Low-clearance riding device of monorail crane

Abstract

The utility model relates to the technical field of coal mine low-clearance riding, and discloses a monorail crane low-clearance riding device which comprises a limiting assembly fixed on a carriage top beam, a locking assembly fixed on a front longitudinal beam and a rear longitudinal beam of a carriage seat, and a ladder stand assembly connected with the limiting assembly, the number of the limiting assemblies is two, and the two limiting assemblies are arranged on the outer sides of front and rear longitudinal beams of a carriage seat in parallel at intervals and drive the ladder stand assembly to move up and down in the length direction of the longitudinal beams. The locking assemblies are arranged on the left side and the right side of the limiting assembly, the ladder stand assembly is arranged to be capable of being switched between a first position and a second position through matching of the locking assemblies and the limiting assembly, the ladder stand assembly is located below a carriage at the first position, and the ladder stand assembly is parallel to a carriage seat at the second position; the monorail crane low-clearance riding device does not need any ground facilities such as riding platforms, does not need external auxiliary equipment such as an external electric driving device, and is convenient for passengers to get on and off in a roadway.

Description

Technical Field

[0001] This utility model relates to the field of low headroom vehicle transportation technology in coal mines, specifically to a monorail low headroom vehicle transportation device. Background Technology

[0002] Monorail cranes are an efficient transportation tool in coal mine roadways. However, there are a series of safety hazards in the actual operation of manned monorail cranes. These safety hazards mainly stem from the inherent limitations of the monorail transportation system itself.

[0003] Because the endpoints of monorail cranes are often located near the ventilation or machine roadways close to the longwall mining face, these areas are complex environments with numerous instruments and equipment, making it difficult to find suitable space for a dedicated passenger platform. The monorail crane passenger platform is often placed near the starting point, forcing workers to use pipes suspended from the roadway walls to disembark or jump directly from the car, which is inconvenient and poses certain safety hazards. Furthermore, in some special circumstances, mine workers may climb onto the car with their bare hands, especially when the space in front of and behind the seats is relatively narrow and the overall height within the roadway is uneven. When the monorail crane is at a higher position, climbing onto the car with bare hands can pose even more serious safety risks. Utility Model Content

[0004] The purpose of this utility model is to overcome the problem that it is inconvenient for staff to get on and off when the monorail crane is in a high position in the existing technology, and to provide a monorail crane low headroom boarding device. This monorail crane low headroom boarding device does not require any boarding platform or other ground facilities, nor does it require external auxiliary equipment such as external electric drive devices, making it convenient for passengers to get on and off in the tunnel.

[0005] To achieve the above objectives, this utility model provides a monorail low headroom boarding device, including a limiting component fixed on the top beam of the carriage, a locking component fixed on the front and rear longitudinal beams of the carriage seats, and a ladder component connected to the limiting component.

[0006] The limiting components are configured as two, which are arranged parallel to each other and spaced apart on the outer side of the front and rear longitudinal beams of the carriage seats, and drive the climbing ladder assembly to move up and down along the length of the longitudinal beams;

[0007] The locking component is disposed on the left and right sides of the limiting component, and the ladder component is configured to switch between a first position and a second position by cooperating with the locking component and the limiting component. In the first position, the ladder component is located below the carriage, and in the second position, the ladder component is parallel to the seats of the carriage.

[0008] In some embodiments, the system further includes two transmission components disposed on the outer sides of the front and rear longitudinal beams of the carriage seats, one end of the transmission component being connected to the limiting component and the other end of the transmission component being connected to the ladder component.

[0009] In some embodiments, the limiting component includes a cylindrical limiting rod and a buffer spring sleeved on the limiting rod. One end of the limiting rod is connected to the top beam of the carriage, and the other end of the limiting rod is connected to the transmission component.

[0010] The limiting rod includes a first section rod, a second section rod embedded in the first section rod, and a third section rod embedded in the second section rod. The two ends of the buffer spring are respectively fixed to the first section rod and the third section rod.

[0011] In some embodiments, the locking components are provided in two pairs, with the two pairs of locking components located at the same height on the front and rear longitudinal beams of the carriage seats, and each pair of locking components being disposed opposite to each other on the left and right sides of the limiting component.

[0012] In some embodiments, the locking assembly includes an upper base and a lower base;

[0013] The lower base is fixedly connected to the longitudinal beam. The interior of the lower base is provided with a return spring extending along the length of the longitudinal beam. The top end of the return spring is connected to the bottom end of the upper base. The side of the lower base near the limiting component is provided with a slide rail that is inclined at 15° toward the upper base.

[0014] The upper base includes a slider disposed below the upper base, and the slider moves linearly on the slide rail.

[0015] In some embodiments, the upper base further includes an irregular annular groove disposed inside the upper base and an L-shaped tie rod whose top end is connected to the roof beam of the carriage, the L-shaped tie rod sliding within the irregular annular groove;

[0016] The irregular annular groove includes an inlet groove extending vertically downward from the top of the upper base, a V-shaped groove connected to the inlet groove and with its opening facing downward, and a return groove connected at one end to the V-shaped groove and at the other end to the inlet groove.

[0017] A compression spring is provided at the bottom end of the L-shaped pull rod near the outer shell of the upper base.

[0018] In some embodiments, a first step is provided at the connection between the inlet groove and the V-groove, a second step is provided at the middle position of the V-groove, and a third step is provided at the connection between the V-groove and the return groove. The heights of the first step, the second step, and the third step decrease sequentially. The bottom surface of the return groove is configured to gradually increase in slope towards the inlet groove, and the bottom surface of the other end of the return groove is higher than the bottom surface of the inlet groove.

[0019] In some embodiments, the transmission assembly includes a transmission body, the center of which is provided with a cavity extending vertically downward from the top of the transmission body for embedding the first section rod.

[0020] The outer peripheral surface of the top of the transmission body is provided with a concave-convex structure that cooperates with the locking component to lock the position of the climbing component.

[0021] The bottom end of the transmission body is connected to the ladder assembly.

[0022] In some embodiments, a handle is provided on the side of the transmission body near the passenger seat. The transmission body and the handle are connected by an engagement structure and a rotating shaft. The handle is configured to rotate inward up to 90° around the rotating shaft and cannot be folded outward.

[0023] In some embodiments, the ladder assembly includes a ladder frame, the ladder frame including interconnected connecting rods and foot pedals, and the two ends of the ladder frame being respectively connected to the bottom ends of the two transmission assemblies.

[0024] Through the above technical solution, the monorail low-headroom boarding device does not change the original structure of the monorail locomotive, does not require any ground facilities such as a boarding platform, and does not require external auxiliary equipment such as an external electric drive device. By setting up a climbing ladder component, it facilitates passengers to get on and off; by setting up a limiting component, it ensures that the climbing device can perform lifting and lowering operations within a set range; by cooperating with the limiting component and the locking component, the climbing component can switch between the first position and the second position, thereby realizing the conversion between climbing mode and guardrail mode. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the structure of a monorail low-headroom passenger vehicle device provided by this utility model when it is in guardrail mode;

[0026] Figure 2 This is a schematic diagram of the structure of a monorail low-headroom vehicle boarding device provided by this utility model in the ladder climbing mode;

[0027] Figure 3 yes Figure 1 Enlarged schematic diagram of the structure at point A in the middle;

[0028] Figure 4 This is a schematic diagram of the internal structure of the upper base of the locking component in this utility model;

[0029] Figure 5 This is a schematic diagram of the lower base structure of the locking component in this utility model;

[0030] Figure 6 This is an assembly diagram of the ladder component in this utility model.

[0031] Explanation of reference numerals in the attached figures

[0032] 1. Limiting assembly; 11. Limiting rod; 111. First section rod; 112. Second section rod; 113. Third section rod; 12. Buffer spring; 2. Locking assembly; 21. Upper base; 211. Slider; 212. Irregular annular groove; 2121. Inlet groove; 2122. V-groove; 2123. Return groove; 2124. First step; 2125. Second step; 2126. Third step; 213. L-shaped pull rod; 2131, compression spring; 22, lower base; 221, return spring; 222, slide rail; 3, ladder assembly; 31, ladder frame; 311, connecting rod; 312, foot pedal; 3121, foot pedal bearing; 3122, threaded hole; 3123, screw; 4, transmission assembly; 41, transmission body; 42, cavity; 43, concave-convex structure; 44, handle; 45, meshing structure; 46, rotating shaft. Detailed Implementation

[0033] The specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit the scope of this utility model.

[0034] It should be noted that, in the description of this utility model, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "inner," "outer," "left," "right," "top," and "bottom," etc., indicating orientation or positional relationships, are only for the convenience of describing this utility model 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 utility model. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0035] Furthermore, the terms "first," "second," and similar words used in this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different parts. Words such as "comprising" or "including" mean that the element preceding the word encompasses the element listed after the word, and do not exclude the possibility of encompassing other elements as well.

[0036] It should also be noted that, in the description of this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0037] Combination Figure 1 and Figure 2 As shown, this utility model provides a monorail-mounted low-headroom passenger vehicle device, including a limiting component 1 fixed to the top beam of the carriage, a locking component 2 fixed to the front and rear longitudinal beams of the carriage seats, and a climbing component 3 connected to the limiting component 1; the limiting component 1 is configured as two, and the two limiting components 1 are arranged parallel and spaced apart on the outer side of the front and rear longitudinal beams of the carriage seats, and drive the climbing component 3 to move up and down along the length of the longitudinal beams; the locking component 2 is arranged on the left and right sides of the limiting component 1, and the climbing component 3 is configured to be able to switch between a first position and a second position by the cooperation of the locking component 2 and the limiting component 1, wherein, in the first position, the climbing component 3 is located below the carriage, and in the second position, the climbing component 3 is parallel to the carriage seats.

[0038] In the technical solution provided by this utility model, the ladder component 3 is configured to switch between a first position and a second position through the cooperation of the limiting component 1 and the locking component 2, thereby realizing two different usage modes of this monorail low-headroom passenger device, namely the ladder mode (e.g.) Figure 1 (as shown) and guardrail patterns (such as) Figure 2 (As shown). In the first position, the ladder assembly 3 is located below the car and at its lowest travel position, allowing passengers to get on and off the car. In the second position, the ladder assembly 3 is parallel to the car seats and at its highest travel position. At this time, the ladder assembly 3 acts as a guardrail, thus preventing passengers from falling off the car during the monorail's operation.

[0039] It is understood that this passenger device is installed on the outside of the longitudinal beams in front and behind the car seats, without interfering with the original structure of the monorail crane. Preferably, a metal protective shell is provided around this passenger device. The metal protective shell can be set to any appropriate structure so as not to interfere with the operation of the device and to protect the relevant components of the device from dust, dirt or other contaminants. Specifically, the metal protective shell can be set as a cuboid with the same length as the longitudinal beam, and its bottom edge and the side near the car seat are hollow.

[0040] The ladder assembly 3 is connected at both ends to two limiting components 1 that are parallel and spaced apart on the outer sides of the longitudinal beams in front and behind the seats in the carriage. Under the action of the lifting and lowering limiting components 1, it can move up and down along the length of the longitudinal beams, thereby realizing the conversion between the two usage modes.

[0041] Preferably, the passenger device further includes two transmission components 4 disposed on the outer sides of the front and rear longitudinal beams of the passenger compartment seats. One end of each transmission component 4 is connected to the limiting component 1, and the other end of each transmission component 4 is connected to the ladder component 3. In this way, passengers can operate the transmission components 4 to raise and lower the ladder component 3, achieving more convenient operation.

[0042] Specifically, in combination Figure 2 and Figure 3 As shown, the limiting assembly 1 includes a cylindrical limiting rod 11 and a buffer spring 12 sleeved on the limiting rod 11. One end of the limiting rod 11 is connected to the top beam of the carriage, and the other end of the limiting rod 11 is connected to the transmission assembly 4. The limiting rod 11 includes a first section rod 111, a second section rod 112 embedded in the first section rod 111, and a third section rod 113 embedded in the second section rod 112. The two ends of the buffer spring 12 are respectively fixed on the first section rod 111 and the third section rod 113.

[0043] Understandably, the third section rod 113 is connected to the top beam of the carriage, and the first section rod 111 is connected to the transmission assembly 4. The limiting rod 11 can extend and retract to different degrees following the displacement of the transmission assembly 4, thereby realizing the up and down movement of the transmission assembly 4. The buffer spring 12 is sleeved on the outside of the limiting rod 11. The top of the buffer spring 12 is fixed on the third section rod 113, and its bottom is fixed on the first section rod 111. It can provide different tension according to the different extension and retraction degrees of the limiting rod 11.

[0044] Specifically, when the vehicle-mounted device changes from guardrail mode to ladder mode, the limiting rod 11 extends to its maximum extent. At this time, the buffer spring 12 extends along with the limiting rod 11. As the extension increases, the upward pulling force provided by the buffer spring 12 also increases, which plays a certain role in buffering the fall of the transmission component 4 and the ladder component 3. At this time, the upward pulling force provided by the buffer spring 12 is equal to or slightly less than the weight of the transmission component 4 and the ladder component 3, which can minimize the problem of the ladder component 3 being difficult to return to its original position due to its own weight. When the vehicle-mounted device is in guardrail mode, the limiting rod 11 retracts to its maximum extent. At this time, the buffer spring 12 returns to its original length and does not provide any pulling force to the limiting rod 11.

[0045] In this utility model, combined with Figure 3 , Figure 4 and Figure 5As shown, the locking assembly 2 is provided in two pairs. The two pairs of locking assemblies 2 are located at the same height of the front and rear longitudinal beams of the carriage seats. Each pair of locking assemblies 2 is arranged opposite to the left and right sides of the limiting assembly 1. Specifically, the locking assembly 2 includes an upper base 21 and a lower base 22. The lower base 22 is fixedly connected to the longitudinal beam. The lower base 22 is provided with a return spring 221 extending along the length of the longitudinal beam. The top end of the return spring 221 is connected to the bottom end of the upper base 21. The side of the lower base 22 near the limiting assembly 1 is provided with a slide rail 222 that is inclined at 15° toward the upper base 21. The upper base 21 includes a slider 211 located below the upper base 21. The slider 211 moves linearly on the slide rail 222.

[0046] Understandably, as the transmission component 4 moves upward, it contacts the upper base 21, which can move up and down along a preset track (not shown in the figure) set on the longitudinal beam. This contact triggers the slider 211 connected to the upper base 21 to move along a slide rail 222 set on the lower base 22, which is inclined at 15° towards the upper base 21, until the slider 211 reaches the highest position of the slide rail 222. At this position, the slider 211 will precisely engage with the notch on the transmission component 4, thereby effectively preventing the transmission component 4 from moving downward and achieving the locking function. At this time, the return spring 221 is stretched and stores elastic potential energy. When the locked state of the transmission component 4 is released, the tension released by the return spring 221 and the weight of the transmission component 4 will work together to provide an initial acceleration for the descent of the transmission component 4, thereby ensuring that the transmission component 4 can return to its initial position smoothly and quickly. This design not only improves the stability and reliability of the transmission component 4, but also optimizes its operating performance.

[0047] More specifically, the upper base 21 also includes an irregular annular groove 212 disposed inside the upper base 21 and an L-shaped tie rod 213 whose top end is connected to the roof beam of the carriage. The L-shaped tie rod 213 slides within the irregular annular groove 212. The irregular annular groove 212 includes an inlet groove 2121 extending vertically downward from the top of the upper base 21, a V-shaped groove 2122 connected to the inlet groove 2121 and with its opening facing downward, and a return groove 2123 connected at one end to the V-shaped groove 2122 and at the other end to the inlet groove 2121. A compression spring 2131 is disposed on the side of the bottom end of the L-shaped tie rod 213 near the outer shell of the upper base 21.

[0048] The upper base 21 incorporates a sophisticated locking mechanism, which mainly consists of an irregular annular groove 212 inside and an L-shaped tie rod 213 whose top end is tightly connected to the roof beam of the carriage. The L-shaped tie rod 213 is designed to slide smoothly within the irregular annular groove 212, realizing dynamic connection and positioning functions.

[0049] The irregular annular groove 212 begins at the top of the upper base 21 and extends vertically downwards into an inlet groove 2121. This inlet groove 2121 is seamlessly connected to a downward-opening V-shaped groove 2122, and the other end of the V-shaped groove 2122 is connected to a return groove 2123, the other end of which returns to the inlet groove 2121, forming a closed but irregular path.

[0050] Preferably, a compression spring 2131 is cleverly installed at the bottom of the L-shaped pull rod 213, on the side near the outer shell of the upper base 21. The compression spring 2131 provides the necessary lateral pressure for the L-shaped pull rod 213, ensuring that its bottom end can fit tightly against the bottom surface of the irregular annular groove 212 for smooth movement.

[0051] As the entire system moves upward, the L-shaped pull rod 213 slides vertically downward along the groove 2121. As the sliding continues, once the L-shaped pull rod 213 reaches the area of ​​the downward-opening V-shaped groove 2122, the locking function is achieved. This locking mechanism effectively prevents the upper base 21 and the transmission assembly 4 from moving downward. The innovative mechanical structure achieves an efficient and reliable locking function.

[0052] More preferably, to ensure that the L-shaped pull rod 213 can only move unidirectionally along a predetermined route and cannot return, a first step 2124 is provided at the connection between the inlet groove 2121 and the V-shaped groove 2122, a second step 2125 is provided in the middle of the V-shaped groove 2122, and a third step 2126 is provided at the connection between the V-shaped groove 2122 and the return groove 2123. The heights of the first step 2124, the second step 2125, and the third step 2126 decrease sequentially. The bottom surface of the return groove 2123 is designed to gradually increase in slope towards the inlet groove 2121, and the bottom surface of the other end of the return groove 2123 is higher than the bottom surface of the inlet groove 2121, thereby improving the reliability of the entire locking mechanism.

[0053] In summary, the operating principle of locking component 2 is as follows: when transmission component 4 drives upper base 21 to move upward, the bottom end of L-shaped pull rod 213 slides within groove 2121. After sliding to its deepest point, the groove wall prevents it from continuing to move downward. Under the action of the groove wall and the first step 2124, it continues to slide towards the second step 2125. Upon reaching the second step 2125, it is stuck in the V-shaped groove. At this time, slider 211 follows upper base 21 along slide rail 222 to the highest position of slide rail 222 and locks the notch of transmission body 41. Entering the locked state; when the upper base 21 moves up again, the L-shaped pull rod 213 touches the opposite wall of the V-shaped groove and continues to slide towards the third step 2126. After sliding to the third step 2126, it enters the return groove 2123 and then enters the entry groove 2121 along the return groove 2123. At this time, the upper base 21 descends, and the slider 211 connected to the upper base 21 also descends synchronously and retracts along the original path of the slide rail 222. The notch of the transmission body 41 that was locked descends due to the loss of the support force of the slider 211, thereby releasing the locked state of this vehicle device.

[0054] In this utility model, the transmission assembly 4 includes a transmission body 41. A cavity 42 extending vertically downward from the top of the transmission body 41 is provided at the center of the transmission body 41 for embedding the first section rod 111. The outer peripheral surface of the top of the transmission body 41 is provided with a concave-convex structure 43 that cooperates with the locking assembly 2 for locking the position of the climbing assembly 3. The bottom end of the transmission body 41 is connected to the climbing assembly 3.

[0055] The cavity 42 at the center of the transmission body 41 not only provides embedding space for the first section rod 111, but also improves the overall stability of the transmission body 41 by adding an internal support structure. That is, when the vehicle device is in the ladder mode, the first section rod 111 provides support force for the transmission body 41. The cavity 42 can prevent the ladder assembly 3 from moving further down, preventing the ladder assembly 3 from falling down. It is understood that, in order to further improve structural stability, the shape of the cavity 42 can be set to any appropriate shape. For example, the bottom of the cavity 42 can be designed as a cone or mushroom shape to increase the contact area with the first section rod 111, thereby improving the embedding stability and support force. Similarly, the shape of the first section rod 111 is designed to match the shape of the cavity 42.

[0056] Furthermore, it is understood that the concave-convex structure 43 can be any suitable shape to adapt to different locking requirements. For example, it can be serrated, wavy, or spiral shapes to increase the friction between the locking component 2 and the transmission body 41 and improve the locking firmness.

[0057] In some embodiments, the bottom position of the cavity 42 of the transmission body 41 can be configured as a threaded structure, and the transmission body 41 can be divided into upper and lower parts by threaded connection, which facilitates the installation and replacement of the first rod 111 embedded in the transmission body 41.

[0058] In some embodiments, the transmission body 41 may be configured to use a recessed structure at the top and middle to transition the elliptical cylindrical structure at the top to the cuboid structure in the middle, and the middle part of the transmission body 41 and the bottom part connected to the ladder frame 31 may use a recessed structure to transition the cuboid structure in the middle to the cylindrical structure of the ladder frame 31.

[0059] By adopting a recessed structure, the transmission body 41 achieves a smooth transition in shape, reducing abrupt structural changes and thus enhancing overall stability and durability. It also facilitates the installation and disassembly of related connecting components.

[0060] In this utility model, a handle 44 is provided on the side of the transmission body 41 near the seat of the carriage. The transmission body 41 and the handle 44 are connected by a meshing structure 45 and a rotating shaft 46. The handle 44 is configured to be able to rotate inward to 90° around the rotating shaft 46, but cannot be folded outward. It can be understood that the handle 44 can be any suitable structure.

[0061] Preferably, multiple handles 44 of different heights are provided on the transmission body 41 in front of and behind the seat to meet the needs of people of different heights. The handles 44 and the transmission body 41 adopt a meshing structure 45 to increase the transmission efficiency of thrust. The meshing part is connected by a rotating shaft 46. The handles 44 can rotate inward to 90° around the rotating shaft 46 and cannot be folded outward, ensuring that passengers have a stable support point during getting on and off the vehicle.

[0062] In some embodiments, the handle 44 may be designed with a wavy shape on the inside to increase the contact area between the hand and the handle 44, thereby improving the efficiency of hand thrust transmission.

[0063] like Figure 6 As shown, in this utility model, the ladder assembly 3 includes a ladder frame 31, which includes a connecting rod 311 and a foot pedal 312 connected to each other. The two ends of the ladder frame 31 are respectively connected to the bottom ends of the two transmission assemblies 4.

[0064] Specifically, the ladder frame 31 can be configured as two layers, each layer being connected by multiple connecting rods 311 and multiple foot pedal bearings 3121. The foot pedal bearing 3121 is internally configured as a hollow tube, with a foot pedal 312 installed in the middle. The foot pedal 312 can rotate freely around the foot pedal bearing 3121. Both ends of the foot pedal bearing 3121 and both ends of the connecting rod 311 are provided with multiple equidistant threaded holes 3122. The outer diameter of the foot pedal bearing 3121 is equal to the inner diameter of the connecting rod 311, allowing the two to be seamlessly connected. They are connected by screws 3123 by bending downwards at a certain angle in an arrangement of "connecting rod 311 - foot pedal bearing 3121 - connecting rod 311". By using screws 3123 to connect different holes, it is not only convenient to disassemble or replace aging parts, but also to control the required length and number of foot pedals 312 and connecting rods 311.

[0065] In summary, the specific working principle of this passenger device is as follows:

[0066] When the passenger is on the ground, push the ladder frame 31 upwards by hand. At this time, the L-shaped pull rod 213 disengages from the V-shaped groove 2122. The upper base 21 descends due to its own weight and the pulling force of the return spring 221. The slider 211 returns to the lowest point of the slide rail 222. The locking component 2 releases the locking state of the transmission body 41. The transmission component 4 drives the ladder component 3 to fall to the lowest point. The boarding device changes from guardrail mode to ladder mode. The passenger can enter the carriage by using the foot pedal 312 and the handles 44 on both sides of the carriage. After the passenger boards the vehicle, push the handle 44 upwards by hand. At this time, the transmission body 41 connected to the handle 44 moves upwards to the highest point. The transmission body 41 pushes the upper base 21 upwards, so that the slider 211 moves along the slide rail 222 to the highest position of the slide rail 222. The L-shaped pull rod 213 slides into the V-shaped groove 2122. The transmission body 41 is locked. The device changes from ladder mode to guardrail mode.

[0067] The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings; however, the present invention is not limited thereto. Within the scope of the technical concept of the present invention, various simple modifications can be made to the technical solution of the present invention, including the combination of various specific technical features in any suitable manner. To avoid unnecessary repetition, the present invention will not describe the various possible combinations separately. However, these simple modifications and combinations should also be considered as the content disclosed in the present invention and are all within the protection scope of the present invention.

Claims

1. A monorail low-clearance car device characterized by comprising: The application relates to a vehicle ladder limiting device, which comprises limiting assemblies (1) fixed on a vehicle roof beam, locking assemblies (2) fixed on front and rear longitudinal beams of a vehicle seat and ladder assemblies (3) connected with the limiting assemblies (1). The limiting assemblies (1) are arranged in parallel and at intervals on the outer sides of the front and rear longitudinal beams of the vehicle seat and drive the ladder assemblies (3) to move up and down along the length direction of the longitudinal beams. The locking assemblies (2) are arranged on the left and right sides of the limiting assemblies (1), and the ladder assemblies (3) are arranged to be switched between a first position and a second position through cooperation of the locking assemblies (2) and the limiting assemblies (1), wherein, in the first position, the ladder assemblies (3) are located below the vehicle, and in the second position, the ladder assemblies (3) are parallel to the seat of the vehicle.

2. The monorail hoist low headroom ride vehicle of claim 1, wherein, The vehicle ladder limiting device further comprises two transmission assemblies (4) arranged on the outer sides of the front and rear longitudinal beams of the vehicle seat, one end of the transmission assembly (4) is connected with the limiting assembly (1), and the other end of the transmission assembly (4) is connected with the ladder assembly (3).

3. The monorail and trolley device according to claim 2, wherein The limiting assembly (1) comprises a limiting rod (11) in a cylindrical shape and a buffer spring (12) sleeved on the limiting rod (11), one end of the limiting rod (11) is connected with the vehicle roof beam, and the other end of the limiting rod (11) is connected with the transmission assembly (4). The limiting rod (11) comprises a first section rod (111), a second section rod (112) embedded in the first section rod (111) and a third section rod (113) embedded in the second section rod (112), and the two ends of the buffer spring (12) are fixed on the first section rod (111) and the third section rod (113) respectively.

4. The monorail hoist low headroom ride vehicle of claim 1, wherein, The locking assemblies (2) are arranged in two pairs, and the two pairs of locking assemblies (2) are located at the same height of the front and rear longitudinal beams of the vehicle seat, and each pair of locking assemblies (2) is arranged oppositely on the left and right sides of the limiting assembly (1).

5. The monorail hoist low headroom ride vehicle of claim 4, wherein, The locking assembly (2) comprises an upper base (21) and a lower base (22). The lower base (22) is fixedly connected with the longitudinal beam, the inside of the lower base (22) is provided with a reset spring (221) extending along the length direction of the longitudinal beam, the top end of the reset spring (221) is connected with the bottom end of the upper base (21), and the side of the lower base (22) close to the limiting assembly (1) is provided with a sliding rail (222) inclined to the upper base (21) by 15 degrees. The upper base (21) comprises a sliding block (211) arranged below the upper base (21), and the sliding block (211) moves linearly on the sliding rail (222).

6. The monorail hoist low headroom ride vehicle of claim 5, wherein, The upper base (21) further comprises an irregular annular groove (212) arranged in the inside of the upper base (21) and an L-shaped pull rod (213) connected with the vehicle roof beam at the top end, and the L-shaped pull rod (213) slides in the irregular annular groove (212). The irregular annular groove (212) comprises an entry groove (2121) extending downward along a vertical direction from a top end of the upper base (21), a V-shaped groove (2122) connected with the entry groove (2121) and opening downward, and a return groove (2123) connected with the V-shaped groove (2122) at one end and connected with the entry groove (2121) at the other end. A compression spring (2131) is arranged at a bottom end of the L-shaped pull rod (213) close to one side of the shell of the upper base (21).

7. The monorail and trolley device according to claim 6, wherein A first step (2124) is arranged at a connection position of the entry groove (2121) and the V-shaped groove (2122), a second step (2125) is arranged at a middle position of the V-shaped groove (2122), a third step (2126) is arranged at a connection position of the V-shaped groove (2122) and the return groove (2123), the first step (2124), the second step (2125) and the third step (2126) have heights decreasing in sequence, a groove bottom surface of the return groove (2123) is arranged to have a slope gradually increasing towards the entry groove (2121), and a groove bottom surface of the other end of the return groove (2123) is higher than a groove bottom surface of the entry groove (2121).

8. The monorail hoist low headroom ride vehicle of claim 3, wherein, The transmission assembly (4) comprises a transmission main body (41), a cavity (42) is arranged at a central position of the transmission main body (41) and extends downward along a vertical direction from a top end of the transmission main body (41) to embed the first section rod (111); An outer peripheral surface of the top end of the transmission main body (41) is arranged with a concave-convex structure (43) matched with the locking assembly (2) to lock a position of the ladder assembly (3); A bottom end of the transmission main body (41) is connected with the ladder assembly (3).

9. The monorail hoist low headroom ride vehicle of claim 8, wherein, A handle (44) is arranged on one side of the transmission main body (41) close to a seat of the carriage, the transmission main body (41) and the handle (44) are connected through meshing structures (45) and a rotating shaft (46), the handle (44) is arranged to be rotatable inwardly to 90° around the rotating shaft (46) and not foldable outwardly.

10. The monorail hoist low headroom ride vehicle of claim 2, wherein, The ladder assembly (3) comprises a ladder frame (31), the ladder frame (31) comprises a connecting rod (311) and a footrest (312) connected with each other, and two ends of the ladder frame (31) are connected with bottom ends of two transmission assemblies (4) respectively.

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