Pneumatic monorail crane brake spring assembly and pneumatic monorail crane brake device

Abstract

The application provides a kind of pneumatic monorail crane brake spring assembly and pneumatic monorail crane brake device, including first spring seat assembly, second spring seat assembly, brake spring, compression release mechanism and guide mechanism;First spring seat assembly and second spring seat assembly are oppositely arranged along brake spring axial direction, and brake spring is arranged between the two pressing plates;Compression release mechanism includes a plurality of pull rods threaded through the two pressing plates and nuts threaded with the pull rods, and the distance between the two pressing plates is changed and limited by adjusting the position of the nuts;Guide mechanism includes positioning guide cylinder and positioning guide rod inserted therein, for guiding the axial relative movement of the two spring seat assemblies.The assembly can be installed as a whole to the brake part or removed from the brake part, reducing the difficulty of brake spring assembly and maintenance;The cooperation of pull rod and nut can realize spring compression, release and locking, reduce the risk of sudden release;The cooperation of guide cylinder and guide rod can limit the bending deformation of spring, improve the stress state and prolong the service life.

Description

Technical Field

[0001] This application relates to the field of underground monorail auxiliary transportation technology, and particularly to a pneumatic monorail crane brake spring assembly and a pneumatic monorail crane brake device. Background Technology

[0002] A pneumatic monorail is an underground auxiliary transportation device that uses compressed air as a power source and runs along a track. Due to its strong adaptability to the underground environment, flexible operation, and high safety, it has been widely used in coal mines for the auxiliary transportation of materials, equipment, and personnel. The braking system is a crucial safety component of the pneumatic monorail. It typically employs a pneumatic release and spring braking mechanism. During normal operation, the cylinders and other actuators overcome the elastic force of the brake spring, causing the brake shoes or brake blocks to disengage from the track. When braking or underpressure protection is required, the brake spring releases its elastic potential energy, causing the brake shoes or brake blocks to clamp onto the track, thus achieving friction braking.

[0003] In existing pneumatic monorail braking systems, the brake spring is typically installed directly between the two brake arms. Because the brake spring needs to maintain a large pre-compression, compression during installation is difficult, and the spring force is hard to control during disassembly, posing a risk of sudden release and injury. Furthermore, the brake spring lacks stable guidance during compression and release, making it prone to bending deformation, leading to increased local stress and affecting its lifespan. Additionally, if the brake spring cannot be reliably locked when replacing the brake shoes, it can easily cause hand trapping and other safety hazards. Summary of the Invention

[0004] In view of the above problems, this application is made to solve or at least partially solve the above problems of a motorized monorail brake spring assembly and a pneumatic monorail brake device.

[0005] This application provides a pneumatic monorail brake spring assembly, including: The system comprises a first spring seat assembly, a second spring seat assembly, a brake spring, a clamping release mechanism, and a guide mechanism. The first spring seat assembly and the second spring seat assembly are arranged opposite each other along the axial direction of the brake spring. Both the first spring seat assembly and the second spring seat assembly include a lug for hinged to the swing arm of the pneumatic monorail braking device and a pressure plate for abutting the end of the brake spring. The brake spring is disposed between the pressure plate of the first spring seat assembly and the pressure plate of the second spring seat assembly. The clamping and releasing mechanism includes multiple pull rods and nuts threaded into the pull rods. The multiple pull rods are arranged at intervals around the axis of the brake spring, and each pull rod passes through the pressure plate of the first spring seat assembly and the second spring seat assembly. The nut is located on the side of the corresponding pressure plate away from the brake spring, so that the distance between the pressure plate of the first spring seat assembly and the pressure plate of the second spring seat assembly can be changed and limited by adjusting the position of the nut on the pull rod, thereby clamping, releasing or locking the brake spring. The guiding mechanism includes a positioning guide cylinder and a positioning guide rod that slides with the positioning guide cylinder. The positioning guide cylinder is disposed on the first spring seat assembly, and the positioning guide rod is disposed on the second spring seat assembly. The positioning guide rod is inserted into the positioning guide cylinder along the axial direction of the brake spring to guide the first spring seat assembly and the second spring seat assembly to move relative to each other along the axial direction of the brake spring.

[0006] Optionally, the ear plate is provided with a hinge hole for the hinge pin to pass through, so that the first spring seat assembly and the second spring seat assembly are respectively hinged to the two swing arms of the pneumatic monorail braking device.

[0007] Optionally, both the pressure plate of the first spring seat assembly and the pressure plate of the second spring seat assembly are provided with mounting holes for the pull rod to pass through, and the mounting holes on the first spring seat assembly and the mounting holes on the second spring seat assembly are arranged opposite to each other along the axial direction of the brake spring.

[0008] Optionally, the number of mounting holes is four, and the four mounting holes are spaced apart around the axis of the brake spring; the number of pull rods is four, and the four pull rods are respectively inserted into the corresponding mounting holes.

[0009] Optionally, the four pull rods are arranged in a centrally symmetrical manner around the axis of the brake spring.

[0010] Optionally, each of the pull rods is provided with a nut at both ends, with the nuts located at both ends of the same pull rod being located on the outside of the pressure plate of the first spring seat assembly and on the outside of the pressure plate of the second spring seat assembly, respectively.

[0011] Optionally, each of the pull rods has at least two nuts at one end, one of which is used to adjust the position of the corresponding pressure plate, and the other of which is used to lock the nut in place.

[0012] Optionally, a flat washer is provided between the nut and the corresponding pressure plate.

[0013] Optionally, the positioning guide cylinder and the positioning guide rod are both disposed inside the brake spring, and the brake spring is sleeved on the outer periphery of the positioning guide cylinder and the positioning guide rod, and the positioning guide cylinder, the positioning guide rod and the brake spring are coaxially arranged.

[0014] In another embodiment of this application, a pneumatic monorail braking device is provided, including two opposing swing arms and the aforementioned pneumatic monorail braking spring assembly. The lug of the first spring seat assembly is hinged to one of the swing arms, and the lug of the second spring seat assembly is hinged to the other swing arm.

[0015] In the technical solution provided in this application, the first spring seat assembly, the second spring seat assembly, the brake spring, the clamping and releasing mechanism, and the guiding mechanism are integrated into an integral brake spring assembly, enabling the brake spring to be installed and disassembled as a whole, reducing assembly difficulty. By adjusting the distance between the pressure plates on both sides through the cooperation of the pull rod and the nut, the brake spring can be clamped, released, or locked, preventing sudden release of the spring and improving safety during disassembly, assembly, and replacement of brake shoes. Through the sliding cooperation between the positioning guide rod and the positioning guide cylinder, the brake spring is guided to extend and retract axially, reducing spring bending deformation, improving the stress state, and extending the service life of the brake spring. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 A perspective view of a pneumatic monorail brake spring assembly provided in an embodiment of this application; Figure 2 A perspective view of a first spring seat assembly provided in an embodiment of this application; Figure 3 A perspective view of a second spring seat assembly provided in an embodiment of this application; Figure 4 A perspective view of a pressure plate provided in an embodiment of this application; Figure 5 A schematic diagram of a pneumatic monorail braking device for installing a pneumatic monorail braking spring assembly, provided for an embodiment of this application; Figure 6 A schematic diagram of a pneumatic monorail braking device in braking state, provided for an embodiment of this application; Figure 7This is a schematic diagram of a pneumatic monorail braking device in the released state, provided as an embodiment of this application.

[0018] Explanation of icon numbers: Pneumatic monorail brake spring assembly 1, first spring seat assembly 11, second spring seat assembly 12, brake spring 13, clamping release mechanism 14, pull rod 141, nut 142, positioning guide cylinder 151, positioning guide rod 152, ear plate 16, hinge hole 161, pressure plate 17, mounting hole 171, pneumatic monorail brake device 2, swing arm 21, hinge pin 22, brake shoe 23. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, 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 the 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 protection scope of the embodiments of this application.

[0020] In existing pneumatic monorail braking devices, the brake spring is typically mounted directly between the two swing arms or brake arms of the braking unit. After assembly, the brake spring needs to maintain a large pre-compression to ensure sufficient clamping force during braking. Due to the significant spring force, the spring needs to be compressed during installation to align its mounting holes with the swing arms of the braking unit. This process is physically demanding, difficult to control, and presents installation challenges. Furthermore, when disassembling the brake spring, if the spring force cannot be reliably limited or gradually released, the spring may suddenly rebound, potentially causing injury to the operator, resulting in poor disassembly safety.

[0021] Furthermore, when existing brake springs are compressed during brake release, both ends of the spring move with the brake arm. Without a reliable axial guide structure, the brake spring is prone to overall bending or skew, causing localized stress concentration and increased localized stress. Over time, this can affect the spring's operational stability and lifespan. Additionally, when replacing brake shoes or brake pads, the brake spring may still be in a state with significant elastic potential energy. If the brake spring is not reliably locked before replacement, there is a risk of accidental clamping of the brake arm or brake shoes, potentially causing safety hazards such as hand trapping.

[0022] To address the aforementioned technical issues as much as possible, see [link / reference]. Figures 1 to 5This application provides a pneumatic monorail brake spring assembly 1, which is used to install between two opposing swing arms 21 of a pneumatic monorail brake device 2. The pneumatic monorail brake spring assembly 1 includes a first spring seat assembly 11, a second spring seat assembly 12, a brake spring 13, a pressure release mechanism 14, and a guide mechanism. The first spring seat assembly 11 and the second spring seat assembly 12 are arranged opposite each other along the axial direction of the brake spring 13, with the brake spring 13 located between the first spring seat assembly 11 and the second spring seat assembly 12. The pressure release mechanism 14 is connected between the first spring seat assembly 11 and the second spring seat assembly 12, and the guide mechanism is located inside the brake spring 13. Therefore, the brake spring 13 is no longer directly press-fitted between the swing arms 21 as a separate component, but rather forms a module with the two spring seat assemblies that can be transported, installed, and disassembled as a whole.

[0023] Both the first spring seat assembly 11 and the second spring seat assembly 12 include an ear plate 16 and a pressure plate 17. The ear plate 16 is located on the side of the corresponding spring seat assembly opposite to the brake spring 13 and is used to connect with the swing arm 21 of the pneumatic monorail braking device 2. The pressure plate 17 is located on the side of the corresponding spring seat assembly facing the brake spring 13 and is used to abut against the end of the brake spring 13. One end of the brake spring 13 abuts against the pressure plate 17 of the first spring seat assembly 11, and the other end of the brake spring 13 abuts against the pressure plate 17 of the second spring seat assembly 12. The two pressure plates 17 together form the force-bearing support surfaces at both ends of the brake spring 13. The pressure plate 17 is preferably configured as a plate-shaped structure that is substantially perpendicular to the axial direction of the brake spring 13, so as to stabilize the force-bearing surface at the end of the brake spring 13 and avoid the spring end ring from being skewed.

[0024] The ear plate 16 is provided with a hinge hole 161 for the hinge pin 22 to pass through. During installation, the ear plate 16 of the first spring seat assembly 11 is aligned with the connection hole on one of the swing arms 21, and the ear plate 16 of the second spring seat assembly 12 is aligned with the connection hole on the other swing arm 21. Then, the ear plate 16 is hinged to the corresponding swing arm 21 through the hinge pin 22. After the ear plate 16 and the swing arm 21 are hinged, the first spring seat assembly 11 and the second spring seat assembly 12 can adapt to the angle change with the opening and closing of the two swing arms 21, avoiding the formation of rigid force in the brake spring assembly 1 during the operation of the brake part 2, and making the force path of the brake spring 13 smoother.

[0025] See Figures 1 to 5In some embodiments provided in this application, the first spring seat assembly 11 can be formed by a fixed connection of the ear plate 16, the pressure plate 17, and the positioning guide cylinder 151, and the second spring seat assembly 12 can be formed by a fixed connection of the ear plate 16, the pressure plate 17, and the positioning guide rod 152. The ear plate 16 and the pressure plate 17, the pressure plate 17 and the positioning guide cylinder 151, and the pressure plate 17 and the positioning guide rod 152 can be fixed by welding, bolting, or integral machining. Welding is preferred to ensure that the spring seat assembly has sufficient overall strength when bearing the axial load of the brake spring 13 and the load transmitted by the swing arm 21. This structure makes the ear plate 16, the pressure plate 17, and the corresponding positioning guide a single load-bearing component, avoiding loosening of the connection during use.

[0026] The compression release mechanism 14 includes multiple pull rods 141 and nuts 142 that are threaded into the pull rods 141. The multiple pull rods 141 are arranged at intervals around the axis of the brake spring 13, and each pull rod 141 passes through the pressure plate 17 of the first spring seat assembly 11 and the pressure plate 17 of the second spring seat assembly 12. The pull rods 141 can be rods with threaded sections at both ends, or they can be integral externally threaded rods. The nuts 142 engage with the threaded sections of the pull rods 141, allowing the position of the nuts 142 to be adjusted axially along the pull rods 141. Through the engagement of the pull rods 141 and the nuts 142, the distance between the two pressure plates 17 can be adjusted and mechanically limited. Therefore, the compression release mechanism 14 can be used to compress the brake spring 13, to release the brake spring 13 in a controlled manner, and to limit the length position of the brake spring 13 during maintenance.

[0027] Both the pressure plate 17 of the first spring seat assembly 11 and the pressure plate 17 of the second spring seat assembly 12 are provided with mounting holes 171 for the pull rod 141 to pass through. The mounting holes 171 on the first spring seat assembly 11 and the second spring seat assembly 12 are arranged opposite to each other along the axial direction of the brake spring 13. The diameter of the mounting hole 171 is larger than the outer diameter of the corresponding pull rod 141 to ensure that the pull rod 141 can pass through smoothly; at the same time, the gap between the mounting hole 171 and the pull rod 141 should be such that it does not affect the adjustment of the nut 142 and does not cause obvious radial wobble. Since the mounting holes 171 on both sides are axially aligned, the pull rod 141 can form a constraint structure parallel to the axial direction of the brake spring 13 after passing through. During the clamping process, the two pressure plates 17 can move closer to each other along the direction of the pull rod 141, and during the release process, the two pressure plates 17 can move further away along the direction of the pull rod 141.

[0028] See Figures 1 to 5In one specific embodiment, there are four mounting holes 171, which are spaced apart around the axis of the brake spring 13; there are four pull rods 141, which are respectively inserted into the corresponding mounting holes 171. Furthermore, the four pull rods 141 are arranged centrally symmetrically around the axis of the brake spring 13. Thus, the four pull rods 141 form a balanced constraint around the brake spring 13. When the operator adjusts the nuts 142 on each pull rod 141 sequentially, the two pressure plates 17 can compress or release the brake spring 13 more evenly, reducing the skewness of the pressure plates 17 and the brake spring 13 caused by excessive force on one side.

[0029] Each pull rod 141 has a nut 142 at both ends. The nuts 142 at both ends of the same pull rod 141 are located outside the pressure plate 17 of the first spring seat assembly 11 and outside the pressure plate 17 of the second spring seat assembly 12, respectively. Here, "outside the pressure plate 17" refers to the side of the pressure plate 17 that is away from the brake spring 13. The two nuts 142 limit the corresponding pressure plates 17 from both sides. Tightening the nuts 142 can change the effective distance between the two pressure plates 17. When the nuts 142 stop adjusting and press against the corresponding pressure plates 17, the distance between the two pressure plates 17 is locked, thereby limiting the extension or compression state of the brake spring 13. This structure does not require additional special spring clamping fixtures and can achieve pre-compression and limiting by the components themselves.

[0030] Furthermore, each tie rod 141 has at least two nuts 142 at one end. One nut 142 is used to adjust the position of the corresponding pressure plate 17, and the other nut 142 is used to lock the nut 142 in place. Specifically, after the brake spring 13 is compressed to a predetermined length, the adjusting nut can be first pressed against the pressure plate 17, and then the locking nut can be tightened to the outside of the adjusting nut, so that the two nuts 142 are pressed against each other. By locking with double nuts, the risk of the nut 142 loosening on its own due to the reaction force of the brake spring 13 can be reduced, and the brake spring 13 can be kept in a stable locked state during transportation, installation or replacement of the brake shoe 23.

[0031] A flat washer is provided between the nut 142 and the corresponding pressure plate 17. The flat washer is fitted onto the pull rod 141 and located between the nut 142 and the pressure plate 17. The flat washer can increase the pressing contact area of ​​the nut 142 on the pressure plate 17, reducing the possibility of the nut 142 directly damaging the surface of the pressure plate 17; at the same time, the flat washer can improve the stress state of the nut 142 when it is tightened, making the adjustment of the nuts 142 on multiple pull rods 141 more stable during the gradual tightening and gradual release process.

[0032] The guiding mechanism includes a positioning guide cylinder 151 and a positioning guide rod 152 that slides with the positioning guide cylinder 151. The positioning guide cylinder 151 is disposed on the first spring seat assembly 11, and the positioning guide rod 152 is disposed on the second spring seat assembly 12. The positioning guide rod 152 is inserted into the positioning guide cylinder 151 along the axial direction of the brake spring 13. The positioning guide cylinder 151 may be a hollow cylindrical part, and the positioning guide rod 152 may be a rod-shaped part that matches the inner cavity of the positioning guide cylinder 151. The inner diameter of the positioning guide cylinder 151 is slightly larger than the outer diameter of the positioning guide rod 152 to form a fitting clearance that allows axial sliding. This fitting clearance is preferably such that the positioning guide rod 152 can extend and retract smoothly without producing obvious radial sway. As a result, when the first spring seat assembly 11 and the second spring seat assembly 12 move relative to each other, they are guided axially in a straight line, reducing the possibility of the brake spring 13 bending as a whole.

[0033] Both the positioning guide cylinder 151 and the positioning guide rod 152 are located inside the brake spring 13, and the brake spring 13 is sleeved on the outer periphery of the positioning guide cylinder 151 and the positioning guide rod 152. The positioning guide cylinder 151, the positioning guide rod 152, and the brake spring 13 are coaxially arranged. Since the guiding mechanism is located in the central area of ​​the brake spring 13, the brake spring 13 can move axially around the guiding mechanism when compressed and released. The inner side of the brake spring 13 is radially constrained by the positioning guide cylinder 151 and the positioning guide rod 152, preventing the middle part of the spring from bulging or bending to one side. This coaxial arrangement improves the working posture of the brake spring 13, reduces local stress concentration, and extends the service life of the brake spring 13.

[0034] See Figures 1 to 5 In some embodiments provided in this application, the pneumatic monorail braking device 2 includes two opposing swing arms 21 and the aforementioned pneumatic monorail braking spring assembly 1. The ear plate 16 of the first spring seat assembly 11 is hinged to one of the swing arms 21, and the ear plate 16 of the second spring seat assembly 12 is hinged to the other swing arm 21. The brake shoe 23 can be disposed at one end of the swing arm 21 near the track. When the braking unit 2 is activated, the two swing arms 21 drive the first spring seat assembly 11 and the second spring seat assembly 12 to move relative to each other along the axial direction of the brake spring 13, causing the brake spring 13 to switch between a compressed state and a released state. When the brake spring 13 releases its elastic potential energy, its elastic force is transmitted to the brake shoe 23 through the pressure plate 17, ear plate 16, and swing arm 21, causing the brake shoe 23 to clamp the track and achieve braking.

[0035] When installing the pneumatic monorail brake spring assembly 1, the brake spring 13 can be placed between the first spring seat assembly 11 and the second spring seat assembly 12, so that both ends of the brake spring 13 abut against the two pressure plates 17 respectively, and the positioning guide rod 152 is inserted into the positioning guide cylinder 151; then, multiple tie rods 141 are passed through the corresponding mounting holes 171 respectively, and nuts 142 and flat washers are installed at both ends of the tie rods 141; then, the nuts 142 on each tie rod 141 are adjusted sequentially along the circumference of the brake spring 13, so that the two pressure plates 17 gradually move towards each other until the brake spring 13 is compressed to a predetermined length that is convenient for connection with the swing arm 21. The force adjustment in this installation process is completed by multiple tie rods 141 and nuts 142, avoiding the one-time forced compression of the brake spring 13, thereby reducing the installation strength and the risk of sudden spring rebound.

[0036] After the brake spring 13 is compressed to the predetermined installation length, the pneumatic monorail brake spring assembly 1 forms an integral module with a pre-compressed state. When installing this integral module onto the brake unit 2, the mechanical connection can be completed simply by aligning the ear plates 16 of the first spring seat assembly 11 and the second spring seat assembly 12 with the two swing arms 21 respectively, and then inserting the hinge pin 22. Compared to directly pressing the brake spring 13 as a separate component between the swing arms 21, the structure of this application can transfer the spring pre-compression operation to the component pre-assembly stage, and simplify the assembly operation on the brake unit 2 to hole alignment and pin assembly, thus improving both installation efficiency and safety.

[0037] When disassembling the pneumatic monorail brake spring assembly 1, the distance between the two pressure plates 17 can be limited first by using the pull rod 141 and nut 142 to keep the brake spring 13 under control. Then, release the hinge pin 22 between the ear plate 16 and the corresponding swing arm 21, allowing the pneumatic monorail brake spring assembly 1 to detach from the brake part 2. After that, loosen the nuts 142 on the multiple pull rods 141 sequentially along the circumference of the brake spring 13, causing the two pressure plates 17 to move gradually in opposite directions until the elastic force of the brake spring 13 is fully released. Since the release process of the brake spring 13 is gradually adjusted by the nuts 142 along the pull rods 141, it can avoid injury to the operator caused by the spring popping out all at once or suddenly extending.

[0038] When replacing the brake shoe 23 of the pneumatic monorail brake device 2, the clamping and releasing mechanism 14 can also be used as a locking mechanism. Specifically, by adjusting the nut 142 on the pull rod 141, the two pressure plates 17 restrict the brake spring 13 to a predetermined length, and then the anti-loosening nut 142 is tightened to keep the brake spring 13 in a locked state; at this time, the swing arm 21 will not be accidentally clamped due to the sudden release of the brake spring 13, and the operator can disassemble and replace the brake shoe 23 while the brake spring 13 is under control. Thus, this application not only reduces the risk of disassembling and assembling the brake spring 13 itself, but also reduces the risk of pinching hands during the maintenance of the brake shoe 23.

[0039] In the technical solution provided in this application, a brake spring assembly 1 that can be assembled and disassembled as a whole is formed by the first spring seat assembly 11, the second spring seat assembly 12, the brake spring 13, the pull rod 141, and the nut 142, which solves the problems of difficulty in compression and hole alignment when the brake spring 13 is installed as a separate part; the gradual compression and release are achieved by multiple centrally symmetrically arranged pull rods 141 and nuts 142 at both ends, which solves the safety hazard of sudden release of spring force during disassembly; the coaxial sliding cooperation of the positioning guide cylinder 151 and the positioning guide rod 152 provides linear guidance for the brake spring 13, which solves the problems of easy bending and easy generation of local stress during the compression and release of the spring; the double nut locking and flat washer cooperation enable the brake spring 13 to remain stably locked during installation, disassembly, and replacement of brake shoes 23, which improves the maintenance safety and reliability of the pneumatic monorail brake device 2 as a whole.

[0040] See Figure 1 , Figures 5 to 7 In some embodiments provided in this application, the pneumatic monorail braking device includes a pneumatic monorail braking device 2, which includes two opposing swing arms 21 and the aforementioned pneumatic monorail braking spring assembly 1. The two swing arms 21 are located on opposite sides of the track. Each swing arm 21 has a braking end near the track, a spring connecting end away from the track, and a rotating support portion located between the braking end and the spring connecting end. The rotating support portion of the swing arm 21 is used for rotatable connection with the support structure of the braking device, allowing the swing arm 21 to swing around its rotating support portion. A brake shoe 23 is disposed at the braking end of the swing arm 21, and the pneumatic monorail braking spring assembly 1 is connected between the spring connecting ends of the two swing arms 21. Through this arrangement, when the brake spring 13 releases its elastic potential energy, the elastic force can be transmitted to the two swing arms 21 via the first spring seat assembly 11 and the second spring seat assembly 12, and then the swing arms 21 drive the brake shoe 23 to move closer to the side of the track to achieve clamping braking.

[0041] Specifically, the ear plate 16 of the first spring seat assembly 11 is hinged to the spring connection end of one of the swing arms 21 via a hinge pin 22, and the ear plate 16 of the second spring seat assembly 12 is hinged to the spring connection end of the other swing arm 21 via another hinge pin 22. A rotatable connection is formed between the ear plate 16 and the swing arm 21, ensuring that the angular changes generated by the two swing arms 21 during braking and release are not directly transmitted as lateral bending force to the brake spring 13. The brake spring 13 is mainly compressed or released along its axial direction. The positioning guide cylinder 151 and the positioning guide rod 152 linearly guide the relative movement of the first spring seat assembly 11 and the second spring seat assembly 12, thereby enabling the pneumatic monorail brake spring assembly 1 to both transmit braking force and reduce spring overload and bending deformation in the braking device.

[0042] In some embodiments, the brake shoe 23 is detachably connected to the brake end of the swing arm 21, and the side of the brake shoe 23 facing the track forms a friction braking surface for contacting the side of the track. The brake shoes 23 on the two swing arms 21 are respectively arranged on both sides of the track. When the brake spring 13 drives the two swing arms 21 to move, the two brake shoes 23 move towards the track synchronously and clamp the track; when the two swing arms 21 are subjected to a release force, the two brake shoes 23 leave the side of the track, allowing the pneumatic monorail to run along the track. Since the brake shoes 23 are located at the brake end of the swing arm 21, and the pneumatic monorail brake spring assembly 1 is located at the spring connection end of the swing arm 21, the swing arm 21 can form a lever force transmission relationship at the rotating support, so that the axial elastic force of the brake spring 13 is converted into the clamping force of the brake shoes 23 on the track.

[0043] In some embodiments, the pneumatic monorail braking device may further include a pneumatic actuator for releasing the brake. The pneumatic actuator may be connected between the two swing arms 21, or between the swing arms 21 and the support structure of the braking device. During normal operation of the pneumatic monorail, the pneumatic actuator supplies compressed air and outputs a release force. This release force drives the swing arms 21 to rotate around their rotating supports, causing the brake shoes 23 to disengage from the track. Simultaneously, the swing arms 21 drive the first spring seat assembly 11 and the second spring seat assembly 12 to move towards each other, causing the brake spring 13 to be in a compressed, energy-storing state. When braking is required or the air source loses pressure, the release force of the pneumatic actuator decreases or disappears, and the brake spring 13 releases its elastic potential energy, pushing the two swing arms 21 to move, causing the brake shoes 23 to clamp the track. Under this condition, the brake spring 13 serves as a power source for braking in the event of pressure loss, improving the safety of the underground pneumatic monorail operation.

[0044] When the pneumatic monorail braking device is in normal working condition, the clamping and releasing mechanism 14 can be in a yielding state. Specifically, the nut 142 is located on the side of the pressure plate 17 away from the brake spring 13, and can be adjusted according to the working stroke of the swing arm 21 to a position that does not hinder the relative movement of the two pressure plates 17 with the swing arm 21, so that the brake spring 13 can generate the required axial deformation between the braking state and the release state. The tie rod 141 passes through the mounting hole 171, and can maintain a corresponding positional relationship with the first spring seat assembly 11 and the second spring seat assembly 12, and limit the relative distance between the two pressure plates 17 at the extreme position to prevent the brake spring 13 from being over-released or the assembly from falling apart. Thus, the clamping and releasing mechanism 14 is used to clamp or lock during installation, disassembly and maintenance, and does not affect the normal extension and contraction of the brake spring 13 in the working state.

[0045] When installing the pneumatic monorail braking device, the brake spring 13 can be first installed between the first spring seat assembly 11 and the second spring seat assembly 12 outside the braking device. The brake spring 13 is then progressively compressed to the installation length using multiple tie rods 141 and nuts 142, forming a pneumatic monorail brake spring assembly 1 that can be transported and aligned as a whole. Subsequently, the ear plates 16 of the first spring seat assembly 11 and the second spring seat assembly 12 are aligned with the spring connection ends of the two swing arms 21, and the hinge pins 22 are inserted to complete the connection. This installation method shifts the compression process of the high-elasticity brake spring 13 from the confined installation area of ​​the braking device to the pre-assembly process, eliminating the need for operators to directly compress the spring between the two swing arms 21 while simultaneously aligning the pin holes, thus reducing installation difficulty and the risk of pinching.

[0046] When maintaining the pneumatic monorail braking device, if it is necessary to disassemble the pneumatic monorail brake spring assembly 1 or replace the brake shoe 23, the nut 142 on the pull rod 141 can be adjusted first, so that the nut 142 abuts against the outer side of the corresponding pressure plate 17 and limits the distance between the two pressure plates 17, thereby locking the brake spring 13 at a predetermined length. After the brake spring 13 is locked, the two swing arms 21 will not be accidentally clamped due to the sudden release of the brake spring 13, and the operator can release the hinge pin 22 or remove the brake shoe 23. After the brake shoe 23 is replaced, the position of the nut 142 is adjusted according to the working stroke of the braking device, so that the clamping release mechanism 14 returns to the yielding state. With this structure, the installation, disassembly and replacement of the brake shoe 23 of the pneumatic monorail braking device can all be carried out under the controlled state of the brake spring 13.

[0047] Through the above-described pneumatic monorail braking device structure, the pneumatic monorail brake spring assembly 1 not only functions as a separate spring mounting module but also forms a complete braking force transmission chain with the swing arm 21 and brake shoe 23. The first spring seat assembly 11 and the second spring seat assembly 12 are hinged to the swing arm 21 via the ear plate 16, solving the problem of lateral force easily generated when the spring assembly moves with the swing arm 21. The positioning guide cylinder 151 cooperates with the positioning guide rod 152, solving the problem of easy bending of the brake spring 13 during compression and release. The pull rod 141 cooperates with the nut 142, solving the problem of uncontrollable spring force when installing, disassembling, and replacing the brake shoe 23. Therefore, while meeting the requirements of pneumatic release and spring braking, the braking device improves assembly convenience, maintenance safety, and spring working stability.

[0048] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the embodiments of this application, and are not intended to limit them; although the embodiments of this application have been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A pneumatic monorail hoist brake spring assembly, characterized by, include: The system comprises a first spring seat assembly, a second spring seat assembly, a brake spring, a clamping release mechanism, and a guide mechanism. The first spring seat assembly and the second spring seat assembly are arranged opposite each other along the axial direction of the brake spring. Both the first spring seat assembly and the second spring seat assembly include a lug for hinged to the swing arm of the pneumatic monorail braking device and a pressure plate for abutting the end of the brake spring. The brake spring is disposed between the pressure plate of the first spring seat assembly and the pressure plate of the second spring seat assembly. The clamping and releasing mechanism includes multiple pull rods and nuts threaded into the pull rods. The multiple pull rods are arranged at intervals around the axis of the brake spring, and each pull rod passes through the pressure plate of the first spring seat assembly and the second spring seat assembly. The nut is located on the side of the corresponding pressure plate away from the brake spring, so that the distance between the pressure plate of the first spring seat assembly and the pressure plate of the second spring seat assembly can be changed and limited by adjusting the position of the nut on the pull rod, thereby clamping, releasing or locking the brake spring. The guiding mechanism includes a positioning guide cylinder and a positioning guide rod that slides with the positioning guide cylinder. The positioning guide cylinder is disposed on the first spring seat assembly, and the positioning guide rod is disposed on the second spring seat assembly. The positioning guide rod is inserted into the positioning guide cylinder along the axial direction of the brake spring to guide the first spring seat assembly and the second spring seat assembly to move relative to each other along the axial direction of the brake spring.

2. The air brake spring assembly for a monorail hoist of claim 1, wherein, The ear plate is provided with a hinge hole for the hinge pin to pass through, so that the first spring seat assembly and the second spring seat assembly are respectively hinged to the two swing arms of the pneumatic monorail braking device.

3. The air brake spring assembly of claim 1, wherein, Both the pressure plate of the first spring seat assembly and the pressure plate of the second spring seat assembly are provided with mounting holes for the pull rod to pass through. The mounting holes on the first spring seat assembly and the mounting holes on the second spring seat assembly are arranged opposite to each other along the axial direction of the brake spring.

4. The air brake spring assembly of claim 3, wherein, The number of mounting holes is four, and the four mounting holes are spaced apart around the axis of the brake spring; the number of pull rods is four, and the four pull rods are respectively inserted into the corresponding mounting holes.

5. The pneumatic monorail brake spring assembly according to claim 4, characterized in that, The four pull rods are arranged symmetrically around the axis of the brake spring.

6. The pneumatic monorail brake spring assembly according to claim 1, characterized in that, Each of the pull rods is provided with a nut at both ends, and the nuts at both ends of the same pull rod are located on the outside of the pressure plate of the first spring seat assembly and the outside of the pressure plate of the second spring seat assembly, respectively.

7. The pneumatic monorail brake spring assembly according to claim 6, characterized in that, At least one end of each of the pull rods is provided with two nuts, one of which is used to adjust the position of the corresponding pressure plate, and the other nut is used to lock the nut in place.

8. The pneumatic monorail brake spring assembly according to claim 1, characterized in that, A flat washer is provided between the nut and the corresponding pressure plate.

9. The pneumatic monorail brake spring assembly according to claim 1, characterized in that, The positioning guide cylinder and the positioning guide rod are both disposed inside the brake spring, and the brake spring is sleeved on the outer periphery of the positioning guide cylinder and the positioning guide rod, and the positioning guide cylinder, the positioning guide rod and the brake spring are coaxially arranged.

10. A pneumatic monorail braking device, characterized in that, It includes two opposing swing arms and a pneumatic monorail brake spring assembly as described in any one of claims 1 to 9, wherein the lug of the first spring seat assembly is hinged to one of the swing arms, and the lug of the second spring seat assembly is hinged to the other swing arm.

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