Overhead man car box-holding system for mine

Abstract

The utility model discloses an overhead man car box-holding system for a mine, which comprises a box-holding assembly used for realizing the brake-holding action of an overhead man car in the running and stopping states, a cylinder used for driving the box-holding assembly, and a box-holding PLC (Programmable Logic Controller) control unit used for controlling the cylinder to stretch out and draw back, the holding box PLC control unit is used for holding a brake motor, the power source is used for independently supplying power to the holding box PLC control unit, and the overhead man car PLC control unit is used for controlling operation of the overhead man car and sending starting / stopping signals to the holding box PLC control unit. The problem that in the prior art, a motor is prone to being damaged due to overheating is solved, the running stability and safety of the overhead man car are remarkably improved, under the condition that the overhead man car runs continuously for a long time, the air cylinder cannot lose efficacy due to overheating, the fault occurrence frequency is greatly reduced, and the service life of equipment is prolonged.

Description

Technical Field

[0001] This utility model belongs to the field of overhead personnel carrier technology, specifically relating to an overhead personnel carrier holding box system for use in mines. Background Technology

[0002] With the advancement of technology and the continuous improvement of coal mine mechanization, aerial personnel carriers have been widely used in mines. As an important means of personnel transportation, aerial personnel carriers effectively solve the transportation problems of miners going up and down the mine, greatly reduce the labor intensity of workers, and significantly improve work efficiency and safety. Since mine roadways are mostly inclined structures, manual walking poses a great risk, while aerial personnel carriers can safely and quickly transport personnel in complex terrain, becoming an indispensable and important piece of equipment in the daily production of coal mines.

[0003] However, aerial personnel carriers are mostly installed in inclined mine shafts, and the equipment operates continuously for long periods. During continuous operation, the brake motors generate heat, and most brake motors are not equipped with effective heat dissipation devices, causing the motor temperature to gradually rise and eventually leading to overheating and damage. In addition, frequent start-stop operations exacerbate the mechanical wear of the motors and shorten their service life. Once the motor fails, the aerial personnel carrier may not be able to brake in time when stopping, causing the vehicle to slide down, seriously threatening the lives of miners. Therefore, how to improve the existing brake system, reduce the frequency of motor failures, and ensure the safe and stable operation of aerial personnel carriers is a technical problem that urgently needs to be solved. Utility Model Content

[0004] To address the common problems in existing technologies, this utility model provides a clamping system for overhead personnel carriers in mines, including a clamping assembly for realizing the clamping action of the overhead personnel carrier in both running and stopped states.

[0005] A cylinder, connected to the controlled end of the cassette assembly, is used to drive the cassette assembly;

[0006] The PLC control unit of the cylinder is connected to the controlled end of the cylinder and is used to control the extension and retraction of the cylinder;

[0007] Power supply, connected to the power supply terminal of the PLC control unit of the cartridge box, is used to supply power to the PLC control unit of the cartridge box independently;

[0008] The overhead personnel carrier PLC control unit is connected to the controlled terminal of the clutch box PLC control unit, and is used to control the operation of the overhead personnel carrier and send start / stop signals to the clutch box PLC control unit.

[0009] This utility model has the following advantages compared with the prior art:

[0010] This utility model embodiment overcomes the problem of motor overheating and damage in the prior art by using a cylinder instead of a traditional brake motor, and significantly improves the operational stability and safety of the overhead personnel carrier. Since the cylinder uses compressed air as a power source, it has the characteristics of smooth operation and excellent heat dissipation. Under the condition of continuous operation of the overhead personnel carrier for a long time, the cylinder will not fail due to overheating, which greatly reduces the frequency of failure and extends the service life of the equipment.

[0011] In addition, the cylinder has a relatively simple mechanical structure and low maintenance cost, avoiding the mechanical losses and energy consumption problems caused by frequent start-stop of the motor, thereby effectively reducing the system's operation and maintenance costs. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of a common overhead personnel carrier holding device in existing technology;

[0013] Figure 2 This is a schematic diagram of the overhead personnel carrier holding system of this utility model;

[0014] Figure 3 This is a circuit diagram of the overhead personnel carrier holding system of this utility model;

[0015] Figure 4 This is the electrical control diagram of the PLC control unit of the overhead personnel carrier of this utility model;

[0016] Figure 5 This is the electrical control diagram of the PLC control unit for the housing of this utility model;

[0017] Figure 6 This is the circuit diagram of the transformer circuit of this utility model;

[0018] Figure 7 This is a schematic diagram of the braking state of the clutch assembly of this utility model;

[0019] Figure 8 This is a schematic diagram of the reset state of the cartridge assembly of this utility model;

[0020] Figure 9 This is a schematic diagram of the working state of the limit switch of this utility model.

[0021] Figure label:

[0022] 100. Gripper assembly; 110. Stroke rod; 120. First brake band; 130. Second brake band; 140. First connecting part; 150. Second connecting part; 200. Cylinder; 300. Gripper PLC control unit; 400. Power supply; 500. Overhead personnel carrier PLC control unit; 600. Limit switch FG;

[0023] 1KM, first relay; 2KM, second relay;

[0024] 1DCF, first solenoid valve; 2DCF, second solenoid valve;

[0025] Fu, fuse;

[0026] T1, Transformer;

[0027] Q1. Single-pole double-throw switch;

[0028] BR1, rectifier bridge;

[0029] Y020, First vehicle output terminal; Y021, Second vehicle output terminal;

[0030] X010, First Person Vehicle Input Terminal;

[0031] Y01, First cassette output terminal; Y02, Second cassette output terminal;

[0032] X00, First cartridge input terminal;

[0033] X01, Second cartridge input terminal;

[0034] COM, public terminal. Detailed Implementation

[0035] 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 a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0036] The terms "first," "second," and "third" used in this application are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number or order of the indicated technical features. All directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of this application are only used to explain the relative positional relationship or movement of components in a specific posture (as shown in the accompanying drawings). It should be noted that when a component is referred to as "fixed to," "set on," or "connected to" another component, it can be directly on the other component or there may be an intermediate component. When a component is considered to be "connected to" another component, it can be directly connected to the other component, or there may be one or more intermediate components present simultaneously. The terms "vertical," "horizontal," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0037] Reference Figure 1 Existing overhead personnel carriers typically use electro-hydraulic block brakes, which mainly achieve braking function through the equipped brake motor. The working principle is as follows: before the overhead personnel carrier starts running, the brake is opened; when the overhead personnel carrier stops running, the brake is closed to achieve braking.

[0038] However, in actual use, it was found that the brake motor was damaged frequently, which greatly affected the normal operation of the equipment and the safety of personnel. The analysis of the causes of damage showed that the overhead personnel carrier was running continuously every day, and the brake motor needed to be in the open state for a long time. The motor was running continuously without a heat dissipation device, which led to poor heat dissipation, heat accumulation, and eventually burnout of the motor. After the motor burned out, the brake could not be applied in time and effectively, causing the equipment to reverse and slide down, causing passengers to lose their balance or even roll down the slope, which greatly threatened personal safety.

[0039] First embodiment:

[0040] Reference Figure 2 To address the safety hazards of existing technologies, this utility model provides an overhead personnel carrier holding system for mines, comprising:

[0041] The brake assembly 100 is used to realize the brake action of the overhead personnel carrier in the running and stopped states;

[0042] Cylinder 200 is connected to the controlled end of the cartridge assembly 100 and is used to drive the cartridge assembly 100;

[0043] The PLC control unit 300 is connected to the controlled end of the cylinder 200 and is used to control the extension and retraction of the cylinder 200.

[0044] Power supply 400 is connected to the power supply terminal of the PLC control unit 300 of the cartridge box and is used to supply power to the PLC control unit 300 of the cartridge box separately.

[0045] The overhead personnel carrier PLC control unit 500 is connected to the controlled terminal of the box-holding PLC control unit 300, and is used to control the operation of the overhead personnel carrier and send start / stop signals to the box-holding PLC control unit 300.

[0046] Specifically, the overhead personnel carrier PLC control unit 500 sends a start signal to the clutch PLC control unit 300. The clutch PLC control unit 300 controls the cylinder 200 to extend and retract to open the brake. After the brake assembly 100 is fully open, it transmits a position signal to the overhead personnel carrier PLC control unit 500 to confirm that the brake is in the open state. When the overhead personnel carrier stops, the overhead personnel carrier PLC control unit 500 sends a stop signal to the clutch PLC control unit 300. The clutch PLC control unit 300 controls the cylinder 200 to close the brake, and the overhead personnel carrier stops running.

[0047] In some embodiments, the power supply 400 can draw power from the lighting circuit or be an independent power supply, thereby providing power to the PLC control unit 300 of the overhead personnel carrier separately, ensuring separation from the overhead personnel carrier control power supply.

[0048] This utility model embodiment overcomes the problem of motor overheating and damage in the prior art by using a cylinder 200 instead of a traditional brake motor, significantly improving the operational stability and safety of the overhead personnel carrier. Since the cylinder 200 uses compressed air as its power source, it has the characteristics of smooth operation and excellent heat dissipation. Under the condition of continuous operation of the overhead personnel carrier for a long time, the cylinder 200 will not fail due to overheating, greatly reducing the frequency of failures and extending the service life of the equipment.

[0049] In addition, the mechanical structure of cylinder 200 is relatively simple and the maintenance cost is low. It avoids the mechanical loss and energy consumption problems caused by frequent start and stop of the motor, thereby effectively reducing the operating and maintenance costs of the system.

[0050] Second embodiment:

[0051] Reference Figure 7-8 This utility model embodiment provides another overhead personnel carrier clutch system for mines. Specifically, the clutch assembly 100 includes a travel rod 110, a first brake band 120, and a second brake band 130. The first brake band 120 and the second brake band 130 are used to brake the overhead personnel carrier motor. The first brake band 120 is provided with a first connecting part 140 that is rotatably connected to one end of the travel rod 110. The second brake band 130 is provided with a second connecting part 150 that is slidably connected to the travel rod 110. The other end of the travel rod 110 is provided with a limit switch 600. The other end of the travel rod 110 is also connected to the cylinder 200. The limit switch 600 is used to detect the position of the travel rod 110 and provide a signal to the clutch PLC control unit 300 that the brake is in place.

[0052] Reference Figure 3-5In some embodiments, the system further includes a first relay 1KM, a second relay 2KM, a first solenoid valve 1DCF, and a second solenoid valve 2DCF. The first man-cart output terminal Y020 of the overhead man-cart PLC control unit 500 is connected to the common terminal COM through the coil of the first relay 1KM, and the second man-cart output terminal Y021 is connected to the common terminal COM through the second relay 2KM. The first man-cart input terminal X010 of the overhead man-cart PLC control unit 500 is connected to the common terminal COM through the limit switch 600. The first cassette input terminal X00 of the cassette box PLC control unit 300 is connected to the common terminal COM through the normally open contact of the first relay 1KM. The second cassette input terminal X01 of the cassette box PLC control unit 300 is connected to the common terminal COM through the normally open contact of the second relay 2KM. The first cassette output terminal Y01 of the cassette box PLC control unit 300 is connected to the common terminal COM through the first solenoid valve 1DCF, and the second cassette output terminal Y02 of the cassette box PLC control unit 300 is connected to the common terminal COM through the second solenoid valve 2DCF.

[0053] Specifically, when the overhead personnel carrier enters the operating state, the output terminal of the overhead personnel carrier PLC control unit 500 sends a start signal to the first relay 1KM. The relay 1KM is energized, and its normally open contact closes. After receiving the signal from the input terminal, the clutch PLC control unit 300 drives the first solenoid valve 1DCF to operate through the output terminal. Compressed air enters the cylinder 200, pushing the stroke rod 110 to move, causing the first brake band 120 and the second brake band 130 to open, releasing the brake on the overhead personnel carrier motor. At the same time, after the stroke rod 110 moves to the position, it triggers the limit switch 600 to close, transmitting the input signal to the overhead personnel carrier PLC control unit 500 to confirm that the brake has been fully opened. At this time, the overhead personnel carrier enters a safe operating state.

[0054] Specifically, when the overhead personnel carrier enters the stopped state, the output terminal of the overhead personnel carrier PLC control unit 500 sends a stop signal to the second relay 2KM. The relay 2KM is energized, and its normally open contact closes. After receiving the signal from the input terminal, the clutch PLC control unit 300 drives the second solenoid valve 2DCF to operate through the output terminal. The cylinder 200 retracts, and the stroke rod 110 is reset accordingly. The first brake band 120 and the second brake band 130 close, effectively braking the overhead personnel carrier motor. At the same time, the limit switch 600 resets, disconnects the input terminal signal, and sends feedback to the overhead personnel carrier PLC control unit 500 that the brake has been closed, and the overhead personnel carrier enters the stopped state.

[0055] It should be noted that, referring to Figure 9The limit switch 600 includes normally closed contacts 1 and 2, normally open contacts 3 and 4, a conductive plate that can move up and down, and a rocker arm that can move at a certain angle. The normally closed contact 1 of the limit switch 600 is connected to the first vehicle input terminal X010 of the overhead personnel carrier PLC control unit 500, and the normally closed contact 2 of the limit switch 600 is connected to the common terminal COM. The rocker arm is connected to the travel rod, and the angle of the rocker arm changes with the angle of the travel rod. When the overhead personnel carrier enters the stop state, the rocker arm rotates counterclockwise by a certain angle with the travel rod, and the conductive plate moves from the normally closed contacts 1 and 2 to the normally open contacts 3 and 4. The limit switch 600 resets and disconnects the input terminal signal. Similarly, when the overhead personnel carrier enters the start state, the rocker arm rotates clockwise by a certain angle with the travel rod, and the conductive plate moves from the normally open contacts 3 and 4 to the normally closed contacts 1 and 2. The limit switch 600 closes and transmits the input signal to the overhead personnel carrier PLC control unit 500.

[0056] This utility model embodiment uses a cylinder 200 to drive the stroke rod 110 to control the first brake band 120 and the second brake band 130, replacing the traditional motor drive and reducing failures caused by motor overheating. At the same time, combined with the limit switch 600 and the clutch PLC control unit 300, it realizes real-time monitoring and feedback of the brake status, ensuring the safety and reliability of the overhead personnel carrier in operation and stop states.

[0057] Reference Figure 6 In some embodiments, a transformer circuit is further provided between the power supply 400 and the PLC control unit 300. The transformer circuit includes a fuse Fu, a transformer T1, a single-pole double-throw switch Q1, and a rectifier bridge BR1. The power supply 400 is connected to the primary side of the transformer T1 through the single-pole double-throw switch Q1. The secondary side of the transformer T1 is connected to the AC input port of the rectifier bridge BR1. The first DC output port of the rectifier bridge BR1 is connected to the first power supply port of the PLC control unit 300, and the second DC output port of the rectifier bridge BR1 is connected to the second power supply port of the PLC control unit 300.

[0058] In some embodiments, a fuse Fu is also provided between the single-pole double-throw switch Q1 and the primary side of the transformer T1.

[0059] In this embodiment, the power supply 400 is connected to the primary side of the transformer T1 via a single-pole double-throw switch Q1. The power supply voltage is stepped down by the transformer T1 and then transmitted to the secondary side. The secondary side of the transformer T1 transmits the stepped-down AC power to the AC input port of the rectifier bridge BR1. The rectifier bridge BR1 rectifies the AC power into DC power and provides DC power to the power supply port of the PLC control unit 300 through its DC output port, thereby providing power to the PLC control unit 300. The fuse Fu provides overcurrent protection in the circuit to ensure the safe operation of the system.

[0060] This utility model is not limited to the above-mentioned optional embodiments. Anyone can derive other forms of products under the guidance of this utility model. However, regardless of any changes made in its shape or structure, any technical solution that falls within the scope of the claims of this utility model shall be protected by this utility model.

Claims

1. A system for holding a manned vehicle in an elevated mine shaft, characterized in that, include: The brake assembly (100) is used to realize the brake action of the overhead personnel carrier in the running and stopped states; A cylinder (200) is connected to the controlled end of the cassette assembly and is used to drive the cassette assembly; The PLC control unit (300) of the cylinder is connected to the controlled end of the cylinder and is used to control the extension and retraction of the cylinder; Power supply (400), connected to the power supply terminal of the PLC control unit of the cartridge box, is used to supply power to the PLC control unit of the cartridge box separately; The overhead personnel carrier PLC control unit (500) is connected to the controlled terminal of the box-holding PLC control unit and is used to control the operation of the overhead personnel carrier and send start / stop signals to the box-holding PLC control unit.

2. The overhead personnel carrier holding system for mines as described in claim 1, characterized in that, The brake chuck assembly includes a travel rod (110), a first brake band (120), and a second brake band (130). The first brake band (120) and the second brake band (130) are used to brake the overhead vehicle motor. The first brake band is provided with a first connecting part (140) that is rotatably connected to one end of the travel rod, and the second brake band is provided with a second connecting part (150) that is slidably connected to the travel rod. The other end of the travel rod is provided with a limit switch (600), and the other end of the travel rod is also connected to the cylinder (200). The limit switch is used to detect the position of the travel rod and provide a signal to the brake chuck PLC control unit (300) that the brake is in place.

3. The overhead personnel carrier holding system for mines as described in claim 2, characterized in that, It also includes a first relay (1KM), a second relay (2KM), a first solenoid valve (1DCF), and a second solenoid valve (2DCF). The first man-cart output terminal (Y020) of the overhead man-cart PLC control unit (500) is connected to the common terminal (COM) through the coil of the first relay (1KM), and the second man-cart output terminal (Y021) is connected to the common terminal (COM) through the second relay (2KM). The first man-cart input terminal (X010) of the overhead man-cart PLC control unit (500) is connected to the common terminal (COM) through the limit switch (600). The cassette PLC control unit (3) The first cartridge input terminal (X00) of the cartridge PLC control unit (300) is connected to the common terminal (COM) through the normally open contact of the first relay (1KM). The second cartridge input terminal (X01) of the cartridge PLC control unit (300) is connected to the common terminal (COM) through the normally open contact of the second relay (2KM). The first cartridge output terminal (Y01) of the cartridge PLC control unit (300) is connected to the common terminal (COM) through the first solenoid valve (1DCF). The second cartridge output terminal (Y02) of the cartridge PLC control unit (300) is connected to the common terminal (COM) through the second solenoid valve (2DCF).

4. The overhead personnel carrier holding system for mines as described in claim 3, characterized in that, A transformer circuit is also provided between the power supply (400) and the PLC control unit (300) of the housing. The transformer circuit includes a transformer (T1), a single-pole double-throw switch (Q1), and a rectifier bridge (BR1). The power supply (400) is connected to the primary side of the transformer (T1) through the single-pole double-throw switch (Q1). The secondary side of the transformer (T1) is connected to the AC input port of the rectifier bridge (BR1). The first DC output port of the rectifier bridge (BR1) is connected to the first power supply port of the PLC control unit (300) of the housing, and the second DC output port of the rectifier bridge (BR1) is connected to the second power supply port of the PLC control unit (300) of the housing.

5. A mine overhead personnel carrier holding system as described in claim 4, characterized in that, A fuse (Fu) is also provided between the single-pole double-throw switch (Q1) and the primary side of the transformer (T1).

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