Monorail hoist sliding-down protection device, monorail hoist and monorail hoist system

Abstract

The utility model discloses a monorail hoist sliding-down protection device, a monorail hoist and a monorail hoist system, and the basic structure of the monorail hoist sliding-down protection device comprises an arresting cable assembly; an output rope of the energy absorber is connected to the corresponding end of the arresting cable; the tail hook is installed on the monorail hoist through a rotating shaft, the corresponding rotating shaft is a horizontal shaft perpendicular to the extending direction of the rail, so that the tail hook has the swing freedom degree and has the working position and the storage position, when the tail hook is located at the working position, the operation path of a hook head of the tail hook passes through the arresting cable, and when the tail hook is located at the storage position, the tail hook is driven to rotate. The running path of the tail hook is staggered from the arresting cable; and the actuating device is used for driving the tail hook to shift between the working position and the storage position. The monorail hoist sliding-down protection device is relatively good in reliability and has no influence on normal passing of vehicles in a roadway.

Description

TECHNICAL FIELD

[0001] The utility model relates to a monorail hoist car running protection device for protecting when monorail hoist car running accident occurs, and the utility model also relates to a monorail hoist, and the utility model further relates to a monorail hoist system. BACKGROUND

[0002] Monorail hoist (commonly known as monorail hoist) is important auxiliary transport equipment in coal mine, and has relatively wide application in mine such as coal mine. Monorail hoist is divided into two categories of steel wire rope traction and locomotive traction according to traction mode, and the utility model can be applied to both kinds of monorail hoists, and is more suitable for locomotive traction monorail hoist relatively, but it should be known that, for monorail hoist car running protection, for example, steel wire rope traction monorail hoist, it also has the running accident caused by the breakage of steel wire rope.

[0003] For locomotive traction monorail hoist, it can also be simply referred to as monorail hoist locomotive, and the front part of the car body part is locomotive part, and the locomotive provides power, so that monorail hoist can run on, for example, inclined drift track. When monorail hoist runs on inclined drift track, the influence of gravity is relatively large, and due to overload, insufficient driving force or wet running track, and other reasons, the locomotive may appear car sliding or out-of-control running phenomenon in inclined drift, and the safety hidden danger is huge.

[0004] When the conventional monorail hoist locomotive appears car sliding or running, only the braking system of monorail hoist can be braked, and the root cause of car sliding or running is that the braking force of monorail hoist itself is insufficient, and obviously the braking system of locomotive itself is difficult to brake the out-of-control monorail hoist, so it is necessary to design monorail hoist car running protection device separately.

[0005] With respect to the maturity of the mine car runaway protection system, the monorail car runaway protection system is still in the initial stage, and relatively less research is conducted thereon. The earliest one is the mine diesel monorail crane car catching device disclosed in the Chinese patent document CN207997868U. The mine diesel monorail crane car catching device is provided with a locking gripper on the monorail crane car, the locking gripper is provided with a hook head, and a steel wire blocking cable assembly is arranged on the roadway floor. When the mine car runs away, the driver can operate the locking gripper to fall and catch the blocking steel wire in the steel wire blocking cable assembly arranged on the roadway floor. The technical solution disclosed in the patent document should be derived from the tail hook of the trackless rubber-tyred vehicle runaway protection system. The protection system needs to be provided with a blocking cable on the roadway floor in advance, which is directly related to the operation of the trackless rubber-tyred vehicle on the roadway floor and is a necessary choice. Therefore, there are some defects that are difficult to overcome. The monorail car runs on the monorail arranged on the top of the roadway, and the main part of the monorail car runaway protection is arranged on the bottom of the roadway. On the one hand, the arm of the locking gripper is much longer than the arm of the tail hook of the trackless rubber-tyred vehicle, and the problems such as bouncing are more serious. On the other hand, the blocking cable arranged on the roadway floor itself will affect the passage of other vehicles, and the blocking cable may be loosened due to being crushed or unable to bounce up.

[0006] With respect to the blocking cable device, the blocking net in the runaway protection system applied to the mine car runaway protection system is originally arranged in the air, in other words, it can be used for blocking the stalled vehicle at a relatively high position. Therefore, it is more acceptable for the person skilled in the art to apply it to the monorail car. However, since the monorail car is located on the top of the roadway, the lifting of the blocking net will be greatly limited. It should be known that the blocking net is normally in a blocking state. When the vehicle passes through, the blocking net is out of the blocking state so as to facilitate the normal passage of the vehicle. If a car accident occurs, the blocking net can block the stalled vehicle. Under this condition, the opening state of the blocking net should be downward opening or side opening. Due to the influence of other facilities in the roadway, this configuration is difficult to achieve. Practical new type content

[0007] The utility model discloses a kind of monorail car runaway protection devices with relatively good reliability, and no influence to the normal traffic of vehicle in roadway, and another purpose of the utility model is to provide a kind of monorail car suitable for the monorail car runaway protection device, and still another purpose of the utility model provides a kind of monorail car system.

[0008] According to the first aspect of the utility model embodiment, a kind of monorail car runaway protection device is provided, and its basic structure includes:

[0009] Blocking cable assembly, the blocking cable contained is transversely arranged on the upper side of the track where the monorail car runs;

[0010] energy absorbers, each of which is arranged at a predetermined position of the tunnel, and a rope from the energy absorber is connected to a corresponding end of the arresting cable;

[0011] a tail hook, which is installed on the monorail hoist through a rotating shaft, the corresponding rotating shaft is a horizontal shaft perpendicular to the extension direction of the track, so that the tail hook has the freedom of swinging, and has a working position and a storage position, when the tail hook is in the working position, the running path of the hook head of the tail hook passes through the arresting cable, and when the tail hook is in the storage position, the running path of the tail hook is staggered with the arresting cable; and

[0012] an actuating device, which is installed on the monorail hoist to drive the tail hook to displace between the working position and the storage position.

[0013] Optionally, the tail hook has a pair of tail hooks.

[0014] The corresponding two tail hooks are symmetrical about the left-right middle plane of the monorail hoist and are located on the two sides of the track.

[0015] Optionally, the two tail hooks share a rotating shaft.

[0016] Optionally, the actuating device is a swing cylinder, a triangular mechanism or a gear and rack mechanism.

[0017] If the actuating device is a swing cylinder, the tail hook is installed on the swing cylinder.

[0018] If the actuating device is a triangular mechanism, the hook arm of the tail hook constitutes a rocker, and the triangular mechanism further includes a linear driving device and a connecting rod connected between the hook arm and the output member of the linear driving device.

[0019] If it is a gear and rack mechanism, the hook arm of the tail hook shares a rack with a gear, and the gear and rack mechanism further includes a linear driving device to connect a corresponding rack.

[0020] Optionally, the arresting cable has 1-3 lanes.

[0021] When the arresting cable has multiple lanes, the spacing between adjacent arresting cables is 480-1080 mm.

[0022] The multiple arresting cables are connected at both ends, and in the direction of the track, the two ropes for connecting the multiple arresting cables are connected to the main rope at the end where the energy absorber is located to connect the rope from the energy absorber to the main rope through the main rope.

[0023] Optionally, the arresting cable assembly has one or two sets.

[0024] If it is one set, the corresponding arresting cable spans above the track, and the two ends of the arresting cable are connected to the rope from the energy absorber on the side.

[0025] If two sets are provided, the corresponding tail hook and the arresting cable assembly are one-to-one corresponding, and the two sets of arresting cable assemblies are symmetric about the left and right middle plane of the monorail crane, and the two ends of the arresting cable in the set are connected with the rope from the energy absorber on the same side.

[0026] Optionally, a damper is provided, which provides damping for the rope connecting the energy absorber and the arresting cable assembly.

[0027] Optionally, there are multiple dampers, and the dampers and the corresponding energy absorbers constitute buffer components of a cascade buffer sequence.

[0028] The rope segment between adjacent components in the cascade buffer sequence is a slack buffer rope segment.

[0029] Optionally, the length of the buffer rope segment is 1.5-3 times the spacing between adjacent buffer components.

[0030] Optionally, the energy absorber is installed on the side of the roadway bottom.

[0031] Correspondingly, the rope segment connecting the arresting cable assembly and the energy absorber is threaded through a fixed pulley installed on the roadway wall to clear the roadway passage space.

[0032] Optionally, the tail hook and the actuator are installed on a brake car of the monorail crane or a car section equipped with a brake device.

[0033] Correspondingly, a brake device is provided on the brake car or the corresponding car section.

[0034] Optionally, a generator is provided on the brake car or the car section to supply power to the on-board equipment of the brake car or the corresponding car section.

[0035] The power shaft of the generator is provided with a driven pulley, which forms a rolling friction pair with the track.

[0036] Optionally, the brake device and the actuator are both hydraulic devices.

[0037] Correspondingly, a hydraulic station is provided on the brake car or the corresponding car section to supply liquid to the hydraulic devices.

[0038] According to the second aspect of the embodiment of the utility model, a monorail crane is provided, which comprises a group of car sections.

[0039] One or two car sections are provided with a tail hook, which is installed on the corresponding car section through a rotating shaft, the corresponding rotating shaft is a horizontal shaft perpendicular to the extension direction of the track of the monorail crane, so that the tail hook has the freedom of swinging and has a working position and a storage position, when the tail hook is in the working position, the running path of the hook head of the tail hook passes through the arresting cable horizontally arranged on the upper side of the track, and when the tail hook is in the storage position, the running path of the tail hook is offset from the arresting cable.

[0040] The corresponding vehicle section is also provided with an actuating device, which drives the tail hook to displace between the working position and the storage position.

[0041] According to a third aspect of the embodiments of the present application, a monorail hoist system is provided, comprising:

[0042] A track is arranged on the top of the roadway.

[0043] The monorail hoist car protection device is the monorail hoist car protection device according to the first aspect of the embodiments of the present application; and

[0044] A monorail hoist runs on the track.

[0045] According to the monorail hoist car protection device of the embodiments of the present application, the tail hook is turned upward to be in the working position, and correspondingly, the blocking cable is arranged on the upper side of the track corresponding to the monorail hoist car protection device, instead of being arranged on the bottom of the roadway, which does not affect the normal passing of the vehicle. Under this condition, it is not necessary to consider the problem of avoiding the passing vehicle, i.e., the normal state is the blocking state, thereby ensuring the reliability. In addition, since the track corresponding to the monorail hoist is a hanging track, i.e., the monorail hoist runs on the corresponding track in the form of hanging, and the blocking cable assembly is arranged on the upper side of the hanging track, which also does not affect the normal passing of the monorail hoist. Moreover, the blocking cable assembly is located on the upper side of the track, and the tail hook is installed on the monorail hoist, so that the movement amount of the tail hook in the vertical direction is relatively small, the tail hook in the upwardly turned state is relatively good in retention, and the probability of blocking failure is relatively low, thereby the reliability of blocking is better. BRIEF DESCRIPTION OF DRAWINGS

[0046] Figure 1 It is a schematic diagram of the installation state of the monorail hoist car protection device in the roadway in an embodiment.

[0047] Figure 2 It is a first schematic diagram of the three-dimensional structure of the braking car with the tail hook installed in an embodiment.

[0048] Figure 3 It is a second schematic diagram of the three-dimensional structure of the braking car with the tail hook installed in an embodiment.

[0049] Figure 4 It is a third schematic diagram of the three-dimensional structure of the braking car with the tail hook installed in an embodiment.

[0050] Figure 5 It is a schematic diagram of the arrangement state structure of the blocking cable assembly on the upper side of the track.

[0051] Figure 6 It is a schematic diagram of the arrangement state structure of the monorail hoist car protection device in the roadway in an embodiment.

[0052] Figure 7 Figure 1 is a front view of the arrangement of the car protection device of the monorail car in an embodiment in a roadway.

[0053] Figure 8 Figure 2 is a front view of the monorail car.

[0054] In the figure: 1. brake car, 2. track, 3. bracket, 4. anchor rod, 5. first support, 6. blocking cable assembly, 7. second support, 8. first fixed pulley, 9. audible and visual alarm device, 10. video monitor, 11. second fixed pulley, 12. wireless receiver, 13. fixing seat, 14. energy absorber, 15. damper, 16. buffer rope section, 17. third fixed pulley, 18. equipment cabin, 19. hydraulic station, 20. tow hook ring, 21. machine body, 22. electronic speed measuring device, 23. gear box, 24. driven wheel, 25. brake cylinder, 26. brake arm, 27. band brake, 28. locking pin, 29. hook head, 30. hook arm, 31. pivot seat, 32. pivot, 33. blocking pin, 34. power arm, 35. brake, 36. push rod, 37. buffer spring, 38. tail hook control oil cylinder, 39. bidirectional hydraulic pump, 40. connecting rod, 41. generator, 42. centrifugal overspeed release device, 43. walking wheel, 44. walking wheel frame, 45. third blocking cable, 46. second blocking cable, 47. steel wire rope clamp, 48. first blocking cable, 49. steel wire rope clamp, 50. main rope, 51. fourth fixed pulley, 52. front tow hook pin, 53. front cab, 54. rear cab, 55. rear tow hook pin. DETAILED DESCRIPTION

[0055] It should be understood that monorail cars can be divided into two categories according to different traction modes, namely steel wire rope traction and locomotive traction, and the monorail car car protection device based on the embodiments of the present application obviously has no direct relationship with the traction mode of the monorail car, i.e. it is applicable to monorail cars of both traction modes.

[0056] As shown in Figure 8 , the monorail car is a locomotive traction monorail car, which is also a kind of monorail car that is currently widely used and is relatively less affected by switches and the like. In the Figure 8 embodiment, it has two cabs and a plurality of car sections between the two cabs, which are collectively referred to as car sections hereinafter, including the cabs.

[0057] The car sections are often connected in series by means of the cooperation of the tow hook pin and the tow hook ring 20, which is general common knowledge in the field and will not be described here.

[0058] The track 2 on which the monorail car runs is usually installed on the top of the roadway, and each car section is usually provided with a track wheel, such as Figure 4The running wheels 43 shown in the drawings are used by each car to run on the track 2.

[0059] It should be noted that for monorail hoists, especially locomotive-pulled monorail hoists, a braking device is often provided, such as Figure 1 The braking car 1 shown in the drawings can be part of a monorail hoist, can be a separately provided part, or can be retrofitted to a known monorail hoist to provide a braking part on a selected car.

[0060] The track 2 is generally an I-beam track, and both the lower flange plate and the web can be used as a running track surface, such as for the running wheels 43. Generally, the lower flange plate of the I-beam track is used first, and in some implementations, the left and right sides of the web of the I-beam track are also used as track surfaces. At this time, the upper flange of the I-beam track is exposed and is not contacted by moving components or parts, and is generally used as a seat portion of the track 2 and is connected to the top of the roadway.

[0061] Because a monorail track is used, the space occupied by the upper portion of the roadway is relatively small, which provides good technical conditions for the arrangement of the arresting cable assembly 6.

[0062] Furthermore, because the monorail track is generally arranged laterally in the center of the roadway top, the symmetry is relatively good, and therefore, in the following, the left-right center plane is mainly used as the reference plane. Based on the left-right center plane, the left-right direction, which is also referred to as the lateral direction, the width direction, etc., can be clearly determined. The direction along the track 2 is the longitudinal direction, which is also referred to as the front-rear direction, the length direction, etc.

[0063] After the front-rear and left-right directions are determined, the up-down direction, which is also referred to as the height direction, is determined.

[0064] As described in the background section, the speed protection system for trackless rubber-tyred vehicles (runaway protection system) is already relatively mature, and the main means for speed protection for trackless rubber-tyred vehicles at present is to use an arresting cable similar to an airplane arresting cable and a tail hook system. The tail hook in the tail hook system is generally installed on the lower side of the frame of the trackless rubber-tyred vehicle, and the arresting cable often needs to be arranged at a predetermined position on the bottom of the roadway.

[0065] For the speed protection system of the trackless rubber-tyred vehicle, the barrier needs to be placed at the bottom of the roadway, and needs to be 100-200mm high from the ground, and when the vehicle passes, it will roll on the barrier. In the further improved scheme, a barrier storage groove is also opened at the bottom of the roadway, and the barrier needs to use a swing mechanism to store the barrier into the barrier storage groove when the vehicle passes, but because of the widespread of slag, gravel and other debris in the roadway, the rolling of the gravel generated by the vehicle passing may cause some gravel to enter the barrier storage groove, affecting the storage and normal bouncing of the barrier, and even being compacted, causing the barrier to be unable to bounce. This is also the technical problem faced by the technical scheme disclosed in Chinese patent document CN207997868U in the background art.

[0066] In addition, the traditional tail hook needs to be swung downward, and will first collide with the ground when falling into place, and will bounce, i.e. jump, which easily causes the tail hook to be unable to hook the corresponding barrier. In the embodiments of the present application, the tail hook is installed on the monorail hoist, and the barrier is located on the upper side of the track 2, in other words, the hook head 29 of the tail hook needs to go up to reach the working position, and this kind of way only needs to keep the state of the tail hook, and will not collide with the top of the roadway. Compared with the poor controllability of natural falling, the initiative of the driving mode of driving the tail hook to swing upward is better.

[0067] The present application ingeniously sets the barrier assembly 6 on the upper side of the track 2, thereby fundamentally solving various problems faced by setting the barrier at the bottom of the roadway. Therefore, in the embodiments of the present application, the monorail hoist protection device provided by the present application horizontally places the barrier contained in the barrier assembly 6 on the upper side of the track 2 on which the monorail hoist runs. It should be known that the upper side here is not the top side, and in the embodiments of the present application, the upper side of the track 2 is the upper side of the track 2 relative to the monorail hoist. Figure 5 As can be seen from the example structure, the barrier assembly 6 has two groups, and is separately located on the two sides of the track 2, and is staggered with the track 2 in the horizontal direction.

[0068] In some embodiments, the barrier assembly 6 can only be provided with one set, and the corresponding barrier is located above the track 2 and crosses the track 2.

[0069] If the barrier assembly 6 has only one set, the barrier assembly 6 itself is a left-right symmetrical structure, and is symmetrical about the left-right middle plane of the monorail hoist.

[0070] If the barrier assembly 6 is provided with two sets, the two sets of barrier assemblies 6 are symmetrical about the left-right middle plane of the monorail hoist.

[0071] The left-right middle plane of the monorail hoist here is mainly used to indicate the symmetrical arrangement of the barrier assembly 6 for easy description, and those skilled in the art should have a clear understanding of it.

[0072] It needs to be explained that the blocking cable assembly 6 is configured as two sets, which is a more preferred embodiment of the utility model, because the upper side of the track 2 often has several connection points with the top of the tunnel, and these connection points will affect the normal work of the blocking cable in the blocking state, mainly that the blocking cable will be hooked by the tail hook and follow the brake car 1, until the monorail crane stops. If a single-sided hook is used, additional torque will be generated, and if a double-sided hook is used, the blocking cable will collide with the connection body when it follows the brake car 1. The use of two sets of blocking cable assemblies 6 can fundamentally solve this problem, and the two sets of blocking cable assemblies 6 are separated from each other, that is, there is no intermediate connection, and each set of blocking cable assembly 6 corresponds to a tail hook, which can effectively avoid the connection body.

[0073] Regarding the tail hook, like the conventional trackless rubber-tyred vehicle, it is also arranged on the vehicle body and can be arranged on any one or both car sections of the monorail crane, and the car section with the brake device is preferred.

[0074] The movement mode of the tail hook is swing, which is a form of rotation, often refers to a rotation mode with an angle less than 360°, and usually has a reciprocating motion form.

[0075] As Figures 2-4 illustrated in the figure, the tail hook with the hook head 29 is installed at the tail end or the head end of the brake car 1 through the rotating shaft 32. It needs to be explained that the racing car accident mainly occurs in the inclined tunnel, and in order to facilitate the description, the end of the monorail crane when descending is marked as the tail end, such as Figure 8 indicated by the rear cab 54, obviously in the inclined tunnel state, the end usually corresponds to the end with a relatively high position of the monorail crane.

[0076] Based on the foregoing symmetry and the description that the tail hook swings upward to be in the working position, it can be known that the rotating shaft 32 for installing the tail hook on the brake car 1 is a horizontal shaft and is perpendicular to the extension direction of the track 2.

[0077] It also needs to be explained that for the track 2 in the tunnel, it does not necessarily extend in a straight line, but for the state of the brake car 1 stopping at a certain position of the track 2 as Figure 2 indicated, the rotating shaft 31 is approximately perpendicular to the track 2, and those skilled in the art will not be misled for this description.

[0078] The tail hook can be provided with one or two. If provided with one, it needs to be located on one side of the track 2 or directly below the track 2. One of the two schemes is a single hook head tail hook, and the other is a double hook head tail hook, which is equivalent to a reverse use of a hook. The hook arm 30 is in the shape of a chevron, and each limb of the hook arm 30 has a hook head 29. At this time, the tail hook is roughly astride the underside of the track 2, and the astride space should be sufficient for the hook head 29 to reach the working position. Under the condition that the technical conditions are determined, those skilled in the art can easily determine how to configure.

[0079] If provided with two tail hooks, they are symmetrically arranged, specifically symmetrically about the left-right middle plane of the track 2. The symmetric arrangement with two tail hooks is preferred.

[0080] Based on the installation mode of the tail hook, the tail hook has the freedom to rotate around the axis of the rotation shaft 32. At the same time, the tail hook needs to have a state capable of hooking and pulling the barrier cable, which is called the working state. At the same time, under the condition of no car accident, the tail hook should avoid the barrier cable, which is called the storage state of the tail hook. Since the barrier cable is arranged on the upper side of the track 2, the tail hook in the storage state only needs to be located on the upper flange of the track 2 as a whole, and in addition, if the barrier cable is arranged higher, the tail hook in the storage state can avoid the barrier cable as a whole. The position of the tail hook in the storage state is called the storage position, and the position in the working state is called the working position. Obviously, the rotation angle range of the tail hook can be directly determined by the working position and the storage position, so the working position and the storage position can also correspond to the working stop point and the storage stop point.

[0081] Typically, as shown in Figure 2 , a stop pin 33 is provided on one side of the rotation shaft seat 31 to provide one stop constraint for the tail hook. For the storage state, no constraint can be provided, and the actuator for driving the tail hook to change position can be directly determined.

[0082] In a more preferred embodiment, the tail hook can provide a buffer at the end of the transformation from the working position to the storage position, such as the buffer spring 37 shown in Figure 2 , to avoid the rigid impact when storing.

[0083] In the Figure 2 and Figure 3 example structures, the buffer spring 37 is sleeved on the push rod 36 of the tail hook control oil cylinder 38. One end of the buffer spring 37 is fixed on, for example, the cylinder body of the tail hook control oil cylinder 38 or the equipment cabin 18 shown in the figure, and the other end is suspended to bear the impact of the head end of the push rod 36 when the push rod 36 is retracted.

[0084] Obviously, the tail hook is installed on the monorail crane, so as to follow the monorail crane to run, and has a certain follow-up running path, when the tail hook is in the working state, the path of the hook head 29 of the tail hook should pass through the blocking cable, and vice versa, when the tail hook is in the storage state, the running path of the tail hook should be staggered with the blocking cable.

[0085] Obviously, the hook opening of the hook head 29 should be forward (determined based on the reference system determined in the foregoing description), and the hook opening should be suitable for guiding the blocking cable when the tail hook is in the working state.

[0086] It should be noted that the state retention of the blocking cable based on the embodiment of the utility model is much higher than that of the existing blocking cable, and the tension of the blocking cable is not affected by, for example, the rolling of the vehicles, and the state retention stability of the blocking cable is relatively good under the condition that the tension is stable. Under this condition, the hook opening of the hook head 28 can be designed to approximately align the blocking cable with the hook opening in the height direction when the tail hook is in the working state.

[0087] In addition, in the Figures 2-4 In the example structure, the hook opening of the hook head 29 is provided with a locking pin 28 to avoid the blocking cable from coming out after being captured by the tail hook.

[0088] The blocking cable needs to be connected to the energy absorber 14, so that after the tail hook hooks the blocking cable, the monorail crane is gradually slowed down by the outgoing rope of the energy absorber 14 until it stops.

[0089] The energy absorber 14 can be arranged on both sides of the predetermined position of the roadway in a conventional configuration, and can also be installed on both sides of the bottom of the roadway as in the conventional configuration.

[0090] Since the monorail crane is equivalent to running in the air, the energy absorber 14 can also be installed at a relatively high position on the wall of the roadway, so that the energy absorber 14 and the position of the tail hook have a relatively small height difference.

[0091] In addition, regarding the actuator installed on the monorail crane, the tail hook has a certain range of rotation, and the size of the range of rotation is determined by the working position and the storage position as described above. Those skilled in the art only need to set it according to the site conditions, without creative labor, which will not be described here.

[0092] The configuration of the tail hook will be further described below. First, referring to Figure 2 In the example structure, the tail hook is relatively close to the monorail crane due to the position of the blocking cable, so the hook arm 30 of the tail hook is relatively short, and thus is different from the tail hook in the prior art which needs to cooperate with the blocking cable arranged on the ground of the roadway, and has a relatively large swinging range and length. Therefore, the weight of the tail hook based on the embodiment of the utility model is also relatively small, and the control difficulty is relatively low.

[0093] As mentioned before, the tail hooks are preferably configured in pairs, but the use of single hooks, such as fish hooks, is not excluded, and when fish hooks are used, the configuration is equivalent to the reverse use of the existing fish hooks, i.e. each of the two limbs of the fish hook is provided with a hook head 29, so as to achieve the same effect as two tail hooks.

[0094] The corresponding two tail hooks are symmetric about the left-right middle plane of the monorail hoist, and are located on the two sides of the track 2.

[0095] In order to ensure the synchronization of the driving, the two tail hooks share a rotating shaft 32, the tail hooks are fixed on the rotating shaft 32, and the rotating shaft 32 is installed on the cabin body of the equipment cabin 18 shown in, for example, Figure 2 by a bearing seat. The bearing seat is denoted as rotating shaft seat 31 in Figure 2 .

[0096] Since the movement form of the tail hook is relatively simple, i.e. swing, the swing can be directly provided by a swing component, such as a swing cylinder, a swing motor, the swing cylinder is preferred, and the swing motor needs to be considered for explosion protection, and the cost is relatively high.

[0097] A typical mechanism capable of outputting swing is a triangular mechanism, since the triangular mechanism is widely used, the triangular mechanism has a separate provision in the Machinery Design Handbook, and its composition will not be described here.

[0098] Figures 2-4 In the exemplary structure, the tail hook control oil cylinder 38 constitutes a deformation of the triangular mechanism through the connection between the connecting rod 40 and the power arm 34 of the tail hook, and the construction form is relatively clear in the figure, and will not be described here.

[0099] The tail hook control oil cylinder 38 is a component that outputs linear motion, and linear motion components such as air cylinders and linear motors can also be used.

[0100] In some implementations, a rack and pinion mechanism can also be used, which only needs to control the rotation angle of the gear engaged with the rack by controlling the stroke of the rack, and the range of the final rotation angle is realized by the working stroke of the rack, thereby further providing a corresponding linear driving device to control the stroke of the rack.

[0101] In addition, the connection between the power arm 34 of the tail hook and the tail hook control oil cylinder 38 can not be connected through the connecting rod 40, but can be directly connected, as long as the cylinder body of the tail hook control oil cylinder 38 is hinged with, for example, the equipment cabin 18. For example, the power arm 34 is hinged with the push rod of the tail hook control oil cylinder 38.

[0102] As to the blocking ropes, three are generally configured, and less can also be configured, but too many are not suitable. The reason for less is that, different from the known implementation mode of arranging the blocking ropes on the ground of the roadway, the blocking ropes are arranged on the upper side of the track 2, and the blocking ropes are basically in a stable position, as long as the tail hook is in the accurate position, and the accuracy of the position is easy to guarantee due to the basically simple corner control of the control of the tail hook based on the utility model embodiment, and thus the problem of being unable to hook the blocking ropes basically does not occur. Correspondingly, when the blocking ropes are arranged on the ground, the rebound of the tail hook when colliding with the ground needs to be considered, and the person skilled in the art should have a clear understanding of this.

[0103] When the blocking ropes are multiple, the spacing between adjacent blocking ropes is 480mm~1080mm.

[0104] Figure 5 For Figure 6 the partial structure, Figure 5 it can be more clearly seen that the blocking rope assembly 6 has two sets, and the two sets of blocking rope assemblies 6 are symmetrical about the left-right middle plane of the track 2. Moreover, the two sets of blocking rope assemblies 6 are separated from each other, so that no transverse connecting part is generated, and the problem of interference with the track 2 and its accessories in the blocking state does not occur.

[0105] It can be seen from Figure 5 that each set of blocking rope assemblies 6 on each side has three blocking ropes, such as the first blocking rope 48, the second blocking rope 46 and the third blocking rope 45 shown in the figure, and the three blocking ropes are connected by, for example, steel wire rope clamps 49 and 47 on both sides.

[0106] Overall, for example, the third blocking rope 45 is composed of the bottom of a steel wire rope arranged in a U-shaped structure, and the arms on both sides are connected to the connecting rope, and the other two blocking ropes are connected to the connecting rope through corresponding, for example, steel wire rope clamps 49 and 47.

[0107] Furthermore, the connecting rope is stranded at the right end in the figure to connect the main rope 50, and the main rope 50 is used to connect the energy absorber 14.

[0108] Obviously, the blocking ropes are arranged transversely, and the connecting ropes are arranged along the track 2.

[0109] It should be noted that although the blocking rope assembly 6 has only one set, the problem of interference with the track 2 and its accessories in the blocking state needs to be considered, but there is no substantial impact on the blocking. Considering the possible damage to the track 2 and its accessories, the blocking rope assembly 6 is configured in two sets in the preferred embodiment.

[0110] Correspondingly, when the blocking rope assembly 6 is one set, the corresponding blocking ropes are transversely arranged above the track 2, and the two ends of the blocking ropes are connected to the ropes of the energy absorber 14 on the side.

[0111] If the arresting cable assembly 6 is two sets, the corresponding tail hook corresponds to the arresting cable assembly 6 one by one, and the two sets of arresting cable assemblies 6 are symmetrical about the left and right middle plane of the monorail crane, and the two ends of the arresting cable in the set are connected with the rope from the energy absorber on the side, and the layout shown is presented. Figure 5

[0112] Figure 1 Among them, the damper 15 is provided, which provides damping for the rope connecting the energy absorber 14 and the arresting cable assembly 6, so as to reduce the impact in the initial stage of arresting as a whole.

[0113] Further, the damper 15 is multiple, and the damper 15 and the corresponding energy absorber 14 constitute a buffer component of a stepped buffer sequence. The rope segment between adjacent components in the stepped buffer sequence is a slack buffer rope segment 16.

[0114] The length of the buffer rope segment 16 is 1.5-3 times the distance between adjacent buffer components.

[0115] Correspondingly, as for the damper 15, it belongs to a common component for providing damping for steel wire rope at present, which is more clearly described in the document with the publication number CN118087420A held by the applicant, which is hereby incorporated in its entirety, and will not be repeated here.

[0116] As can be known from the foregoing description, in some embodiments, the energy absorber 14 is installed on the side of the roadway bottom, and the arresting cable assembly 6 is located on the upper side of the track 2. Under this condition, the rope from the energy absorber 14 needs to have a certain span in the height direction and the transverse direction to be connected with the arresting cable assembly 6.

[0117] Further correspondingly, in the Figure 1 and Figure 6 example structure, a second support 7 is provided on the top of the roadway for installing, for example, a second fixed pulley 11, a first fixed pulley 8, and a fourth fixed pulley 51. The second fixed pulley 11 is located at both ends of the second support 7, so as to pass the steel wire rope upward along the roadway wall from the ground, and change the direction of the steel wire rope to be transverse. The fourth fixed pulley 51 changes the direction of the steel wire rope passing transversely to be longitudinal. The main rope 50 spans the said span by passing through the corresponding fixed pulley.

[0118] As for the second support 7, it can be omitted, and the corresponding fixed pulley can be directly installed on the roadway wall.

[0119] In the Figures 2-4 ​In the example structure, the tail hook is installed on the brake car 1, and the cabin wall of the equipment cabin 18 is hollowed out. The equipment cabin 18 is internally provided with a hydraulic station 19, which can be directly powered by the power supply of the monorail crane. If the locomotive of the monorail crane is an internal combustion engine, the power supply of the hydraulic station 19 can also be powered by the power supply system of the monorail crane.

[0120] In Figures 2-4 , a separate generator 41 is also provided. The power of the generator 41 comes from the driven wheel 24 installed on the housing of the equipment cabin 18. The driven wheel 24 forms a sliding friction pair with the spoke of the track 2 to obtain power. The wheel shaft of the driven wheel 24 directly connects or passes through a speed reducer to the generator 41.

[0121] In Figures 2-4 , the brake car provides braking for the monorail crane. In the figure, a brake cylinder 25 is provided, which is a double-rod cylinder in the figure. Two brake push rods of the brake cylinder 25 are respectively connected to a brake arm. The brake band 27 for braking is installed on the equipment cabin 18 and is connected to the brake arm.

[0122] In view of the description of the monorail crane running car protection device above, the monorail crane is also described at the same time. Therefore, the monorail crane will not be described here. In addition, the same applies to the monorail crane system.

Claims

1. A monorail trolley car guard characterized by comprising: The invention relates to a single-track hoist system, comprising: a set of arresting ropes, which are arranged across the top of the track on which the single-track hoist system runs; an energy absorber, which is arranged on both sides of the track at a predetermined position, and the rope from the energy absorber is connected to the corresponding end of the arresting rope; a tail hook, which is mounted on the single-track hoist via a rotating shaft, the corresponding rotating shaft is a horizontal shaft perpendicular to the direction of extension of the track, so that the tail hook has the freedom to swing, and has a working position and a storage position, when the tail hook is in the working position, the running path of the hook head of the tail hook passes through the arresting rope, when the tail hook is in the storage position, the running path of the tail hook is offset from the arresting rope; and an actuating device, which is mounted on the single-track hoist to drive the tail hook to move between the working position and the storage position. The tail hook has a pair of tail hooks; 2. The monorail hoist car guard of claim 1, wherein, the corresponding two tail hooks are symmetrical about the left-right middle plane of the single-track hoist, and are arranged on both sides of the track. The two tail hooks share a rotating shaft.

3. The monorail hoist car guard of claim 2, wherein, The actuating device is a swing cylinder, a triangular mechanism or a gear and rack mechanism; 4. The monorail hoist car guard as claimed in any one of claims 1 to 3, wherein if the actuating device is a swing cylinder, the tail hook is mounted on the swing cylinder; if the actuating device is a triangular mechanism, the hook arm of the tail hook constitutes a rocker, the triangular mechanism further comprises a linear driving device, and a connecting rod connected between the hook arm and the output member of the linear driving device; if it is a gear and rack mechanism, the hook arm of the tail hook shares a gear, and the gear and rack mechanism further comprises a linear driving device to connect the corresponding rack. The arresting rope has 1-3 lanes; 5. The monorail hoist trolley guard of claim 1, wherein, when the arresting rope has multiple lanes, the distance between adjacent arresting ropes is 480-1080 mm; the multiple arresting ropes are connected at both ends, and in the direction of the track, the two ropes for connecting the multiple arresting ropes are connected to the main rope at the end where the energy absorber is located to connect the rope from the energy absorber to the main rope through the main rope. The arresting rope assembly has one or two sets; 6. The monorail hoist car guard of claim 1 or 5, wherein, if it is one set, the corresponding arresting rope is arranged across the top of the track, and the two ends of the arresting rope are connected to the rope from the energy absorber on the side; if it is two sets, the corresponding tail hook corresponds to the arresting rope assembly, and the two sets of arresting rope assemblies are symmetrical about the left-right middle plane of the single-track hoist, and the two ends of the arresting rope in the set are connected to the rope from the energy absorber on the side. A damper is provided, which provides damping for the rope connecting the energy absorber and the arresting rope assembly.

7. The monorail hoist trolley guard of claim 1, wherein, There are multiple dampers, and the damper and the corresponding energy absorber constitute a buffer component of a cascade buffer sequence.

8. The monorail hoist car guard of claim 7, wherein, The rope segment between adjacent components in the cascade buffer sequence is a slack buffer rope segment. The length of the buffer rope segment is 1.5-3 times the distance between adjacent buffer components.

9. The monorail hoist trolley guard of claim 8, wherein, The energy absorber is mounted on the side of the track bottom; 10. The monorail hoist trolley guard of claim 1, wherein, correspondingly, the rope segment for connecting the arresting rope assembly and the energy absorber is threaded through a fixed pulley mounted on the track wall to leave a track passage space. The tail hook and the actuating device are mounted on a brake car of the single-track hoist or a car section equipped with a brake device; 11. The monorail hoist trolley guard of claim 1, wherein, correspondingly, the brake car or the corresponding car section is provided with a brake device. The brake car or the car section is provided with a generator to supply power to the on-board equipment of the brake car or the corresponding car section; 12. The monorail hoist car guard of claim 11, wherein, the power shaft of the generator is provided with a driven wheel, which forms a rolling friction pair with the track. The brake device and the actuating device are both hydraulic devices.

13. Monorail hoist car guard according to claim 11 or 12, characterized in that ​ Correspondingly, a hydraulic station is arranged on the braking car or corresponding car section to supply liquid to the hydraulic device.

14. A monorail hoist characterized by, The single-track monorail car comprises a plurality of car sections; One or two car sections are provided with a tail hook, which is installed on the corresponding car section through a rotating shaft, and the corresponding rotating shaft is a horizontal shaft perpendicular to the extension direction of the track of the single-track monorail car, so that the tail hook has a swinging degree of freedom and has a working position and a storage position; when the tail hook is in the working position, the running path of the hook head of the tail hook passes through a blocking rope arranged horizontally on the upper side of the track; when the tail hook is in the storage position, the running path of the tail hook is disengaged from the blocking rope; The corresponding car section is further provided with an actuator, which drives the tail hook to displace between the working position and the storage position.

15. A monorail hoist system characterized by, The single-track monorail car comprises: A track arranged on the top of the roadway; The single-track monorail car comprises a plurality of car sections; And A single-track monorail car running on the track.

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