Anti-collision and derailment protection device for monorail hoist and use method thereof

Abstract

The present application belongs to the technical field of track equipment transportation safety, and particularly relates to a collision-preventing and track-falling-preventing protection device for monorail hoist and a use method. The present application comprises: an open trigger frame installed at the front end of the monorail hoist in the running direction through an ear shaft; a rear end of a telescopic assembly is rotationally connected with the ear shaft, and swings in the vertical plane around the ear shaft; a running trolley is rotationally installed at the front end of the telescopic assembly; a travel switch is installed on the inner wall of the open trigger frame; a trigger plate is fixedly arranged at the lower end surface of the telescopic assembly, and swings in the vertical plane with the telescopic movement of the telescopic assembly to trigger or disengage the travel switch. The present application utilizes the telescopic movement of the telescopic assembly, and the telescopic assembly swings in the vertical plane around the ear shaft, to realize double reliable protection for two typical risk scenarios of obstacle collision and track missing and falling of the monorail hoist, solves the problem of single protection function in the prior art, and significantly expands the safety guarantee range of the monorail hoist in the complex underground environment.

Description

Technical Field

[0001] This invention belongs to the field of rail equipment transportation safety technology, specifically relating to a collision prevention and derailment prevention protection device for monorail cranes and its usage method. Background Technology

[0002] With the increasingly complex underground mining environment in coal mines, characterized by narrow tunnel spaces and varied routes, monorail cranes play a crucial role in the transportation of materials and equipment due to their adaptability and operational flexibility. However, the monorail's structure presents significant operational safety challenges. Firstly, underground tracks often need to accommodate the complex combination of horizontal and vertical curves, coupled with long-term heavy-load, high-intensity transport operations, making track joints prone to breakage and posing a high risk of derailment, especially at vulnerable locations such as switches and track ends. Secondly, the variable tunnel environment may lead to unremoved obstacles on the tracks. A collision with such an obstacle during high-speed operation can easily cause equipment damage, transport disruptions, and even safety accidents, severely impacting mine production efficiency and personnel safety.

[0003] To address the aforementioned issues, various safety protection devices for monorail cranes have been proposed in the prior art, but significant limitations remain in practical applications. For example, in the solution proposed in patent CN202310187926.5, the collision triggering mechanism relies on a spring-loaded support to achieve the action response. Due to the harsh underground working conditions, the continuous vibration caused by uneven tracks can easily lead to spring fatigue or instantaneous compression, causing the protection device to be falsely triggered. Furthermore, the spring design of this device has a short stroke and limited buffering capacity, which may not effectively absorb impact energy in the event of a real collision, reducing the reliability of the protection. Another typical solution, such as patent CN202420428295.1, although featuring a triggering mechanism combining a slider and a spring, suffers from low spring stiffness and insufficient buffering stroke, making it difficult to cope with the enormous collision forces under heavy transport conditions (traction force can reach 280 kN). This may not only make the device vulnerable to damage in an impact but may also prevent reliable emergency stopping due to excessive instantaneous force, leaving a safety hazard. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of existing technologies, such as single protective function, insufficient impact buffering performance, and low reliability of braking triggering under heavy load conditions. It provides a collision and derailment protection device for monorail cranes with dual protection capabilities against collision and derailment, excellent buffering performance, and reliable emergency braking under large impact, as well as a method of use.

[0005] The technical solution adopted by this invention to solve its technical problem is:

[0006] As a first aspect, the present invention provides a collision and derailment prevention protection device for a monorail crane, comprising:

[0007] An open trigger frame is mounted at the front end of the monorail crane in the direction of travel via trunnions;

[0008] A telescopic assembly, the rear end of which is rotatably connected to the trunnion and swings about the trunnion in a vertical plane;

[0009] The trolley is rotatably mounted at the front end of the telescopic assembly for rolling along the monorail.

[0010] A limit switch is installed on the inner wall of the open trigger frame, located below the telescopic assembly;

[0011] A trigger plate is fixedly installed on the lower end face of the telescopic assembly, and swings with the telescopic assembly during its telescopic movement or in the vertical plane to trigger or disengage the limit switch.

[0012] Furthermore, the telescopic assembly includes a cylinder, a piston rod passing through the cylinder via a linear bearing, and a return spring disposed inside the cylinder.

[0013] One end of the piston rod is provided with a baffle for blocking the return spring, and the other end of the piston rod passes through the interior of the open trigger frame and is rotatably connected to the trunnion through a first pin; the piston rod swings vertically around the trunnion.

[0014] Furthermore, the trigger plate is fixed to the lower end face of the cylinder and has an inverted trapezoidal structure.

[0015] Furthermore, the traveling trolley includes a U-shaped traveling frame and two traveling wheels symmetrically and rotatably mounted on the U-shaped traveling frame;

[0016] The wheels are used for rolling contact with the monorail.

[0017] Furthermore, a protruding vertical plate is fixedly provided on the upper end surface of the cylinder, and the U-shaped walking frame is rotatably connected to the protruding vertical plate through a second pin.

[0018] Furthermore, an end sleeve is provided at the other end of the cylinder body, and the end of the return spring away from the baffle abuts against the end sleeve.

[0019] Furthermore, the end sleeve is connected to the cylinder body via a threaded connection.

[0020] Furthermore, the open trigger frame is welded and fixed to the trunnion.

[0021] Furthermore, the open trigger frame has a support frame welded inside for mounting the limit switch.

[0022] As a second aspect, the present invention provides a method for using the anti-collision and anti-derailment protection device for monorail cranes as described above, comprising the following:

[0023] In anti-collision mode, when the traveling trolley touches an obstacle in front of it while moving, the collision force pushes the telescopic component to retract backward, which drives the trigger plate to move and triggers the limit switch, thereby triggering the emergency braking of the monorail crane; after the obstacle is cleared, the telescopic component resets forward, the trigger plate separates from the limit switch, and the device returns to normal.

[0024] In anti-derailment mode: when the traveling trolley travels to a point where the track is missing or broken, the traveling trolley loses support and falls, causing the telescopic component to rotate vertically downwards with its connection point with the trunnion as the axis. The trigger plate moves downwards and triggers the limit switch, thereby triggering the emergency braking of the monorail crane.

[0025] The beneficial effects of the anti-collision and anti-derailment protection device for monorail cranes and its usage method of the present invention are as follows:

[0026] This invention employs an open trigger frame with a limit switch inside. The telescopic movement of a telescopic assembly triggers and disengages the trigger plate from the limit switch. Furthermore, the telescopic assembly's oscillation along the vertical plane of the trunnion triggers and disengages the limit switch, thus providing dual and reliable protection against two typical risk scenarios for monorail cranes: obstacle collisions and track loss / derailment. This overcomes the limitation of single-function protection in existing technologies and significantly expands the safety range of monorail cranes in complex underground environments. Simultaneously, the rear end of the telescopic assembly is rotatably connected to the trunnion, allowing it to oscillate vertically around the trunnion. This restricts the horizontal freedom of the telescopic assembly, retaining only vertical rotational capability, ensuring accurate triggering in case of track loss and preventing false triggering.

[0027] The telescopic component and open trigger frame of this invention are ingeniously designed to achieve triggering and automatic reset through a return spring and mechanical hinge, eliminating the need for any electronic sensors and control components. This fundamentally avoids malfunctions or failures caused by dust, moisture, and electromagnetic interference, adapting to harsh environments such as dust and vibration in rail transportation and improving the reliability and service life of the device. Attached Figure Description

[0028] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0029] Figure 1 This is a first-view perspective perspective view of the protective device in an embodiment of the present invention.

[0030] Figure 2 This is a second-view perspective perspective view of the protective device in an embodiment of the present invention.

[0031] Figure 3 This is a front view of the protective device in an embodiment of the present invention.

[0032] Figure 4 This is a cross-sectional view of the protective device in an embodiment of the present invention.

[0033] Figure 5 This is a detailed diagram of the piston rod and cylinder body working together in an embodiment of the present invention.

[0034] Figure 6 This is an installation diagram of the telescopic component and the trunnion in an embodiment of the present invention.

[0035] Figure 7 This is a schematic diagram of the structure of the walking vehicle in an embodiment of the present invention.

[0036] In the diagram: 1. Open trigger frame, 2. Trunnion, 3. Telescopic assembly, 31. Cylinder, 32. Linear bearing, 33. Piston rod, 34. Return spring, 35. Baffle, 36. End sleeve, 37. First pin, 4. Traveling trolley, 41. U-shaped traveling frame, 42. Traveling wheel, 43. Second pin, 5. Limit switch, 6. Trigger plate, 7. Protruding upright plate, 8. Support frame. Detailed Implementation

[0037] The present invention will now be described in further detail with reference to the accompanying drawings. These drawings are simplified schematic diagrams, illustrating only the basic structure of the invention, and therefore only show the components relevant to the invention.

[0038] like Figures 1-7 The embodiment of the anti-collision and anti-derailment protection device for a monorail crane shown in the present invention includes an open trigger frame 1, a telescopic assembly 3, a traveling trolley 4, a limit switch 5, and a trigger plate 6. Specifically, the open trigger frame 1 is mounted at the front end of the monorail crane in the direction of travel via a trunnion 2. The rear end of the telescopic assembly 3 is rotatably connected to the trunnion 2 and swings in a vertical plane around the trunnion 2. The traveling trolley 4 is rotatably mounted at the front end of the telescopic assembly 3 for rolling along the monorail track. The limit switch 5 is mounted on the inner wall of the open trigger frame 1, located below the telescopic assembly 3. The trigger plate 6 is fixedly disposed on the lower end face of the telescopic assembly 3 and swings in a vertical plane with the telescopic movement of the telescopic assembly 3 to trigger or disengage the limit switch 5.

[0039] This invention employs an open trigger frame 1, within which a limit switch 5 is installed. The telescopic movement of the telescopic component 3 triggers and disengages the trigger plate 6 from the limit switch 5. Furthermore, the telescopic component 3 swings along the vertical plane of the trunnion 2, triggering and disengaging the limit switch 5. This provides dual and reliable protection against two typical risk scenarios for monorail cranes: obstacle collisions and track loss / derailment. This solves the problem of limited protection functions in existing technologies and significantly expands the safety assurance range of monorail cranes in complex underground environments. Simultaneously, the rear end of the telescopic component 3 is rotatably connected to the trunnion 2, swinging around the trunnion 2 in the vertical plane. This restricts the horizontal freedom of the telescopic component 3, retaining only vertical rotational capability, ensuring accurate triggering in case of track loss and preventing false triggering.

[0040] like Figure 4 and Figure 4 As shown, in this embodiment, the telescopic assembly 3 includes a cylinder 31, a piston rod 33 passing through the cylinder 31 via a linear bearing 32, and a return spring 34 disposed inside the cylinder 31. One end of the piston rod 33 is provided with a baffle 35 to block the return spring 34, and the other end of the piston rod 33 passes through the open trigger frame 1 and is rotatably connected to the trunnion 2 via a first pin 37. The piston rod 33 swings vertically around the trunnion 2, that is, rotates axially along the first pin 37. It should be understood that the hinge between the trunnion 2 and the piston rod 33 in this embodiment uses a clearance fit to ensure the flexibility of the piston rod 33 rotating vertically relative to the trunnion 2.

[0041] The telescopic component 3 and the open trigger frame 1 of the present invention are cleverly designed to achieve triggering and automatic reset through the reset spring 34 and mechanical hinge, without the need for any electronic sensing and control components. This fundamentally avoids the problems of malfunction or failure caused by dust, moisture and electromagnetic interference, adapts to the harsh environment of track transportation such as dust and vibration, and improves the reliability and service life of the device.

[0042] As a preferred embodiment, see 4 and Figure 5 An end sleeve 36 is provided at the other end of the cylinder body 31. The end of the return spring 34 away from the baffle 35 abuts against the end sleeve 36. The end sleeve 36 and the baffle 35 ensure that the return spring 34 is always within the predetermined compression and rebound stroke during operation, avoiding the phenomenon of the return spring 34 being deflected, stuck or unstable due to lack of restraint.

[0043] like Figure 5As shown, in this embodiment, the open trigger frame 1 is welded to the trunnion 2, but it can also be fixed with bolts. The method of fixing the open trigger frame 1 to the trunnion 2 is not absolutely limited here. In this embodiment, the open trigger frame 1 is a rectangular frame with an opening at the front end, providing clearance for the vertical swing of the telescopic component 33.

[0044] In this embodiment, see Figure 7 As shown, the traveling trolley 4 includes a U-shaped traveling frame 41 and two traveling wheels 42 symmetrically rotated and mounted on the U-shaped traveling frame 41. The traveling wheels 42 are used for rolling contact with the monorail. The traveling mechanism formed by the U-shaped traveling frame 41 and the two symmetrically arranged traveling wheels 42 can stably straddle the lower flange of the monorail, which not only ensures the smoothness of the trolley's movement along the track and effectively distributes the load, but also provides good natural guidance, preventing the trolley from lateral deviation or jamming during movement, and providing a stable motion basis for reliable detection and contact with obstacles ahead. It should be further noted that the end sleeve 36 is connected to the cylinder 31 by a threaded connection. In subsequent maintenance, if it is necessary to inspect or replace the return spring 34, it can also be quickly completed by disassembling the end sleeve 36, significantly reducing the complexity and time cost of maintenance operations.

[0045] In a preferred embodiment, a protruding vertical plate 7 is fixedly provided on the upper surface of the cylinder body 31, and the U-shaped traveling frame 41 is rotatably connected to the protruding vertical plate 7 via a second pin 43. Specifically, the protruding vertical plate 7 is welded to the top of the cylinder body 31 as a transition structure for connecting with the traveling trolley 4. After the U-shaped traveling frame 41 and the protruding vertical plate 7 on the cylinder body 31 are correspondingly fitted, the second pin 43 passes through. A trigger plate 6 is welded to the bottom of the fixed cylinder body 31. One end of the rear end of the cylinder body 31 has a flange structure, which is fixed to the linear bearing 32 by the flange. The other end is machined with internal threads and screwed to the end sleeve 36.

[0046] Accordingly, to facilitate the installation of the limit switch 5, a support frame 8 for mounting the limit switch 5 is welded inside the open trigger frame 1. The support frame 8 welded inside the open trigger frame 1 constitutes a rigid mounting base for the limit switch 5, ensuring that the positional accuracy of the limit switch 5 remains constant during frequent triggering and resetting processes, avoiding switch displacement or loosening caused by vibration or impact, thereby ensuring the accuracy and reliability of the trigger signal.

[0047] like Figures 5 to 7 As shown, in this embodiment, the trigger plate 6 is fixed to the lower end face of the cylinder 31 and has an inverted trapezoidal structure. Compared with the traditional flat trigger plate 6, the inverted trapezoidal slope design makes the triggering process gentler, avoids device damage caused by rigid impact, and improves triggering sensitivity.

[0048] The usage method of the above-mentioned anti-collision and anti-derailment protection device for monorail cranes includes the following:

[0049] In anti-collision mode: When the traveling trolley 4 touches an obstacle in front of it while it is moving, the collision force pushes the telescopic component 3 to retract backward, which drives the trigger plate 6 to move and triggers the limit switch 5, thereby triggering the emergency braking of the monorail crane; after the obstacle is cleared, the telescopic component 3 returns to its forward position, the trigger plate 6 separates from the limit switch 5, and the device returns to normal.

[0050] In anti-derailment mode: When the traveling trolley 4 travels to a point where the track is missing or broken, the traveling trolley 4 loses support and falls, causing the telescopic component 3 to rotate vertically downward with its connection point with the trunnion 2 as the axis. The trigger plate 6 moves downward and triggers the limit switch 5, thereby triggering the emergency braking of the monorail crane.

[0051] In practical applications, the principle of obstacle collision protection is as follows: When the traveling trolley 4 moves along the track and an obstacle appears in front, the traveling trolley 4 first collides with the obstacle. The collision force causes the cylinder 31 to move backward relative to the piston rod 33. At this time, the piston rod 33 remains stationary due to the horizontal degree of freedom restricted by the trunnion 2. During the backward movement of the cylinder 31, the return spring 34 inside is compressed. At the same time, the trigger plate 6 below the cylinder 31 moves backward synchronously with the cylinder 31. When the inverted trapezoidal inclined surface of the trigger plate 6 contacts the limit switch 5 and triggers the limit switch 5, the limit switch 5 sends an emergency stop signal to the locomotive control system to realize the automatic stop of the locomotive. After the obstacle is cleared, the return spring 34 releases its elastic potential energy, pushes the cylinder 31 forward to reset, the trigger plate 6 separates from the limit switch 5, and the device returns to its initial state.

[0052] The principle of the front track loss protection is as follows: When the traveling trolley 4 moves to the area where the front track is missing, the traveling trolley 4 loses track support and derails. Under the action of gravity, the traveling trolley 4 causes the cylinder 31 to tilt downward. Since the piston rod 33 is hinged to the trunnion 2 and can only rotate in the vertical direction, the tilt of the cylinder 31 causes the piston rod 33 to rotate downward around the hinge point. During the rotation of the piston rod 33, the change in the relative position of the cylinder 31 and the piston rod 33 triggers the limit switch 5 to act, realizing emergency stop.

[0053] This invention enables automatic and reliable detection and emergency braking triggering for monorail cranes in the event of collisions with obstacles or track breakage. The two triggering modes are independent: the collision mode relies on horizontal compression displacement, while the derailment mode relies on vertical tilting rotation. This design ensures the device can accurately identify different types of risk conditions and respond quickly, significantly expanding the active safety protection range of the monorail crane. Whether it's the reset spring 34 buffer during a collision or the gravity drive during a derailment, neither relies on any electronic sensors or external power supply. This fundamentally eliminates sensor malfunctions, false alarms, or system paralysis caused by harsh environmental factors such as dampness, dust, and electromagnetic interference in underground mines. Simultaneously, its automatic reset function ensures rapid recovery to standby monitoring mode without manual intervention after a risk event, guaranteeing the continuity of transportation operations and truly achieving all-weather, maintenance-free safety protection under high-load, high-intensity conditions in coal mines.

[0054] It should be understood that the specific embodiments described above are for illustrative purposes only and are not intended to limit the scope of the invention. Obvious variations or modifications derived from the spirit of the invention are still within the protection scope of the invention.

Claims

1. A collision avoidance and derailment prevention protection device for a monorail crane, characterized in that, include: An open trigger frame (1) is installed at the front end of the monorail crane in the direction of travel via a trunnion (2); Telescopic component (3), the rear end of which is rotatably connected to the trunnion (2) and swings about the trunnion (2) in the vertical plane; The traveling trolley (4) is rotatably mounted at the front end of the telescopic assembly (3) for rolling along the monorail. Limit switch (5) is installed on the inner wall of the open trigger frame (1) and located below the telescopic assembly (3); The trigger plate (6) is fixedly installed on the lower end face of the telescopic assembly (3) and swings with the telescopic assembly (3) during its telescopic movement or in the vertical plane to trigger or disengage the limit switch (5).

2. The anti-collision and anti-derailment protection device for a monorail crane according to claim 1, characterized in that: The telescopic assembly (3) includes a cylinder (31), a piston rod (33) passing through the cylinder (31) via a linear bearing (32), and a return spring (34) disposed inside the cylinder (31). One end of the piston rod (33) is provided with a baffle (35) for blocking the reset spring (34), and the other end of the piston rod (33) passes through the interior of the open trigger frame (1) and is rotatably connected to the trunnion (2) through the first pin (37); the piston rod (33) swings vertically around the trunnion (2).

3. The anti-collision and anti-derailment protection device for a monorail crane according to claim 2, characterized in that: The trigger plate (6) is fixed to the lower end face of the cylinder (31) and has an inverted trapezoidal structure.

4. The anti-collision and anti-derailment protection device for a monorail crane according to claim 2, characterized in that: The traveling trolley (4) includes a U-shaped traveling frame (41) and two traveling wheels (42) symmetrically rotated on the U-shaped traveling frame (41). The traveling wheel (42) is used to make rolling contact with the monorail.

5. The anti-collision and anti-derailment protection device for a monorail crane according to claim 4, characterized in that: A protruding vertical plate (7) is fixedly provided on the upper end surface of the cylinder (31), and the U-shaped walking frame (41) is rotatably connected to the protruding vertical plate (7) through the second pin (43).

6. The anti-collision and anti-derailment protection device for a monorail crane according to claim 2, characterized in that: The other end of the cylinder (31) is provided with an end sleeve (36), and the end of the return spring (34) away from the baffle (35) abuts against the end sleeve (36).

7. A collision avoidance and derailment prevention protection device for a monorail crane according to claim 6, characterized in that: The end sleeve (36) is connected to the cylinder (31) by a threaded connection.

8. A collision avoidance and derailment prevention protection device for a monorail crane according to claim 1, characterized in that: The open trigger frame (1) is welded and fixed to the trunnion (2).

9. A collision and derailment prevention protection device for a monorail crane according to claim 1, characterized in that: The open trigger frame (1) has a support frame (8) welded inside for mounting the limit switch (5).

10. A method of using the anti-collision and anti-derailment protection device for a monorail crane as described in any one of claims 1-9, characterized in that, Includes the following: In anti-collision mode; when the traveling trolley (4) touches an obstacle in front while traveling, the collision force pushes the telescopic component (3) to retract backward, which drives the trigger plate (6) to move and triggers the limit switch (5), thereby triggering the emergency braking of the monorail crane; after the obstacle is cleared, the telescopic component (3) resets forward, the trigger plate (6) separates from the limit switch (5), and the device returns to normal. In the anti-derailment mode: when the traveling trolley (4) travels to a place where the track is missing or broken, the traveling trolley (4) loses support and falls, causing the telescopic component (3) to rotate vertically downward with its connection point with the trunnion (2) as the axis. The trigger plate (6) moves downward and triggers the limit switch (5), thereby triggering the emergency braking of the monorail crane.

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