An unmanned underground motor car with a buffer device

Abstract

The application discloses an underground unmanned motor car with a buffering device, and relates to the technical field of coal mining. The underground unmanned motor car comprises a motor car body, a buffering assembly, a standby assembly and a rack one. The buffering assembly is arranged at one end of the motor car body along the advancing direction of the motor car body. The rack one is arranged between the buffering assembly and the motor car body. The standby assembly is arranged inside the motor car body and below the buffering assembly. The buffering assembly and the standby assembly are consistent in structure. The buffering assembly comprises a buffering plate, a buffering spring and a shielding component. The shielding component is arranged above the buffering spring. An adjusting component is arranged on the side of the buffering spring away from the buffering plate. A plurality of air cylinders are arranged on the side of the adjusting component close to the motor car body. When the piston rod of the air cylinder extends, the buffering spring is compressed by the adjusting component. The application has the characteristics of high practicability and active adjustment of the spring compression amount.

Description

Technical Field

[0001] This invention relates to the field of coal mining technology, specifically to an unmanned underground electric locomotive with a buffer device. Background Technology

[0002] Unmanned underground locomotives are key technological equipment for realizing smart mine construction and intelligent transportation. When a locomotive collides with an obstacle during transportation, if the impact energy cannot be effectively absorbed, it will be directly transmitted to the car body beam, bogie and onboard precision equipment, which can easily cause deformation of the car body structure, damage to the bogie, bending of wheel axles or even derailment accidents, seriously threatening the safety of underground transportation and the continuity and reliability of unmanned operation.

[0003] However, most existing underground locomotive buffer devices are passive structures such as pure mechanical springs or rubber buffers, which only passively absorb energy after an actual collision. They cannot predict or actively intervene in collision risks in advance. Even if some solutions introduce radar ranging and active ejection mechanisms, their mechanical characteristics remain fixed and cannot adjust the energy absorption strategy according to the dynamic changes in the collision conditions.

[0004] Therefore, it is necessary to design an unmanned underground locomotive with a buffer device that is highly practical and has an active buffer component. Summary of the Invention

[0005] The purpose of this invention is to provide an unmanned underground electric locomotive with a buffer device to solve the problems mentioned in the background art.

[0006] To solve the above-mentioned technical problems, the present invention provides the following technical solution: an unmanned underground electric locomotive with a buffer device, comprising a locomotive body, a buffer assembly, a spare assembly, and a frame. The buffer assembly is disposed at one end of the locomotive body along its own forward direction. The frame is disposed between the buffer assembly and the locomotive body. The spare assembly is disposed inside the locomotive body and below the buffer assembly. The structure of the buffer assembly and the spare assembly are identical. The buffer assembly includes a buffer plate, a buffer spring, and a blocking component. The blocking component is disposed above the buffer spring. An adjusting component is disposed on the side of the buffer spring away from the buffer plate. Multiple sets of cylinders are disposed on the side of the adjusting component closer to the locomotive body. When the piston rod of the cylinder extends, the buffer spring is compressed by the adjusting component.

[0007] According to the above technical solution, sliding components are symmetrically arranged along the axis of the advancing direction of the locomotive body. The axis of the sliding components is perpendicular to the ground. Each group of sliding components includes a housing and a screw rod. One side of the housing is bolted to the locomotive body. The two ends of the screw rod are respectively connected to the two ends of the housing by bearings. A driving motor is fixedly connected to one end of the housing. The output shaft of the driving motor is fixedly connected to the screw rod. A slider is threadedly connected to the outside of the screw rod. A connecting block is fixedly connected to one side of the slider. The two ends of the first frame are respectively fixedly connected to the two groups of connecting blocks.

[0008] According to the above technical solution, the first frame is integrally in a square shape with a hole in the middle. The axis in the length direction of the first frame is perpendicular to the axis of the advancing direction of the locomotive body. Two groups of chutes are provided on the side of the first frame close to the locomotive body. The axes in the length direction of the two groups of chutes are parallel to the axis in the length direction of the first frame. The chutes do not penetrate through the first frame. The two groups of chutes are respectively located in the upper part and the lower part of the first frame.

[0009] According to the above technical solution, a transverse movement component is provided on the side of the buffer component close to the locomotive body. The transverse movement component includes a fixing plate. The fixing plate is slidably connected to one side of the first frame. A plurality of first wheel frames and second wheel frames are bolted to the side of the fixing plate close to the first frame. Both the first wheel frame and the second wheel frame are in a U shape. The first wheel frame is located above the second wheel frame. One end of each group of the first wheel frame and the second wheel frame away from the fixing plate is respectively connected to a first wheel and a second wheel by bearings. The first wheel and the second wheel are both slidably connected to the chute. The first wheel frame and the second wheel frame are symmetrically arranged along the axis in the length direction of the first frame and are both slidably connected to the first frame. A first micro-motor is fixedly connected to one side of the first wheel frame. The output shaft of the first micro-motor is fixedly connected to the first wheel. By driving the first micro-motor to move, the first wheel is driven to rotate, and then the second wheel is driven to move synchronously.

[0010] According to the above technical solution, a substrate is bolted to the side of the fixing plate away from the first frame. Two groups of through holes are provided at both ends of the substrate along the axis in the length direction of the chute. A transverse plate is fixedly connected above the first wheel frame. A cylinder is fixedly connected above the transverse plate. The piston rod of the cylinder is fixedly connected to a pushing plate. Two groups of push rods are fixedly connected to one side of the pushing plate. The positions of the push rods correspond to the positions of the through holes.

[0011] According to the above technical solution, a plurality of buffer fixing rods are fixedly connected to the side of the substrate away from the first frame. A buffer sleeve rod is sleeved outside the other end of each group of buffer fixing rods. Each group of buffer sleeve rods is integrally in a hollow cylinder shape. The other end of the buffer sleeve rod is fixedly connected to a buffer plate. A round hole with the same size as the buffer fixing rod is provided at the position of the buffer plate corresponding to the buffer fixing rod. The round hole does not penetrate through the buffer plate.

[0012] According to the above technical solution, the buffer spring is sleeved on the outside of the buffer fixing rod and the buffer sleeve rod. Multiple sets of buffer springs, buffer fixing rods and buffer sleeve rods are arranged in a matrix. One end of the buffer spring is fixedly connected to the buffer plate. The adjusting component is sleeved on the outside of the buffer fixing rods at both ends along the axis of the slide groove. Each set of adjusting components is composed of two adjusting rings spliced ​​together and arranged vertically. Each adjusting ring corresponds to the position of the buffer spring. The push rod passes through the through hole and is fixedly connected to the adjusting ring. When the buffer spring is in a natural uncompressed state, the other end of the buffer spring is not in contact with the adjusting component.

[0013] According to the above technical solution, the shielding component includes a baffle and an electric telescopic rod. The buffer plate is hinged to one end of the baffle. The baffle is located above the buffer spring. Two sets of dovetail grooves are provided on the side of the baffle near the buffer spring. The length axis of the dovetail grooves is parallel to the width axis of the buffer plate. A dovetail block is slidably connected inside the dovetail groove. The side of the dovetail block near the buffer spring is hinged to the telescopic rod of the electric telescopic rod. The other end of the electric telescopic rod is hinged to the top of the base plate. The length of the electric telescopic rod is adapted to the length of the buffer spring in its maximum compressed state. Multiple sets of silicone brushes are fixedly connected to the side of the baffle near the buffer spring. The axis of the silicone brushes is perpendicular to the axis of the buffer spring. The silicone brushes are located between the two sets of buffer springs.

[0014] According to the above technical solution, the lower end of the electric locomotive body is provided with a mounting groove, the spare component is set inside the mounting groove, a hinge ear is fixedly connected above the spare component, a reinforcing rib is fixedly connected to one side of the hinge ear, a rotating shaft is fixedly connected inside the hinge ear, a second hinge ear is fixedly connected to the opening of the mounting groove, the rotating shaft is rotatably connected to the second hinge ear, two sets of micro motors are fixedly connected to the inner wall of the mounting groove, the two sets of micro motors are located on both sides of the hinge ear, the output shaft of the second micro motor is fixedly connected to the rotating shaft, the bottom of the spare component abuts against one side of the mounting groove, when the second micro motor is started, the spare component can rotate around the hinge point to the same posture as the buffer component.

[0015] According to the above technical solution, a laser radar and a spray pipe are installed on the top of the electric locomotive body. The other end of the spray pipe is connected to a water tank inside the electric locomotive body. Multiple pressure sensors are installed inside the buffer plate. The multiple pressure sensors correspond to the positions of multiple buffer springs and are used to measure the force on the buffer springs.

[0016] Compared with the prior art, the beneficial effects achieved by the present invention are as follows: The present invention, through four sets of independently adjustable cylinders and adjusting rings, allows the pre-compression of the buffer spring to be dynamically adjusted according to vehicle speed, load, and safety distance. Utilizing the characteristic that the pre-compression of the springs on the left and right sides can be adjusted independently, when an obstacle is detected to be biased to one side, the pre-compression of the spring on the collision side is actively increased while the pre-compression of the opposite side is decreased. At the moment of collision, the buffer plate generates an active correction torque opposite to the direction of the collision deflection torque, significantly reducing the torsional amplitude of the vehicle body and the risk of derailment. The bottom of the locomotive is equipped with a spare component with the same structure as the main buffer assembly. When the main buffer assembly is subjected to excessive load, is about to reach energy absorption saturation, or loses its function due to spring failure, the spare component can be flipped and unfolded around the hinge point to take over or cooperate with the main buffer assembly. When the spare component is not needed, it can provide vertical buffering for the internal components of the locomotive on bumpy roads. By setting up shielding components, it can shield the sprayed water and dust when not in operation, and can block the impact of gravel on the buffer spring when in operation, thereby extending the service life of the buffer spring. Attached Figure Description

[0017] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings:

[0018] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0019] Figure 2 This is a schematic diagram of the sliding component structure of the present invention;

[0020] Figure 3 This is a schematic diagram of the transverse movement component structure of the present invention;

[0021] Figure 4 This is a side view of the buffer assembly of the present invention;

[0022] Figure 5 For the present invention Figure 1 Enlarged view of point A in the middle;

[0023] Figure 6 This is a schematic diagram of the lower structure of the shielding component of the present invention;

[0024] Figure 7 For the present invention Figure 1 Enlarged view of point B in the middle;

[0025] Figure 8 This is a schematic diagram of the attitude of the backup component in the second embodiment of the present invention when facing an irregular obstacle;

[0026] Figure 9 This is a schematic diagram illustrating the assistance provided to operators by the backup component in Embodiment 2 of the present invention;

[0027] In the diagram: 1. Locomotive body; 2. Buffer assembly; 3. Spare assembly; 4. Buffer plate; 5. Buffer spring; 6. Adjustment component; 7. Cylinder; 8. Sliding assembly; 9. Housing; 10. Lead screw; 11. Slider; 12. Frame one; 13. Slide groove; 14. Lateral movement assembly; 15. Fixing plate; 16. Wheel frame one; 17. Wheel one; 18. Micro motor one; 19. Base plate; 20. Through hole; 21. Horizontal plate; 22. Hinge ear two; 23. Push plate; 24. Push rod; 25. Buffer fixing rod; 26. Buffer sleeve rod; 27. Round hole; 28. Mounting groove; 29. ​​Hinge ear one; 30. LiDAR; 31. Micro motor two; 32. Spray pipe; 33. Shielding component; 34. Baffle; 35. Electric telescopic rod; 36. Dovetail groove; 37. Dovetail block; 38. Silicone brush. Detailed Implementation

[0028] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] Please see Figure 1-9 The present invention provides a technical solution: an unmanned underground electric locomotive with a buffer device, comprising a locomotive body 1, a buffer assembly 2, a spare assembly 3, and a frame 12. The buffer assembly 2 is disposed at one end of the locomotive body 1 along its own forward direction. The frame 12 is disposed between the buffer assembly 2 and the locomotive body 1. The spare assembly 3 is disposed inside the locomotive body 1 and below the buffer assembly 2. The structure of the buffer assembly 2 and the spare assembly 3 are identical. The buffer assembly 2 includes a buffer plate 4, a buffer spring 5, and a blocking component 33. The blocking component 33 is disposed above the buffer spring 5. An adjusting component 6 is disposed on the side of the buffer spring 5 away from the buffer plate 4. Multiple sets of cylinders 7 are disposed on the side of the adjusting component 6 close to the locomotive body 1. When the piston rod of the cylinder 7 extends, the buffer spring 5 is compressed by the adjusting component 6.

[0030] The locomotive body 1 is symmetrically equipped with sliding components 8 along the forward direction axis. The axis of the sliding components 8 is perpendicular to the ground. Each sliding component 8 includes a housing 9 and a lead screw 10. One side of the housing 9 is bolted to the locomotive body 1. The two ends of the lead screw 10 are respectively connected to the bearings at both ends of the housing 9. One end of the housing 9 is fixedly connected to a drive motor (not shown in the figure). The output shaft of the drive motor is fixedly connected to the lead screw 10. The lead screw 10 is externally threaded with a slider 11. A connecting block is fixedly connected to one side of the slider 11. The two ends of the frame 12 are respectively fixedly connected to two sets of connecting blocks.

[0031] The first frame 12 is integrally in a rectangular shape with a return shape. The axis in the length direction of the first frame 12 is perpendicular to the axis in the advancing direction of the locomotive body 1. On one side of the first frame 12 close to the locomotive body 1, two groups of sliding grooves 13 are provided. The axes in the length direction of the two groups of sliding grooves 13 are parallel to the axis in the length direction of the first frame 12. The sliding grooves 13 do not penetrate through the first frame 12, and the two groups of sliding grooves 13 are respectively located at the upper and lower parts of the first frame 12.

[0032] On one side of the buffer assembly 2 close to the locomotive body 1, a transverse movement assembly 14 is provided. The transverse movement assembly 14 includes a fixed plate 15. The fixed plate 15 is slidably connected to one side of the first frame 12. On one side of the fixed plate 15 close to the first frame 12, a plurality of first wheel brackets 16 and second wheel brackets are bolted. Both the first wheel brackets 16 and the second wheel brackets are in a U shape. The first wheel brackets 16 are located above the second wheel brackets. At one end of each group of the first wheel brackets 16 and the second wheel brackets away from the fixed plate 15, a first wheel 17 and a second wheel are respectively connected by bearings. Both the first wheel 17 and the second wheel are slidably connected to the sliding grooves 13. The first wheel brackets 16 and the second wheel brackets are symmetrically arranged along the axis in the length direction of the first frame 12 and are both slidably connected to the first frame 12. One side of the first wheel bracket 16 is fixedly connected with a first micro-motor 18. The output shaft of the first micro-motor 18 is fixedly connected to the first wheel 17. By driving the first micro-motor 18 to move, the first wheel 17 is driven to rotate, and then the second wheel is driven to move synchronously.

[0033] On the side of the fixed plate 15 away from the first frame 12, a base plate 19 is bolted. At both ends of the base plate 19 along the axis in the length direction of the sliding groove 13, two groups of through holes 20 are provided. Above the first wheel bracket 16, a cross plate 21 is fixedly connected. The cylinder 7 is fixedly connected above the cross plate 21. The piston rod of the cylinder 7 is fixedly connected with a pushing plate 23. On one side of the pushing plate 23, two groups of push rods 24 are fixedly connected. The positions of the push rods 24 correspond to the positions of the through holes 20.

[0034] On the side of the base plate 19 away from the first frame 12, a plurality of buffer fixing rods 25 are fixedly connected. At the outer part of the other end of each group of buffer fixing rods 25, a buffer sleeve rod 26 is sleeved. Each group of buffer sleeve rods 26 is integrally in a hollow cylinder shape. The other end of the buffer sleeve rod 26 is fixedly connected to the buffer plate 4. At the position of the buffer plate 4 corresponding to the buffer fixing rod 25, a round hole 27 with the same size as it is provided. The round hole 27 does not penetrate through the buffer plate 4.

[0035] The buffer spring 5 is sleeved on the outside of the buffer fixing rod 25 and the buffer sleeve rod 26. Multiple sets of buffer springs 5, buffer fixing rods 25 and buffer sleeve rods 26 are arranged in a matrix. One end of the buffer spring 5 is fixedly connected to the buffer plate 4. The adjusting component 6 is sleeved on the outside of the buffer fixing rods 25 at both ends along the axis of the slide groove 13. Each set of adjusting components 6 is composed of two adjusting rings spliced ​​together and arranged vertically. Each adjusting ring corresponds to the position of the buffer spring 5. The push rod 24 passes through the through hole 20 and is fixedly connected to the adjusting ring. When the buffer spring 5 is in a natural uncompressed state, the other end of the buffer spring 5 is not in contact with the adjusting component 6.

[0036] The shielding component 33 includes a baffle 34 and an electric telescopic rod 35. The electric telescopic rod 35 consists of a drive source, a telescopic rod, and other structures. The drive source can be a motor, which is existing technology and will not be described in detail. The buffer plate 4 is hinged to one end of the baffle 34. The baffle 34 is located above the buffer spring 5. Two sets of dovetail grooves 36 are provided on the side of the baffle 34 near the buffer spring 5. The length axis of the dovetail grooves 36 is parallel to the width axis of the buffer plate 4. A dovetail block 37 is slidably connected inside the dovetail grooves 36. The side of the dovetail block 37 near the buffer spring 5 is hinged to the telescopic rod of the electric telescopic rod 35. The other end of the electric telescopic rod 35 is hinged to the top of the base plate 19. The length of the electric telescopic rod 35 is adapted to the length of the buffer spring 5 in its maximum compressed state. Multiple sets of silicone brushes 38 are fixedly connected to the side of the baffle 34 near the buffer spring 5. The axis of the silicone brushes 38 is perpendicular to the axis of the buffer spring 5. The silicone brushes 38 are located between the two sets of buffer springs 5.

[0037] The lower end of the locomotive body 1 is provided with a mounting groove 28. The spare component 3 is set inside the mounting groove 28. A hinge ear 29 is fixedly connected above the spare component 3. A reinforcing rib is fixedly connected to one side of the hinge ear 29. A rotating shaft is fixedly connected inside the hinge ear 29. A hinge ear 22 is fixedly connected to the opening of the mounting groove 28. The rotating shaft is rotatably connected to the hinge ear 22. Two sets of micro motors 31 are fixedly connected to the inner wall of the mounting groove 28. The two sets of micro motors 31 are located on both sides of the hinge ear 29. The output shaft of the micro motor 31 is fixedly connected to the rotating shaft. The bottom of the spare component 3 abuts against one side of the mounting groove 28. When the micro motor 31 is started, the spare component 3 can rotate around the hinge point to match the posture of the buffer component 2.

[0038] The top of the locomotive body 1 is equipped with a lidar 30 and a spray pipe 32. The other end of the spray pipe 32 is connected to a water tank inside the locomotive body 1 (not shown in the figure). The buffer plate 4 is equipped with multiple pressure sensors (not shown in the figure). The multiple pressure sensors correspond to the positions of multiple buffer springs 5 ​​and are used to measure the force on the buffer springs 5.

[0039] Working principle: During operation in underground roadways, the laser radar 30 installed on top of the locomotive body 1 continuously scans the road conditions ahead. Based on the position of obstacles relative to the locomotive body 1, the position of the buffer assembly 2 is adjusted. The drive motor on the sliding assembly 8 is activated, causing the lead screw 10 to rotate. This causes the slider 11 to move the frame 12 vertically up and down via the connecting block, thereby adjusting the entire buffer assembly 2 to a ground clearance height matching the impact center of the obstacle, achieving vertical alignment. Simultaneously, the micro-motor 18 in the lateral movement assembly 14 is activated, driving the wheels... 17 rolls within the chute 13, causing the fixed plate 15 and the buffer assembly 2 mounted thereon to move laterally along the length of the frame 12, aligning the geometric center of the buffer plate 4 with the predicted collision point, thus achieving lateral centering. Before the collision occurs, the controller actively adjusts the pre-compression of the buffer spring 5 based on the collision speed and obstacle type. When the collision occurs, a large amount of dust is generated due to the rigid impact. The spray pipe 32 sprays water in front to prevent dust from affecting the lifespan of the lidar 30 and the buffer spring 5. The obstacle impacts the buffer plate 4, and the impact force... The energy is transmitted through the buffer plate 4 to the buffer spring 5, which is further compressed to absorb energy. Simultaneously, the buffer sleeve 26 slides relative to the buffer fixing rod 25, providing guidance. The circular hole 27 further increases the stroke of the buffer spring 5. When the buffer plate 4 approaches the fixing plate 15, the baffle 34 rotates around the hinge point, and the dovetail block 37 on the electric telescopic rod 35 rotates around the hinge point and approaches the buffer plate 4 along the axis of the dovetail groove 36. The electric telescopic rod 35 rotates towards the fixing plate 15 along the axis hinged to the base plate 19. During spraying, this can protect the buffer spring to a certain extent. Spring 5 prevents rust. When the spare component 3 is needed, it drives the micro motor 2 31 to operate, causing the rotating shaft to drive the hinge ear 29 and the spare component 3 to rotate 90° around the output shaft axis of the micro motor 2 31, so that it reaches the same working posture as the buffer component 2, providing additional buffer protection. When the spare component 3 is not needed, the bottom of the spare component 3 abuts against the mounting groove 28, which can dampen and buffer the internal components of the locomotive body 1. The baffle on the spare component 3 can block dust and reduce the impact of dust on the internal components of the spare component 3.

[0040] Example 1: This example describes how the buffer component 2 is adjusted to the optimal state according to different situations when the lidar 30 detects obstacles ahead during the travel of the locomotive body 1 in the underground roadway.

[0041] When the lidar 30 detects an obstacle, it identifies the speed V1 of the electric locomotive body 1 and the longitudinal distance L from the obstacle, as well as the average braking deceleration a of the electric locomotive body 1 under the current load m. Based on existing technical formulas, it calculates the safe braking distance S: S = V1 + V2. 2 / 2a+1 (1m is the safe stopping margin distance). According to the "Coal Mine Safety Regulations", the common operating speed range of underground transport locomotives is: slow speed: 0.3-1.0m / s, normal speed: 1.0-2.5m / s, and fast speed: 2.5-3.0m / s.

[0042] The obstacle axis is not always parallel to the vehicle axis. Let θ be the deflection angle between the obstacle axis and the vehicle axis. When θ > 0, the obstacle axis is deflected to the right and the impact surface faces the right. When θ = 0, the obstacle axis is parallel to the vehicle axis and the impact surface faces the front of the vehicle. When θ < 0, the obstacle axis is deflected to the left and the impact surface faces the left.

[0043] When L > S is detected, it means that the current actual distance is greater than the safe braking distance, and it is determined to be outside the safe distance. At this time, the locomotive has enough distance to complete smooth braking or to perform buffer system pre-adjustment before braking, and the system enters the preventive adjustment mode.

[0044] Specifically, the position of the buffer assembly 2 is first adjusted according to the position of the obstacle. The micro motor 18 is started, driving the wheel 17 to roll in the slide 13, which drives the fixed plate 15 and the buffer assembly 2 to move laterally along the length of the frame 12, so that the geometric center of the buffer plate 4 moves to the position corresponding to the obstacle. The sliding assembly 8 then adjusts the height of the buffer assembly 2 off the ground to complete the lateral and vertical centering.

[0045] When V1 < 1.0 m / s, the locomotive is traveling at a slow speed and has relatively low kinetic energy, providing sufficient braking distance. If the buffer spring 5 is too soft, minor disturbances such as gravel on the track or switch impacts may affect the trigger buffer plate 4, causing unnecessary large displacements and affecting operational stability. In this case, it is necessary to increase the compression amount, driving the piston rods of both sets of cylinders 7 to extend simultaneously, causing the push rod 24 to move along the axis of the buffer spring 5 with the adjusting ring and abut against the buffer spring 5, thereby compressing the buffer spring 5 to 0.2-0.4 of its natural length. At this point, the buffer spring 5 is relatively stiff and has a large initial resistance, avoiding the influence of other minor disturbances. If a collision occurs under these conditions, the buffer spring 5 still has enough remaining stroke to absorb the collision energy, and the large initial resistance makes the force value change smoothly during the compression process, with less impact on the stability of the locomotive body 1.

[0046] Furthermore, when θ≠0, meaning there is a deflection of the obstacle axis, when θ>0 (axis deflected to the right), the right cylinder 7 increases the compression by 0.05 times the natural length of the spring on top of the above basic compression, while the left cylinder 7 decreases by 0.05 times. When θ<0 (axis deflected to the left), the adjustment is in the opposite direction to the above. After the deviation adjustment, the stiffness of the springs on the left and right sides will differ, and a corrective torque opposite to the deflection direction of the obstacle can be generated at the moment of collision.

[0047] When V1∈[1.0, 2.5], the locomotive is traveling at a normal speed. While there is a risk of collision, it is not extremely urgent, and the speed fluctuation is small. Furthermore, a composite adjustment is made based on the load m and the offset θ. When the load is unloaded or lightly loaded, if θ=0 (obstacle directly in front), the adjusting ring only slightly contacts the buffer spring 5, keeping the buffer spring 5 in its natural extension state. The buffer spring 5 begins to compress and absorb energy the instant the obstacle contacts the buffer plate 4. If θ≠0, then while maintaining the total compression close to 0, the left and right cylinders 7 are differentially fine-tuned: when θ>0, the right adjusting ring compresses 0.03 times more of the spring's natural length than the left; when θ<0, the left ring compresses 0.03 times more, forming a slight asymmetric stiffness to prepare for potential skewed collisions.

[0048] When the load is half-loaded, if θ=0, the piston rod of cylinder 7 retracts, making the distance between the adjusting ring and the buffer spring 5 0.1 times the length of the buffer spring 5 itself, increasing the total compression stroke to absorb energy. If θ≠0, the left and right sides are differentially adjusted based on this gap: when θ>0, the right side is compressed by 0.05 times the natural length of the spring, and the left side is compressed by 0.05 times less. When θ<0, the adjustment direction is reversed, so that the system has the ability to absorb energy in most half stroke while also having the ability to correct deviation.

[0049] When the load is full, if θ=0, the piston rod of cylinder 7 retracts completely. At this time, the distance between the adjusting ring and the buffer spring 5 is 0.2 times the length of the buffer spring 5 itself, which further expands the effective energy absorption stroke and ensures that the buffer spring 5 will not hit the bottom due to exhaustion of stroke in a full-load collision. If θ≠0, differential adjustment is added on the basis of retraction: when θ>0, the right side retracts 0.05 times less than the left side (i.e., the right side is slightly stiffer). If θ<0, the adjustment direction is reversed, and a correction stiffness difference is established without significantly reducing the total energy absorption stroke.

[0050] When L≤S is detected, it means that the actual distance has entered or is less than the safe braking distance, and it is determined to be within the safe distance. At this time, the risk of collision is imminent, and the system enters the responsive adjustment mode. At this time, all cylinders 7 operate at maximum speed to ensure that the adjustment of the buffer component 2 is completed before the collision occurs.

[0051] Specifically, when V1 > 2.5 m / s or the load is full, it is determined to be a high-energy collision. If θ = 0, the piston rods of both sets of cylinders 7 retract to their limit positions at maximum speed, pulling the adjusting ring away from the buffer plate 4, so that the compression of the buffer spring 5 increases by 0.2 times on the basis of the reference value, directly increasing the effective stroke that can be used to absorb collision energy. If θ ≠ 0, differential adjustment is performed on the basis of the above limit retraction: when θ > 0, the right cylinder 7 retracts 0.06 times less than the left natural length of the spring, making the right side slightly stiffer than the left side. When θ < 0, the left side retracts less than the right side. In this way, attitude stability is achieved without sacrificing energy absorption capacity, while ensuring that the overall system is extremely soft and has a large stroke for energy absorption.

[0052] When V1 < 1.0 m / s and the load is unloaded or low-loaded, it is judged as a low-energy collision with low kinetic energy. The piston rods of the two sets of cylinders 7 extend at maximum speed, pushing the adjusting ring to move towards the buffer plate 4, compressing the buffer spring 5 by 0.4 times its original length. This ensures that minor impacts do not affect the stability of the buffer plate 4, and also ensures that the reaction force generated during low-speed collisions is relatively gentle, avoiding large-scale shaking of the locomotive body 1.

[0053] When V1∈[1.0, 2.5] or the load is half-loaded, it is determined to be a medium-energy collision. The piston rods of both sets of cylinders 7 retract to their limit positions at maximum speed. At the instant of the collision, cylinders 7 extend at half their maximum speed, causing the pre-compression of the buffer spring 5 to change linearly, thus having both the ability to absorb energy quickly when it is soft and the ability to maintain stability when it is hard. In this dynamic adjustment process, if θ≠0, the extension speeds on both sides are not equal: when θ>0, the extension speed of the right cylinder 7 is about 20% faster than that of the left, so that the right spring always maintains a slightly higher stiffness than the left during the dynamic process; when θ<0, the left is faster than the right, realizing differential correction in the medium-energy collision process.

[0054] When the piston rod of cylinder 7 is pushed out, the push ring squeezes the buffer spring 5. The pressure sensor value inside the buffer plate 4 does not change, indicating that the buffer spring 5 has failed. At this time, the micro motor 2 31 is driven to flip the spare component 3 to the same working posture as the buffer component 2 to prevent the buffer component 2 from failing in the event of a collision, causing it to hit the locomotive body 1.

[0055] Example 2: In this example, how are the buffer component 2 and the backup component 3 adjusted for obstacles with different characteristics?

[0056] Under normal conditions, the spare component 3 is stored in the mounting slot 28 with its buffer plate 4 facing downward and abutting against the wall of the mounting slot 28. The whole does not exceed the bottom outline of the locomotive body 1. When the micro motor 2 31 is started, the spare component 3 can be flipped upward around the hinge point to make it rotate to the same working posture as the buffer component 2.

[0057] When the electric locomotive travels at a speed of V1∈[1.0, 2.5] in the tunnel, if the lidar 30 detects an obstacle with a large span, low height, and irregular shape (such as a rockfall debris) in the center ahead, it determines that the obstacle is a fixed rigid target. The lidar 30 identifies the deflection angle θ of the obstacle's axis. Due to the obstacle's large span and irregular shape, the value of θ may fluctuate due to the impact's local unevenness. If |θ|≤5°, it is determined that the impact surface is approximately perpendicular, and differential adjustment is not triggered. If |θ|>5°, then left and right spring differential adjustment is performed according to the rules described in Example 1.

[0058] Specifically, based on the low profile of the obstacle, the drive motor is activated, causing the sliding assembly 8 to lower the frame 12 to the corresponding obstacle position. The lateral movement assembly 14 adjusts the buffer assembly 2 to the center position. Due to the moderate speed, the adjusting component 6 moves, making the distance between the adjusting ring and the buffer spring 5 0.1 times the length of the buffer spring 5 itself, thereby increasing the total compression stroke. If θ≠0, differential adjustment is performed on this basis: when θ>0, the right cylinder 7 compresses 0.05 times more of the spring's natural length than the left cylinder; when θ<0, the left cylinder compresses 0.05 times more than the right cylinder, providing a correction preparation for possible irregular off-center loading.

[0059] When a collision occurs, the buffer plate 4 impacts the obstacle, and the buffer spring 5 is compressed to absorb energy. Due to the large lateral span and irregularity of the obstacle, the buffer plate 4 bears a large eccentric torque during the collision. When the pressure sensor inside the buffer plate 4 detects that the collision force exceeds 70% of the spring's rated load, the micro motor 31 is activated, causing the backup component 3 to flip upwards. At this time, the backup component 3 is located above the buffer component 2 (e.g., Figure 8 As shown), the backup component 3 is farther away from the obstacle, achieving secondary buffering. After the backup component 3 is deployed, it forms an upper and lower parallel energy absorption pattern. When the spring of the buffer component 2 is compressed to 70%, the subsequent continuous extrusion force is shared with the backup component 3, increasing the total buffer area and total energy absorption capacity.

[0060] Furthermore, when a collision occurs, the pressure sensor value inside the buffer plate 4 rises rapidly and then gradually decreases after the collision, indicating that the pile is in a loose state and a secondary collapse occurs after the collision. At this time, the telescopic rod of the electric telescopic rod 35 extends, thereby pushing the baffle 34 to rotate around the hinge point axis, so that the baffle 34 gradually moves away from the base plate 19. The angle formed between the buffer plate 4 and the baffle 34 is greater than 120°, thus preventing some gravel from falling into the gaps of the multiple sets of buffer springs 5 ​​when the pile collapses secondary, affecting the use of the buffer springs 5. After the collision ends, the extension and retraction of the electric telescopic rod 35 causes the silicone brush 38 to continuously rotate along the hinge point axis of the baffle 34, thereby cleaning the dust from the buffer springs 5.

[0061] When the locomotive travels at a speed of V1 < 1.0 m / s on a bend in the tunnel, if the lidar 30 identifies the obstacle as a worker and the distance is relatively close, it is determined to be a low-energy collision, a flexible target. Specifically, the sliding assembly 8 and the lateral movement assembly 14 move the buffer assembly 2 directly opposite the worker, the cylinder 7 retracts at maximum speed, adjusting the effective energy absorption stroke of the buffer spring 5 to its maximum, and simultaneously triggering emergency braking. If a collision still occurs under these conditions, the spray pipe 32 stops spraying water. The buffer spring 5, in its extremely soft state, begins to compress with extremely low initial resistance, and the buffer plate 4 retreats smoothly, resulting in a smaller impact force on the personnel and ensuring their safety. Simultaneously, when the pressure sensor detects an increase in value, it drives the backup assembly 3 to rotate 45° (e.g., ...). Figure 9 As shown), this allows people who are knocked down to hold onto the plate on the spare component 3, preventing them from sliding under the vehicle.

[0062] When the locomotive is traveling at a speed of V1∈[1.0, 2.5] and is fully loaded, the lidar 30 detects that the obstacle in front is a derailed and overturned mine car with an inclined impact surface. The lidar 30 obtains the deflection angle θ. Since the tilt angle of the impact surface after the mine car overturns is large, the value of θ usually exceeds ±10°, which is a significant deflection situation.

[0063] Specifically, based on the location of the obstacle, the buffer assembly 2 is adjusted to face the most protruding part of the mine car. Simultaneously, according to the corresponding rules in Embodiment 1, the distance between the adjusting ring and the buffer spring 5 is set to 0.2 times the spring's own length under full load conditions to provide the maximum effective energy absorption stroke. On this basis, differential adjustment is superimposed: when θ > 0, the right side retracts 0.05 times less than the left side (the right side is slightly stiffer); when θ < 0, the left side retracts 0.05 times less than the right side (the left side is slightly stiffer), establishing a correction stiffness difference for the deflection direction.

[0064] When a collision occurs, the impact surface of the mine car is tilted, and the buffer plate 4 makes partial contact with the mine car. At this time, although left and right differential adjustment has been performed, the readings of the pressure sensors in the buffer plate 4 may still be uneven due to the high stiffness of the impact area and the small contact area. When the pressure sensor detects that the impact force exceeds 85% of the rated load, it immediately drives the micro motor 31 to rotate the spare component 3 by 90°. After unfolding, the spare component 3 is located diagonally below the buffer component 2. The two are staggered in the vertical direction, forming a cross buffer with the buffer component 2 and sharing part of the impact force, thus protecting the locomotive body 1 and its internal components to the greatest extent.

[0065] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0066] Finally, it should be noted that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An unmanned underground electric locomotive with a buffer device, comprising a locomotive body (1), a buffer assembly (2), a spare assembly (3), and a frame (12), characterized in that, The buffer assembly (2) is located at one end of the locomotive body (1) along its own forward direction. The frame (12) is located between the buffer assembly (2) and the locomotive body (1). The spare assembly (3) is located inside the locomotive body (1) and below the buffer assembly (2). The structure of the buffer assembly (2) is the same as that of the spare assembly (3). The buffer assembly (2) includes a buffer plate (4), a buffer spring (5), and a shielding component (33). The shielding component (33) is located above the buffer spring (5). An adjusting component (6) is provided on the side of the buffer spring (5) away from the buffer plate (4). Multiple sets of cylinders (7) are provided on the side of the adjusting component (6) close to the locomotive body (1). When the piston rod of the cylinder (7) extends, the buffer spring (5) is compressed by the adjusting component (6).

2. The unmanned underground electric locomotive with a buffer device according to claim 1, characterized in that, The locomotive body (1) is symmetrically provided with sliding components (8) along the forward direction axis. The axis of the sliding components (8) is perpendicular to the ground. Each set of sliding components (8) includes a housing (9) and a lead screw (10). One side of the housing (9) is bolted to the locomotive body (1). The two ends of the lead screw (10) are respectively connected to the bearings at both ends of the housing (9). One end of the housing (9) is fixedly connected to a drive motor. The output shaft of the drive motor is fixedly connected to the lead screw (10). The lead screw (10) is externally threaded with a slider (11). One side of the slider (11) is fixedly connected to a connecting block. The two ends of the frame (12) are respectively fixedly connected to two sets of connecting blocks.

3. The unmanned underground electric locomotive with a buffer device according to claim 2, characterized in that, The frame (12) is shaped like a U-shape. The length axis of the frame (12) is perpendicular to the forward axis of the locomotive body (1). Two sets of slide grooves (13) are provided on the side of the frame (12) near the locomotive body (1). The length axis of the two sets of slide grooves (13) is parallel to the length axis of the frame (12). The slide grooves (13) do not penetrate the frame (12). The two sets of slide grooves (13) are located at the upper and lower parts of the frame (12) respectively.

4. The unmanned underground electric locomotive with a buffer device according to claim 3, characterized in that, The buffer assembly (2) is provided with a lateral movement assembly (14) on the side near the locomotive body (1). The lateral movement assembly (14) includes a fixing plate (15). The fixing plate (15) is slidably connected to one side of the frame (12). The fixing plate (15) is bolted to the side near the frame (12) with multiple sets of wheel frames (16) and wheel frames (2). Both wheel frames (16) and wheel frames (2) are U-shaped. The wheel frames (16) are located above the wheel frames (2). Each set of wheel frames (16) is U-shaped. 6) Wheel 1 (17) and Wheel 2 are respectively connected to the end of Wheel 2 away from the fixed plate (15) by bearings. Wheel 1 (17) and Wheel 2 are slidably connected to the slide groove (13). Wheel 1 (16) and Wheel 2 are symmetrically arranged along the axis of the length direction of the frame 1 (12) and are slidably connected to the frame 1 (12). A micro motor 1 (18) is fixedly connected to one side of Wheel 1 (16). The output shaft of the micro motor 1 (18) is fixedly connected to Wheel 1 (17).

5. The unmanned underground electric locomotive with a buffer device according to claim 4, characterized in that, The fixed plate (15) is bolted to a base plate (19) on the side away from the frame (12). The base plate (19) has two sets of through holes (20) at both ends along the axis of the slide groove (13). A horizontal plate (21) is fixedly connected above the wheel frame (16). The cylinder (7) is fixedly connected above the horizontal plate (21). The piston rod of the cylinder (7) is fixedly connected to a push plate (23). Two sets of push rods (24) are fixedly connected to one side of the push plate (23). The position of the push rods (24) corresponds to the position of the through holes (20).

6. The unmanned underground electric locomotive with a buffer device according to claim 5, characterized in that, Multiple sets of buffer fixing rods (25) are fixedly connected to the side of the base plate (19) away from the frame (12). Each set of buffer fixing rods (25) has a buffer sleeve rod (26) sleeved on the other end. Each set of buffer sleeve rods (26) is a hollow cylinder. The other end of the buffer sleeve rod (26) is fixedly connected to the buffer plate (4). The buffer plate (4) has a circular hole (27) of the same size as the buffer fixing rod (25) at the position corresponding to the buffer fixing rod (25). The circular hole (27) does not penetrate the buffer plate (4).

7. The unmanned underground electric locomotive with a buffer device according to claim 6, characterized in that, The buffer spring (5) is sleeved on the outside of the buffer fixing rod (25) and the buffer sleeve rod (26). Multiple sets of the buffer spring (5), buffer fixing rod (25), and buffer sleeve rod (26) are arranged in a matrix. One end of the buffer spring (5) is fixedly connected to the buffer plate (4). The adjusting component (6) is sleeved on the outside of the buffer fixing rod (25) at both ends of the slide groove (13). Each set of the adjusting component (6) is composed of two adjusting rings spliced ​​together and arranged vertically. Each adjusting ring corresponds to the position of the buffer spring (5). The push rod (24) passes through the through hole (20) and is fixedly connected to the adjusting ring. When the buffer spring (5) is in a natural uncompressed state, the other end of the buffer spring (5) is not in contact with the adjusting component (6).

8. The unmanned underground electric locomotive with a buffer device according to claim 7, characterized in that, The shielding component (33) includes a baffle (34) and an electric telescopic rod (35). The buffer plate (4) is hinged to one end of the baffle (34). The baffle (34) is located above the buffer spring (5). The baffle (34) has two sets of dovetail grooves (36) on the side near the buffer spring (5). The length axis of the dovetail groove (36) is parallel to the width axis of the buffer plate (4). A dovetail block (37) is slidably connected inside the dovetail groove (36). The dovetail block (37) is close to the buffer spring. One side of the spring (5) is hinged to the telescopic rod of the electric telescopic rod (35), and the other end of the electric telescopic rod (35) is hinged to the top of the base plate (19). The length of the electric telescopic rod (35) is adapted to the length of the buffer spring (5) in its maximum compression state. The baffle (34) is fixedly connected to a plurality of silicone brushes (38) on the side near the buffer spring (5). The axis of the silicone brushes (38) is perpendicular to the axis of the buffer spring (5), and the silicone brushes (38) are located between the two sets of buffer springs (5).

9. The unmanned underground electric locomotive with a buffer device according to claim 8, characterized in that, The lower end of the locomotive body (1) is provided with an installation groove (28). The spare component (3) is set inside the installation groove (28). A hinge ear (29) is fixedly connected above the spare component (3). A reinforcing rib is fixedly connected to one side of the hinge ear (29). A rotating shaft is fixedly connected inside the hinge ear (29). A hinge ear (22) is fixedly connected to the opening of the installation groove (28). The rotating shaft is rotatably connected to the hinge ear (22). Two sets of micro motors (31) are fixedly connected to the inner wall of the installation groove (28). The two sets of micro motors (31) are located on both sides of the hinge ear (29). The output shaft of the micro motor (31) is fixedly connected to the rotating shaft. The bottom of the spare component (3) abuts against one side of the installation groove (28). When the micro motor (31) is started, the spare component (3) can rotate around the hinge point to be consistent with the posture of the buffer component (2).

10. The unmanned underground electric locomotive with a buffer device according to claim 9, characterized in that, The top of the locomotive body (1) is equipped with a laser radar (30) and a spray pipe (32). The other end of the spray pipe (32) is connected to the water tank inside the locomotive body (1). The buffer plate (4) is equipped with multiple pressure sensors, and the multiple pressure sensors correspond to the positions of multiple buffer springs (5).

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