Mine vertical hoist buffer landing control system and control method

Abstract

The present application relates to a kind of mine vertical hoist buffer landing control system and control method, control system includes vertical shaft side wall, cage body, deceleration wheel group, the upper buffer structure being set in the bottom of cage body and the lower buffer structure being set in the bottom of vertical shaft;Jet thrust device and detection unit and control unit are set in the bottom of cage body, control unit is configured to receive the operating parameter collected by detection unit, when judging that falling cage accident occurs according to operating parameter, impact energy is solved in real time according to operating parameter, and deceleration wheel group, jet thrust device, upper buffer structure and lower buffer structure are sequentially started according to preset timing sequence hierarchical control, by the three-stage collaborative control of deceleration wheel group, jet thrust device, upper buffer structure / lower buffer structure, the energy absorption of full process of falling cage accident is realized, and the impact damage when cage landing is reduced.

Description

Technical Field

[0001] This invention belongs to the field of mining machinery and equipment technology, specifically, it relates to a buffer landing control system and control method for a mine vertical hoist. Background Technology

[0002] Mine vertical hoists are critical equipment in mine production, and their safe operation directly impacts the lives of miners. Currently, safety protection measures for mine vertical hoisting systems are mainly divided into two categories:

[0003] First, there are traditional mechanical fall arrestors, which use a wedge mechanism to clamp the cage in the tunnel after the wire rope breaks. This is a passive protection method, and the instantaneous impact can easily cause the cage to deform and cause casualties. Moreover, it is not suitable for deep wells or heavy-load working conditions.

[0004] Secondly, single buffer devices, such as buffer wood, multi-disc friction buffers, and collapsible metal structures, can only absorb simple energy when the cage hits the bottom, and cannot adjust the buffer strategy in real time according to the falling speed, load, and other working conditions.

[0005] Existing technologies generally suffer from the following drawbacks:

[0006] Traditional fall arrestors only mechanically capture the cage after the rope breaks. The instantaneous impact force can easily cause cage deformation and personnel injuries. Furthermore, they are poorly adaptable to deep wells and heavy-load conditions, and are prone to capture failure, failing to fundamentally prevent casualties from cage falls. Existing buffer devices are mostly single-level energy absorption devices, unable to adjust the buffering strategy in real time according to the cage's falling speed, load, and acceleration. Faced with cage fall accidents under different conditions, the buffering effect is poor, and fatal impacts can still occur. Summary of the Invention

[0007] The purpose of this invention is to provide a buffer landing control system and control method for mine vertical hoists, in order to solve the problems of traditional fall arresters that only mechanically capture after the rope breaks, which cannot prevent casualties in the event of a fall; and existing buffer devices that are mostly single-level energy absorption, which have poor buffering effect in the face of fall accidents under different working conditions.

[0008] To achieve the above-mentioned objectives, the present invention employs the following technical solution:

[0009] This invention proposes a buffer landing control system for a mine vertical hoist, which includes:

[0010] Shaft sidewalls are provided on both sides of the shaft, and shaft guide rails are provided on each shaft sidewall.

[0011] The cage body; assembly recesses are provided on both sides of the cage body;

[0012] A reduction gear set is disposed within the mounting recess. The reduction gear set includes a telescopic drive component and a damping wheel rotatably connected to the telescopic drive component. The fixed end of the telescopic drive component is disposed within the mounting recess, and the telescopic end of the telescopic drive component is connected to the damping wheel to control the contact or separation of the damping wheel from the shaft guide rail.

[0013] An upper buffer structure is installed at the bottom of the cage body and a lower buffer structure is installed at the bottom of the vertical shaft;

[0014] A jet thrust reverser is installed at the bottom of the cage body;

[0015] The detection unit is used to collect the operating parameters of the cage body in real time, including acceleration, operating speed, distance from the bottom of the well, and load.

[0016] The control unit is communicatively connected to the detection unit, the reduction gear group, the jet thrust reverser, the upper buffer structure, and the lower buffer structure. The control unit is configured to:

[0017] Receive the operating parameters collected by the detection unit;

[0018] When a tank-falling accident is determined to have occurred based on the operating parameters, the impact energy is calculated in real time based on the operating parameters, and the reduction wheel group, the jet thrust reverser, the upper buffer structure, and the lower buffer structure are activated in sequence according to a preset timing sequence.

[0019] The preset timing sequence includes: first, controlling the deceleration wheel assembly to start and generate damping for primary deceleration; then, controlling the jet thrust reverser to start and generate reverse thrust for secondary deceleration; and finally, absorbing the remaining impact energy through the upper buffer structure and the lower buffer structure.

[0020] By integrating a reduction wheel assembly, an upper buffer structure, a lower buffer structure, and a jet thrust reverser, and adopting a three-level graded control strategy, active protection of the entire process from "air" to "bottom" of the cage is achieved in the case of a cage falling into the well. First, primary deceleration is achieved through lateral friction damping, then secondary deceleration is achieved through reverse thrust, and finally, the remaining energy is absorbed by the upper and lower composite buffer components, fundamentally eliminating the impact damage when the cage lands.

[0021] In some embodiments of this application, the control unit is configured to determine whether a tank-falling accident has occurred in the following manner:

[0022] The real-time collected running speed is compared with the preset normal speed threshold;

[0023] When the operating speed exceeds the preset normal speed threshold and continues to accelerate, it is determined to be a tank fall accident.

[0024] By comparing the real-time operating speed with a preset normal speed threshold, and determining a tank fall accident when the speed exceeds the threshold and continues to accelerate, misjudgments caused by normal speed fluctuations are avoided, and millisecond-level accurate identification of tank fall accidents is ensured, providing a reliable triggering condition for subsequent buffer control.

[0025] In some embodiments of this application, the control unit is configured to calculate the impact energy in real time by:

[0026] The real-time impact kinetic energy of the cage body is calculated based on the real-time collected acceleration, running speed and load.

[0027] Based on the real-time collected operating speed, the remaining fall distance of the cage body from the bottom of the well is calculated;

[0028] Based on the impact kinetic energy and the remaining fall distance, the activation threshold and activation power of the reduction wheel assembly and the jet thrust reverser are dynamically set.

[0029] By calculating the impact kinetic energy and remaining fall distance in real time, and dynamically setting the start threshold and start power, the system achieves adaptive matching between the buffer strategy and the falling tank conditions (load, speed, fall distance), enabling the system to take differentiated buffer measures according to different severity levels of falling tanks and optimize energy absorption efficiency.

[0030] In some embodiments of this application, the control unit is further configured to:

[0031] When the reduction wheel group is started, the contact pressure between the damping wheel and the shaft guide rail is dynamically adjusted according to the impact kinetic energy calculated in real time.

[0032] When the jet thrust reverser is activated, the activation time and jet thrust are dynamically adjusted based on the real-time calculated remaining fall distance and current operating speed.

[0033] By adjusting the contact pressure between the damping wheel and the guide rail, the start-up time of the jet thruster, and the magnitude of the jet thrust in real time, dynamic closed-loop regulation of the buffer force is achieved, making the deceleration process smoother and avoiding secondary injuries to personnel inside the cage caused by sudden changes in buffer force.

[0034] In some embodiments of this application, both the upper buffer structure and the lower buffer structure include an airbag, an air cushion assembly, and an energy-absorbing assembly. A buffer cavity is formed in the airbag, and the air cushion assembly and the energy-absorbing assembly are disposed in the buffer cavity.

[0035] The air cushion assembly includes at least one air cushion layer, and each air cushion layer includes a plurality of air cushion units arranged in an array.

[0036] The energy-absorbing component includes at least one energy-absorbing layer; along the height direction of the buffer cavity, the energy-absorbing component is disposed above the air cushion component, or the energy-absorbing layer and the air cushion layer are arranged alternately.

[0037] By adopting a composite structure of airbags, air cushion components, and energy-absorbing components (aramid paper honeycomb), and alternating arrangements of air cushion layers and energy-absorbing layers, an organic combination of "flexible buffering + rigid energy absorption" is achieved, which ensures both flexible contact in the initial buffering stage and reliable energy absorption at the landing end.

[0038] In some embodiments of this application, the jet thrust reverser is disposed on the airbag of the upper buffer structure, and the airbag is provided with a mounting portion;

[0039] The jet thrust reverser includes a high-pressure gas storage assembly, a pressure reduction and release module, and a gas collecting nozzle assembly, which are connected in sequence.

[0040] The bottom of the cage body is provided with an assembly track section, the high-pressure gas storage assembly includes a high-pressure gas storage tank, the first end of the high-pressure gas storage tank is provided with a fixing part, the fixing part is detachably connected to the assembly track section, and the high-pressure gas storage tank is at least partially disposed in the mounting section.

[0041] The detachable connection structure between the high-pressure gas storage tank and the assembly track enables modular installation and rapid replacement of the jet thrust reverser, reducing the difficulty of downhole maintenance; the sequential connection design of the high-pressure gas storage assembly, pressure reduction and release module, and gas gathering nozzle assembly ensures stable output of thrust reverser force.

[0042] In some embodiments of this application, each group of pressure relief modules includes a pressure reducer and an on / off valve. The inlet of the pressure reducer is connected to the outlet of the corresponding high-pressure gas storage assembly for reducing the pressure of the high-pressure gas. The inlet of the on / off valve is connected to the outlet of the pressure reducer.

[0043] On / off valves, specifically solenoid valves, pulse valves, and sensing valves, are used to control the on / off of working pressure gas, enabling rapid triggering and stopping of the reverse thrust.

[0044] The high-pressure gas is reduced to the working pressure by a pressure reducer, and the gas is quickly controlled by an on / off valve. This ensures the stability and controllability of the reverse thrust and achieves a millisecond-level rapid response, meeting the stringent requirements for the start-up speed of the reverse thrust device in the event of a tank collapse.

[0045] In some embodiments of this application, the gas collecting nozzle assembly includes a gas collecting and stabilizing chamber and nozzles; the nozzles are configured as four, respectively corresponding to the high-pressure gas storage assemblies at the four corners of the cage body. The inlet of the gas collecting and stabilizing chamber is connected to the outlet of the pressure reducing and releasing module, which is used to receive gas with stable pressure and distribute it evenly to each nozzle, ensuring that the gas pressure distributed to the four nozzles is consistent.

[0046] The gas is evenly distributed to four nozzles through the gas collection and pressure stabilization chamber, and is arranged at the four corners of the cage body respectively. This ensures that the reverse thrust at the four corners is uniform and consistent, avoids cage tilting or rolling due to uneven reverse thrust, and improves the stability of landing attitude.

[0047] In some embodiments of this application, the telescopic drive component includes an assembly base, a first connecting rod, a second connecting rod, and a drive unit. The assembly base is fixed in the assembly recess. The first end of the first connecting rod is connected to the assembly base. The second end of the first connecting rod is hinged to the first end of the second connecting rod. The second end of the second connecting rod is hinged to the damping wheel. The first connecting rod and the second connecting rod are arranged at an angle. The fixed end and the telescopic end of the drive unit are rotatably connected to the first connecting rod and the second connecting rod, respectively. An axle is provided on the second connecting rod, and the damping wheel is rotatably connected to the axle.

[0048] The number of reduction gear sets is four, with two sets symmetrically arranged on each side of the cage body;

[0049] The damping wheel is also provided with an electromagnetic damping coupling component, which includes an electromagnetic coil and an iron core. The electromagnetic coil is embedded in the inner mounting groove of the damping wheel, and the iron core is fixed in the wheel axle and arranged correspondingly to the electromagnetic coil, so as to generate an electromagnetic damping force opposite to the rolling direction of the damping wheel through electromagnetic induction.

[0050] The extension and retraction of the damping wheel is achieved through a linkage mechanism, which is compact and responds quickly. Four sets of reduction wheel groups are symmetrically arranged at the upper and lower ends of both sides of the cage to ensure uniform distribution of braking force. The electromagnetic damping coupling generates an electromagnetic damping force opposite to the rolling direction through electromagnetic induction, which is superimposed on the friction damping force in the same direction, significantly improving the braking effect, while avoiding the overheating and wear problems that may occur with pure friction braking.

[0051] In another aspect, the present invention also proposes a buffer landing control method for a mine vertical hoist, applied to the buffer landing control system of the mine vertical hoist described in any of the above claims, comprising the following steps:

[0052] Signal acquisition steps: Real-time acquisition of the operating parameters of the cage body, including acceleration, running speed, distance from the bottom of the well, and load;

[0053] Accident determination steps: When the operating speed exceeds the preset normal speed threshold and continues to accelerate, it is determined to be a tank fall accident;

[0054] Energy calculation steps: Calculate the impact kinetic energy based on the real-time collected acceleration, running speed and load, and calculate the remaining fall distance based on the running speed;

[0055] The graded control steps are as follows: First, the deceleration wheel group is started to generate frictional damping for primary deceleration. Then, when the distance from the bottom of the well is less than the preset height threshold, the jet thrust reverser is started to generate reverse thrust for secondary deceleration. Finally, the remaining impact energy is absorbed by the upper and lower buffer structures during landing.

[0056] Compared with the prior art, the advantages and positive effects of the present invention are:

[0057] Through the three-level coordinated control of the reduction wheel set, jet thrust device, and upper / lower buffer structure, the energy absorption of the entire process of the cage falling accident is realized, and the impact damage when the cage lands is eliminated.

[0058] Equipped with adaptive adjustment capabilities, it dynamically adjusts the damping wheel contact pressure, the start-up time of the jet thruster, and the thrust magnitude by calculating the impact kinetic energy and remaining fall distance in real time. This achieves adaptive matching between the buffer strategy and the severity of the canister fall, optimizing energy absorption efficiency.

[0059] The upper and lower buffer structures adopt a composite structure of airbags, air cushion components and energy-absorbing components (aramid paper honeycomb), and the air cushion layer and energy-absorbing layer are arranged alternately, realizing the organic combination of "flexible buffering + rigid energy absorption".

[0060] In addition, an electromagnetic damping component is installed on the damping wheel. Through electromagnetic induction, an electromagnetic damping force opposite to the rolling direction is generated. This force is superimposed on the friction damping force in the same direction, which significantly improves the braking effect and avoids the overheating and wear problems that may occur with pure friction braking.

[0061] Other features and advantages of the present invention will become clearer after reading the detailed embodiments of the invention in conjunction with the accompanying drawings. Attached Figure Description

[0062] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0063] Figure 1 This is a schematic diagram of an embodiment of the mine vertical hoisting system proposed in this invention;

[0064] Figure 2 This is one of the schematic diagrams showing the installation of the reduction gear assembly inside the cage body;

[0065] Figure 3 This is one of the structural diagrams of the retracted state of the reduction gear set;

[0066] Figure 4 This is one of the schematic diagrams showing the extended state of the reduction gear set;

[0067] Figure 5 This is the second schematic diagram of the installation of the reduction gear assembly inside the cage body;

[0068] Figure 6 This is the second structural diagram of the gear reducer assembly in its extended state;

[0069] Figure 7 This is a plan view of the gearbox in its extended state;

[0070] Figure 8 This is the second structural diagram of the retracted state of the reduction gear set;

[0071] Figure 9 This is a plan view of the retracted state of the reduction gear set;

[0072] Figure 10 This is a schematic diagram of the installation of the upper buffer structure on the cage body;

[0073] Figure 11 This is a diagram showing the location of the assembly track section on the cage body;

[0074] Figure 12 These are detailed drawings of the assembled track section;

[0075] Figure 13 This is a breakdown diagram of the upper buffer structure and the cage body;

[0076] Figure 14 This is a structural diagram of the upper buffer structure;

[0077] Figure 15 This is a breakdown diagram of the upper buffer structure and the jet thrust reverser;

[0078] Figure 16 This is a breakdown diagram of the upper buffer structure;

[0079] Figure 17 This is a cross-sectional view of the upper buffer structure;

[0080] Figure 18 This is a breakdown diagram of the lower buffer structure;

[0081] Figure 19 This is a cross-sectional view of the lower buffer structure;

[0082] Figure 20 This is a diagram of the energy-absorbing layer structure;

[0083] Figure 21 This is a structural diagram of the air cushion component;

[0084] In the picture,

[0085] 100. Shaft sidewall; 110. Shaft guide rail;

[0086] 200. Cage body; 201. Side wall; 202. Bottom wall; 210. Track assembly section; 211. First assembly section; 212. Second assembly section; 213. Assembly vertical section; 214. Assembly horizontal section; 220. Assembly recess;

[0087] 310. Upper buffer structure; 311. Mounting part; 320. Lower buffer structure; 301. Airbag; 302. Air cushion assembly; 3021. Air cushion layer; 303. Energy absorption assembly; 3031. Energy absorption layer;

[0088] 400. Jet reverse thrust device; 410. High-pressure air tank; 411. External threaded part; 420. Fixing part; 430. Limiting support part;

[0089] 500. Reduction wheel assembly; 501. Damping wheel; 502. Wheel and axle;

[0090] 511. Assembly base; 512. First connecting rod; 513. Second connecting rod; 514. Drive unit;

[0091] 521. Fixed base; 522. Drive motor; 523. Cam component; 5231. First contact position; 5232. Second contact position; 524. Driven connecting rod; 525. Positioning part; 5261. First driven roller; 5262. Second driven roller. Detailed Implementation

[0092] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0093] In the description of this application, it should be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0094] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0095] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections, direct connections, or indirect connections through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0096] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0097] The following disclosure provides many different embodiments or examples for implementing different structures of the invention. To simplify the disclosure, specific examples of components and arrangements are described below. Of course, these are merely examples and are not intended to limit the invention. Furthermore, reference numerals and / or letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed.

[0098] refer to Figure 1 , Figure 2 as well as Figure 10 This application proposes a buffer landing control system for a mine vertical hoist, including a shaft sidewall 100, a cage body 200, a reduction wheel set 500, an upper buffer structure 310, a lower buffer structure 320, a jet thrust reverser 400, a detection unit, and a control unit.

[0099] Shaft sidewalls 100 are provided on both sides of the shaft, and shaft guide rails 110 are fixedly installed on each shaft sidewall 100. The shaft guide rails 110 extend in the vertical direction to provide guidance for the lifting and lowering of the cage body 200.

[0100] The cage body 200 is used to carry personnel and materials, and has mounting recesses 220 on both sides to accommodate the reduction gear set 500. The bottom of the cage body 200 is provided with a mounting track for mounting the upper buffer structure 310 and the jet thrust reverser 400.

[0101] In some embodiments, four sets of reduction gear sets 500 are disposed within the mounting recess 220, with two sets symmetrically arranged on each side of the cage body 200. Each set of reduction gear sets 500 includes a telescopic drive member and a damping wheel 501 rotatably connected to the telescopic drive member. The fixed end of the telescopic drive member is disposed within the mounting recess 220, and the telescopic end of the telescopic drive member is connected to the damping wheel 501 to control the contact or separation of the damping wheel 501 with the shaft guide rail 110.

[0102] The upper buffer structure 310 is located at the bottom of the cage body 200 and is detachably connected to the assembly track via the fixing part 420.

[0103] The lower buffer structure 320 is installed on the bottom wall of the shaft.

[0104] The jet thrust reverser 400 is located at the bottom of the cage body 200 and is mounted on the airbag 301 of the upper buffer structure 310. The airbag 301 is provided with a through mounting channel structure as a mounting part 311.

[0105] The detection unit is used to collect the operating parameters of the cage body 200 in real time. The operating parameters include acceleration, running speed, distance from the bottom of the well and load.

[0106] Specifically, an accelerometer is used to collect acceleration, a velocity sensor or encoder is used to collect operating speed, a laser rangefinder or ultrasonic sensor is used to collect distance from the bottom of the well, and a load cell is used to collect load. Each sensor transmits the collected data to the control unit in real time.

[0107] The control unit is communicatively connected to the detection unit, the reduction gear group 500, the jet thrust reverser 400, the upper buffer structure 310, and the lower buffer structure 320. The control unit adopts a programmable logic controller (PLC) or an embedded microcontroller and is communicatively connected to the detection unit, the reduction gear group 500, the jet thrust reverser 400, the upper buffer structure 310, and the lower buffer structure 320.

[0108] The control unit is configured as follows:

[0109] Receive operating parameters collected by the detection unit;

[0110] When a tank fall accident is determined based on the operating parameters, the impact energy is calculated in real time based on the operating parameters, and the reduction wheel group 500, jet thrust reverse device 400, upper buffer structure 310 and lower buffer structure 320 are activated in sequence according to the preset timing.

[0111] The preset timing sequence includes: first, controlling the deceleration wheel assembly 500 to start and generate damping for primary deceleration; then, controlling the jet thrust reverser 400 to start and generate reverse thrust for secondary deceleration; and finally, absorbing the remaining impact energy through the upper buffer structure 310 and the lower buffer structure 320.

[0112] The control unit is configured to determine whether a tank drop accident has occurred by:

[0113] The real-time collected running speed is compared with the preset normal speed threshold;

[0114] When the operating speed exceeds the preset normal speed threshold and continues to accelerate, it is determined to be a tank fall accident.

[0115] The control unit is configured to calculate the impact energy in real time by:

[0116] The real-time impact kinetic energy of the cage body 200 is calculated based on the real-time collected acceleration, running speed and load.

[0117] Based on the real-time collected operating speed, calculate the remaining fall distance of the cage body 200 from the bottom of the well;

[0118] Based on the impact kinetic energy and remaining fall distance, the starting threshold and starting power of the reduction wheel assembly 500 and the jet thrust reverser 400 are dynamically set.

[0119] The control unit is also configured as follows:

[0120] When the control reduction wheel group 500 starts, the contact pressure between the damping wheel 501 and the vertical shaft guide rail 110 is dynamically adjusted according to the impact kinetic energy calculated in real time.

[0121] When the jet thrust reverser 400 is activated, the activation time and jet thrust of the jet thrust reverser 400 are dynamically adjusted based on the remaining descent distance and current operating speed calculated in real time.

[0122] Below, we will first describe each component structure in detail:

[0123] 500 reduction gear set

[0124] refer to Figure 3 , Figure 4Four mounting recesses 220 are symmetrically provided on the two side walls 201 of the cage body 200. Two mounting recesses 220 on each side are located at the upper and lower ends of the cage body 200, respectively. The center distance between the upper and lower mounting recesses 220 is 1.5m, which ensures that the deceleration wheel group 500 can evenly distribute the force when the cage decelerates after installation, and avoid excessive local force that causes the cage to tilt.

[0125] In some embodiments of this application, there are four sets of damping wheels 501, with two sets symmetrically arranged on each side of the cage body 200. The two sets of damping wheels 501 located on the same side of the cage body 200 are located at the upper and lower ends of the cage body 200, respectively. When not triggered, each damping wheel 501 body maintains a preset gap with the shaft guide rail 110. After triggering, the telescopic drive pushes the damping wheel 501 to roll into contact with the shaft guide rail 110, generating a deceleration force through friction damping.

[0126] Four sets of damping wheels 501 are symmetrically arranged at the upper and lower ends of both sides of the cage, which can make the cage decelerate evenly, avoid tilting and shaking, and improve the stability of the deceleration process. When not triggered, the preset gap is maintained to avoid unnecessary friction between the damping wheels 501 and the guide rail, reduce component wear and increase energy consumption. After being triggered, the deceleration force is quickly generated through friction damping, which can effectively shorten the deceleration distance, cope with emergencies, and further ensure the safety of personnel and goods inside the cage.

[0127] The reduction gear sets 500 are arranged one-to-one in the mounting recess 220. Each reduction gear set 500 includes a telescopic drive component and a damping wheel 501. The fixed end of the telescopic drive component is located in the mounting recess 220, and the telescopic end of the telescopic drive component is connected to the damping wheel 501.

[0128] By providing mounting recesses 220 on both sides of the cage body 200, the reduction wheel assembly 500 can be installed in a concealed manner, avoiding interference between the reduction wheel assembly 500 and the well wall, cables, etc. during the hoisting process; the telescopic drive can flexibly control the extension and retraction of the damping wheel 501. During normal hoisting, the damping wheel 501 is in a retracted state, which does not affect the normal operation of the cage. When deceleration is required, the damping wheel 501 is pushed to contact the guide rail, quickly generating deceleration force and improving the safety and stability of the cage operation.

[0129] In some embodiments of this application, the telescopic drive component adopts a linkage hinge structure, which has the advantages of smooth transmission, rapid response and convenient maintenance. Specifically, it includes an assembly base 511, a first link 512, a second link 513 and an electric push rod.

[0130] The mounting base 511 is fixed in the mounting recess 220. The first end of the first connecting rod 512 is connected to the mounting base 511. The second end of the first connecting rod 512 is hinged to the first end of the second connecting rod 513. The second end of the second connecting rod 513 is hinged to the damping wheel 501. The first connecting rod 512 and the second connecting rod 513 are set at an angle. The fixed end and the telescopic end of the driving part 514 are rotatably connected to the first connecting rod 512 and the second connecting rod 513, respectively.

[0131] One end of the first connecting rod 512 and the second connecting rod 513 are hinged by a hinge pin. The hinge pin and the first connecting rod 512 and the second connecting rod 513 are in clearance fit, with the clearance controlled at 0.1-0.2mm to ensure that the hinge can rotate freely and avoid jamming. The other end of the second connecting rod 513 is hinged to the damping wheel 501 through a wheel axle 502. The wheel axle 502 is made of stainless steel, with a diameter of 30mm and a length of 80mm. A bearing is installed between the wheel axle 502 and the second connecting rod 513. The bearing is a deep groove ball bearing, model 6205, to ensure that the damping wheel 501 can rotate freely and reduce rotational resistance.

[0132] The fixed end of the electric push rod is hinged to the middle of the first link 512 via a hinge seat. The hinge seat and the first link 512 are fixed by welding. The telescopic end of the electric push rod is hinged to the middle of the second link 513 via a universal joint. The universal joint is designed to adapt to the angle changes when the first link 512 and the second link 513 rotate, ensuring that the telescopic movement of the electric push rod can be smoothly transmitted to the damping wheel 501.

[0133] The linkage structure converts the linear extension and retraction motion of the drive unit 514 into the extension and retraction motion of the damping wheel 501, resulting in smooth transmission and uniform force distribution. This effectively avoids problems such as jamming and deviation during the extension and retraction of the damping wheel 501. The angle-set first link 512 and second link 513 can flexibly adjust the extension and retraction stroke and contact angle of the damping wheel 501, ensuring close contact between the damping wheel 501 and the guide rail and improving the reliability of the deceleration effect.

[0134] The damping wheel 501 is the core component for achieving the deceleration function. Its performance directly affects the deceleration effect and service life. In this embodiment, the damping wheel 501 is made of high wear-resistant nitrile rubber, which has excellent wear resistance, oil resistance and elasticity. It can effectively reduce wear when in contact with the vertical shaft guide rail 110, and at the same time buffer the impact force when in contact, reducing the vibration during the operation of the cage.

[0135] In some embodiments of this application, the drive unit 514 is an electric push rod, and the mounting base 511 is fixed on the vertically arranged inner wall of the mounting recess 220.

[0136] The electric actuator provides stable driving force and rapid response, enabling the damping wheel 501 to extend and retract quickly, meeting emergency deceleration requirements.

[0137] In some embodiments of this application, an iron core is fixed to the axle 502 by a flat key. The iron core is made of laminated silicon steel sheets. An annular mounting groove is formed on the inner side of the damping wheel 501, and an electromagnetic coil is embedded in the mounting groove. The electromagnetic coil is made of copper enameled wire and is arranged correspondingly to the iron core to form an electromagnetic damping mating component, which is integrated with the damping wheel 501. The structure is compact and does not occupy additional space. The electromagnetic coil is connected to the control system of the cage through a wire, and the energization of the electromagnetic coil can be flexibly controlled according to the deceleration requirements to realize the adjustment of the electromagnetic damping force.

[0138] During normal cage hoisting, the control system controls the electric push rod to be in a retracted state. The telescopic end of the electric push rod retracts, driving the second connecting rod 513 to rotate clockwise around the hinge point with the first connecting rod 512, causing the first connecting rod 512 and the second connecting rod 513 to fold. This, in turn, causes the damping wheel 501 to retract into the mounting recess 220. At this time, the damping wheel 501 maintains a preset gap of 5mm with the shaft guide rail 110. This not only avoids friction between the damping wheel 501 and the guide rail during normal hoisting, reducing component wear and hoisting energy consumption, but also ensures that the damping wheel 501 can quickly extend and contact the guide rail during emergency deceleration.

[0139] When the cage encounters an emergency requiring emergency braking, the operator issues a deceleration command through the control system. The electric push rod immediately starts and extends, and the telescopic end pushes the second connecting rod 513 to rotate around the hinge point with the first connecting rod 512, causing the first connecting rod 512 and the second connecting rod 513 to gradually unfold. This drives the damping wheel 501 to slowly extend out of the mounting recess 220 until the damping wheel 501 makes tight rolling contact with the shaft guide rail 110. At this time, a frictional damping force is generated between the damping wheel 501 and the guide rail. This frictional damping force acts on the cage, thereby decelerating the cage.

[0140] At the same time, the control system controls the electromagnetic coil to be energized, and the electromagnetic coil generates a magnetic field, which cooperates with the iron core on the wheel axle 502 to generate electromagnetic induction, forming an electromagnetic damping force opposite to the rolling direction of the damping wheel 501. This electromagnetic damping force is superimposed in the same direction as the friction damping force, which significantly improves the overall deceleration effect and effectively shortens the deceleration distance and time.

[0141] Because the four sets of reduction wheel sets 500 are symmetrically arranged on the upper and lower ends of both sides of the cage body 200, the four sets of damping wheels 501 contact the guide rail simultaneously during deceleration, so that the cage is subjected to uniform force, avoiding tilting or shaking of the cage, ensuring a smooth deceleration process, and protecting the safety of personnel and goods inside the cage.

[0142] After deceleration is completed, the control system de-energizes the electromagnetic coil, the electromagnetic damping force disappears, and the electric push rod retracts, causing the first link 512 and the second link 513 to fold. The damping wheel 501 retracts into the mounting recess 220, restoring the normal lifting state.

[0143] refer to Figures 5-9 In some other embodiments of this application, the telescopic drive includes a fixed base 521, a drive motor 522, a cam 523, and a driven link 524.

[0144] The fixed base 521 is set in the assembly recess 220, and its size is adapted to the horizontal bottom wall 202 of the assembly recess 220. The fixed base 521 is fixed to the horizontal bottom wall 202 of the assembly recess 220 by high-strength bolts. A rubber gasket is set between the fixed base 521 and the bottom wall 202 to buffer and reduce vibration, thereby reducing the impact of vibration on the fixed base 521 during the operation of the cage.

[0145] The fixed base 521 is provided with positioning parts 525 at both ends. The positioning parts 525 have through positioning slots. The inner wall of the positioning slots is polished to reduce the frictional resistance when the driven link 524 moves. The driven link 524 is movably connected to the positioning slots in the horizontal direction.

[0146] The drive motor 522 is located at the bottom of the fixed base 521. The output end of the drive motor 522 is connected to the cam component 523, which drives the cam component 523 to be rotatably connected between the two positioning parts 525.

[0147] Two driven rollers are spaced apart at the bottom of the driven link 524. The driven rollers are rotatably connected to the driven link 524 and contact the outer edge of the cam 523. The damping wheel 501 is rotatably connected to one end of the driven link 524. As the cam 523 rotates, the driven link 524 moves back and forth relative to the positioning slot so that the damping wheel 501 can extend or retract from the mounting recess 220.

[0148] A bearing is provided between the rotating shaft and the driven roller to ensure that the driven roller can rotate flexibly. The two driven rollers are the first driven roller 5261 and the second driven roller 5262. The first driven roller 5261 is close to the outer end of the driven connecting rod 524, that is, close to the end connected to the damping wheel 501. The second driven roller 5262 is close to the inner end of the driven connecting rod 524. The outer edges of both driven rollers are in close contact with the outer edge of the cam member 523.

[0149] The cam component 523 has an irregular circular outline and two contact positions, namely the first contact position 5231 and the second contact position 5232. The first contact position 5231 is located at the large diameter end of the cam component 523, and the second contact position 5232 is located at the small diameter end of the cam component 523. The two contact positions are connected by a smooth curve to ensure that the cam component 523 can smoothly push the driven roller to move when it rotates.

[0150] The cam drive structure is simple and highly reliable. It can convert the rotational motion of the drive motor 522 into the horizontal linear motion of the driven link 524, so as to achieve the smooth extension and retraction of the damping wheel 501. The positioning part 525 and the positioning groove play a guiding and limiting role for the driven link 524, so as to prevent the driven link 524 from deviating when it moves, and ensure the accurate extension and retraction trajectory of the damping wheel 501. The double driven rollers contact the cam component 523, which can distribute the force, reduce the wear of the cam component 523 and the rollers, and at the same time ensure the smoothness of the transmission and improve the accuracy of the deceleration control.

[0151] For details, please refer to the following: Figure 8 , Figure 9 When the cage is being lifted normally, the drive motor 522 is in a stopped state, the cam 523 is in the initial position, the second contact position 5232 of the cam 523 is in close contact with the first driven roller 5261, the damping wheel 501 is in a retracted state, and the slider is in the innermost position in the positioning slot. At this time, the damping wheel 501 is completely retracted into the mounting recess 220, maintaining a preset gap of 6mm with the vertical shaft guide rail 110. This gap can effectively prevent the damping wheel 501 from rubbing against the guide rail during normal lifting, reduce component wear and lifting energy consumption, and at the same time ensure that the damping wheel 501 can quickly extend and contact the guide rail during emergency deceleration.

[0152] For details, please refer to the following: Figure 6 , Figure 7 When the cage needs to decelerate or encounters an emergency requiring emergency braking, the operator issues a deceleration command through the control system, and the drive motor 522 immediately starts, driving the cam 523 to rotate. During the rotation of the cam 523, its contour gradually transitions from the second contact position 5232 to the first contact position 5231. Since the first contact position 5231 is the large-diameter end of the cam 523, its radius is larger than that of the second contact position 5232. As the cam 523 continues to rotate, the first contact position 5231 gradually contacts the first driven roller 5261. At this time, the protruding part of the cam 523 generates an outward pushing force on the first driven roller 5261 until the first contact position 5231 is completely in contact with the first driven roller 5261. Under the thrust of the first contact position 5231, the first driven roller 5261 drives the driven connecting rod 524 to move outward along the positioning slot. During the outward movement of the driven connecting rod 524, the damping wheel 501 at its outer end gradually extends out of the assembly recess 220 until the damping wheel 501 makes tight rolling contact with the vertical shaft guide rail 110. At this time, frictional damping force is generated between the damping wheel 501 and the guide rail, realizing the initial deceleration of the cage.

[0153] At the same time, the control system controls the electromagnetic coil to be energized, generating electromagnetic damping force, which is superimposed in the same direction as the friction damping force, significantly improving the deceleration effect. This can quickly reduce the cage speed and shorten the deceleration distance, meeting the emergency deceleration requirements of high speed and heavy load.

[0154] When deceleration is not required, the operator issues a stop deceleration command through the control system. The drive motor 522 reverses, causing the cam 523 to rotate counter-clockwise. During rotation, the cam 523's contour gradually transitions from the first contact position 5231 to the second contact position 5232. The driven link 524 moves inward along the positioning groove. The driven link 524 returns to its retracted state, simultaneously causing the damping wheel 501 to retract into the mounting recess 220, maintaining a preset gap with the shaft guide rail 110. At this point, the drive motor 522 stops, and the cage returns to normal lifting operation. During the rotation of the cam 523, the two driven rollers maintain contact with the outer edge of the cam 523. The smooth contour transition ensures smooth movement of the driven link 524, preventing jamming or impact, effectively protecting components and extending their service life.

[0155] In some embodiments of this application, a wheel axle 502 is provided on the second link 513 or the driven link 524, and the damping wheel 501 is rotatably connected to the wheel axle 502. An electromagnetic damping fitting is also provided on the damping wheel 501. The electromagnetic damping fitting is integrated with the damping wheel 501 and includes an electromagnetic coil and an iron core. The electromagnetic coil is embedded in the inner mounting groove of the damping wheel 501, and the iron core is fixed in the wheel axle 502 and arranged corresponding to the electromagnetic coil. An electromagnetic damping force opposite to the rolling direction of the damping wheel 501 is generated through electromagnetic induction, which is superimposed in the same direction as the friction damping force.

[0156] The electromagnetic damping component is integrated with the damping wheel 501, resulting in a compact structure that does not occupy additional space. The electromagnetic damping force and the friction damping force are superimposed in the same direction, which can significantly improve the overall deceleration effect, shorten the deceleration time and distance, and meet the deceleration requirements of high-speed, high-load cages. The electromagnetic damping can be flexibly adjusted according to the actual deceleration requirements to adapt to different working conditions, while reducing the loss of friction damping and extending the service life of the damping wheel 501.

[0157] Upper buffer structure 310 and lower buffer structure 320

[0158] refer to Figure 1 , Figures 16-21 Both the upper buffer structure 310 and the lower buffer structure 320 include an airbag 301, an air cushion assembly 302, and an energy-absorbing assembly 303. The airbag 301 is made of a high-strength flexible material (such as rubber-coated fabric) and has a buffer cavity inside. The air cushion assembly 302 and the energy-absorbing assembly 303 are disposed in the buffer cavity.

[0159] For details, please refer to the following: Figure 21 The air cushion assembly 302 includes at least one air cushion layer 3021, and each air cushion layer 3021 includes a plurality of air cushion units arranged in an array.

[0160] The energy-absorbing component 303 includes at least one energy-absorbing layer 3031. Along the height direction of the buffer cavity, the energy-absorbing component 303 is disposed above the air cushion component 302, or the energy-absorbing layer 3031 and the air cushion layer 3021 are arranged alternately.

[0161] The composite structure of airbag 301, air cushion component 302 and energy absorption component 303 achieves multi-level gradient buffering and energy absorption; the air cushion unit array arrangement provides flexible pre-buffering, and the energy absorption component 303 undertakes high impact energy absorption. The two structures are arranged in layers / alternately to adapt to different impact conditions, which greatly improves buffering stability and impact resistance.

[0162] In terms of installation layout, the upper buffer structure 310 and the lower buffer structure 320 are arranged opposite each other in the vertical direction. When the cage accidentally falls and descends to the bottom area of ​​the well, the upper buffer structure 310 will first come into contact with the lower buffer structure 320.

[0163] When the upper buffer structure 310 and the lower buffer structure 320 are in full contact and continue to compress, the airbags 301 of both are compressed first. The air cushion units of the internal air cushion assembly 302 absorb part of the energy through gas compression, and at the same time, pressure equalization is achieved through the connecting air pipes, so that the buffering force is evenly distributed on the contact surface. As the compression stroke increases, the energy-absorbing components 303 of both begin to intervene. The aramid paper honeycomb structure stably absorbs the remaining impact energy through the buckling, folding and densification process of the pore walls. The energy-absorbing layers 3031 of the upper buffer structure 310 and the lower buffer structure 320 can be crushed simultaneously.

[0164] Through this coordinated upper and lower buffering mechanism, the kinetic energy of the falling cage is distributed between the two buffer structures, reducing the peak energy borne by each structure, allowing for a more thorough compression stroke, and resulting in a smooth overall buffering process with high energy absorption efficiency. Furthermore, since both structures utilize flame-retardant aramid paper honeycomb material, even in the presence of flammable gases such as methane in the mine environment, the buffer structures will not ignite due to sparks during the impact, ensuring safety under extreme conditions.

[0165] In some embodiments of this application, the energy-absorbing layer 3031 includes an aramid paper honeycomb, which is formed by bonding multiple layers of aramid paper together, and multiple energy-absorbing holes are formed after two adjacent layers of aramid paper are bonded together.

[0166] The energy-absorbing layer 3031 is a honeycomb structure made of aramid paper, which utilizes the high specific strength, high specific stiffness, and impact resistance of aramid paper. The honeycomb structure formed by bonding multiple layers of aramid paper can stably absorb a large amount of energy through the buckling, folding, and crushing of the pore walls when compressed, exhibiting excellent energy absorption efficiency per unit mass. At the same time, the material itself is lightweight, which helps to control the overall weight of the cushioning structure.

[0167] Furthermore, the complex environment of mines may contain methane (primarily from the decay of animal carcasses and other organic matter), which can mix with air to create a flammable and explosive atmosphere. During cage operation, electrical equipment may generate sparks, or the cushioning structure may produce sparks due to friction between metal parts during impact compression. If ordinary organic foam or non-flame-retardant honeycomb materials are used, they are highly susceptible to combustion or even explosion upon contact with sparks, causing serious safety accidents. Aramid paper honeycomb material, however, has a flame-retardant rating of V-0 or higher, making it difficult to ignite when exposed to a source of ignition and possessing self-extinguishing properties. Even brief contact with a fire source will not lead to continued combustion or the spread of flames. This flame-retardant property, combined with the energy-absorbing function of the cushioning structure, eliminates fire hazards at the material source while meeting impact protection requirements, significantly improving the safety of the cushioning structure in flammable and explosive environments such as mines.

[0168] In some embodiments of this application, the cross-sectional shape of the energy-absorbing hole is polygonal.

[0169] The cross-sectional shape of the energy-absorbing pores is defined as polygonal (e.g., regular hexagonal), which is one of the optimal geometric forms for honeycomb structures. Polygonal structures, especially hexagonal ones, provide the highest structural stability and compressive strength with the same amount of material, ensuring that the energy-absorbing layer 3031 can crush and absorb energy in a predictable and stable manner during impact, thus improving the reliability and consistency of energy absorption performance.

[0170] In some embodiments of this application, the energy-absorbing layer 3031 further includes a first support panel and a second support panel disposed on both sides of the aramid paper honeycomb, the first support panel and the second support panel being adhered to the aramid paper honeycomb.

[0171] The first and second support panels provide a uniform load transfer interface and lateral constraint for the intermediate aramid paper honeycomb core layer. This prevents the honeycomb core layer from experiencing local instability or shear failure under impact, ensuring stable crush deformation as a whole, thereby fully utilizing its energy absorption potential and improving the structural integrity and load-bearing capacity of the entire energy-absorbing layer 3031.

[0172] In some embodiments of this application, the air cushion units in each air cushion layer 3021 are disposed on a mounting panel, and adjacent air cushion units are connected by air pipes.

[0173] The air cushion units are integrated into the mounting panel, with a neat structure and easy assembly; the interconnected air circuit system allows the internal gas of each air cushion unit to circulate with each other when under pressure, thereby achieving pressure self-balancing, making the cushioning force distribution more uniform, and avoiding cushioning failure caused by excessive local force.

[0174] Jet thrust reverser 400

[0175] refer to Figures 10-15 The jet thrust reverser 400 is installed at the bottom of the cage body 200. Specifically, in some embodiments of this application, multiple mounting parts 311 are distributed on the airbag 301 of the upper buffer structure 310. Each mounting part 311 is a through mounting channel structure, and the jet thrust reverser 400 is detachably connected to the mounting part 311.

[0176] Multiple through-type installation channels are distributed on the airbag 301, providing a standardized and robust installation interface for the jet thrust reverser 400.

[0177] When the cage experiences an abnormal descent, the reverse thrust device can be automatically activated based on the distance of the cage from the bottom of the shaft and its real-time speed. This device actively decelerates the cage before it contacts the buffer structure, reducing the descent speed to a safe range. Subsequently, the air cushion assembly 302 and energy absorption assembly 303 of the upper and lower buffer structures 320 intervene sequentially to absorb the remaining kinetic energy. This multi-level protection mechanism of "active reverse thrust deceleration + passive structure energy absorption" significantly reduces the impact load when the cage collides with the buffer structure, improves the reliability and safety of the buffer system, and provides a higher level of safety assurance for the mine hoist.

[0178] In some embodiments of this application, the jet thrust reverser 400 includes a high-pressure gas storage assembly, a pressure reduction and release module, and a gas collecting nozzle assembly. The high-pressure gas storage assembly, the pressure reduction and release module, and the gas collecting nozzle assembly are connected in sequence to work together to achieve a stable jet thrust reverser function.

[0179] refer to Figures 11-13 The bottom of the cage body 200 is provided with two sets of parallel track assembly parts 210, which serve as the installation base for the high-pressure gas storage assembly. Each set of track assembly parts 210 includes a first assembly part 211 and a second assembly part 212 arranged at intervals. An assembly channel is formed between the first assembly part 211 and the second assembly part 212 for installing the jet thrust reverser 400.

[0180] The jet thrust reverser includes at least two independent high-pressure gas storage assemblies, at least two independent decompression and release modules, and a gas collecting nozzle assembly; the high-pressure gas storage assemblies are respectively installed on the bottom wall of the cage body via the mounting track, and the high-pressure gas storage assemblies are arranged at equal angles.

[0181] Specifically, in some embodiments, the jet thrust reverser 400 includes four independent high-pressure gas storage assemblies, four independent pressure reduction and release modules, and a gas collecting nozzle assembly; the four high-pressure gas storage assemblies are respectively installed at the four corners of the cage body 200 via the mounting track, each high-pressure gas storage assembly is connected to a pressure reduction and release module, and all four pressure reduction and release modules are connected to the gas collecting nozzle assembly.

[0182] The high-pressure gas storage assembly includes a high-pressure gas storage tank 410. The first end of the high-pressure gas storage tank 410 is provided with a fixing part 420, which is detachably connected to the assembly track part.

[0183] In some embodiments of this application, the bottom of the cage body 200 is provided with two sets of parallel track assembly parts 210. Each track assembly part 210 includes a first assembly part 211 and a second assembly part 212 that are spaced apart. An assembly channel is formed between the first assembly part 211 and the second assembly part 212. The fixing part 420 is fixed on the assembly channel.

[0184] The assembly channel formed by the first assembly part 211 and the second assembly part 212 provides precise positioning and limiting for the fixing part 420, effectively preventing the fixing part 420 from shifting left or right under conditions such as acceleration and deceleration of the cage, and ensuring the firmness of the high-pressure gas storage assembly installation.

[0185] In some embodiments of this application, the first assembly part 211 and the second assembly part 212 both include an assembly upright part 213 and an assembly horizontal part 214. The assembly upright part 213 is fixed to the bottom of the cage body 200, and the assembly horizontal part 214 is vertically arranged at the bottom of the assembly upright part 213. The two assembly horizontal parts 214 on each set of track assembly parts 210 extend relative to each other.

[0186] The assembly vertical part 213 is fixed to the bottom of the cage body 200 by welding, and the assembly horizontal part 214 is vertically welded to the bottom of the assembly vertical part 213. The two assembly horizontal parts 214 on each set of track assembly parts 210 extend relative to each other to form a stable "L" shaped structure, which improves the structural strength and load-bearing capacity of the track assembly part 210 and can stably support the weight of the high-pressure gas storage assembly.

[0187] The assembly horizontal part 214 has an assembly hole, and the corresponding fixing part 420 of the high-pressure gas storage assembly has a fixing hole. The fixing part 420 is placed above the assembly horizontal part 214. The fixing part 420 and the assembly horizontal part 214 are detachably connected by bolts (fastening parts) passing through the assembly hole and the fixing hole. The connection is firm and easy to disassemble and maintain.

[0188] The fastening part has a detachable connection method, which is simple in structure and reliable in connection. It can ensure that the high-pressure gas storage assembly does not loosen when the cage is running at high speed and vibrating violently, and it can be flexibly disassembled, which facilitates the later inspection, calibration and replacement of the high-pressure gas storage tank 410, reducing maintenance costs.

[0189] In some embodiments of this application, an assembly gap is formed between the two assembly cross portions 214, and the width of the assembly gap is not less than the diameter of the high-pressure gas storage tank 410.

[0190] The assembly gap width is not less than the diameter of the high-pressure gas storage tank 410, so that there is a buffer space between the side wall 201 and the assembly horizontal part 214 after the high-pressure gas storage tank 410 is installed, so as to avoid collision and friction between the two due to vibration during the operation of the cage, protect the high-pressure gas storage tank 410, and extend its service life.

[0191] In some embodiments of this application, the first end of the high-pressure gas storage tank 410 is connected to the bottom wall 202 of the cage body 200 via a fixing part 420, and the second end of the high-pressure gas storage tank 410 extends to the lower side of the upper buffer structure 310 and is detachably connected to a limiting support part 430. The size of the fixing part 420 and the limiting support part 430 is larger than that of the mounting part 311 so as to fix the high-pressure gas storage tank 410 in the mounting part 311.

[0192] Specifically, in some embodiments of this application, the outer wall of the second end of the high-pressure gas storage tank 410 is formed with an external thread 411, and the limiting support part 430 is provided with a limiting port. The inner wall of the limiting port is formed with an internal thread that matches the external thread 411. The limiting support part 430 is fixed to the outside of the upper buffer structure 310 by means of a threaded connection.

[0193] During installation, the high-pressure gas storage tank 410 is first connected to the assembly horizontal part 214 via the fixing part 420. Then, the assembled upper buffer structure 310 is aligned to the lower side of the high-pressure gas storage tank 410, with the mounting part 311 on it corresponding to the high-pressure gas storage tank 410. Finally, the limiting support part 430 is connected to the outer wall of the high-pressure gas storage tank 410 to complete the assembly of the upper buffer structure 310.

[0194] In some embodiments of this application, the high-pressure gas storage assembly further includes a safety valve, a pressure gauge, and a pressure sensor disposed on the high-pressure gas storage tank 410; the medium filled in the high-pressure gas storage tank 410 is nitrogen or dry air.

[0195] The safety valve can automatically release pressure when the pressure in the high-pressure gas storage tank 410 exceeds the rated value, effectively avoiding safety hazards such as tank explosion and gas leakage caused by excessive pressure, and comprehensively protecting the safety of equipment and operators.

[0196] The pressure gauge displays the pressure inside the tank in real time, allowing operators to intuitively grasp the pressure status and promptly replenish gas or handle pressure anomalies; the pressure sensor transmits pressure signals to the control system, enabling automatic pressure monitoring and early warning, and improving the intelligence level of the device.

[0197] Nitrogen is chemically stable and non-flammable and non-explosive. Dry air can prevent condensation inside the tank, prevent rust and corrosion on the inner wall of the tank, and extend the service life of the high-pressure gas storage tank 410.

[0198] In some embodiments of this application, each pressure relief module includes a pressure reducer and an on / off valve. The inlet of the pressure reducer is connected to the outlet of the corresponding high-pressure gas storage assembly to reduce the pressure of the high-pressure gas. The inlet of the on / off valve is connected to the outlet of the pressure reducer to control the on / off of the working pressure gas, thereby enabling rapid triggering and stopping of the reverse thrust.

[0199] Each pressure relief module is independently equipped with a pressure reducer and on / off valve, enabling independent control of a single high-pressure gas storage assembly. The magnitude of the reverse thrust can be flexibly adjusted according to actual deceleration requirements, improving the reliability and flexibility of the device.

[0200] The gas collecting nozzle assembly includes a gas collecting and stabilizing chamber and nozzles; the nozzles are configured as two or more, each nozzle is connected to the bottom wall of the cage body, and adjacent nozzles are arranged at equal angles. The inlet of the gas collecting and stabilizing chamber is connected to the outlet of the pressure reducing and releasing module, which is used to receive gas with stable pressure and distribute it evenly to each nozzle to ensure that the gas pressure distributed to each nozzle is consistent.

[0201] In some embodiments, four nozzles are provided, corresponding to the high-pressure gas storage assembly arrangement at the four corners of the cage body 200. The inlet of the gas collecting and stabilizing chamber is connected to the outlet of the pressure reducing and releasing module, which is used to receive gas with stable pressure and distribute it evenly to each nozzle to ensure that the gas pressure distributed to the four nozzles is consistent.

[0202] The gas collecting and stabilizing chamber is located at the bottom of the cage body 200 or integrated inside the cage body 200. It is connected to each high-pressure gas storage tank 410 through a pipeline. Each nozzle is located around the upper buffer structure 310. The outer circumference of the upper buffer structure 310 is smaller than that of the cage body 200 to facilitate the installation of the nozzles.

[0203] The gas collection and pressure stabilizing chamber enables uniform gas distribution, ensuring consistent gas pressure output from the four nozzles. This ensures that the reverse thrust generated by each nozzle is the same, preventing the cage from twisting or swaying due to uneven reverse thrust. At the same time, it improves the overall utilization rate of reverse thrust, ensuring efficient deceleration and braking, reducing gas loss in the pipeline, and minimizing energy waste.

[0204] In some embodiments of this application, each nozzle is a convergent nozzle or a convergent-divergent nozzle, and a flow guide is fixedly provided at the end of the nozzle.

[0205] The nozzle adopts a convergent-divergent nozzle, which can further increase the gas injection velocity and generate greater reverse thrust, adapting to the emergency braking requirements of high-speed, high-load cages. A guide shroud is fixedly installed at the end of the nozzle, which can guide the injected gas to ensure that the gas is injected in a preset direction, avoiding gas diffusion that would lead to thrust loss. At the same time, it protects the nozzle end from debris and dust on the well wall from entering the nozzle, which could cause blockage and damage. It can also reduce noise during gas injection and improve the working environment.

[0206] During normal cage hoisting, the jet thrust reverser 400 is in standby mode, the high-pressure gas storage tank 410 maintains its rated pressure, the on / off valve is closed, and the damping wheel 501 maintains a preset gap with the shaft guide rail 110, ensuring normal cage operation. In case of emergency braking, the control system issues a command, the on / off valve opens rapidly, and the high-pressure gas in the high-pressure gas storage tank 410 is depressurized by the pressure reducer and then transported to the gas collecting and stabilizing chamber. The gas collecting and stabilizing chamber evenly distributes the gas to four nozzles, which spray the gas in a preset direction to generate thrust, achieving rapid deceleration of the cage. At the same time, the buffer structure is on standby. If a severe impact occurs, the airbag 301 and the air cushion assembly 302 work together to buffer and reduce vibration. After deceleration, the on / off valve closes, the jet thrust reverser 400 stops working, and the cage returns to normal hoisting.

[0207] The connection and working principle of the high-pressure gas storage assembly, pressure reduction and release module and gas collecting nozzle assembly are existing technologies. Their specific connection methods and fixing forms are not the focus of this application and will not be described in detail here.

[0208] The control unit determines whether a tank fall accident has occurred by means of the following methods:

[0209] The real-time collected operating speed is compared with the preset normal speed threshold. The preset normal speed threshold can be set according to the actual working conditions. For example, it can be set to 1.1 times the maximum normal operating speed (e.g., if the maximum normal operating speed is 8 m / s, the threshold can be set to 9 m / s).

[0210] When the operating speed exceeds the preset normal speed threshold and continues to accelerate (i.e., the acceleration remains positive), it is determined to be a tank fall accident. This judgment logic avoids misjudgment caused by normal speed fluctuations (such as acceleration and deceleration) and ensures millisecond-level accurate identification of tank fall accidents.

[0211] After determining that a tank fall accident has occurred, the control unit calculates the impact energy based on the real-time collected operating parameters:

[0212] First, based on the real-time collected acceleration a(t), running speed v(t), and load m, the real-time impact kinetic energy E_k(t) of the cage body 200 is calculated:

[0213] E_k(t) = ½ × m × v(t)²

[0214] Simultaneously, based on the real-time collected operating speed v(t), the remaining fall distance S_remain(t) of the cage body 200 meters from the bottom of the well is calculated by integration:

[0215] S_remain(t) = S_initial - ∫v(t)dt

[0216] Where S_initial is the initial distance between the cage and the bottom of the well when the falling cage is detected.

[0217] Based on the impact kinetic energy E_k(t) and the remaining fall distance S_remain(t), the control unit dynamically sets the activation threshold and activation power of the reduction gear set 500 and the jet thrust reverser 400. For example, when the impact kinetic energy is large, the contact pressure of the reduction gear set 500 and the activation power of the jet thrust reverser 400 are increased; when the remaining fall distance is small, the jet thrust reverser 400 is activated in advance to ensure sufficient deceleration distance.

[0218] Based on the real-time calculated impact energy and remaining fall distance, the control unit sequentially activates the reduction wheel assembly 500, the jet thrust reverser 400, the upper buffer structure 310, and the lower buffer structure 320 according to a preset timing sequence. The preset timing sequence includes: first, controlling the reduction wheel assembly 500 to generate damping for primary deceleration; then, controlling the jet thrust reverser 400 to generate reverse thrust for secondary deceleration; and finally, absorbing the remaining impact energy through the upper buffer structure 310 and the lower buffer structure 320.

[0219] Phase 1: 500 primary reduction gear set

[0220] Upon determining that a tank-falling accident has occurred, the control unit immediately issues an extension command to the drive unit 514 of the reduction wheel assembly 500. The drive unit 514 pushes the linkage mechanism, causing the damping wheel 501 to extend from the mounting recess 220 and contact the shaft guide rail 110. Simultaneously, the control unit dynamically adjusts the contact pressure between the damping wheel 501 and the shaft guide rail 110 based on the real-time calculated impact kinetic energy: the greater the impact kinetic energy, the greater the thrust output by the drive unit 514, the greater the contact pressure between the damping wheel 501 and the guide rail, and the greater the generated frictional damping force.

[0221] As the damping wheel 501 contacts the guide rail and begins to roll, the control unit energizes the electromagnetic coil of the electromagnetic damping coupling, generating an electromagnetic field. This electromagnetic field interacts with the iron core to produce an electromagnetic damping force. This damping force is opposite to the rolling direction of the damping wheel 501 and, combined with the frictional damping force, produces a braking effect. The control unit can adjust the current in the electromagnetic coil based on the real-time calculated impact kinetic energy, thereby adjusting the magnitude of the electromagnetic damping force.

[0222] This initial deceleration reduces the cage's descent speed, creating favorable conditions for subsequent buffering.

[0223] Second stage: 400-stage deceleration by jet thrust reversers

[0224] When the cage falls to a distance less than a preset height threshold (e.g., 10 meters) from the bottom of the well, the control unit activates the jet thrust reverser 400. The control unit dynamically adjusts the activation timing and thrust of the jet thrust reverser 400 based on the real-time calculated remaining fall distance and current operating speed.

[0225] Specifically, the control unit sends an opening command to the on / off valve. The high-pressure gas in the high-pressure storage tank 410 is reduced to the working pressure by the pressure reducer and then enters the gas collecting and stabilizing chamber through the on / off valve. The gas collecting and stabilizing chamber evenly distributes the gas to four nozzles, which then spray it at high speed towards the bottom of the mine. According to the principle of conservation of momentum, the high-speed downward-spraying gas generates an upward thrust Freverse = ṁ·v, where ṁ is the mass flow rate and v is the injection velocity.

[0226] The control unit adjusts the jet flow rate and jet duration in real time by regulating the opening degree and opening time of the on / off valve, thereby controlling the magnitude and duration of the reverse thrust. When the cage speed is high, the jet flow rate is increased; when the speed decreases to a safe range (e.g., ≤3 m / s), the on / off valve is closed and the jetting stops.

[0227] Through this secondary deceleration, the cage's descent speed is further reduced to a safe range that the buffer structure can withstand.

[0228] Phase 3: Upper and lower buffer structures, 320 landing buffer

[0229] When the cage descends to near the bottom of the well, the upper buffer structure 310 comes into contact with the lower buffer structure 320. At this time, the air cushion assembly 302 inside the upper buffer structure 310 and the lower buffer structure 320 intervenes first. The air cushion unit is compressed, and the internal gas achieves pressure self-balancing through the connecting air pipe, absorbing the initial impact energy, prolonging the action time, and reducing the impact peak.

[0230] As the compression stroke increases, the energy-absorbing components 303 of the upper buffer structure 310 and the lower buffer structure 320 begin to engage. Under the compressive load, the pore walls of the aramid paper honeycomb structure buckle, fold, and compact, stably absorbing the remaining kinetic energy. Since most of the energy has been dissipated in the first two stages, the energy-absorbing component 303 only needs to absorb a relatively small amount of energy to complete the buffering process, resulting in a more thorough crushing stroke and a smoother buffering process.

[0231] Through the above three-level control, the kinetic energy of the cage's fall is dissipated step by step, achieving active protection throughout the entire process from "air" to "bottom of the well," fundamentally eliminating the impact damage when the cage lands.

[0232] Throughout the control process, the control unit monitors the operating status of the cage in real time and performs dynamic closed-loop adjustments:

[0233] Adjustment of the reduction wheel assembly 500: Based on the real-time calculated impact kinetic energy, the control unit dynamically adjusts the contact pressure and electromagnetic damping force between the damping wheel 501 and the shaft guide rail 110 by adjusting the output force of the drive unit 514 and the current of the electromagnetic coil. When the impact kinetic energy is large, the contact pressure and electromagnetic damping force are increased; when the impact kinetic energy decreases, they are decreased accordingly to avoid excessive braking force causing discomfort to personnel inside the cage.

[0234] Jet reverser 400 adjustment: The control unit dynamically adjusts the activation timing and jet thrust of the jet reverser 400 based on the real-time calculated remaining descent distance and current operating speed. If the current speed is high, the reverser is activated earlier and the jet flow rate is increased; if the current speed is within a safe range, activation can be delayed or the jet flow rate reduced to conserve high-pressure gas.

[0235] Buffer process monitoring: The control unit also monitors the compression stroke and pressure changes of the upper buffer structure 310 and the lower buffer structure 320 in real time. When the buffer structure is detected to have reached the maximum compression stroke, an alarm signal is issued to prompt maintenance personnel to check and replace it.

[0236] Through this dynamic closed-loop adjustment, the system can take differentiated buffering measures according to different severity of the can fall (load, speed, fall distance), realize the adaptive matching between the buffering strategy and the can fall working conditions, optimize energy absorption efficiency, make the deceleration process smoother, and avoid secondary injuries to personnel inside the cage caused by sudden changes in buffering force.

[0237] The following example illustrates the complete working process of this system in a tank-falling accident:

[0238] Assuming the cage is fully loaded (10 tons) and moving at a normal speed of 6 m / s to a point 50 meters from the bottom of the well, the hoisting wire rope suddenly breaks, and the cage begins to fall freely.

[0239] t=0 seconds (the moment the accident occurred): The detection unit collected data in real time and found that the acceleration of the cage suddenly changed to 9.8 m / s² (free fall acceleration). The running speed increased rapidly from 6 m / s. The control unit determined that the running speed exceeded the preset normal speed threshold (9 m / s) and continued to accelerate, and determined it to be a cage fall accident.

[0240] At t=0.1 seconds: Based on the current load of 10 tons and the real-time speed of 6.5 m / s, the control unit calculates the impact kinetic energy to be 211.25 kJ, and the remaining fall distance to be 49.5 meters. According to the calculation, the control unit sends a start command to the reduction wheel assembly 500. The drive unit 514 pushes the damping wheel 501 into contact with the shaft guide rail 110, setting the contact pressure to 15 kN and the electromagnetic coil energizing current to 20 A, generating an electromagnetic damping force of approximately 5 kN. The reduction wheel assembly 500 begins operation, and the cage acceleration decreases from 9.8 m / s² to approximately 6.5 m / s².

[0241] At t=2 seconds: the cage's speed increases to approximately 15 m / s, with a remaining fall distance of approximately 30 meters. The control unit calculates the impact kinetic energy in real time to be 1.125 MJ. At this point, the contact pressure of the reduction wheel assembly is dynamically adjusted to 25 kN, the electromagnetic coil current is adjusted to 35 A, and the electromagnetic damping force increases to approximately 8 kN. The cage's acceleration further decreases to approximately 4.5 m / s².

[0242] At t=3.5 seconds: the cage's travel speed is approximately 18 m / s, the remaining fall distance is approximately 15 meters, and the distance to the bottom of the well reaches the preset height threshold (10 meters). The control unit activates the jet thrust reverser 400, the on / off valve opens, and high-pressure gas, after being depressurized to 2 MPa, is ejected from the nozzle at a speed of approximately 50 m / s, generating a thrust of approximately 80 kN. The cage's acceleration rapidly decreases, and its travel speed begins to decline.

[0243] t=4.2 seconds: The cage's speed drops to approximately 5 m / s, with a remaining fall distance of approximately 3 meters. The control unit closes the on / off valve and stops the air jet. At this point, the upper buffer structure 310 and the lower buffer structure 320 are about to make contact.

[0244] At t=4.5 seconds: The cage contacts the lower buffer structure 320 at a speed of approximately 3 m / s. The air cushion components 302 of the upper and lower buffer structures 320 are compressed first. The gas inside the air cushion unit achieves pressure self-balancing through the connecting air pipe, absorbing approximately 30% of the remaining kinetic energy. Subsequently, the aramid paper honeycomb energy-absorbing component 303 begins to collapse, absorbing the remaining 70% of the kinetic energy. The entire buffering process lasts approximately 0.3 seconds, and the cage comes to a smooth stop at the bottom of the well. The peak impact acceleration is controlled within 3g, and the personnel and equipment inside the cage are safe and unharmed.

[0245] As can be seen from the above working process, the mine vertical hoist buffer landing control system of this embodiment achieves full-process energy absorption in the cage fall accident through the three-level coordinated control of the reduction wheel group 500, the jet thrust device 400, and the upper / lower buffer structure 320, fundamentally eliminating the impact damage when the cage lands.

[0246] This application also proposes a buffer landing control method for a mine vertical hoist, applied to the buffer landing control system of the mine vertical hoist in Embodiment 1. The method includes the following steps:

[0247] Step S1: Signal Acquisition Step

[0248] The detection unit collects the operating parameters of the cage body 200 in real time, including acceleration, running speed, distance from the bottom of the well, and load. Each sensor continuously collects data at a sampling frequency of not less than 100 Hz and transmits the data to the control unit in real time.

[0249] Step S2: Accident Determination Steps

[0250] The control unit compares the real-time collected operating speed with a preset normal speed threshold. When the operating speed exceeds the preset normal speed threshold and continues to accelerate (i.e., the acceleration is positive for multiple consecutive sampling cycles), it is determined to be a tank fall accident. This determination process is completed within milliseconds, ensuring the timely triggering of subsequent buffer control.

[0251] Step S3: Energy Calculation Steps

[0252] The control unit calculates the impact kinetic energy E_k = ½ × m × v² based on the real-time collected acceleration, running speed, and load, and calculates the remaining fall distance S_remain = ∫v dt based on the running speed integral. On this basis, the activation threshold and activation power of the reduction wheel assembly 500 and the jet thrust reverser 400 are dynamically set.

[0253] Step S4: Hierarchical control steps

[0254] The control unit executes three-level hierarchical control according to a preset timing sequence:

[0255] First-level control: Immediately control the deceleration wheel assembly 500 to start, causing the damping wheel 501 to extend and contact the vertical shaft guide rail 110. Simultaneously, the electromagnetic damping coupling is energized, generating a braking force resulting from the superposition of frictional damping force and electromagnetic damping force, thus performing initial deceleration on the cage. The control unit dynamically adjusts the contact pressure of the damping wheel 501 and the magnitude of the electromagnetic damping force based on the real-time calculated impact kinetic energy.

[0256] Second-level control: When the distance between the cage and the bottom of the well is detected to be less than a preset height threshold, the jet thrust reverser 400 is activated. The control unit dynamically adjusts the activation timing and thrust of the jet thrust reverser 400 based on the real-time calculated remaining fall distance and current operating speed. High-pressure gas, after being depressurized and released, is ejected at high speed from the nozzle, generating reverse thrust to perform secondary deceleration on the cage, reducing its speed to a safe range before it contacts the buffer structure.

[0257] Third-level control: When the cage lands, the remaining impact energy is absorbed by the upper buffer structure 310 and the lower buffer structure 320. The air cushion assembly 302 first compresses to absorb the initial impact, and then the energy-absorbing assembly 303 (aramid paper honeycomb) crushes to absorb the remaining kinetic energy, achieving a smooth landing.

[0258] The above control methods have enabled proactive protection throughout the entire process of cage-falling accidents, ensuring the safety of personnel and equipment inside the cage.

[0259] Whenever possible, the various aspects and features described and shown in the specification can be applied individually, and these individual aspects can serve as the subject of a divisional application.

[0260] In the description of the above embodiments, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0261] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A buffer landing control system for a mine vertical hoist, characterized in that, include: Shaft sidewalls are provided on both sides of the shaft, and shaft guide rails are provided on each shaft sidewall. The cage body; assembly recesses are provided on both sides of the cage body; A reduction gear assembly is disposed within the mounting recess, the reduction gear assembly including a telescopic drive member and a damping wheel rotatably connected to the telescopic drive member; The fixed end of the telescopic drive component is disposed in the assembly recess, and the telescopic end of the telescopic drive component is connected to the damping wheel to control the contact or separation of the damping wheel from the shaft guide rail. An upper buffer structure is installed at the bottom of the cage body and a lower buffer structure is installed at the bottom of the vertical shaft; A jet thrust reverser is installed at the bottom of the cage body; The detection unit is used to collect the operating parameters of the cage body in real time, including acceleration, operating speed, distance from the bottom of the well, and load. The control unit is communicatively connected to the detection unit, the reduction gear group, the jet thrust reverser, the upper buffer structure, and the lower buffer structure. The control unit is configured to: Receive the operating parameters collected by the detection unit; When a tank-falling accident is determined to have occurred based on the operating parameters, the impact energy is calculated in real time based on the operating parameters, and the reduction wheel group, the jet thrust reverser, the upper buffer structure, and the lower buffer structure are activated in sequence according to a preset timing sequence. The preset timing sequence includes: first, controlling the deceleration wheel assembly to start and generate damping for primary deceleration; then, controlling the jet thrust reverser to start and generate reverse thrust for secondary deceleration; and finally, absorbing the remaining impact energy through the upper buffer structure and the lower buffer structure.

2. The mine vertical hoist buffer landing control system according to claim 1, characterized in that, The control unit is configured to determine whether a tank fall accident has occurred by: The real-time collected running speed is compared with the preset normal speed threshold; When the operating speed exceeds the preset normal speed threshold and continues to accelerate, it is determined to be a tank fall accident.

3. The mine vertical hoist buffer landing control system according to claim 1, characterized in that, The control unit is configured to calculate the impact energy in real time by: The real-time impact kinetic energy of the cage body is calculated based on the real-time collected acceleration, running speed and load. Based on the real-time collected operating speed, the remaining fall distance of the cage body from the bottom of the well is calculated; Based on the impact kinetic energy and the remaining fall distance, the activation threshold and activation power of the reduction wheel assembly and the jet thrust reverser are dynamically set.

4. The mine vertical hoist buffer landing control system according to claim 1, characterized in that, The control unit is also configured to: When the reduction wheel group is started, the contact pressure between the damping wheel and the shaft guide rail is dynamically adjusted according to the impact kinetic energy calculated in real time. When the jet thrust reverser is activated, the activation time and jet thrust are dynamically adjusted based on the real-time calculated remaining fall distance and current operating speed.

5. The mine vertical hoist buffer landing control system according to claim 1, characterized in that, Both the upper buffer structure and the lower buffer structure include an airbag, an air cushion assembly, and an energy-absorbing assembly. A buffer cavity is formed in the airbag, and the air cushion assembly and the energy-absorbing assembly are disposed in the buffer cavity. The air cushion assembly includes at least one air cushion layer, and each air cushion layer includes a plurality of air cushion units arranged in an array. The energy-absorbing component includes at least one energy-absorbing layer; along the height direction of the buffer cavity, the energy-absorbing component is disposed above the air cushion component, or the energy-absorbing layer and the air cushion layer are arranged alternately.

6. The mine vertical hoist buffer landing control system according to claim 5, characterized in that, The jet thrust reverser is mounted on the airbag of the upper buffer structure, and the airbag is provided with a mounting part; The jet thrust reverser includes a high-pressure gas storage assembly, a pressure reduction and release module, and a gas collecting nozzle assembly, which are connected in sequence. The bottom of the cage body is provided with an assembly track section, the high-pressure gas storage assembly includes a high-pressure gas storage tank, the first end of the high-pressure gas storage tank is provided with a fixing part, the fixing part is detachably connected to the assembly track section, and the high-pressure gas storage tank is at least partially disposed in the mounting section.

7. The mine vertical hoist buffer landing control system according to claim 6, characterized in that, Each pressure reduction and release module includes a pressure reducer and an on / off valve. The inlet of the pressure reducer is connected to the outlet of the corresponding high-pressure gas storage assembly to reduce the pressure of the high-pressure gas. The inlet of the on / off valve is connected to the outlet of the pressure reducer to control the on / off of the working pressure gas, thereby enabling rapid triggering and stopping of the reverse thrust.

8. The mine vertical hoist buffer landing control system according to claim 6, characterized in that, The gas collecting nozzle assembly includes a gas collecting and stabilizing chamber and nozzles; four nozzles are provided, respectively corresponding to the high-pressure gas storage assemblies at the four corners of the cage body. The inlet of the gas collecting and stabilizing chamber is connected to the outlet of the pressure reducing and releasing module, which is used to receive gas with stable pressure and distribute it evenly to each nozzle to ensure that the gas pressure distributed to the four nozzles is consistent.

9. The mine vertical hoist buffer landing control system according to claim 1, characterized in that, The telescopic drive component includes an assembly base, a first connecting rod, a second connecting rod, and a drive unit. The assembly base is fixed in the assembly recess. The first end of the first connecting rod is connected to the assembly base. The second end of the first connecting rod is hinged to the first end of the second connecting rod. The second end of the second connecting rod is hinged to the damping wheel. The first connecting rod and the second connecting rod are set at an angle. The fixed end and the telescopic end of the drive unit are rotatably connected to the first connecting rod and the second connecting rod, respectively. An axle is provided on the second connecting rod, and the damping wheel is rotatably connected to the axle. The number of reduction gear sets is four, with two sets symmetrically arranged on each side of the cage body; The damping wheel is also provided with an electromagnetic damping coupling component, which includes an electromagnetic coil and an iron core. The electromagnetic coil is embedded in the inner mounting groove of the damping wheel, and the iron core is fixed in the wheel axle and arranged correspondingly to the electromagnetic coil, so as to generate an electromagnetic damping force opposite to the rolling direction of the damping wheel through electromagnetic induction.

10. A method for buffer landing control of a mine vertical hoist, applied to the mine vertical hoist buffer landing control system according to any one of claims 1-9, characterized in that, Includes the following steps: Signal acquisition steps: Real-time acquisition of the operating parameters of the cage body, including acceleration, running speed, distance from the bottom of the well, and load; Accident determination steps: When the operating speed exceeds the preset normal speed threshold and continues to accelerate, it is determined to be a tank fall accident; Energy calculation steps: Calculate the impact kinetic energy based on the real-time collected acceleration, running speed and load, and calculate the remaining fall distance based on the running speed; The graded control steps are as follows: First, the deceleration wheel group is started to generate frictional damping for primary deceleration. Then, when the distance from the bottom of the well is less than the preset height threshold, the jet thrust reverser is started to generate reverse thrust for secondary deceleration. Finally, the remaining impact energy is absorbed by the upper and lower buffer structures during landing.

Images