Braking self-adaptive device for driving part of monorail crane

Abstract

The invention discloses a braking self-adaptive device for a monorail crane driving part, which belongs to the technical field of mine transportation, is used for driving and braking a monorail crane rail moving locomotive with an I-shaped end surface, and comprises a driving part bracket and a braking mechanism, the driving mechanism drives the driving part bracket to move along the monorail crane rail; the number of the braking mechanisms is two, and the two braking mechanisms are symmetrically installed at the positions, close to the two ends, of the driving part support and used for achieving braking of the driving part support. The monorail crane driving part braking self-adaptive device is technically characterized in that the braking mode is improved, the position of the braking assembly is adjusted through the adjusting assembly, braking force can be adjusted, use is flexible, the position of the braking assembly is synchronously adjusted, the applied braking force is equal, generated braking is more stable and controllable, safety is high, and the monorail crane driving part braking self-adaptive device is suitable for large-scale popularization and application. And a good use scene is realized.

Description

Technical Field

[0001] This invention belongs to the field of mining transportation technology, specifically a braking adaptive device for the drive unit of a monorail crane. Background Technology

[0002] Underground transportation refers to the operation of transporting ore and waste rock from the ore extraction point in the mining area to the bottom yard, skip mine bin, or the surface using mechanical equipment. Transportation methods are divided into two categories: rail transportation and trackless transportation. Rail transportation commonly uses electric locomotives to pull mine car trains along tracks.

[0003] Among auxiliary transportation vehicles in coal mines, monorail cranes are widely used in major coal mines due to their advantages such as strong load capacity and continuous transportation without the need for transshipment.

[0004] The drive unit is an important component of a monorail crane. The drive unit is equipped with load-bearing wheels that support its own weight. The traction force is generated by the rolling friction between the drive wheel and the rail, and the braking force is generated by the sliding dry friction between the brake pads and the bottom groove of the rail.

[0005] As the country places increasing emphasis on coal mine safety, the safety performance requirements for monorail cranes are becoming more stringent. During operation, the locomotive not only needs to have a large traction force, but also a reasonable and reliable braking force to ensure the safety of monorail crane operations.

[0006] The existing patent application publication number CN112810634A, entitled "An Invention Patent for a Monorail Drive Device," describes a method where a hydraulic motor within a drive bracket provides power and braking force to the monorail drive device. The hydraulic motor drives the drive wheel, which, under clamping force, presses tightly against the monorail guide rail. The friction between the drive wheel and the rail provides power for the vehicle's movement. At this time, oil enters the rod chamber of the brake cylinder, causing the brake spring to contract and store energy, disengaging the brake pads from the rail, and enabling the monorail drive device to move. Conversely, when the brake cylinder releases hydraulic oil, the brake spring extends due to its own elasticity, pressing the brake pads against the rail, thus braking the monorail drive device. This method offers strong braking performance, effectively improving overall stability and safety, and enhancing overall work efficiency.

[0007] However, research has revealed certain drawbacks in the use of the above-mentioned solutions; 1. Defects in braking method: The existing monorail system has two braking methods during braking: drive wheel braking and brake pad emergency braking (the above-mentioned patented solution). Drive wheel braking reduces the speed of the drive motor, which slows down the friction between the drive wheel and the track. This braking method is not only inefficient, but also causes severe wear on the drive wheel, which in turn affects the traction force. The drive wheel braking method causes severe wear on the drive wheel, and replacing the drive wheel is complicated and has high maintenance costs. 2. Poor controllability of emergency braking: Emergency braking is a braking method used when conventional braking fails and the speed is too high. Emergency braking involves unloading the hydraulic cylinder and locking the brake pads to the rail under the action of spring preload. The braking force cannot be adjusted according to real-time operating conditions. Locking of the brake pads during emergency braking will cause the monorail to decelerate abruptly, and the locomotive will swing too much on the rail, leading to frequent transportation accidents.

[0008] In summary, the existing braking structure of monorail systems has certain drawbacks and does not meet people's requirements. Therefore, we have developed a monorail drive unit braking adaptive device. Summary of the Invention

[0009] To overcome the shortcomings of the prior art, this application provides a braking adaptive device for the drive unit of a monorail crane, which improves the braking method. It uses an adjustment component to adjust the position of the braking component, so that the braking force can be adjusted, making it more flexible to use. Moreover, the position of the braking component is adjusted synchronously, so that the applied braking force is equal, resulting in more stable and controllable braking, higher safety, and good application scenarios.

[0010] The technical solution adopted by the embodiments of this application to solve its technical problem is: An adaptive braking device for a monorail drive unit, used for driving and braking a locomotive moving along a monorail track with an "I"-shaped end face, includes a drive unit bracket and a braking mechanism: A drive unit bracket is mounted on which a drive mechanism connected to the monorail track is installed, and the drive mechanism drives the drive unit bracket to move along the monorail track. The braking mechanism consists of two sets, which are symmetrically installed on the drive unit bracket near both ends to work together to brake the drive unit bracket. The braking mechanism includes: Two sets of gate arms are symmetrically arranged on both sides of the drive unit bracket, and the middle part is movably mounted on the drive unit bracket; Two sets of braking components are installed at the upper ends of two sets of brake arms to make contact with the monorail track when the locomotive brakes. An adjustment component, located at the lower end of the drive unit bracket, is used to adjust the braking force by changing the tilt angle of the brake arm.

[0011] Preferably, a connecting rod is hinged to the middle of the brake arm near the upper end, and the other end of the connecting rod is hinged to the second hinge seat on the drive unit bracket to form a lever structure to amplify the braking torque.

[0012] Preferably, the braking assembly includes brake pads, a brake lever, and two sets of reset components: The brake pad is located inside the drive unit bracket and is used to contact the monorail track when the locomotive brakes. Several sets of brake blocks are installed on the end of the brake pad facing the monorail track. The end face of the brake block facing the monorail track is provided with protrusions and grooves. One end of the brake lever is fixedly connected to the other end of the brake pad, and the other end of the brake lever passes through the through hole on the drive unit bracket and is rotatably mounted on the upper end of the brake arm through a pin. Two sets of reset components are symmetrically installed on the other end face of the brake pad near both ends for use in resetting the brake pad after braking.

[0013] Preferably, the reset component includes: A return spring is sleeved on a shaft on the brake pad. Both the return spring and the shaft pass through an opening on the drive unit bracket, and one end of the return spring is in contact with the drive unit bracket. A gasket is mounted on the end of the shaft of the brake plate, and the other end of the return spring is in contact with the gasket.

[0014] Preferably, the adjustment component includes: The base is mounted on the bottom edge of the drive unit bracket; An elliptical wheel, which is rotatably mounted on a base via bearings; Two sets of rotating components, mounted on the base, are used to work together to drive the elliptical wheel to rotate smoothly. The lower end of the gate arm is rotatably mounted with a roller. The outer circumferential surface of the roller is in contact with the outer circumferential surface of the elliptical wheel. When the elliptical wheel rotates, it squeezes the roller, causing the gate arm to tilt.

[0015] Preferably, the rotating component includes a stop plate and a hydraulic rod: The abutment is fixedly installed on the base; The main body of the hydraulic rod is hinged to the backing plate; The lower end face of the elliptical wheel is fitted with a top plate, and the telescopic end of the hydraulic rod is hinged to the top plate.

[0016] Preferably, the two sets of abutment plates are symmetrically arranged on the diagonal of the base, and the two sets of top plates are symmetrically arranged on the long axis of the elliptical wheel to ensure that the elliptical wheel is subjected to balanced force and rotates smoothly.

[0017] Preferably, a plurality of bearing wheels are rotatably mounted on the drive unit bracket, and the bearing wheels roll along the lower wall of the track groove on the side end face of the monorail.

[0018] Preferably, the drive mechanism includes: Two sets of motor sleeves are symmetrically arranged on both sides of the drive unit bracket, and the first hinge plate on the outer surface of the motor sleeve is hinged to the first hinge seat on the outer surface of the drive unit bracket. Two sets of hydraulic motors are mounted on two sets of motor sleeves; The drive wheels are in two sets, and the two sets of drive wheels are fixedly connected to the drive shafts of two sets of hydraulic motors, and the outer surface of the drive wheels is in close contact with the bottom surface of the track groove. A clamping cylinder is installed through the drive unit bracket. The two ends of the clamping cylinder are respectively hinged to the second hinge plates on the outer surfaces of the two sets of motor sleeves to adjust the contact pressure between the drive wheel and the track groove.

[0019] In summary, the beneficial technical effects of the present invention are as follows: 1. Improve the braking method by using an adjustment component to adjust the position of the braking components, so that the braking force can be adjusted, making it more flexible to use. Moreover, the position of the braking components is adjusted synchronously, so that the applied braking force is equal, resulting in more stable and controllable braking and higher safety.

[0020] 2. The middle part of the brake arm is hinged to the drive unit bracket via a connecting rod near the upper end. The distance between the top and middle hinges of the brake arm is small and the lever arm is short, while the distance between the middle hinge and the bottom is large and the lever arm is long, forming a lever, thereby amplifying the torque provided by the hydraulic rod, which can increase the braking force and make the braking ability stronger.

[0021] 3. The elliptical wheel is rotated by the hydraulic pressure of the hydraulic rod. Compared with the emergency braking method of the conventional monorail drive unit, the force on the elliptical wheel is more uniform, and the braking is more stable and controllable, resulting in higher overall safety performance.

[0022] 4. The contact surface between the brake block and the track groove is provided with protrusions and grooves, which not only helps the brake pads dissipate heat, but also helps the iron filings generated by the friction between the brake pads and the track to overflow along the grooves, reducing the impact of iron filings on the friction braking performance, resulting in good performance.

[0023] 5. By improving the braking method, the friction between the drive wheel and the track groove is reduced during braking, thus reducing wear and tear on the drive wheel and improving its stability during normal use. At the same time, it reduces driving / braking problems caused by severe wear of the drive wheel, thereby indirectly increasing the service life of the drive wheel. Moreover, compared with the conventional method of replacing the drive wheel for braking in monorail cranes, this solution only requires replacing the brake block, which reduces the cost of use, facilitates maintenance, and has good application prospects. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the overall usage state structure of the present invention; Figure 2 This is a partial usage state structure diagram of the present invention; Figure 3 This is a partial structural diagram of the present invention; Figure 4 This is a partial installation structure diagram of the drive mechanism in this invention; Figure 5 This is a partial top view of the structure in this invention; Figure 6 This is a partial formal structural diagram of the present invention; Figure 7 This is a structural diagram of the braking mechanism in this invention; Figure 8 This is an exploded view of the braking mechanism in this invention; Figure 9 This is a partial structural diagram of the driving mechanism in this invention.

[0025] Explanation of key symbols: 1. Monorail track; 101. Track groove; 2. Drive unit bracket; 201. First hinge seat; 202. Second hinge seat; 3. Bearing wheel; 4. Drive mechanism; 401. Motor sleeve; 402. Hydraulic motor; 403. Drive wheel; 404. First hinge plate; 405. Second hinge plate; 406. Clamping cylinder; 5. Braking mechanism; 501. Base; 502. Support plate; 503. Hydraulic rod; 504. Bearing; 505. Elliptical wheel; 506. Roller; 507. Brake arm; 508. Connecting rod; 509. Brake pad; 510. Return spring; 511. Shim; 512. Brake lever; 513. Top plate. Detailed Implementation

[0026] This application provides a braking adaptive device for the drive unit of a monorail, addressing the existing monorail braking process which involves two methods: drive wheel braking and emergency brake pad braking. Drive wheel braking reduces the speed of the drive wheel by decreasing the speed of the drive motor, leading to frictional deceleration between the drive wheel and the track. This method is not only inefficient but also causes severe wear on the drive wheel, affecting traction. Furthermore, drive wheel braking causes significant wear and replacement is complex and costly. Emergency braking is used when conventional braking fails, resulting in excessive speed. Emergency braking involves unloading the hydraulic cylinder and locking the brake pads against the track under spring preload, and the braking force cannot be adjusted according to real-time operating conditions. Locking of the brake pads during emergency braking causes the monorail to decelerate abruptly, resulting in excessive swaying of the locomotive on the track and frequent transportation accidents.

[0027] Example 1: like Figure 1 - Figure 9As shown in this embodiment, a monorail drive unit braking adaptive device is used for driving and braking a locomotive moving along a monorail track 1 with an "I"-shaped end face. It includes a drive unit support 2 and a braking mechanism 5: a drive mechanism 4 connected to the monorail track 1 is installed on the drive unit support 2, and the drive mechanism 4 drives the drive unit support 2 to move along the monorail track 1; there are two sets of braking mechanisms 5, which are symmetrically installed on the drive unit support 2 near both ends, and are used to cooperate to achieve braking of the drive unit support 2. The braking mechanism 5 includes an adjustment component, two sets of brake arms 507, and two sets of braking components: the two sets of brake arms 507 are symmetrically arranged on both sides of the drive unit bracket 2, with their middle parts movably mounted on the drive unit bracket 2; the two sets of braking components are correspondingly installed at the upper ends of the two sets of brake arms 507, and are used to fit against the monorail rail 1 when the locomotive brakes; the adjustment component is located at the lower end of the drive unit bracket 2, and is used to adjust the braking force by changing the tilt angle of the brake arms 507.

[0028] This invention provides a braking adaptive device for the drive unit of a monorail crane, which improves the braking method by using an adjustment component to adjust the position of the braking component, thereby allowing the braking force to be adjusted. This makes the device more flexible to use, and the synchronous adjustment of the position of the braking component ensures that the applied braking force is equal, resulting in more stable and controllable braking and higher safety.

[0029] In use, the drive mechanism 4 drives the drive unit bracket 2 to move along the monorail track 1. When it is necessary to stop running, the adjustment component drives the brake arm 507 to move. The brake arm 507 drives the braking component to contact the monorail track 1 to achieve braking.

[0030] The range of movement of the brake arm 507 driven by the adjustment component varies, the pressure of the braking component in contact with the monorail rail 1 varies, and the braking force generated varies. Different braking forces are used when the locomotive carries goods of different weights. The overall stability is high. Since the braking force is adjustable, the monorail drive unit braking adaptive device can be applied to different locomotives and has wide applicability.

[0031] Example 2: like Figure 1 , Figure 7 , Figure 8 As shown, based on Example 1, this example also describes the following structure: A connecting rod 508 is hinged to the middle of the brake arm 507 near the upper end. The other end of the connecting rod 508 is hinged to the second hinge seat 202 on the drive bracket 2 to form a lever structure to amplify the braking torque.

[0032] The present invention discloses a braking adaptive device for a monorail crane drive unit. The middle of the brake arm 507 is hinged to the drive unit bracket 2 via a connecting rod 508 near the upper end. The distance between the top and middle hinge points of the brake arm 507 is small, and the lever arm is short. The distance between the middle hinge point and the bottom is large, and the lever arm is long, forming a lever, thereby amplifying the torque provided by the hydraulic rod 503, which can increase the braking force and make the braking ability stronger.

[0033] During braking, the adjusting component presses the bottom of the brake arm 507, causing the bottom of the brake arm 507 to move outward, which in turn causes the top of the brake arm 507 to move inward, thereby driving the braking component to move and making the braking component contact the monorail rail 1 to achieve braking.

[0034] Example 3: like Figures 1-3 , Figure 7 and Figure 8 As shown, based on Examples 1 and 2, this example also describes the following structure: The braking assembly includes brake pads 509, brake levers 512, and two sets of reset components. Brake pads 509 are located inside the drive unit bracket 2 and are used to fit against the monorail rail 1 when the locomotive brakes. Several sets of brake blocks are installed on the end of brake pads 509 facing the monorail rail 1. The end face of the brake blocks facing the monorail rail 1 is provided with protrusions and grooves for heat dissipation and discharge of iron filings generated by friction. The protrusions can be designed to be replaceable, for example, by using a threaded connection structure. If this method is adopted, brake pads 509 can be used for a long time.

[0035] One end of the brake lever 512 is fixedly connected to the other end of the brake pad 509. The other end of the brake lever 512 passes through the through hole on the drive bracket 2 and is rotatably mounted on the upper end of the brake arm 507 through a pin. This method enables the brake arm 507 to move, which in turn drives the brake lever 512 to move. Two sets of reset components are stacked and installed on the other end face of the brake pad 509 near both ends, so as to achieve the effect of reset after braking.

[0036] The reset component is used to restore the brake pad 509 to its initial stage after braking, to prevent the brake pad 509 from being in contact with the monorail rail 1 for a long time, and to ensure that the drive unit bracket 2 can operate normally.

[0037] The reset component includes a reset spring 510 and a washer 511. The reset spring 510 is sleeved on the shaft of the brake pad 509. Both the reset spring 510 and the shaft pass through the opening on the drive bracket 2, and one end of the reset spring 510 is in contact with the drive bracket 2. The washer 511 is installed on the end of the shaft of the brake pad 509, and the other end of the reset spring 510 is in contact with the washer 511. When braking, the reset spring 510 is in a compressed state. Therefore, when braking ends, the reset spring 510 returns to its original deformation, thereby causing the brake pad 509 to separate from the drive bracket 2.

[0038] The present invention discloses a braking adaptive device for a monorail drive unit. The contact surface between the brake block and the track groove 101 is provided with protrusions and grooves, which not only helps the brake pad 509 dissipate heat, but also helps the iron filings generated by the friction between the brake pad 509 and the track to overflow along the grooves, reducing the impact of iron filings on the friction braking performance, and has a good effect.

[0039] Example 4: like Figures 1-3 and Figures 7-8 Based on Examples 1-3, this example also describes the following structure: The adjustment assembly includes a base 501, an elliptical wheel 505, and two sets of rotating components. The base 501 is installed at the bottom edge of the drive bracket 2; the elliptical wheel 505 is rotatably mounted on the base 501 via the bearing 504; two sets of rotating components are mounted on the base 501 to drive the elliptical wheel 505 to rotate. Among them, a roller 506 is rotatably installed at the lower end of the gate arm 507. The outer ring tangent of the roller 506 is in contact with the outer ring tangent of the elliptical wheel 505. When the elliptical wheel 505 rotates, it squeezes the roller 506, causing the gate arm 507 to tilt.

[0040] In use, the rotating component drives the elliptical wheel 505, which moves from the short axis to the long axis, causing the lower end of the gate arm 507 to be subjected to force, thereby causing the gate arm 507 to tilt outward.

[0041] The rotating component includes a stop plate 502 and a hydraulic rod 503: The abutment plate 502 is fixedly installed on the base 501; the main body of the hydraulic rod 503 is hinged to the abutment plate 502; The lower end face of the elliptical wheel 505 is fitted with a top plate 513, and the telescopic end of the hydraulic rod 503 is hinged to the top plate 513.

[0042] When in use, the hydraulic rod 503 extends, pushing the top plate 513 to move, thereby driving the elliptical wheel 505 to rotate.

[0043] Two sets of abutment plates 502 are symmetrically arranged. The two sets of abutment plates 502 below the elliptical wheel 505 are arranged on the diagonal of the base 501. Two sets of top plates 513 are symmetrically arranged. The two sets of top plates 513 above the base 501 are arranged on the long axis of the elliptical wheel 505.

[0044] The hydraulic rod 503 adopts a symmetrical structure, which enables the elliptical wheel 505 to rotate stably.

[0045] The present invention discloses a braking adaptive device for a monorail drive unit. The hydraulic pressure of the hydraulic rod 503 drives the elliptical wheel 505 to rotate. Compared with the emergency braking method of conventional monorail drive units, the elliptical wheel 505 is subjected to more uniform force, and the braking generated is more stable and controllable, resulting in higher overall safety performance.

[0046] During braking, the hydraulic rod 503 is activated, pushing the top plate 513 to move, causing the elliptical wheel 505 to rotate. This causes the distance between the brake arms 507 to gradually move from the minor axis to the major axis of the elliptical wheel 505, resulting in the bottom end of the brake arm 507 tilting outward and the upper end of the brake arm 507 moving inward. This, in turn, pushes the connecting rod 508 to move, causing the brake pad 509 to move toward the monorail track 1, so that the brake block is in close contact with the track groove 101, thus achieving braking.

[0047] Example 5: like Figures 1-6 and Figure 9 As shown, based on Examples 1-4, this example also describes the following structure: Several sets of bearing wheels 3 are rotatably mounted on the drive unit bracket 2. The bearing wheels 3 roll along the lower wall of the track groove 101 on the side end face of the monorail track 1. The setting of the bearing wheels 3 can improve the stability of the drive unit bracket 2.

[0048] The drive mechanism 4 includes a clamping cylinder 406, two sets of motor sleeves 401, two sets of hydraulic motors 402, and two sets of drive wheels 403. Two sets of motor sleeves 401 are symmetrically arranged on both sides of the drive unit bracket 2. The first hinge plate 404 on the outer surface of the motor sleeve 401 is hinged to the first hinge seat 201 on the outer surface of the drive unit bracket 2. Two sets of hydraulic motors 402 are correspondingly installed on the two sets of motor sleeves 401. Two sets of drive wheels 403 are correspondingly fixedly connected to the drive shafts of the two sets of hydraulic motors 402, and the outer surface of the drive wheel 403 is in close contact with the bottom surface of the track groove 101. The clamping cylinder 406 passes through the drive unit bracket 2, and the two ends of the clamping cylinder 406 are respectively hinged to the second hinge plate 405 on the outer surface of the two sets of motor sleeves 401. The outer surface of the drive wheel 403 is in close contact with the bottom surface of the track groove 101.

[0049] In use, the hydraulic motor 402 drives the drive wheel 403 to rotate, and the friction between the drive wheel 403 and the bottom surface of the track groove 101 drives the drive bracket 2 to move.

[0050] The clamping cylinder 406 can adjust the pressure between the drive wheel 403 and the track groove 101. When the track is wet or icy, increasing the pressure can make the movement of the drive bracket 2 more stable.

[0051] This invention discloses an adaptive braking device for the drive unit of a monorail crane. By improving the braking method, it reduces the friction between the drive wheel 403 and the track groove 101 during braking, reduces the wear and tear of the drive wheel 403, improves the stability of the drive wheel 403 during normal use, and reduces the driving / braking problems caused by severe wear of the drive wheel 403, thereby indirectly increasing the service life of the drive wheel 403. Moreover, compared with the conventional method of replacing the drive wheel for braking monorail cranes, this solution only requires replacing the brake block, reducing the cost of use, facilitating maintenance, and showing good application prospects.

[0052] Finally, it should be noted that the above embodiments are merely examples for clearly illustrating the present invention and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A braking adaptive device for a monorail drive unit, used for driving and braking a locomotive moving along a monorail track (1) with an "I"-shaped end face, characterized in that, include: A drive unit bracket (2) is mounted on which a drive mechanism (4) connected to the monorail track (1) is installed. The drive mechanism (4) drives the drive unit bracket (2) to move along the monorail track (1). The braking mechanism (5) consists of two sets, which are symmetrically installed on the drive bracket (2) near both ends to work together to brake the drive bracket (2). The braking mechanism (5) includes: Two sets of gate arms (507) are symmetrically arranged on both sides of the drive unit bracket (2), and the middle part is movably mounted on the drive unit bracket (2); Two sets of braking components are installed at the upper ends of two sets of brake arms (507) respectively, and are used to fit against the monorail rail (1) when the locomotive brakes; An adjustment component, which is located at the lower end of the drive unit bracket (2), is used to adjust the braking force by changing the tilt angle of the brake arm (507).

2. The adaptive braking device for a monorail crane drive unit as described in claim 1, characterized in that: A connecting rod (508) is hinged to the middle of the brake arm (507) near the upper end. The other end of the connecting rod (508) is hinged to the second hinge seat (202) on the drive bracket (2) to form a lever structure to amplify the braking torque.

3. The adaptive braking device for a monorail crane drive unit as described in claim 2, characterized in that: The braking assembly includes: Brake pad (509) is installed on the inner side of the drive unit bracket (2) and is used to fit against the monorail rail (1) when the locomotive brakes. Several sets of brake blocks are installed on one end of the brake pad (509) facing the monorail rail (1). The end face of the brake block facing the monorail rail (1) is provided with protrusions and grooves. Brake lever (512), one end of which is fixedly connected to the other end of brake pad (509), the other end of which passes through the through hole on the drive bracket (2) and is rotatably mounted on the upper end of brake arm (507) through a pin; Two sets of reset components are symmetrically installed on the other end face of the brake pad (509) near both ends for use in resetting the brake pad (509) after braking.

4. The adaptive braking device for a monorail crane drive unit as described in claim 3, characterized in that: The reset component includes: A reset spring (510) is sleeved on a shaft on a brake plate (509). Both the reset spring (510) and the shaft pass through an opening on the drive unit bracket (2), and one end of the reset spring (510) is in contact with the drive unit bracket (2). A gasket (511) is mounted on the end of the shaft of the brake plate (509), and the other end of the return spring (510) is in contact with the gasket (511).

5. The adaptive braking device for a monorail crane drive unit as described in claim 4, characterized in that: The adjustment component includes: The base (501) is mounted at the bottom edge of the drive unit bracket (2); An elliptical wheel (505) is rotatably mounted on a base (501) via a bearing (504); Two sets of rotating components are mounted on the base (501) to work together to drive the elliptical wheel (505) to rotate smoothly; The lower end of the gate arm (507) is rotatably mounted with a roller (506). The outer ring tangent of the roller (506) is in contact with the outer ring tangent of the elliptical wheel (505). When the elliptical wheel (505) rotates, it squeezes the roller (506), causing the gate arm (507) to tilt.

6. The adaptive braking device for a monorail crane drive unit as described in claim 5, characterized in that: The rotating component includes: A stop plate (502) is fixedly installed on a base (501); The hydraulic rod (503) has its main body hinged to the abutment plate (502); The lower end face of the elliptical wheel (505) is fitted with a top plate (513), and the telescopic end of the hydraulic rod (503) is hinged to the top plate (513).

7. The adaptive braking device for a monorail crane drive unit as described in claim 6, characterized in that: The two sets of abutment plates (502) are symmetrically arranged on the diagonal of the base (501), and the two sets of top plates (513) are symmetrically arranged on the long axis of the elliptical wheel (505) to ensure that the elliptical wheel (505) is subjected to balanced force and rotates smoothly.

8. The adaptive braking device for a monorail crane drive unit as described in claim 1, characterized in that: Several sets of bearing wheels (3) are rotatably mounted on the drive unit bracket (2), and the bearing wheels (3) roll along the lower wall of the track groove (101) on the side end face of the monorail track (1).

9. The adaptive braking device for a monorail crane drive unit as described in claim 8, characterized in that: The drive mechanism (4) includes: Two sets of motor sleeves (401) are symmetrically arranged on both sides of the drive unit bracket (2). The first hinge plate (404) on the outer surface of the motor sleeve (401) is hinged to the first hinge seat (201) on the outer surface of the drive unit bracket (2). Two sets of hydraulic motors (402) are mounted on two sets of motor sleeves (401); There are two sets of drive wheels (403), and the two sets of drive wheels (403) are fixedly connected to the drive shafts of two sets of hydraulic motors (402), and the outer surface of the drive wheel (403) is in close contact with the bottom surface of the track groove (101). A clamping cylinder (406) is installed through the drive unit bracket (2). The two ends of the clamping cylinder (406) are respectively hinged to the second hinge plate (405) on the outer surface of the two sets of motor sleeves (401) to adjust the contact pressure between the drive wheel (403) and the track groove (101).

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