detachment plate 405, the clamping plate 305 cannot move further due to the obstruction of the beam. At this time, the drive motor 301 continues to work, and the force will still be transmitted to the slide block 3043 through the push-pull rod 3046. Since the slider 3042 cannot continue to move in the slide groove 5, this force will be converted into a force that moves the slide block 3043 along the swing rod 3041 and compresses the first elastic element 3045. This elastic buffering process allows the rotating rod 3 to continue to rotate, thereby ensuring that the anti-detachment component has enough stroke to fully press against the side of the vehicle beam, realizing the optimized locking sequence of radial clamping first and lateral locking later. Two elastic elements form a double buffer, which can compensate for manufacturing errors, installation errors and irregularities in beam dimensions, ensuring that all components can effectively contact and press together. When the force exceeds the preset value, the compression of the elastic elements can play a buffering and overload protection role, preventing the mechanism from jamming or being damaged. The elastic element design of the connecting part 304 is designed to cope with fluctuations in working conditions. During mining truck rescue, the surface of the beam may be uneven or deformed. Standard clamps lack this kind of adaptive capability, which can easily lead to clamping failure or damage to the beam.

[0029] like Figure 1 , Figure 2 and Figure 11 As shown, in a preferred embodiment, based on the above method, the anti-breakage connector 2 further includes a tie rod 201 connected to the L-shaped plates 101 on the two sets of traction seats 1 respectively, and a universal joint 202 disposed between the two tie rods 201. Each tie rod 201 includes an ear plate 2011 disposed on the L-shaped plate 101 on the same side and a pull rod 2012 rotatably connected to the ear plate 2011 by a pin. The pull rod 2012 can swing freely around the pin in a plane. The universal joint 202 includes two vertically arranged U-shaped plates 2021 and a cross joint 2022 movably disposed between the two U-shaped plates 2021. The two U-shaped plates 2021 of the universal joint 202 are fixedly connected to the pull rod 2012 on the same side respectively. If simplified to a standard universal joint, it may not be able to meet the multi-dimensional freedom requirements at the same time, and additional stress will be generated under complex road conditions. Specifically, when the tractor and the mining truck are traveling on rough roads, when the tractor turns or the two vehicles are not on the same straight line, the tie rod 2012 swings left and right around the pin that connects it to the ear plate 2011, so as to smoothly adapt to turning and twisting; when the vehicle raises or lowers its head, the universal joint 202 begins to play its role. Its internal cross joint 2022 structure allows the front and rear sections of the connector to produce a certain relative deflection in the horizontal and vertical directions to adapt to the height difference and pitch angle changes between the two vehicles, and avoid forming a rigid connection that would generate huge internal stress. The rigid traction rod 2012 completely replaces the traditional steel wire rope or chain. The rigid rod has extremely high tensile strength and there is no risk of sudden breakage of the flexible parts, thus solving the most fatal safety hazard of the traction parts breaking off and flying out from the source. The combination of hinges and universal joints gives rigid connection systems the necessary flexibility; Because the connector is a rigid body of a specific length, it acts like a "bumper," strictly limiting the minimum distance between the tractor and the disabled mining truck. On downhill sections, this effectively prevents the disabled mining truck that has lost its brakes from colliding with the tractor in front, a key safety function that flexible ropes cannot achieve at all.

[0030] like Figure 5 As shown, in a preferred embodiment, based on the above method, shock-absorbing and anti-slip rubber pads 6 are further provided on the inner wall of the U-shaped frame 102, the clamping plate 305, and the anti-fall plate 405. Specifically, the shock-absorbing and anti-slip rubber pads 6 are fixedly installed on the surfaces of the three key components that are in direct contact with the vehicle beam. The rubber pads are usually made of materials with high friction coefficient, good elasticity, and wear resistance, such as polyurethane, rubber, or engineering plastic composite materials. The rubber pads can be bonded by high-strength adhesives or firmly fixed to the metal surfaces of the above components by means of countersunk bolts, inlays, etc., to ensure that they will not fall off when subjected to force. It not only prevents damage to the paint and even the structure of the vehicle beam from hard impacts, but also reduces the risk of damage to the traction device's own structure (such as threaded pairs and gears) from instantaneous peak stress, thus acting as a buffer; at the same time, it prevents permanent damage such as indentations and scratches from the clamping parts, which is very important for protecting valuable mining truck assets.

[0031] This invention also discloses a method for using a mine truck rescue traction safety protection device, comprising the following steps: S1: During rescue, place the two sets of towing seats 1 under the sturdy beams of the towed mining truck and the towing vehicle respectively, adjust their positions so that the vehicle beam is directly above the space between the L-shaped plate 101 and the U-shaped frame 102, then raise the towing seat 1 so that the beam is at the same height as the L-shaped plate 101 and the U-shaped frame 102 and is between the two, then move the towing seat 1 so that the vehicle beam is placed inside the U-shaped frame 102 and abuts against the inner wall of the U-shaped frame 102. At this time, the anti-fall plate 405 is in the retracted state and will not obstruct the beam from entering. S2: Control the drive motor 301 to run, causing the rotating rod 3 to rotate; The clamping assembly works as follows: the rotating rod 3 drives the main bevel gear 306 to rotate, and through the meshing secondary bevel gear 307, it drives the first screw 302 to rotate. The first sleeve 303, which is threadedly connected to the first screw 302, moves axially. The upper and lower first sleeves 303 drive the clamping plates 305 on both sides to move towards each other through the connecting part 304, thus clamping the vehicle beam tightly from both the upper and lower directions. Operation of the anti-fall-off component: When the rotating rod 3 rotates, the second sleeve 4 will move along the axial direction of the rotating rod 3, thereby driving the entire anti-fall-off component to move closer to the side of the vehicle beam; The rotating rod 3 transmits the rotational motion to the driving bevel gear 401 through the guide bar 4011. The driving bevel gear 401 drives the driven bevel gear 404, causing the adjusting screw 403 to rotate. The anti-detachment plate 405, which is threadedly connected to the adjusting screw 403, moves axially relative to the adjusting screw 403 in addition to moving axially with the second sleeve 4, thereby more accurately and forcefully abutting against the side of the longitudinal beam. S3: When the clamping plate 305 contacts and clamps the beam before the anti-detachment plate 405, the clamping plate 305 cannot move further due to the obstruction of the beam. At this time, the drive motor 301 continues to work, and the force will still be transmitted to the slide block 3043 through the push-pull rod 3046. Since the slider 3042 cannot continue to move in the slide groove 5, this force will be converted into a force that moves the slide block 3043 along the swing rod 3041 and compresses the first elastic element 3045. This elastic buffering process allows the rotating rod 3 to continue to rotate, thereby ensuring that the anti-detachment component has enough stroke to fully press against the side of the vehicle beam, realizing the optimized locking sequence of radial clamping first and lateral locking later. S4: Finally, the vehicle beam is completely encased in a closed rigid frame formed by two clamping plates 305, two anti-detachment plates 405 and the inner wall of the U-shaped frame 102. The overlapping blocks 4051 and overlapping grooves 4052 at the ends of the upper and lower anti-detachment plates 405 also interlock with each other to form a complete anti-detachment ring, enhancing the overall stability of the anti-detachment plate 405 structure. S5: The two towing seats 1 are connected by the anti-breakage connector 2. The universal joint 202 allows for multiple degrees of freedom during towing to adapt to turning and uneven road surfaces. At the same time, the length and articulation range of the rigid tie rod 2012 limit the minimum and maximum distance between the two vehicles, effectively preventing accidents where the towed mining truck loses control and crashes into the towing vehicle on downhill sections.

[0032] The accompanying drawings in this application are for illustrative purposes only. The dimensions and shapes of the components shown are not actual limitations but are merely schematic representations. In actual implementation, the components can be reasonably configured and adjusted according to specific needs and actual conditions.

[0033] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A safety protection device for mine truck rescue traction, comprising two sets of traction seats (1), characterized in that, A fracture-resistant connector (2) is provided between the two sets of traction seats (1), and each set of traction seats (1) includes: L-shaped plate (101), the L-shaped plate (101) is movably connected to the anti-breakage connector (2), and a reinforcing rod (1011) is provided between the two plates of the L-shaped plate (101). U-shaped frame (102), the U-shaped frame (102) is fixed on the side of the L-shaped plate (101) away from the anti-breakage connector (2), and is used to connect the vehicle beam; And an anti-loosening mechanism, which is installed on the U-shaped frame (102) for locking the U-shaped frame (102) onto the vehicle beam; The anti-loosening mechanism includes a clamping assembly for holding the vehicle beam and an anti-detachment assembly for preventing the U-shaped frame (102) from separating from the vehicle beam.

2. The mine truck rescue traction safety protection device according to claim 1, characterized in that, The clamping assembly includes two rotating rods (3) rotatably disposed on the upper and lower sides of the U-shaped frame (102), a main bevel gear (306) disposed on the rotating rods (3), a drive motor (301) fixed on the U-shaped frame (102) and used to drive the rotating rods (3) to rotate, a first screw (302) rotatably connected to the U-shaped frame (102) and disposed perpendicular to the rotating rods (3), a secondary bevel gear (307) disposed on the first screw (302) and meshing with the main bevel gear (306), a first sleeve (303) threadedly connected to the first screw (302) and slidably disposed on the U-shaped frame (102), a connecting part (304) connected to the first sleeve (303), and a clamping plate (305) connected to the end of the connecting part (304) away from the first sleeve (303).

3. The mine truck rescue traction safety protection device according to claim 2, characterized in that, The anti-fall-off assembly includes a second sleeve (4) respectively disposed on the upper and lower rotating rods (3), an active bevel gear (401) rotatably disposed on the second sleeve (4) and slidably disposed with the rotating rod (3), a support plate (402) fixedly connected to the second sleeve (4), an adjusting screw (403) rotatably disposed on the support plate (402), a driven bevel gear (404) disposed on the adjusting screw (403) and meshing with the active bevel gear (401), and an anti-fall-off plate (405) threadedly connected with the adjusting screw (403). The anti-fall-off plate (405) and the second sleeve (4) are both slidably disposed with the U-shaped frame (102).

4. A mine truck rescue traction safety protection device according to claim 3, characterized in that, The rotating rod (3) is provided with an external thread, and the rotating rod (3) is threadedly connected to the second sleeve (4) through the external thread. The rotating rod (3) is provided with a guide groove (308), and the inner wall of the active bevel gear (401) is provided with a guide strip (4011) that cooperates with the guide groove (308).

5. A mine truck rescue traction safety protection device according to claim 4, characterized in that, An overlapping block (4051) is fixed on the anti-fall plate (405) on the upper side of the anti-fall component, and an overlapping groove (4052) that cooperates with the overlapping block (4051) is opened on the anti-fall plate (405) on the lower side of the anti-fall component.

6. A mine truck rescue traction safety protection device according to claim 5, characterized in that, The connecting part (304) includes a swing rod (3041) that is rotatably connected to the U-shaped frame (102) at one end via a pin, a slider (3042) that is movably disposed at the other end of the swing rod (3041) and connected to the clamping plate (305), a slide block (3043) that is slidably disposed on the swing rod (3041), a fixing plate (3044) that is fixed on the swing rod (3041), a first elastic element (3045) disposed between the slide block (3043) and the fixing plate (3044), and a push-pull rod (3046) that is hinged between the slide block (3043) and the first sleeve (303).

7. A mine truck rescue traction safety protection device according to claim 6, characterized in that, The clamping plate (305) is provided with a groove (5) for sliding the slider (3042), and a second elastic element (501) is provided between the inner wall of the groove (5) and the slider (3042).

8. A mine truck rescue traction safety protection device according to claim 7, characterized in that, The anti-breakage connector (2) includes a tie rod (201) connected to the L-shaped plates (101) on the two sets of traction seats (1) respectively, and a universal joint (202) disposed between the two tie rods (201). Each tie rod (201) includes an ear plate (2011) disposed on the L-shaped plate (101) on the same side and a traction rod (2012) rotatably connected to the ear plate (2011) by a pin. The universal joint (202) includes two vertically arranged U-shaped plates (2021) and a cross joint (2022) movably disposed between the two U-shaped plates (2021). The two U-shaped plates (2021) of the universal joint (202) are fixedly connected to the traction rod (2012) on the same side respectively.

9. A mine truck rescue traction safety protection device according to claim 8, characterized in that, The inner wall of the U-shaped frame (102), the clamping plate (305) and the anti-fall plate (405) are all provided with shock-absorbing and anti-slip rubber pads (6).

10. A method of using the mine truck rescue traction safety protection device as described in claim 9, characterized in that, Includes the following steps: S1: During the rescue, place the two sets of towing seats (1) under the sturdy beams of the towed mining truck and the towing vehicle respectively, adjust the position so that the vehicle beam is directly above the space between the L-shaped plate (101) and the U-shaped frame (102), then lift the towing seat (1) so that the beam is at the same height as the L-shaped plate (101) and the U-shaped frame (102) and is between the two, then move the towing seat (1) so that the vehicle beam is placed inside the U-shaped frame (102) and abuts against the inner wall of the U-shaped frame (102). At this time, the anti-fall plate (405) is in the retracted state and will not obstruct the beam from entering. S2: Control the drive motor (301) to run, driving the rotating rod (3) to rotate; The clamping assembly works as follows: the rotating rod (3) drives the main bevel gear (306) to rotate, and drives the first screw (302) to rotate through the meshing secondary bevel gear (307). The first sleeve (303) threadedly connected to the first screw (302) moves axially. The upper and lower first sleeves (303) drive the clamping plates (305) on both sides to move towards each other through the connecting part (304), clamping the vehicle beam tightly from the upper and lower directions. Operation of the anti-fall-off assembly: When the rotating rod (3) rotates, the second sleeve (4) will move along the axial direction of the rotating rod (3), thereby driving the entire anti-fall-off assembly to move closer to the side of the vehicle beam; The rotating rod (3) transmits the rotational motion to the driving bevel gear (401) through the guide bar (4011). The driving bevel gear (401) drives the driven bevel gear (404) to rotate the adjusting screw (403). The anti-detachment plate (405), which is threadedly connected to the adjusting screw (403), moves axially relative to the adjusting screw (403) in addition to moving axially with the second sleeve (4), thereby more accurately and forcefully abutting against the side of the longitudinal beam. S3: When the clamping plate (305) contacts and clamps the beam before the anti-detachment plate (405), the clamping plate (305) cannot move further due to the obstruction of the beam. At this time, the drive motor (301) continues to work, and the force will still be transmitted to the slide (3043) through the push-pull rod (3046). Since the slider (3042) cannot continue to move in the slide groove (5), this force will be converted into a force that causes the slide (3043) to move along the swing rod (3041) and compress the first elastic element (3045). This elastic buffering process allows the rotating rod (3) to continue to rotate, thereby ensuring that the anti-detachment component has enough stroke to fully press against the side of the vehicle beam, realizing the optimized locking sequence of radial clamping first and lateral locking later. S4: Finally, the vehicle beam is completely enclosed in a closed rigid frame formed by two clamping plates (305), two anti-fall plates (405) and the inner wall of the U-shaped frame (102). The overlapping blocks (4051) and overlapping grooves (4052) at the ends of the upper and lower anti-fall plates (405) also interlock with each other to form a complete anti-fall ring, which enhances the overall stability of the anti-fall plate (405) structure. S5: Connect the two traction seats (1) with the anti-breakage connector (2). The universal joint (202) allows for multiple degrees of freedom in the traction process to adapt to turning and uneven road surfaces. At the same time, the length and articulation range of the rigid traction rod (2012) limit the minimum and maximum distance between the two vehicles, effectively preventing accidents caused by the towed mining truck losing control and colliding with the traction vehicle on downhill sections.

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