Inclined track transport vehicle electric traction device and inclined track transport vehicle

Abstract

The application provides an electric traction device of an inclined track transport vehicle and the inclined track transport vehicle, and belongs to the technical field of railway tunnel engineering equipment. The device comprises: a main frame; a friction wheel for contacting a driving track and generating a driving force; a brake arm; wherein when a brake oil cylinder is compressed, the friction wheel is pushed to press the driving track to generate the driving force, the brake arm drives a brake block to separate from the driving track to release the brake; when the brake oil cylinder is extended, the brake arm is pushed to rotate around a middle hinge point to drive a driving end of a driving frame to move away from the driving track and pull the friction wheel to separate from the driving track, and the brake arm drives the brake block to press the driving track to brake. Through the linkage mechanism of the brake arm and the driving frame driven by a single brake oil cylinder, the mechanical interlocking function of "releasing the brake to automatically press the friction wheel to drive and braking to automatically separate from the friction wheel to stop" is realized, which simplifies the structure and improves the safety of the inclined track transport.

Description

Technical Field

[0001] This application belongs to the technical field of railway tunnel engineering equipment, specifically relating to an electric traction device for inclined tunnel track transport vehicle and an inclined tunnel track transport vehicle. Background Technology

[0002] In underground inclined roadway rail transport in coal mines, the performance of the traction device directly determines the safety and efficiency of the transport.

[0003] Existing electric traction devices typically separate the drive and braking systems, resulting in a bulky and space-consuming structure that is difficult to adapt to narrow tunnel environments. More critically, traditional devices lack a mechanical linkage mechanism between the drive wheel engagement and brake release, often requiring multiple power sources or complex electronic control logic for coordinated control. If the control system malfunctions or hydraulic pressure fluctuates, a dangerous situation can easily occur where the brake is released before the drive wheel is engaged, causing the vehicle to slip or skid on slopes, posing a serious safety hazard. Summary of the Invention

[0004] To address at least one of the technical problems existing in the background art, this application provides an electric traction device for inclined shaft rail transport vehicles. Through a single brake cylinder driving the linkage mechanism between the brake arm and the drive frame, it realizes the mechanical interlock function of "automatically pressing the friction wheel drive when the brake is released and automatically disengaging from the friction wheel to stop when the brake is applied", which simplifies the structure and improves the safety of inclined shaft transportation.

[0005] A second aspect of this application provides a sloping track transport vehicle.

[0006] The technical solution adopted in this application is as follows: The first aspect of this application provides an electric traction device for a inclined shaft rail transport vehicle, comprising: A main frame, on which a drive frame is mounted, and on which a motor reducer is installed; A friction wheel, connected to the output end of the motor reducer, is used to contact the drive rail and generate driving force. A brake arm, one end of which is connected to a brake cylinder and the other end of which is connected to a brake block; the middle part of the brake arm is hinged to the main frame. The drive end of the drive frame is hinged to the main body section between the middle hinge point of the brake arm and the brake cylinder. in, When the brake cylinder is compressed, it pulls the brake arm to rotate around the central hinge point, thereby driving the drive end of the drive frame to move toward the drive rail and pushing the friction wheel to press against the drive rail to generate driving force. The brake arm drives the brake block to disengage from the drive rail to release the brake. When the brake cylinder extends, it pushes the brake arm to rotate around the central hinge point, thereby causing the drive end of the drive frame to move away from the drive track and pulling the friction wheel away from the drive track. The brake arm then drives the brake block to press against the drive track to achieve braking.

[0007] According to the electric traction device for inclined track transport vehicles provided in the first aspect of this application, its core working principle is to utilize the linear reciprocating motion of the brake cylinder, which is converted into a differential lever effect through the brake arm with a central hinge, thereby controlling the state of the drive system and the braking system synchronously and in reverse with a single power source: When the brake cylinder performs a compression action, it pulls the brake arm to rotate around the central hinge point. This rotation forces the drive frame connected to the main body of the brake arm to swing towards the drive track, thereby pushing the friction wheel to tightly press against the drive track to establish electric traction driving force. On the other hand, it drives the brake block at the end of the brake arm to lift in the opposite direction and disengage from the track to release the brake, ensuring that the vehicle has "drive but no brake". Conversely, when the brake cylinder performs an extension action, it pushes the brake arm to rotate in the opposite direction, driving the drive frame to drive the friction wheel to disengage from the drive track and cut off the power. At the same time, it forces the brake block to press against the track to implement mechanical braking, ensuring that the vehicle has "brake but no drive". This mechanical linkage achieves a strict mechanical interlock between the driving and braking states, physically preventing the risk of runaway accidents caused by "brakes released but drive not engaged" due to electronic control failure or operational errors. Secondly, the device integrates two originally independent actuators into a single linkage system, significantly simplifying the equipment structure, reducing space occupation and the number of hydraulic lines, and lowering the failure rate and maintenance costs. Finally, since the establishment of driving force and the release of braking are completed synchronously and instantaneously, the power gap caused by improper timing coordination in traditional split devices is eliminated, significantly improving the response speed, operational stability, and overall safety of inclined roadway transportation under frequent start-stop and steep gradient conditions.

[0008] According to one embodiment of this application, the drive frame includes a left drive frame and a right drive frame, which are symmetrically hinged to the left and right sides of the main frame, respectively. The number of brake arms is two, namely a left brake arm and a right brake arm, and the middle part of the left brake arm and the right brake arm are respectively hinged to the main frame; The two ends of the brake cylinder are respectively connected to one end of the left brake arm and one end of the right brake arm, so as to realize the synchronous pressing or releasing of the friction wheels on the left and right sides.

[0009] According to one embodiment of this application, it further includes an elastic reset element, which is disposed on the brake cylinder and abuts against the brake arm; The elastic reset element is configured to provide a reset force to assist the rotation of the brake arm when the brake cylinder extends, ensuring that the brake block presses against the drive rail.

[0010] According to one embodiment of this application, the lower part of the main frame is further provided with a bearing wheel, which is rolled and supported on the top surface of the bearing track to bear the gravity load of the whole vehicle.

[0011] According to one embodiment of this application, a guide wheel is also included. The guide wheel is installed at the center of the bottom side of the main frame, and the rim of the guide wheel is engaged in the side groove of the drive rail to limit the lateral displacement of the vehicle during operation.

[0012] According to one embodiment of this application, it also includes a brake frame, a brake shaft, a connecting rod, and a pin; The brake frame is mounted on the main frame, the brake arm is hinged to the brake frame via the connecting rod, and the brake arm is connected to the brake block via the brake shaft; The brake shaft is slidably mounted on the brake frame, and a pin is provided at the hinge point between the brake arm and the brake shaft.

[0013] According to one embodiment of this application, the main frame is further provided with a traction seat, which is detachably fixed to the main frame by a threaded fastener.

[0014] According to one embodiment of this application, the wheel rim is covered with a polyurethane or rubber liner; The brake block includes a metal substrate and a friction lining fixed to the metal substrate on the side facing the drive track.

[0015] According to one embodiment of this application, the contact surface shape of the brake block matches the web shape of the drive rail, and is an arc-shaped surface or a plane.

[0016] The second aspect of this application provides a sloping track transport vehicle, including the electric traction device for the sloping track transport vehicle as described in any of the embodiments of the first aspect. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a schematic diagram of the structure of the electric traction device for the inclined track transport vehicle provided in the embodiments of this application; Figure 2 A schematic diagram of the connection structure of the brake arm, brake cylinder and brake block provided in the embodiments of this application; Figure 3 A schematic diagram of the mating structure between the load-bearing wheel, guide wheel, load-bearing rail, and drive rail provided in an embodiment of this application; Figure 4 This is a schematic diagram of the motion state of the brake cylinder during compression, provided in an embodiment of this application. Figure 5 This is a schematic diagram of the motion state of the brake cylinder when it extends, as provided in an embodiment of this application.

[0018] in, 11. Main frame; 111. Traction seat; 12. Drive frame; 13. Motor reducer; 14. Friction wheel; 15. Brake arm; 16. Brake cylinder; 161. Elastic reset element; 17. Brake block; 18. Bearing wheel; 19. Guide wheel; 20. Brake frame; 21. Brake shaft; 22. Connecting rod; 23. Pin; 31. Load-bearing track; 32. Drive track. Detailed Implementation

[0019] To more clearly illustrate the overall concept of this application, a detailed explanation is provided below with reference to the accompanying drawings.

[0020] Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of this application is not limited to the specific embodiments disclosed below. It should be noted that, unless otherwise specified, the embodiments of this application and the features thereof can be combined with each other.

[0021] Furthermore, it should be understood in the description of this application that the terms "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and 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, and therefore should not be construed as a limitation of this application.

[0022] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0023] In this application, unless otherwise expressly specified and limited, the "above" or "below" of the second feature can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. In the description of this specification, references to terms such as "an embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described can be combined in any suitable manner in one or more embodiments or examples.

[0024] like Figures 1 to 5 As shown, a first aspect of this application provides an electric traction device for a inclined shaft rail transport vehicle, comprising: A main frame 11 is provided, a drive frame 12 is provided on the main frame 11, and a motor reducer 13 is installed on the drive frame 12; Friction wheel 14 is connected to the output end of motor reducer 13 and is used to contact drive rail 32 and generate driving force. Brake arm 15, one end of which is connected to brake cylinder 16, and the other end is connected to brake block 17. The middle part of brake arm 15 is hinged to main frame 11. The drive end of the drive frame 12 is hinged to the main body section between the middle hinge point of the brake arm 15 and the brake cylinder 16. in, When the brake cylinder 16 is compressed, it pulls the brake arm 15 to rotate around the central hinge point, so as to drive the drive end of the drive frame 12 toward the drive rail 32 and push the friction wheel 14 to press the drive rail 32 to generate driving force. The brake arm 15 drives the brake block 17 to disengage from the drive rail 32 to release the brake. When the brake cylinder 16 extends, it pushes the brake arm 15 to rotate around the central hinge point, thereby causing the drive end of the drive frame 12 to move away from the drive rail 32 and pull the friction wheel 14 away from the drive rail 32. The brake arm 15 drives the brake block 17 to press against the drive rail 32 to achieve braking.

[0025] The main frame 11 serves as the overall support base, fixed to the vehicle body, and is used to support the hinge fulcrum of the drive frame 12 and the brake arm 15. The drive frame 12 is movably mounted on the main frame 11 and is equipped with a motor reducer 13, which is responsible for outputting rotational torque. The friction wheel 14 is directly connected to the output end of the motor reducer 13 and is the actuator that ultimately contacts the drive rail 32 and converts the rotational motion into the driving force of the vehicle.

[0026] The brake arm 15 has a lever-like structure, with its middle section fixed to the main frame 11 via a hinge to form a fulcrum. One end is connected to the brake cylinder 16 as the power input, and the other end is fitted with the brake block 17 as the braking actuator. Crucially, the drive end of the drive frame 12 is not independently controlled, but is hinged to the main body section of the brake arm 15 located between the middle fulcrum and the connection point of the brake cylinder 16. This arrangement allows the extension and retraction of the brake cylinder 16 to simultaneously drive the friction wheel 14 and the brake block 17 in the opposite direction through the lever action of the brake arm 15: when the cylinder compresses, the lever action forces the friction wheel 14 to press against the track for driving, while simultaneously pulling up the brake block 17 to release the brake; when the cylinder extends, it pulls the friction wheel 14 off the track to stop driving, while simultaneously pressing down the brake block 17 to apply the brake. Thus, a single hydraulic source achieves mechanical interlocking between driving and braking.

[0027] According to the electric traction device for inclined track transport vehicles provided in the first aspect of this application, its core working principle is to utilize the linear reciprocating motion of the brake cylinder 16, which is converted into a differential lever effect through the brake arm 15 hinged in the middle, thereby controlling the state of the drive system and the braking system synchronously and in reverse with a single power source: when the brake cylinder 16 performs a compression action, it pulls the brake arm 15 to rotate around the middle hinge point. This rotation forces the drive frame 12 connected to the main body of the brake arm 15 to swing towards the drive rail 32, thereby pushing the friction wheel 14 to tightly press against the drive rail 32 to establish electric traction driving force. On the other hand, it drives the brake block 17 at the end of the brake arm 15 to lift in the opposite direction and disengage from the rail to release the brake, ensuring that the vehicle has "drive but no brake". Conversely, when the brake cylinder 16 performs an extension action, it pushes the brake arm 15 to rotate in the opposite direction, driving the drive frame 12 to drive the friction wheel 14 to disengage from the drive rail 32 to cut off the power, while forcing the brake block 17 to press against the rail to implement mechanical braking, ensuring that the vehicle has "brake but no drive". This mechanical linkage achieves a strict mechanical interlock between the driving and braking states, physically preventing the risk of runaway accidents caused by "brakes released but drive not engaged" due to electronic control failure or operational errors. Secondly, the device integrates two originally independent actuators into a single linkage system, significantly simplifying the equipment structure, reducing space occupation and the number of hydraulic lines, and lowering the failure rate and maintenance costs. Finally, since the establishment of driving force and the release of braking are completed synchronously and instantaneously, the power gap caused by improper timing coordination in traditional split devices is eliminated, significantly improving the response speed, operational stability, and overall safety of inclined roadway transportation under frequent start-stop and steep gradient conditions.

[0028] like Figure 1 As shown, in some embodiments of this application, the drive frame 12 includes a left drive frame and a right drive frame, which are symmetrically hinged to the left and right sides of the main frame 11, respectively. There are two brake arms 15, namely a left brake arm and a right brake arm, and the middle parts of the left brake arm and the right brake arm are respectively hinged to the main frame 11; The two ends of the brake cylinder 16 are respectively connected to one end of the left brake arm and one end of the right brake arm, so as to realize the synchronous pressing or releasing of the friction wheels 14 on the left and right sides.

[0029] A single brake cylinder 16 spans across the ends of the left and right brake arms 15. When the cylinder is activated, it forces the left and right brake arms 15 to rotate synchronously around their respective central hinge points. Since the left and right drive frames 12 are respectively hinged to the main body sections of the corresponding side brake arms 15, the rotation of the brake arms 15 will simultaneously drive the drive frames 12 on both sides to swing, thereby ensuring that the left friction wheel 14 and the right friction wheel 14 press against or disengage from the drive rail 32 with exactly the same stroke and pressure, and cooperate with the brake blocks 17 on both sides to synchronously complete the release or holding brake action. This symmetrical double-link structure solves the problem of uneven load that may be caused by single-sided drive, making the clamping force of the left and right friction wheels 14 on the drive rail 32 evenly distributed. This effectively prevents the risk of vehicle deviation, rail wear, or rollover caused by the imbalance of driving forces on both sides during inclined roadway operation, and greatly improves driving stability. Secondly, using a single cylinder to drive both booms simultaneously not only simplifies the hydraulic control system and avoids the control problems caused by the asynchrony of multiple cylinders, but also ensures a high degree of consistency of left and right movements through mechanical hard connection. Even when there are slight fluctuations in the hydraulic system, the synchronicity of dual-sided drive can be maintained. Finally, the synchronous clamping of the dual-sided brake blocks 17 significantly increases the total braking torque and heat dissipation area, shortens the emergency braking distance, and further enhances the safety performance of the inclined roadway transport vehicle under steep slopes and heavy load conditions.

[0030] like Figures 1 to 2 As shown, in some embodiments of this application, an elastic reset element 161 is also included. The elastic reset element 161 is disposed on the brake cylinder 16 and abuts against the brake arm 15. The resilient reset element 161 is configured to provide a reset force to assist the rotation of the brake arm 15 when the brake cylinder 16 extends, ensuring that the brake block 17 presses against the drive rail 32.

[0031] When the brake cylinder 16 extends to apply the brakes, the thrust of the cylinder and the restoring force released by the elastic element combine to push the brake arm 15 to rotate around the central hinge point, thereby forcing the brake block 17 to press against the drive rail 32 with greater force. When the cylinder compresses to release the brake, the elastic element is recompressed to store energy. This improves the reliability and safety of the braking system. Even in extreme conditions such as insufficient hydraulic system pressure, pipeline leakage, or sudden power source failure, the energy stored in the elastic restoring element 161 can still serve as a backup power source to force the brake arm 15 to complete the braking action, ensuring that the vehicle can be reliably stopped and preventing runaway accidents caused by hydraulic pressure loss. Secondly, the continuous auxiliary force provided by the elastic element can compensate for the wear and tear in the mechanical transmission chain, ensuring that the brake block 17 and the rail always maintain a stable contact pressure, improving the sensitivity of the braking response and the stability of the braking force. Finally, this structure can also buffer and absorb vibrations, reducing the rigid impact on the hydraulic system and mechanical structure during braking and extending the service life of the equipment.

[0032] Specifically, the elastic reset element can be a helical compression spring, sleeved on the outside of the piston rod of the brake cylinder 16.

[0033] like Figure 1 and Figure 3 As shown in some embodiments of this application, a load-bearing wheel 18 is also provided at the lower part of the main frame 11. The load-bearing wheel 18 is rolled and supported on the top surface of the load-bearing rail 31 to bear the weight of the entire vehicle. The load-bearing wheel 18 is independent of the friction drive wheel and the brake block 17, and is directly rolled and supported on the top surface of the dedicated load-bearing rail 31, so that the weight of the entire vehicle is completely transferred to the load-bearing rail 31. The friction wheel 14 is only responsible for providing traction force along the drive rail 32, and the brake block 17 is only responsible for applying normal braking force. The three perform their respective functions without interfering with each other. The independent load-bearing rail 31 and the load-bearing wheel 18 provide the vehicle with extremely high vertical rigidity and running stability, effectively suppressing the vehicle body swaying and serpentine movement common in inclined road transportation, and ensuring the vehicle's posture stability when running at high speed or on steep slopes.

[0034] like Figure 3 As shown, in some embodiments of this application, a guide wheel 19 is also included. The guide wheel 19 is installed at the center of the bottom side of the main frame 11. The rim of the guide wheel 19 is inserted into the side groove of the drive rail 32 to limit the lateral displacement of the vehicle during operation.

[0035] The guide wheel 19 is precisely engaged in the groove on the side of the drive rail 32 (or the inner side of the I-beam flange) to form a mechanical limiting fit. When the vehicle is subjected to centrifugal force, track installation error or load offset during operation in the inclined roadway, the guide wheel 19 contacts the side groove wall of the track to generate a reaction force, which forcibly restricts the vehicle body from lateral displacement or deflection, ensuring that the vehicle always travels along the center line of the track. This design avoids the common "snaking" swaying and deviation hazards in monorail transportation systems. Especially under conditions of steep turns or high-speed descent, it can significantly suppress lateral swaying of the vehicle body, greatly improving the smoothness of operation and the safety of passengers (or cargo). Secondly, by having the guide wheel 19 bear all the lateral guiding forces, it avoids the friction drive wheel and brake block 17 from bearing additional lateral shear forces, preventing abnormal wear, rail biting, or brake failure of the friction wheel 14 caused by lateral forces, and extending the service life of the core transmission components. Finally, the centrally located guide wheel 19 has a compact structure and does not occupy the drive space on both sides, effectively lowering the center of gravity of the vehicle and enhancing the anti-overturning ability, enabling the device to adapt to more complex track laying conditions (such as small radius curved tracks).

[0036] In some embodiments of this application, a brake frame 20, a brake shaft 21, a connecting rod 22, and a pin 23 are also included; The brake frame 20 is mounted on the main frame 11. The brake arm 15 is hinged to the brake frame 20 via the connecting rod 22. The brake arm 15 is connected to the brake block 17 via the brake shaft 21. The brake shaft 21 is slidably mounted on the brake frame 20, and a pin 23 is provided at the hinge joint between the brake arm 15 and the brake shaft 21.

[0037] The thrust of the brake cylinder 16 first acts on the brake arm 15, which rotates around its hinge point with the brake frame 20. Then, the motion is transmitted to the brake shaft 21 via the connecting rod 22. Finally, the brake shaft 21, guided by the brake frame 20, undergoes linear displacement, causing the brake block 17 connected to it to press against the track. The cooperation between the connecting rod 22 and the pin 23 forms a stable kinematic pair, effectively constraining the movement trajectory of the brake arm 15 and preventing lateral twisting or jamming during high-pressure braking. The brake frame 20, as a rigid base, provides stable support for the entire transmission chain.

[0038] like Figure 1 and Figure 3 As shown, in some embodiments of this application, a traction seat 111 is also provided on the main frame 11, and the traction seat 111 is detachably fixed to the main frame 11 by a threaded fastener.

[0039] A traction seat 111, detachably connected via threaded fasteners, is installed on the main frame 11, creating a modular and highly reliable load transfer interface. Firstly, this significantly improves maintenance convenience and operational efficiency. Under the high-intensity conditions of inclined shaft transportation, the traction seat 111, as a key component directly bearing the impact of train starting, braking, and operation, is highly susceptible to wear or fatigue damage. The detachable design of the threaded fasteners eliminates the need for complex thermal processing operations such as cutting and welding on the main frame 11 when the traction seat 111 is damaged. Maintenance personnel can quickly remove the old part and replace it with a new one using only conventional tools, significantly shortening equipment downtime for maintenance and reducing the difficulty of underground maintenance. Secondly, it enhances the reliability and impact resistance of the structural connection. The threaded connection has self-locking and high preload characteristics, effectively resisting high-frequency vibrations and instantaneous huge traction forces generated during vehicle operation, preventing loosening. Simultaneously, this rigid connection ensures that the traction load is uniformly and stably transferred from the mine car to the main frame 11, avoiding energy loss or structural deformation due to insufficient connection rigidity. Finally, it provides excellent structural adaptability and scalability. The detachable design allows for flexible replacement of different specifications of the traction seat 111 according to actual transportation needs (such as changing the traction height, adjusting the traction angle, or adapting to different models of mine car connectors), and even allows for functional upgrades without changing the main structure of the main frame 11.

[0040] In some embodiments of this application, the wheel cover of the friction wheel 14 is covered with a polyurethane or rubber liner; The brake block 17 includes a metal substrate and a friction lining fixed to the metal substrate on the side facing the drive rail 32.

[0041] The friction wheel 14 is coated with a polyurethane or rubber liner, achieving a "flexible" upgrade of the drive interface. Polyurethane material combines the high elasticity of rubber with the high wear resistance of plastic. Its high coefficient of friction allows the friction wheel 14 to generate sufficient traction force under a relatively small normal clamping force, effectively solving the problem of traditional steel wheels slipping easily on wet or oily tracks, making it particularly suitable for underground inclined roadway environments. At the same time, this elastic liner acts as a natural shock absorber, absorbing vertical high-frequency vibrations caused by uneven rail joints and welding, significantly reducing the overall vehicle operating noise and protecting the main frame 11 and onboard precision components from impact fatigue. In addition, the soft liner avoids hard steel-to-steel meshing, completely eliminating the risk of the drive wheel scratching the track surface and extending the service life of expensive special tracks.

[0042] The brake block 17 employs a composite design of "metal matrix + friction lining" to balance structural strength and braking performance. The metal matrix (usually high-strength cast steel or alloy steel) provides extremely high rigidity and impact resistance, ensuring that it does not deform or break under the enormous hydraulic thrust generated during emergency braking, thus guaranteeing reliable transmission of braking force. Meanwhile, the dedicated friction lining (usually made of high-temperature resistant, wear-resistant non-asbestos composite material) fixed to its surface focuses on providing a stable and controllable coefficient of friction. This not only avoids the high-temperature sparks generated by direct metal-to-rail friction (a key requirement for explosion-proof operation in downhole mines), but also maintains the thermal stability of frictional performance under high-temperature braking conditions, preventing "thermal fade." Furthermore, when the lining wears out, only inexpensive linings or the entire brake block need to be replaced, without scrapping the entire metal structure, significantly reducing the maintenance cost throughout its lifecycle.

[0043] In some embodiments of this application, the contact surface shape of the brake block 17 matches the web shape of the drive rail 32, and is an arc-shaped surface or a plane.

[0044] First, precise matching of the geometry maximizes the effective friction area. The web surface of the drive rail 32 (usually an I-beam or a special-shaped rail) is not perfectly flat and may have rolling tolerances or slight curvature. If the brake block shape does not match, actual braking often results in only edge or local high-point contact, leading to excessive pressure per unit area. This can easily cause rapid wear of the brake block, scratches on the rail surface, or even high-temperature welding. In this solution, the curved or flat brake block can closely fit the actual contour of the rail web, ensuring that under braking pressure, the entire brake block surface is uniformly stressed, distributing the braking force to the largest contact area. This full contact state not only improves the efficiency of braking force transmission and shortens the braking distance, but also effectively avoids material performance degradation (thermal decay) caused by local overheating, ensuring reliability under emergency braking conditions.

[0045] Secondly, this design significantly reduces operating noise and vibration, and extends component life. The shape-matched contact surface eliminates rigid impacts and fretting wear during braking. When the brake block presses against the rail, uniform contact prevents high-frequency squealing and severe vibration caused by stress concentration, improving the acoustic quality of the operating environment. Simultaneously, the uniform wear pattern significantly reduces and predicts the wear rate of the brake block and rail, preventing deep grooves or wavy wear on the rail web. This extends the replacement cycle of the expensive rail system and vulnerable components (brake blocks), reducing overall lifecycle maintenance costs.

[0046] The second aspect of this application provides a sloping track transport vehicle, including the electric traction device for the sloping track transport vehicle in any of the embodiments of the first aspect described above.

[0047] The inclined shaft rail transport vehicle provided according to the second aspect of this application integrates the electric traction device of the inclined shaft rail transport vehicle in any of the embodiments of the first aspect. This device constructs a "drive-brake" synchronous linkage mechanism based on a single brake cylinder 16. Its core working principle lies in utilizing the linear reciprocating motion of the brake cylinder 16, which is converted into a differential lever effect through the centrally hinged brake arm 15, thereby synchronously and in reverse controlling the states of the drive system and the braking system with a single power source. When the vehicle needs to run, the brake cylinder 16 compresses, pulling the brake arm 15 to rotate around the central hinge point. This rotation produces a dual effect: on the one hand, it forces the drive frame 12, connected to the main body of the brake arm 15, to swing towards the drive rail 32, pushing the friction wheel 14 to tightly press against the drive rail 32 to establish electric traction drive force; on the other hand, it causes the brake block 17 at the end of the brake arm 15 to lift in the opposite direction and disengage from the rail to release the brake, ensuring that the vehicle is in a highly efficient "drive-without-brake" operating state. Conversely, when stopping or emergency braking is required, the brake cylinder 16 extends, pushing the brake arm 15 to rotate in the opposite direction, causing the drive frame 12 to disengage the friction wheel 14 from the drive rail 32 to cut off power, while simultaneously forcing the brake block 17 to press against the rail to implement mechanical braking, ensuring that the vehicle enters a safe locking state of "brake-without-drive".

[0048] For any parts not mentioned in this application, existing technologies may be used or referenced.

[0049] The various embodiments in this specification are described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

[0050] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An electric traction device for a inclined shaft rail transport vehicle, characterized in that, include: A main frame (11) is provided with a drive frame (12), and a motor reducer (13) is installed on the drive frame (12). Friction wheel (14) is connected to the output end of the motor reducer (13) and is used to contact the drive rail (32) and generate driving force; A brake arm (15) is provided, one end of which is connected to a brake cylinder (16), and the other end is connected to a brake block (17). The middle part of the brake arm (15) is hinged to the main frame (11). The drive end of the drive frame (12) is hinged to the main body section between the middle hinge point of the brake arm (15) and the brake cylinder (16); in, When the brake cylinder (16) is compressed, it pulls the brake arm (15) to rotate around the central hinge point, so as to drive the drive end of the drive frame (12) toward the drive rail (32) and push the friction wheel (14) to press against the drive rail (32) to generate driving force. The brake arm (15) drives the brake block (17) to disengage from the drive rail (32) to release the brake. When the brake cylinder (16) extends, it pushes the brake arm (15) to rotate around the central hinge point, thereby driving the drive end of the drive frame (12) away from the drive rail (32) and pulling the friction wheel (14) away from the drive rail (32). The brake arm (15) drives the brake block (17) to press against the drive rail (32) to achieve braking.

2. The inclined shaft rail transport vehicle electric traction device according to claim 1, characterized in that, The drive frame (12) includes a left drive frame and a right drive frame, which are symmetrically hinged to the left and right sides of the main frame (11); There are two brake arms (15), namely a left brake arm and a right brake arm, and the middle parts of the left brake arm and the right brake arm are respectively hinged to the main frame (11). The two ends of the brake cylinder (16) are respectively connected to one end of the left brake arm and one end of the right brake arm, so as to realize that the friction wheels (14) on the left and right sides are pressed or released synchronously.

3. The inclined shaft rail transport vehicle electric traction device according to claim 1, characterized in that, It also includes an elastic reset element (161), which is disposed on the brake cylinder (16) and abuts against the brake arm (15). The elastic reset element (161) is configured to provide a reset force to assist the rotation of the brake arm (15) when the brake cylinder (16) extends, ensuring that the brake block (17) presses against the drive rail (32).

4. The inclined shaft rail transport vehicle electric traction device according to claim 1, characterized in that, The lower part of the main frame (11) is also provided with a bearing wheel (18), which is rolled and supported on the top surface of the bearing rail (31) to bear the gravity load of the whole vehicle.

5. The inclined shaft rail transport vehicle electric traction device according to claim 1, characterized in that, It also includes a guide wheel (19), which is installed at the bottom center of the main frame (11). The rim of the guide wheel (19) is inserted into the side groove of the drive rail (32) to limit the lateral displacement of the whole vehicle during operation.

6. The electric traction device for inclined shaft rail transport vehicles according to claim 1, characterized in that, It also includes a brake frame (20), a brake shaft (21), a connecting rod (22), and a pin (23). The brake frame (20) is mounted on the main frame (11), the brake arm (15) is hinged to the brake frame (20) via the connecting rod (22), and the brake arm (15) is connected to the brake block (17) via the brake shaft (21). The brake shaft (21) is slidably mounted on the brake frame (20), and a pin (23) is provided at the hinge point between the brake arm (15) and the brake shaft (21).

7. The inclined shaft rail transport vehicle electric traction device according to claim 1, characterized in that, The main frame (11) is also provided with a traction seat (111), which is detachably fixed to the main frame (11) by a threaded fastener.

8. The inclined shaft rail transport vehicle electric traction device according to claim 1, characterized in that, The friction wheel (14) is covered with a polyurethane or rubber lining; The brake block (17) includes a metal substrate and a friction lining fixed to the side of the metal substrate facing the drive rail (32).

9. The inclined shaft rail transport vehicle electric traction device according to claim 1, characterized in that, The contact surface shape of the brake block (17) matches the web shape of the drive rail (32), and is either an arc-shaped surface or a plane.

10. A inclined shaft rail transport vehicle, characterized in that, Includes the electric traction device for inclined track transport vehicles as described in any one of claims 1 to 9.

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