Emergency rail holding braking device for inclined shaft man-car transportation

Abstract

The utility model relates to the technical field of vehicle braking, and discloses an emergency rail holding braking device for inclined shaft man-vehicle transportation, which comprises a shell, and a trigger component and a braking component are arranged in the shell; the triggering assembly is used for starting the braking assembly when the vehicle is out of control; the brake assembly comprises a main brake unit and auxiliary brake units symmetrically distributed on the two sides of the main brake unit. The two auxiliary braking units are arranged, so that the problem that a vehicle body seriously shakes when the transport vehicle is braked emergently is solved, and stable braking of the vehicle under the emergency situation is achieved; as the auxiliary brake block holds the track during braking, the stability of the vehicle during braking can be better maintained, and the vehicle is prevented from being thrown out of the track during braking; by setting the movement stroke of the main brake unit and the auxiliary brake unit, the size of the brake assembly can be greatly reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle braking, in particular to an emergency rail-holding braking device used for inclined shaft human-vehicle transportation. Background Art

[0002] In tunnel construction, materials are usually transported by rail vehicles, and some tunnels are not horizontal but have an inclination. During the transportation of materials by vehicles, if an abnormal situation occurs, such as the traction rope breaking or falling off, the vehicle will lose control. Common braking devices can effectively brake the vehicle when the transport vehicle loses control, but the vehicle body is not stable during braking, and may even cause the vehicle to fall off the track. Utility Model Content

[0003] The utility model aims to provide an emergency rail-holding brake device for transporting people and vehicles in inclined shafts, which solves the problem of severe shaking of the vehicle body during emergency braking of the transport vehicle.

[0004] The utility model is realized through the following technical solutions: an emergency track-holding brake device for transportation of people and vehicles in inclined shafts, characterized in that it includes a shell, in which a trigger assembly and a brake assembly are arranged; the trigger assembly is used to activate the brake assembly when the vehicle loses control; the brake assembly includes a main brake unit and auxiliary brake units symmetrically distributed on both sides of the main brake unit; the auxiliary brake unit is used to initially decelerate the vehicle and get it stuck on the track to improve the stability of the vehicle body; the main brake unit is used to brake the vehicle to stop it from moving. By providing two auxiliary brake units, the problem of severe shaking of the vehicle body during emergency braking of the transport vehicle is solved, and smooth braking of the vehicle in emergency situations is achieved.

[0005] In order to better realize the utility model, further, the brake assembly includes a slide seat, the slide seat is fixedly connected to the housing, the main brake unit includes a main brake rod, the main brake rod is fixedly connected to the main brake block, the auxiliary brake unit includes an auxiliary brake rod, and the auxiliary brake rod is provided with an auxiliary brake block; the auxiliary brake rod and the main brake rod are both slidably connected to the slide seat, and the main brake rod and the auxiliary brake rod are driven by the driving unit to achieve vehicle braking. Through the above settings, two auxiliary brake blocks are used to perform auxiliary braking and stable limiting on the vehicle; the main brake block is used for main braking, so that the vehicle can be braked smoothly in an emergency.

[0006] In order to better realize the utility model, further, the auxiliary brake block is slidably connected to the auxiliary brake rod, the auxiliary brake block is fixedly connected to the second spring, the second spring is fixedly connected to the auxiliary brake rod, the auxiliary brake block is provided with a chamfer at one end away from the slide seat, and the auxiliary brake block is L-shaped. Through the above arrangement, the stability of the vehicle during braking can be better maintained to prevent the vehicle from being thrown off the track during braking.

[0007] In order to better realize the utility model, further, the driving unit includes a transmission shaft and a sliding rod, the transmission shaft is rotatably connected to the housing, the transmission shaft is fixedly connected to the main driving wheel and the auxiliary driving wheel, the two auxiliary driving wheels are symmetrically distributed on both sides of the main driving wheel, the main driving wheel cooperates with the main brake rod and the sliding rod, the auxiliary driving wheel cooperates with the auxiliary brake rod, the sliding rod is slidably connected to the second block, the second block is fixedly connected to the housing, the second block is fixedly connected to the fourth spring, and the fourth spring is fixedly connected to the sliding rod. Through the above arrangement, the synchronization of the main and auxiliary brake units can be guaranteed, and the working stability of the brake assembly can be improved.

[0008] In order to better realize the utility model, further, the main driving wheel is provided with a first tooth group and a second tooth group, the auxiliary driving wheel is provided with a third tooth group, the first tooth group is meshed with the slide bar, the third tooth group is meshed with the auxiliary brake bar, the second tooth group is intermittently meshed with the main brake bar, the main brake bar is fixedly connected to a third spring, the third spring is fixedly connected to the slide seat, and the number of teeth in the second tooth group is less than the number of teeth in the third tooth group. Through the above arrangement, the volume of the brake assembly can be greatly reduced.

[0009] In order to better realize the utility model, further, the trigger assembly includes a pull rod slidably connected to the housing, the pull rod is fixedly connected to the first spring, the first spring is fixedly connected to the first block, the first block is fixedly connected to the housing, the housing is rotatably connected to an incomplete gear, the incomplete gear is meshed with the pull rod, and the two sides of the incomplete gear are respectively fixedly connected to the shifting blocks; the trigger assembly also includes a clamping unit; the clamping unit includes an oblique clamping pin, the oblique clamping pin is slidably connected to the housing, the oblique clamping pin is fixedly connected to the fifth spring and the straight clamping pin, the fifth spring is fixedly connected to the housing, and the straight clamping pin cooperates with the sliding rod. Through the above arrangement, the trigger assembly can be activated at the first time when the vehicle loses control, ensuring timely braking and improving safety.

[0010] In order to better realize the utility model, further, the housing includes a brake housing, and the brake housing is provided with a plurality of mounting holes. The housing can be fixed more securely by providing a plurality of mounting holes.

[0011] Compared with the prior art, the utility model has the following advantages and beneficial effects:

[0012] (1) The utility model solves the problem of severe shaking of the vehicle body during emergency braking by providing two auxiliary brake units, thus achieving smooth braking of the vehicle in emergency situations;

[0013] (2) The utility model can better maintain the stability of the vehicle during braking and prevent the vehicle from being thrown off the track during braking because the auxiliary brake block holds the track during braking;

[0014] (3) The utility model can greatly reduce the volume of the brake assembly by setting the movement stroke of the main brake unit and the auxiliary brake unit. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of the overall structure of the utility model.

[0016] Figure 2 This is a front view of the overall structure of the utility model.

[0017] Figure 3 It is a sectional view of the overall structure of the utility model from a left angle.

[0018] Figure 4 It is a schematic diagram of the internal working state structure of the utility model.

[0019] Figure 5 A schematic diagram of the trigger component structure.

[0020] Figure 6 Schematic diagram of the slider structure.

[0021] Figure 7 It is a schematic diagram of the card connection unit structure.

[0022] Figure 8 Schematic diagram of the drive unit structure.

[0023] Fig. 9 Schematic diagram of the brake assembly structure

[0024] Among them: 101-brake housing; 102-mounting hole; 103-pull rod; 104-first spring; 105-first block; 106-slide seat; 107-main brake block; 108-main brake rod; 109-auxiliary brake block; 110-auxiliary brake rod; 111-second spring; 112-third spring; 113-incomplete gear; 114-shift block; 115-slide rod; 116-second block; 117-fourth spring; 118-auxiliary drive wheel; 119-oblique latch; 120-straight latch; 121-transmission shaft; 122-main drive wheel; 123-fifth spring. DETAILED DESCRIPTION

[0025] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0026] Embodiment 1:

[0027] like Figure 1-Figure 9 As shown, an emergency track-holding brake device for transporting people and vehicles in inclined shafts comprises a shell, in which a trigger assembly and a brake assembly are arranged; the trigger assembly is used to activate the brake assembly when the vehicle loses control; the brake assembly comprises a main brake unit and auxiliary brake units symmetrically distributed on both sides of the main brake unit; the auxiliary brake unit is used to initially decelerate the vehicle and clamp it on the track to improve the stability of the vehicle body; the main brake unit is used to brake the vehicle to stop it from moving.

[0028] When an abnormal situation occurs and the vehicle runs away, the lifting wire rope becomes loose, and the trigger assembly starts to move, thereby driving the brake assembly. The auxiliary and main brake units successively contact the track and then brake the vehicle. By setting up two auxiliary brake units, the problem of severe shaking of the transport vehicle body during emergency braking is solved, and the vehicle is braked smoothly in an emergency.

[0029] Embodiment 2:

[0030] like Figure 4 , Fig. 9 As shown, the brake assembly includes a slide 106, which is fixedly connected to the housing, the main brake unit includes a main brake rod 108, on which a main brake block 107 is fixedly connected, and the auxiliary brake unit includes an auxiliary brake rod 110, on which an auxiliary brake block 109 is arranged; the auxiliary brake rod 110 and the main brake rod 108 are both slidably connected to the slide 106, and the main brake rod 108 and the auxiliary brake rod 110 are driven by the driving unit to achieve the braking of the vehicle. Through the above arrangement, the two auxiliary brake blocks 109 are used to perform auxiliary braking and stable limiting on the vehicle; the main brake block 107 is used for main braking, so as to achieve stable braking of the vehicle in an emergency.

[0031] like Fig. 9As shown, the auxiliary brake block 109 is slidably connected to the auxiliary brake rod 110, and the second spring 111 is fixedly connected to the auxiliary brake block 109. The second spring 111 is fixedly connected to the auxiliary brake rod 110. The end of the auxiliary brake block 109 away from the slide seat 106 is provided with a chamfer, and the auxiliary brake block 109 is L-shaped.

[0032] When the auxiliary brake rod 110 is extended, the chamfer of the auxiliary brake block 109 contacts the track. At this time, the track squeezes the auxiliary brake block 109, so that the second spring 111 is compressed, and the auxiliary brake block 109 begins to assist in braking and limiting the vehicle. After that, the auxiliary brake block 109 continues to move with the extension of the auxiliary brake rod 110 until the second spring 111 begins to reset. At this time, one end of the auxiliary brake block 109 is stuck on the track, holding the track, and then the auxiliary brake block 109 continues to press on the side of the track. The second spring 111 is not completely reset, that is, the auxiliary brake block 109 is still assisting in braking the vehicle. At the same time, because the auxiliary brake block 109 holds the track, it can prevent the vehicle from being thrown off the track during braking. Through the above arrangement, the stability of the vehicle during braking can be better maintained, and the vehicle can be prevented from being thrown off the track during braking.

[0033] like Figure 4 , Figure 5 , Figure 8 , Fig. 9 As shown, the drive unit includes a transmission shaft 121 and a sliding bar 115. The transmission shaft 121 is rotatably connected to the shell. A main driving wheel 122 and an auxiliary driving wheel 118 are fixedly connected to the transmission shaft 121. Two auxiliary driving wheels 118 are symmetrically distributed on both sides of the main driving wheel 122. The main driving wheel 122 cooperates with the main brake rod 108 and the sliding bar 115. The auxiliary driving wheel 118 cooperates with the auxiliary brake rod 110. The sliding bar 115 is slidably connected to the second stopper 116. The second stopper 116 is fixedly connected to the shell. The second stopper 116 is fixedly connected to a fourth spring 117, and the fourth spring 117 is fixedly connected to the sliding bar 115.

[0034] In the initial state, the fourth spring 117 is stretched, and the slide bar 115 is limited by the trigger assembly. When the vehicle needs to brake, the trigger assembly no longer limits the slide bar 115. At this time, the slide bar 115 is pulled under the elastic force of the fourth spring 117, and the slide bar 115 drives the main drive wheel 122. The main drive wheel 122 makes the auxiliary drive wheel 118 rotate synchronously through the transmission shaft 121. The main drive wheel 122 rotates to drive the main brake rod 108, and the auxiliary drive wheel 118 rotates to drive the auxiliary brake rod 110; at this time, the main and auxiliary brake units begin to extend close to the track to brake, and the elastic force of the fourth spring 117 is used as the braking pressure. Through the above arrangement, the synchronization of the main and auxiliary brake units can be guaranteed, and the working stability of the brake assembly can be improved.

[0035] like Figure 8 , Fig. 9 As shown, the main driving wheel 122 is provided with a first tooth group and a second tooth group, the auxiliary driving wheel 118 is provided with a third tooth group, the first tooth group is engaged with the sliding rod 115, the third tooth group is engaged with the auxiliary brake rod 110, the second tooth group is intermittently engaged with the main brake rod 108, the main brake rod 108 is fixedly connected to a third spring 112, and the third spring 112 is fixedly connected to the sliding seat 106, and the number of teeth in the second tooth group is less than the number of teeth in the third tooth group.

[0036] When the slide bar 115 starts to move, the main drive wheel 122 and the auxiliary drive wheel 118 rotate synchronously, at which time the second tooth group will not mesh with the main brake rod 108, but the third tooth group will mesh with the auxiliary brake rod 110, and the two auxiliary brake rods 110 will be extended first, and then the second tooth group will begin to mesh with the main brake rod 108, and the main brake rod 108 and the auxiliary brake rod 110 will be extended synchronously. Through the above arrangement, when the brake assembly is not working, the auxiliary brake unit is further retracted and flush with the main brake unit; when the active assembly starts to work, the auxiliary brake unit is extended first, and then extended synchronously with the main brake unit, so that the volume of the brake assembly can be greatly reduced.

[0037] like Figure 5-Figure 7 As shown, the trigger assembly includes a pull rod 103 slidably connected to the shell, the pull rod 103 is fixedly connected to a first spring 104, the first spring 104 is fixedly connected to a first stop block 105, the first stop block 105 is fixedly connected to the shell, the shell is rotatably connected to an incomplete gear 113, the incomplete gear 113 is meshed with the pull rod 103, and the incomplete gear 113 is fixedly connected to a shift block 114 on both sides; the trigger assembly also includes a card connection unit; the card connection unit includes an oblique card pin 119, the oblique card pin 119 is slidably connected to the shell, the oblique card pin 119 is fixedly connected to a fifth spring 123 and a straight card pin 120, the fifth spring 123 is fixedly connected to the shell, the straight card pin 120 cooperates with the sliding rod 115, and the pull rod 103 is connected to an external traction wire rope.

[0038] When an abnormal situation occurs and the vehicle runs away, the lifting wire rope is loosened. At this time, under the reset action of the first spring 104, the pull rod 103 starts to move, the pull rod 103 drives the incomplete gear 113 to rotate, the incomplete gear 113 drives the shift block 114 to rotate, and the shift block 114 squeezes the oblique latch 119 when rotating. After the oblique latch 119 is squeezed, the fifth spring 123 is compressed, and the oblique latch 119 begins to retract, so that the straight latch 120 no longer clamps the slide bar 115. Through the above arrangement, the trigger component can be activated at the first time the vehicle loses control, ensuring timely braking and improving safety.

[0039] like Figure 1 As shown, the housing includes a brake housing 101, and a plurality of mounting holes 102 are provided on the brake housing 101. Bolts are passed through the mounting holes 102 and then fixed to the vehicle body. The plurality of mounting holes 102 can make the housing more securely fixed.

[0040] Working principle: During transportation, when the vehicle loses control for the first time, the traction wire rope relaxes, and the pull rod 103 moves driven by the first spring 104, so that the clamping unit no longer limits the sliding rod 115; after the sliding rod 115 is no longer restricted by the clamping unit, it starts to move away from the track under the action of the fourth spring 117, so that the main drive wheel 122 and the auxiliary drive wheel 118 rotate, and at this time, the two auxiliary brake units are extended first to assist in braking and limiting the vehicle, and then the main brake unit starts to work to stop the vehicle completely.

[0041] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Any simple modification or equivalent change made to the above embodiment based on the technical essence of the present invention shall fall within the protection scope of the present invention.

Claims

1. An emergency rail-holding brake device for inclined shaft personnel and vehicle transportation, characterized in that: It comprises a shell, in which a trigger assembly and a brake assembly are arranged; the trigger assembly is used to activate the brake assembly when the vehicle is out of control; the brake assembly comprises a main brake unit and auxiliary brake units symmetrically distributed on both sides of the main brake unit; the auxiliary brake unit is used to initially decelerate the vehicle and get it stuck on the track to improve the stability of the vehicle body; the main brake unit is used to brake the vehicle to stop it from moving.

2. The emergency rail-holding brake device for inclined shaft personnel and vehicle transportation according to claim 1 is characterized in that: The brake assembly comprises a slide seat (106), the slide seat (106) is fixedly connected to a housing, the main brake unit comprises a main brake rod (108), a main brake block (107) is fixedly connected to the main brake rod (108), and the auxiliary brake unit comprises an auxiliary brake rod (110), and an auxiliary brake block (109) is arranged on the auxiliary brake rod (110); the auxiliary brake rod (110) and the main brake rod (108) are both slidably connected to the slide seat (106), and the main brake rod (108) and the auxiliary brake rod (110) are driven by a driving unit, thereby achieving braking of the vehicle.

3. The emergency rail-holding brake device for inclined shaft personnel and vehicle transportation according to claim 2 is characterized in that: The auxiliary brake block (109) is slidably connected to the auxiliary brake rod (110), the auxiliary brake block (109) is fixedly connected to a second spring (111), the second spring (111) is fixedly connected to the auxiliary brake rod (110), and a chamfer is provided at one end of the auxiliary brake block (109) away from the slide seat (106), and the auxiliary brake block (109) is L-shaped.

4. The emergency rail-holding brake device for inclined shaft personnel and vehicle transportation according to claim 3 is characterized in that: The drive unit comprises a transmission shaft (121) and a sliding rod (115); the transmission shaft (121) is rotatably connected to a housing; a main drive wheel (122) and a secondary drive wheel (118) are fixedly connected to the transmission shaft (121); two secondary drive wheels (118) are symmetrically distributed on both sides of the main drive wheel (122); the main drive wheel (122) cooperates with a main brake rod (108) and the sliding rod (115); the secondary drive wheel (118) cooperates with the secondary brake rod (110); the sliding rod (115) is slidably connected to a second stopper (116); the second stopper (116) is fixedly connected to the housing; a fourth spring (117) is fixedly connected to the second stopper (116); and the fourth spring (117) is fixedly connected to the sliding rod (115).

5. The emergency rail-holding brake device for inclined shaft personnel and vehicle transportation according to claim 4 is characterized in that: The main drive wheel (122) is provided with a first tooth group and a second tooth group, the auxiliary drive wheel (118) is provided with a third tooth group, the first tooth group is meshed with the slide rod (115), the third tooth group is meshed with the auxiliary brake rod (110), the second tooth group is intermittently meshed with the main brake rod (108), the main brake rod (108) is fixedly connected to a third spring (112), the third spring (112) is fixedly connected to the slide seat (106), and the number of teeth in the second tooth group is less than the number of teeth in the third tooth group.

6. The emergency rail-holding brake device for inclined shaft personnel and vehicle transportation according to claim 5 is characterized in that: The trigger assembly comprises a pull rod (103) slidably connected to a housing, the pull rod (103) being fixedly connected to a first spring (104), the first spring (104) being fixedly connected to a first stopper (105), the first stopper (105) being fixedly connected to the housing, the housing being rotatably connected to an incomplete gear (113), the incomplete gear (113) being meshed with the pull rod (103), and the two sides of the incomplete gear (113) being fixedly connected to shifting blocks (114) respectively; the trigger assembly further comprises a clamping unit; the clamping unit comprises an oblique clamping pin (119), the oblique clamping pin (119) being slidably connected to the housing, the oblique clamping pin (119) being fixedly connected to a fifth spring (123) and a straight clamping pin (120), the fifth spring (123) being fixedly connected to the housing, and the straight clamping pin (120) being matched with the slide rod (115).

7. An emergency rail-holding brake device for inclined shaft personnel and vehicle transportation according to any one of claims 1 to 6, characterized in that: The housing comprises a brake shell (101), and a plurality of mounting holes (102) are provided on the brake shell (101).

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