Mine tunnel runaway vehicle arresting device and method

Abstract

The application discloses a mine tunnel stalled vehicle intercepting device and method, the device comprises a buffer assembly fixed to the mine tunnel wall surface, a intercepting assembly slidingly assembled to the buffer assembly, and a trigger assembly arranged on the buffer assembly and facing the driving side of the vehicle; in a non-working state, the intercepting assembly is folded and attached to the mine tunnel wall surface; the trigger assembly detects the stalled vehicle and outputs a signal to drive the intercepting assembly to unfold and form a mine tunnel width direction intercepting barrier, thereby achieving flexible intercepting and buffering. The application does not require additional construction of the roadway and is suitable for various mine tunnels; the trigger assembly and the intercepting assembly cooperatively realize active intercepting without additional operation of the driver; the component design greatly reduces the construction and maintenance costs, and has prominent practicality and popularization significance.

Description

Technical Field

[0001] This invention belongs to the field of mine roadway stall vehicle interception technology, specifically relating to a mine roadway stall vehicle interception device and method. Background Technology

[0002] Vehicles traveling in mine tunnels are prone to stalling due to factors such as slippery road surfaces and mechanical failures in the braking system. This stalling not only directly threatens the driver's life but also causes significant economic losses. Currently, the engineering field often uses emergency escape tunnels paved with sand and gravel as the primary solution for vehicle deceleration. However, this solution has inherent limitations: First, the construction of emergency escape tunnels must be adapted to the actual road conditions of the mine, which is difficult to meet in most application scenarios; second, stalled vehicles are usually traveling at high speeds, and drivers are prone to improper steering or delayed reactions, making it difficult to accurately enter the emergency escape tunnel, thus causing secondary injuries; third, the construction and maintenance costs of emergency escape tunnels are high, significantly increasing the overall project investment. Summary of the Invention

[0003] The purpose of this invention is to provide a device and method for intercepting runaway vehicles in mine tunnels, in order to solve the technical defects of existing emergency escape tunnel schemes, such as poor adaptability, easy occurrence of secondary injuries, and high construction and maintenance costs.

[0004] To achieve the above objectives, this application provides the following technical solution: A first aspect of this application provides a mine roadway stall vehicle interception device, comprising: The buffer assembly is fixed to the mine tunnel wall, with its axis parallel to the mine tunnel wall. An interception component is slidably assembled in the buffer component, with its ends arranged along the width direction of the mine channel and perpendicular to the axial direction of the buffer component; The triggering component is fixed to the wall of the mine tunnel and located on the side of the buffer component facing the vehicle. It is used to detect the running status of the vehicle in the mine tunnel in real time and determine whether the vehicle is in a stall state. In the non-working state, the interception component is folded and retracted and attached to the mine tunnel wall; When the triggering component detects that the vehicle is in a stalled state, the triggering component immediately outputs an interception signal. After receiving the interception signal, the interception component performs an deployment action to form an interception barrier along the width of the mine roadway, thereby achieving the interception and buffering of the stalled vehicle.

[0005] In one alternative embodiment, the triggering component includes: Controller, signal receiver and speed measuring unit; Both the signal receiver and the speed measuring unit are connected to the controller signal, and the two are arranged at intervals along the length of the mine tunnel and enclose a trigger area; The signal receiver is used to receive stall signals actively sent by the vehicle in real time, and the speed measuring unit is used to collect the driving speed of the vehicle entering the trigger area in real time. When the signal receiver receives the stall signal, it transmits it to the controller. When a vehicle enters the triggering area and the signal receiver does not receive a stall signal, but the vehicle speed collected by the speed measuring unit exceeds a preset speed measuring threshold, the speed measuring unit transmits an over-threshold signal to the controller. After receiving the stall signal or the over-threshold signal, the controller drives the interception component and the buffer component to work together to intercept the stalled vehicle.

[0006] In one optional embodiment, the speed measuring unit is any one of an infrared speed sensor, a laser speed sensor, a radar speed sensor, an ultrasonic speed sensor, or a photoelectric speed sensor.

[0007] In one alternative embodiment, the buffer component includes: Two sets of symmetrically arranged slide rails; A steel wire rope, and a damper fixedly connected to one end of the steel wire rope, the other end of the steel wire rope being fixedly connected to an interception assembly; The interception component is rotatably mounted between the two sets of slide rails, and the extension direction of the interception component is perpendicular to the axis of the slide rails; When the end of the intercepting component not connected to the wire rope approaches the inner wall of the two sets of slide rails, the intercepting component can fit against the surface of the two sets of slide rails. When the end of the intercepting component not connected to the wire rope is away from the inner sidewall of the two sets of slide rails, the intercepting component can be deployed to a state perpendicular to the axis of the slide rail.

[0008] In one optional embodiment, the interception component includes: The sliding rod slides in conjunction with the two sets of slide rails. A connecting rod, one end of which is hinged to the sliding rod, and the other end of which is hinged to a first support rod, wherein a damper is hinged to the end of the first support rod away from the connecting rod; An interception net is fixed to a second support rod, the two ends of which are slidably fitted into the rectangular grooves of the damper; The interceptor is fixedly connected to the end of the damper away from the first support rod.

[0009] In one alternative embodiment, the interceptor includes: Outer frame, several universal joints and internal frame; One end of the outer frame is hinged to the damper, and the other end is fixedly connected to the universal joint. Both ends of the inner frame are fixedly connected to the adjacent universal joints, forming a flexible frame structure.

[0010] In an optional embodiment, the interception component further includes: The ejection unit includes: The outer casing is fixed inside the groove of the sliding rod; The first hydraulic cylinder is fixedly connected to the end cap of the outer casing; The first movable connecting plate is connected to the output end of the first hydraulic cylinder; The telescopic rod, spring, second movable connecting plate, push rod, and second hydraulic cylinder are respectively connected at both ends of the telescopic rod and the spring to the first movable connecting plate and the second movable connecting plate. One end of the push rod is fixedly connected to the second movable connecting plate, and the other end is hinged to the connecting rod. The second hydraulic cylinder is used to limit or release the displacement of the second movable connecting plate.

[0011] In one optional embodiment, both the sliding rod and the housing are provided with concentric circular holes, and the output end of the second hydraulic cylinder can pass through the two concentric circular holes to abut against the second movable connecting plate to restrict the movement of the second movable connecting plate; When the output end of the second hydraulic cylinder retracts, the elastic potential energy of the spring is released and pushes the second movable connecting plate to extend the push rod, thereby driving the connecting rod to rotate.

[0012] In one alternative embodiment, a plurality of sliders are fixed on the sliding rod, and the sliders slide in cooperation with the slide rail.

[0013] A second aspect of this application provides a method for intercepting stalled vehicles in mine tunnels, the method being performed using the mine tunnel stalled vehicle interception device described above, comprising: Step 1: Control the buffer component and the interception component to perform a reset action, so that the interception component folds and contracts and fits tightly against the mine wall, and simultaneously control the trigger component to start and enter the real-time detection state; wherein, the signal receiver of the trigger component remains in standby state to receive the stall signal actively sent by the vehicle in real time, and the speed measuring unit continuously collects the driving speed data of the vehicle entering the preset trigger area. Step 2: When the signal receiver receives a stall signal actively sent by the vehicle, it immediately transmits the stall signal to the controller of the triggering component; when the vehicle enters the preset triggering area and the signal receiver does not receive the stall signal, but the vehicle speed collected by the speed measuring unit exceeds the preset speed measuring threshold, the speed measuring unit immediately transmits the threshold-exceeding signal to the controller. Step 3: After receiving the stall signal or over-threshold signal, the controller immediately outputs an interception control signal; the interception component responds to the interception control signal and performs an unfolding action. The end of the component not connected to the wire rope moves away from the inner wall of the two sets of slide rails and moves synchronously away from the mine wall until it unfolds and remains in a locked state perpendicular to the axis of the slide rail, forming an interception barrier continuously deployed along the width of the mine. Step 4: When the stalled vehicle collides with the interception barrier, the interception component, relying on its sliding assembly structure with the slide rail, slides synchronously along the axial direction of the slide rail with the vehicle's inertia; at the same time, the steel wire rope forms a traction limiting constraint on the interception component, which works in conjunction with the damping buffering effect of the damper to dissipate the vehicle's kinetic energy through energy absorption and attenuation mechanisms, gradually reducing the speed of the stalled vehicle until the vehicle comes to a complete stop. Step 5: After the vehicle comes to a complete stop, control the interception component to perform a folding and retracting action and re-fit tightly against the mine tunnel wall; simultaneously control the buffer component and the trigger component to reset, so that both return to the initial pre-start state, and wait in standby state for the next interception command to be triggered.

[0014] Compared with the prior art, the present invention has the following beneficial effects: The design employs a structure where the buffer components are fixed to the mine tunnel wall and the interception components are slidably assembled. This eliminates the need for additional construction roadways, is independent of mine tunnel conditions, and requires no modification to the main mine tunnel structure. It can flexibly adapt to mine tunnel scenarios of different specifications and conditions, breaking through the construction limitations of existing solutions and broadening its applicability. During application, a collaborative mechanism between the trigger components' real-time detection and the interception components' rapid response enables proactive interception of stalled vehicles, eliminating the need for additional steering operations by the driver and avoiding secondary injuries caused by improper operation or delayed response. Furthermore, the buffer and interception components work together to achieve flexible interception, further ensuring the safety of personnel and vehicles. Because the device adopts a modular design and is directly assembled to the mine tunnel wall, large-scale excavation and laying are unnecessary, significantly reducing initial construction and subsequent maintenance costs. This addresses the high cost of existing solutions and makes it more practical and worthy of widespread adoption. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This invention provides an application diagram of a mine roadway stall vehicle interception device. Figure 2 This is a schematic diagram of the installation of the interception component in a mine roadway stall vehicle interception device provided by the present invention; Figure 3 A schematic cross-sectional view of the first hydraulic cylinder in a mine roadway stall vehicle interception device provided by the present invention; Figure 4 This is a schematic diagram of an interceptor frame in a mine roadway stall vehicle interception device provided by the present invention; Figure 5 This invention provides a schematic diagram of the folded state of the interception component in a mine roadway stall vehicle interception device. Figure 6 This invention provides a schematic diagram of the semi-deployed state of the interception component in a mine roadway stall vehicle interception device. In the diagram: 1. Mine tunnel wall; 2. Vehicle; 3. Signal receiver; 4. Ejection assembly; 401. First end cap; 402. First hydraulic cylinder; 403. First movable connecting plate; 404. Telescopic rod; 405. Spring; 406. Second movable connecting plate; 407. Push rod; 408. Outer shell; 409. Second end cap; 410. Second hydraulic cylinder; 411. Right-angle connecting plate; 412. Through hole; 5. Interception assembly; 51. Sliding rod; 5101. Rotary hole 5102, Rotary connecting shaft; 52, Connecting rod; 53, First support rod; 54, First pin; 55, Interception net; 56, Second pin; 57, Damper; 58, Second support rod; 59, Interception frame; 5901, Outer frame; 590101, Connecting short shaft; 590102, Bearing; 5902, Universal joint; 5903, Inner frame; 6, Slide rail; 7, Wire rope; 8, Damping box; 9, Infrared speed sensor; 10, Mine road surface. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0018] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0019] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0020] To address the technical deficiencies mentioned in the background section, this embodiment provides a device and method for intercepting runaway vehicles in mine tunnels.

[0021] The present invention will now be described in further detail with reference to the accompanying drawings: like Figures 1-6 As shown, in a first aspect of the present invention, a mine roadway stall vehicle interception device is provided, comprising a buffer assembly fixedly mounted on the mine roadway wall 1, with its axial direction parallel to the mine roadway wall 1; an interception assembly 5 slidably mounted in the buffer assembly, with its end arranged along the width direction of the mine roadway and perpendicular to the axial direction of the buffer assembly; and a trigger assembly fixedly mounted on the mine roadway wall 1 and located on the side of the buffer assembly facing the vehicle 2, used to detect the running status of the vehicle 2 traveling in the mine roadway in real time and determine whether the vehicle 2 is in a stall state; wherein, in the non-working state, the interception assembly 5 is folded and retracted and attached to the mine roadway wall 1; when the trigger assembly detects that the vehicle 2 is in a stall state, the trigger assembly immediately outputs an interception signal, and the interception assembly 5, after receiving the interception signal, performs an unfolding action to form an interception barrier along the width direction of the mine roadway, thereby achieving the interception and buffering of the stall vehicle 2.

[0022] The construction of existing emergency escape tunnels needs to be strictly adapted to the actual road conditions of the mine. Most mine scenarios are limited by space, terrain and other conditions, making it difficult to meet the construction requirements, resulting in insufficient universality of the solutions. Moreover, such tunnels rely on the driver to manually steer into the tunnel when the vehicle 2 is in a stalled state. However, the stalled vehicle 2 is usually traveling at high speed. The driver is prone to making mistakes due to panic and delayed reaction, which may lead to improper steering and failure to accurately enter the escape tunnel, resulting in secondary collision injuries. In addition, the construction of the tunnel requires large-scale engineering construction such as excavation and sand and gravel paving, with huge initial construction investment. Afterwards, the tunnel structure and anti-slip performance need to be maintained regularly, resulting in high long-term operation and maintenance costs. To address the aforementioned issues, by fixing the buffer component to the mine tunnel wall 1 and sliding the interception component 5 onto the buffer component, large-scale modifications to the mine tunnel or additional tunnel excavation are unnecessary. This allows for direct adaptation to mine tunnel scenarios with varying widths, slopes, and wall structures, effectively overcoming the limitations of existing solutions that rely on specific construction conditions. This significantly expands the device's applicability, enabling stable installation and reliable interception in narrow, winding, or steep mine tunnels. Compared to existing emergency escape tunnels that only cover specific road conditions, this device has a wider range of applications and greater practical value. Furthermore, through the coordinated design of the trigger component and the interception component 5, the trigger component monitors the vehicle 2's operating status in real time. Without additional driver intervention, it instantly outputs an interception signal and drives the interception component 5 to deploy, forming a complete interception barrier along the mine tunnel width. This fundamentally avoids secondary risks caused by human error. Combined with the buffer component's energy absorption function, it provides flexible interception of the stalled vehicle 2, effectively absorbing the vehicle's impact kinetic energy. This ensures driver safety while reducing damage to the vehicle 2 and the interception device itself, achieving a more comprehensive and reliable protective effect.

[0023] Furthermore, installation can be completed simply by fixing the buffer component and trigger component to the mine tunnel wall 1 and sliding the interception component 5 onto the buffer component. This eliminates the need for large-scale engineering construction, significantly reducing initial construction costs. Moreover, the component structure is stable and reliable, and subsequent maintenance only requires inspection and replacement of parts, greatly reducing long-term operation and maintenance costs. In addition, the overall structure of the device is simple and compact, the parts are highly interchangeable, the installation process is convenient and efficient, the modular design facilitates mass production, and the component specifications can be flexibly adjusted according to different mine tunnel requirements. Compared with the costly and complex construction of emergency escape tunnels, it is easier to promote and apply in the field of mining engineering.

[0024] In addition, during the process of vehicle 2 traveling on the ground surface 10 of the mine tunnel, the triggering component can monitor the operating status of vehicle 2 in real time. Once a stall signal is detected, an interception command can be output immediately, and the interception component 5 will quickly execute the deployment action to ensure that an effective barrier is formed before the stalled vehicle 2 reaches the interception position, avoiding interception failure due to response delay, significantly improving the success rate of stalled vehicle interception, and effectively ensuring the safety of mine tunnel transportation.

[0025] In this scheme, the triggering component includes a controller, a signal receiver 3, and a speed measuring unit. Both the signal receiver 3 and the speed measuring unit are connected to the controller via signals, and they are arranged at intervals along the length of the mine roadway to form a triggering area. The signal receiver 3 is used to receive the stall signal actively sent by the vehicle 2 in real time, and the speed measuring unit is used to collect the driving speed of the vehicle 2 entering the triggering area in real time. When the signal receiver 3 receives the stall signal, it transmits it to the controller. When the vehicle 2 enters the triggering area and the signal receiver 3 does not receive the stall signal, but the vehicle speed collected by the speed measuring unit exceeds the preset speed measuring threshold, the speed measuring unit transmits the threshold-exceeding signal to the controller. After receiving the stall signal or the threshold-exceeding signal, the controller drives the interception component 5 and the buffer component to work together to intercept the stalled vehicle 2.

[0026] Existing hazard avoidance schemes lack a comprehensive real-time monitoring mechanism for vehicle stall conditions, relying solely on manual steering by the driver to enter the escape tunnel. This not only risks delayed interception due to detection lag or failure of a single detection mode, but also risks secondary collisions caused by driver panic and delayed reaction when the stalled vehicle 2 is traveling at high speed. This solution employs a dual detection mode of active signal reception and passive speed monitoring. Both the signal receiver 3 and the speed measuring unit are connected to the controller signal, and the two are arranged at intervals along the length of the mine tunnel to form a trigger area. This allows for real-time reception of stall signals actively sent by vehicle 2, and automatic collection of the vehicle 2's speed within the trigger area, which is compared with a preset threshold. This avoids the limitations of a single detection method, ensuring accurate identification and immediate response to stall conditions. Simultaneously, upon receiving a stall signal or an over-threshold signal, the controller can automatically drive the interception component 5 and the buffer component to work together, requiring no additional driver intervention. This fundamentally avoids secondary risks caused by human error and effectively solves the shortcomings of existing schemes, such as incomplete detection, delayed response, and reliance on human operation.

[0027] Correspondingly, the dual detection mechanism of the signal receiver 3 and the speed measuring unit complements each other, covering both scenarios where the driver actively sends a stall signal and passive stall scenarios such as the driver not noticing the stall, signal transmission failure, or improper operation. Combined with a clear trigger area and a quantified preset speed measurement threshold, the stall judgment is more objective and accurate, significantly reducing the probability of false triggering or missed triggering.

[0028] The signal connection between the signal receiver 3, the speed measuring unit, and the controller has low transmission delay, which can instantly drive the interception component 5 and the buffer component to work together, effectively shortening the response time from stall detection to interception initiation, and ensuring that interception preparation is completed before the stalled vehicle 2 reaches the interception position.

[0029] In this embodiment, the speed measuring unit is any one of the following: infrared speed sensor 9, laser speed sensor, radar speed sensor, ultrasonic speed sensor, or photoelectric speed sensor.

[0030] Furthermore, the buffer assembly includes two symmetrically arranged slide rails 6; a steel wire rope 7; and a damping box 8 fixedly connected to one end of the steel wire rope 7, the other end of which is fixedly connected to the interception assembly 5; the interception assembly 5 is rotatably mounted between the two slide rails 6, and the extension direction of the interception assembly 5 is perpendicular to the axis of the slide rail 6; when the end of the interception assembly 5 not connected to the steel wire rope 7 approaches the inner wall of the two slide rails 6, the interception assembly 5 can fit against the inner wall of the two slide rails 6; when the end of the interception assembly 5 not connected to the steel wire rope 7 moves away from the inner wall of the two slide rails 6, the interception assembly 5 can unfold to a state perpendicular to the axis of the slide rail 6.

[0031] The buffer assembly employs two symmetrically arranged slide rails 6, coupled with steel wire ropes 7 and damping boxes 8 fixedly connected to one end of the steel wire ropes 7. The other end of the steel wire ropes 7 is fixedly connected to the interception assembly 5, which is rotatably mounted between the two slide rails 6, with its extension direction perpendicular to the axis of the slide rails 6. In this way, when the interception assembly 5 is subjected to a vehicle impact, it can gradually absorb the vehicle's kinetic energy by sliding along the slide rails 6 in conjunction with the traction constraint of the steel wire ropes 7 and the damping effect of the damping box 8, thus replacing direct rigid blocking and solving the problem of insufficient energy absorption in buffering. The problem of insufficient interception range is solved. In the non-working state, the end of the interception component 5 that is not connected to the wire rope 7 can approach and fit against the inner wall of the slide rail 6, so as to fold and retract to attach to the mine tunnel wall 1, which hardly occupies the passage space and avoids interference with normal passage. When unfolded, it is only necessary to move the end of the interception component 5 that is not connected to the wire rope 7 away from the inner wall of the slide rail 6, so that it can be quickly unfolded to a state perpendicular to the axis of the slide rail 6, forming a complete interception barrier along the width of the mine tunnel, thus solving the defects of frequent unfolding failures and insufficient interception range.

[0032] In this embodiment, several sliders are fixed on the sliding rod 51. The sliders slide in cooperation with two sets of parallel slide rails 6, providing a guiding foundation for the sliding buffer of the interception component 5. One end of the connecting rod 52 is hinged to the sliding rod 51, and the other end is hinged to the first support rod 53 through the first pin 54. A rotating hole 5101 is opened on the side of the sliding rod 51 away from the slide rail 6. The rotating hole connecting shaft 5102 installed at the corresponding end of the first support rod 53 is adapted to connect with the rotating hole 5101, and the two form a stable linkage hinge structure.

[0033] The end of the first support rod 53 furthest from the connecting rod 52 is hinged to the damper 57 via the second pin 56. The end of the damper 57 furthest from the first support rod 53 is fixedly connected to the interceptor frame 59 via a pin. The interceptor net 55 is fixed to the second support rod 58. Both ends of the second support rod 58 are slidably fitted into the rectangular grooves of the damper 57 and fixedly connected to the damping element of the damper 57, allowing for synchronous displacement with the extension and retraction of the damper 57.

[0034] The interceptor frame 59 adopts a flexible frame structure, consisting of an outer frame 5901, several universal joints 5902, and an inner frame 5903. One end of the outer frame 5901 is hinged to the damper 57, and the other end is fixedly connected to the universal joint 5902. Both ends of the inner frame 5903 are fixedly connected to adjacent universal joints 5902, thereby enhancing the buffering and energy absorption capacity of the interceptor frame 59 by utilizing the rotational characteristics of the universal joints 5902. A connecting short shaft 590101 is provided on the outer frame 5901, which is adapted to and connected to the bearing 590102 on the sliding rod 51, enabling the flexible rotation of the interceptor frame 59.

[0035] The ejection unit 4 is integrated into the groove of the sliding rod 51. Its housing 408 is fixedly connected to the sliding rod 51. A first end cap 401 is fixedly installed at one end of the bottom of the housing 408, and a second end cap 409 is installed at the other end. The second end cap 409 has a movable hole.

[0036] The first end cap 401 is fixedly connected to the head 602 of the first hydraulic cylinder, and the bottom 402 of the first hydraulic cylinder is fixedly connected to the first movable connecting plate 403. The first movable connecting plate 403 and the second movable connecting plate 406 are fixedly connected to the two ends of the telescopic rod 404 and the spring 405, respectively. The second movable connecting plate 406 is fixedly connected to the push rod 407, and the end of the push rod 407 away from the second movable connecting plate 406 is hinged to the connecting rod 52.

[0037] The right-angle connecting plate 411 is fixedly connected to the sliding rod 51. The second hydraulic cylinder 410 is fixedly installed on the right-angle connecting plate 411. The outer shell 408 and the sliding rod 51 are provided with concentric circular holes 412. The output end of the second hydraulic cylinder 410 can pass through the concentric circular holes 412 and abut against the second movable connecting plate 406.

[0038] During the interception preparation phase, the output end of the second hydraulic cylinder 410 extends, passes through the concentric hole 412, and abuts against the second movable connecting plate 406 to limit its displacement; the first hydraulic cylinder 402 is activated, pushing the first movable connecting plate 403 to squeeze the telescopic rod 404 and the spring 405, completing the storage of elastic potential energy. At this time, the interception assembly 5 is in a folded state attached to the mine wall 1.

[0039] When the interception signal is triggered, the output end of the second hydraulic cylinder 410 retracts, and the constraint of the second movable connecting plate 406 is released. The telescopic rod 404 and the spring 405 release elastic potential energy, pushing the second movable connecting plate 406 to drive the push rod 407 to extend from the movable hole on the second end cover 409, driving the connecting rod 52 to rotate around its hinge point with the sliding rod 51; at the same time, the other end of the connecting rod 52 drives the first support rod 53 to rotate synchronously around the rotating hole connecting shaft 5102, thereby driving the spatial parallelogram mechanism composed of the first support rod 53, damper 57, interception frame 59 and second support rod 58 to gradually unfold, finally realizing the action switch of the interception component 5 from fully folded to half unfolded and then to fully unfolded, forming an interception barrier along the width direction of the mine channel.

[0040] When a stalled vehicle collides with the interception net 55, the interception net 55 drives the second support rod 58 to compress the damper 57, and the damper 57 initially absorbs the impact energy; at the same time, the entire interception assembly 5 slides along the slide rail 6 through the slider, and the steel wire rope 7 pulls the interception assembly 5 and pulls the damping box 8 to work, further absorbing the vehicle's kinetic energy and achieving a smooth interception of the stalled vehicle.

[0041] A second aspect of the present invention provides a method for intercepting stalled vehicles in mine tunnels, using the stalled vehicle interception device described above, comprising the following steps: Step 1: Control the buffer component and the interception component 5 to perform a reset action, so that the interception component 5 folds and retracts and fits tightly against the mine wall 1. Simultaneously control the trigger component to start and enter the real-time detection state. Among them, the signal receiver 3 of the trigger component remains in standby state to receive the stall signal actively sent by the vehicle 2 in real time. The speed measuring unit continuously collects the driving speed data of the vehicle 2 that has entered the preset trigger area. Step 2: When the signal receiver 3 receives the stall signal actively sent by vehicle 2, it immediately transmits the stall signal to the controller of the triggering component; when vehicle 2 enters the preset triggering area and the signal receiver 3 does not receive the stall signal, but the speed of vehicle 2 collected by the speed measuring unit exceeds the preset speed measuring threshold, the speed measuring unit immediately transmits the over-threshold signal to the controller. Step 3: After receiving the stall signal or the over-threshold signal, the controller immediately outputs the interception control signal; the interception component 5 responds to the interception control signal and performs the deployment action. The end of it that is not connected to the wire rope 7 moves away from the inner wall of the two sets of slide rails 6 and moves synchronously away from the mine wall 1 until it is deployed and maintains a locked state perpendicular to the axis of the slide rail 6, forming an interception barrier that is continuously deployed along the width of the mine. Step 4: When the stalled vehicle 2 hits the interception barrier, the interception component 5, relying on its sliding assembly structure with the slide rail 6, slides synchronously along the axis of the slide rail 6 with the inertia of the vehicle 2; at the same time, the steel wire rope 7 forms a traction limit constraint on the interception component 5, which works in conjunction with the damping buffering effect of the damper 57 to dissipate the kinetic energy of the vehicle 2 through the energy absorption and attenuation mechanism, gradually reducing the speed of the stalled vehicle 2 until the vehicle 2 comes to a complete stop. Step 5: After vehicle 2 comes to a complete stop, control interception component 5 to perform a folding and retraction action and re-fit tightly against the mine tunnel wall 1; simultaneously control buffer component and trigger component to reset, so that both return to the initial pre-start state, in a standby state to wait for the next interception command to be triggered.

[0042] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A device for intercepting stalled vehicles in a mine tunnel, characterized in that, include: The buffer assembly is fixed to the mine tunnel wall, with its axis parallel to the mine tunnel wall. An interception component is slidably assembled in the buffer component, with its ends arranged along the width direction of the mine channel and perpendicular to the axial direction of the buffer component; The triggering component is fixed to the wall of the mine tunnel and located on the side of the buffer component facing the vehicle. It is used to detect the running status of the vehicle in the mine tunnel in real time and determine whether the vehicle is in a stall state. In the non-working state, the interception component is folded and retracted and attached to the mine tunnel wall; When the triggering component detects that the vehicle is in a stalled state, the triggering component immediately outputs an interception signal. After receiving the interception signal, the interception component performs an deployment action to form an interception barrier along the width of the mine roadway, thereby achieving the interception and buffering of the stalled vehicle.

2. The mine roadway stall vehicle interception device according to claim 1, characterized in that, The triggering component includes: Controller, signal receiver and speed measuring unit; Both the signal receiver and the speed measuring unit are connected to the controller signal, and the two are arranged at intervals along the length of the mine tunnel and enclose a trigger area; The signal receiver is used to receive stall signals actively sent by the vehicle in real time, and the speed measuring unit is used to collect the driving speed of the vehicle entering the trigger area in real time. When the signal receiver receives the stall signal, it transmits it to the controller. When a vehicle enters the triggering area and the signal receiver does not receive a stall signal, but the vehicle speed collected by the speed measuring unit exceeds a preset speed measuring threshold, the speed measuring unit transmits an over-threshold signal to the controller. After receiving the stall signal or the over-threshold signal, the controller drives the interception component and the buffer component to work together to intercept the stalled vehicle.

3. The mine roadway stall vehicle interception device according to claim 2, characterized in that, The speed measuring unit is any one of an infrared speed sensor, a laser speed sensor, a radar speed sensor, an ultrasonic speed sensor, or a photoelectric speed sensor.

4. The mine roadway stall vehicle interception device according to claim 2, characterized in that, The buffer component includes: Two sets of symmetrically arranged slide rails; A steel wire rope, and a damper fixedly connected to one end of the steel wire rope, the other end of the steel wire rope being fixedly connected to an interception assembly; The interception component is rotatably mounted between the two sets of slide rails, and the extension direction of the interception component is perpendicular to the axis of the slide rails. When the end of the intercepting component not connected to the wire rope approaches the inner wall of the two sets of slide rails, the intercepting component can fit against the surface of the two sets of slide rails. When the end of the intercepting component not connected to the wire rope is away from the inner sidewall of the two sets of slide rails, the intercepting component can be deployed to a state perpendicular to the axis of the slide rail.

5. The mine roadway stall vehicle interception device according to claim 4, characterized in that, The interception component includes: The sliding rod slides in conjunction with the two sets of slide rails. A connecting rod, one end of which is hinged to the sliding rod, and the other end of which is hinged to a first support rod, wherein a damper is hinged to the end of the first support rod away from the connecting rod; An interception net is fixed to a second support rod, the two ends of which are slidably fitted into the rectangular grooves of the damper; The interceptor is fixedly connected to the end of the damper away from the first support rod.

6. The mine roadway stall vehicle interception device according to claim 5, characterized in that, The interceptor includes: Outer frame, several universal joints and internal frame; One end of the outer frame is hinged to the damper, and the other end is fixedly connected to the universal joint. Both ends of the inner frame are fixedly connected to the adjacent universal joints, forming a flexible frame structure.

7. The mine roadway stall vehicle interception device according to claim 5, characterized in that, The interception component also includes: The ejection unit includes: The outer casing is fixed inside the groove of the sliding rod; The first hydraulic cylinder is fixedly connected to the end cap of the outer casing; The first movable connecting plate is connected to the output end of the first hydraulic cylinder; The telescopic rod, spring, second movable connecting plate, push rod, and second hydraulic cylinder are respectively connected at both ends of the telescopic rod and the spring to the first movable connecting plate and the second movable connecting plate. One end of the push rod is fixedly connected to the second movable connecting plate, and the other end is hinged to the connecting rod. The second hydraulic cylinder is used to limit or release the displacement of the second movable connecting plate.

8. The mine roadway stall vehicle interception device according to claim 7, characterized in that, Both the sliding rod and the outer casing are provided with concentric circular holes. The output end of the second hydraulic cylinder can pass through the two concentric circular holes and abut against the second movable connecting plate to restrict the movement of the second movable connecting plate. When the output end of the second hydraulic cylinder retracts, the elastic potential energy of the spring is released and pushes the second movable connecting plate to extend the push rod, thereby driving the connecting rod to rotate.

9. The mine roadway stall vehicle interception device according to claim 5, characterized in that, A plurality of sliders are fixed on the sliding rod, and the sliders slide in cooperation with the slide rail.

10. A method for intercepting a stalled vehicle in a mine tunnel, characterized in that, The mine roadway stall vehicle interception device according to any one of claims 1-9 includes the following steps: The buffer component and the interception component are controlled to perform a reset action, so that the interception component folds and contracts and fits tightly against the mine wall. Simultaneously, the trigger component is controlled to start and enter the real-time detection state. The signal receiver of the trigger component remains in standby state to receive the stall signal actively sent by the vehicle in real time. The speed measuring unit continuously collects the driving speed data of the vehicle entering the preset trigger area. When the signal receiver receives a stall signal actively sent by the vehicle, it immediately transmits the stall signal to the controller of the triggering component; when the vehicle enters the preset triggering area and the signal receiver does not receive the stall signal, but the vehicle speed collected by the speed measuring unit exceeds the preset speed measuring threshold, the speed measuring unit immediately transmits the threshold-exceeding signal to the controller. After receiving the stall signal or the over-threshold signal, the controller immediately outputs an interception control signal; the interception component responds to the interception control signal and performs an unfolding action. Its end that is not connected to the wire rope moves away from the inner wall of the two sets of slide rails and moves synchronously away from the mine wall until it unfolds and remains in a locked state perpendicular to the axis of the slide rail, forming an interception barrier that is continuously deployed along the width of the mine. When a stalled vehicle collides with the interception barrier, the interception component, relying on its sliding assembly structure with the slide rail, slides synchronously along the axial direction of the slide rail with the vehicle's inertia. At the same time, the steel wire rope forms a traction limit constraint on the interception component, which works in conjunction with the damping buffering effect of the damper to dissipate the vehicle's kinetic energy through energy absorption and attenuation mechanisms, gradually reducing the speed of the stalled vehicle until the vehicle comes to a complete stop. After the vehicle comes to a complete stop, the interception component is controlled to fold and retract and re-fit tightly against the mine tunnel wall; the buffer component and trigger component are simultaneously reset so that both return to their initial pre-start state and are ready to wait for the next interception command.

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