A monorail crane vehicle derailment prevention device
By combining photoelectric switches and positioning cards, precise track docking detection of monorail cranes is achieved, solving the problems of inaccurate detection and susceptibility to interference of infrared sensors, and improving the reliability and timeliness of derailment prevention.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- XIAOYUN COAL MINE JINING MINING IND GRP CO LTD
- Filing Date
- 2025-07-29
- Publication Date
- 2026-06-19
AI Technical Summary
In existing monorail crane anti-derailment devices, the infrared emission sensors have inaccurate detection accuracy, the signal is easily blocked by obstacles, and there are blind spots, resulting in a high risk of derailment.
The system employs a combination of photoelectric switches and positioning cards. The photoelectric switch transmitter and the receiver on the reversing rail determine the docking status. By utilizing the electrical signal conversion of normally closed relays and positioning cards, combined with proximity protection devices, accurate track docking identification is achieved, ensuring stable signal transmission and protection response.
It improves the accuracy of track docking status detection, reduces interference from environmental factors, significantly enhances the reliability and timeliness of derailment prevention protection, and reduces the probability of misjudgment and missed judgment.
Smart Images
Figure CN224377510U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of monorail locomotive technology, specifically to a monorail locomotive anti-derailment device. Background Technology
[0002] In modern mine transportation systems, monorail locomotives have become indispensable key equipment due to their high-efficiency transportation capacity, reduced material handling steps, and increased transportation speed. However, in actual operation, the safety of monorail locomotives, especially the risk of derailment, remains a major concern for the industry.
[0003] When monorail cranes are in operation, they often need to switch tracks using switches. Due to the enclosed space, humid air, and high content of corrosive or flammable and explosive media such as coal dust and methane in underground roadways, the mechanical transmission components of the switches (such as hinge shafts and drive cylinders) are prone to rust, coal dust accumulation, jamming, and wear. This can cause the swing rail to fail to rotate accurately to the position where it is fully aligned with the target reversing rail during the switching process, resulting in closure failure or misalignment. Once the switch swing rail fails to close or misaligns, the monorail crane's running gear is very likely to derail and fall onto the track, causing equipment damage and even serious casualties.
[0004] Existing technology attempts to use infrared emitting sensors installed in the trackway and infrared signal receivers installed on the monorail crane. When the switch fails to close properly, the infrared emitting sensor sends a signal, and upon receiving the signal, the monorail crane automatically stops. However, infrared emitting sensors are greatly affected by environmental factors, resulting in low detection accuracy. The signals emitted are also easily blocked by obstacles. Furthermore, the monorail crane experiences elevation changes during operation, which may cause the infrared signal receiver to miss the signal emitted by the sensor, creating blind spots and thus posing a significant risk of derailment. Utility Model Content
[0005] To address the technical problems of existing monorail crane anti-derailment devices using infrared emission sensors, such as inaccurate detection accuracy, signal susceptibility to obstruction by obstacles, and large detection blind spots, this utility model provides a monorail crane anti-derailment device.
[0006] To achieve the above objectives, the technical solution adopted by this utility model is as follows:
[0007] A monorail crane anti-derailment device includes a fixed rail, a swing rail, and a reversing rail. One end of the fixed rail is rotatably connected to one end of the swing rail, and the other end of the swing rail can rotate to mate with several reversing rails. The swing rail is equipped with a transmitter of a photoelectric switch, and each reversing rail is equipped with a receiver of a photoelectric switch and a normally closed relay that are electrically connected to each other. Each reversing rail is equipped with a positioning card on one side, and each positioning card is electrically connected to the corresponding normally closed relay on the reversing rail. Each positioning card is signal-connected to a proximity protection device, and each proximity protection device is electrically connected to a protective response element. The proximity protection device and the protective response element are installed on a monorail crane that can move along the reversing rail.
[0008] By employing the above structural design, this application utilizes a photoelectric switch transmitter on the swing rail in conjunction with receivers on each reversing rail to accurately determine the docking status of the swing rail and the reversing rail. When the swing rail is properly docked with a reversing rail, the receiver on that reversing rail will receive a signal from the transmitter, while the receivers on other reversing rails will not receive a signal. If the swing rail is not docked with any reversing rail, all receivers will not receive a signal, thus achieving clear identification of the track docking status.
[0009] This application utilizes a normally closed relay and an electrical connection between the positioning card and the track docking status to convert the track docking status into an electrical signal status for the positioning card. When the swing rail and the reversing rail are properly docked, the corresponding normally closed relay is disconnected, the positioning card is de-energized and does not send a signal; when the docking is not properly completed, the normally closed relay remains closed, the positioning card is energized and continuously sends a signal, ensuring the stable transmission of track status signals.
[0010] The proximity protection device and positioning card in this application are used to install on a monorail crane locomotive, and the proximity protection device and positioning card form a signal linkage. When the proximity protection device does not receive a signal from the positioning card, it indicates that the corresponding reversing rail is properly connected and the locomotive can pass safely; when it receives a signal from the positioning card, it indicates that the rail connection is abnormal, and the protection response device immediately activates the protection measures to effectively prevent derailment accidents.
[0011] In summary, this application has significant advantages over traditional infrared detection methods. On the one hand, the optical signal transmission of the photoelectric switch ensures high accuracy in docking status detection; on the other hand, the signal connection between the positioning card and the proximity protection device greatly reduces interference from factors such as coal dust, obstructions, humid environments, and blind spots, making signal transmission more accurate and significantly improving the reliability of derailment protection.
[0012] As a preferred implementation of a monorail crane anti-derailment device, each positioning card is signal-connected to two proximity protection devices, which are respectively installed at both ends of the monorail crane moving on the reversing rail corresponding to the positioning card in the direction of movement.
[0013] By adopting the above structural scheme, the risk of the locomotive body entering the misaligned track due to the delay in receiving signals by the single-end proximity protection device is avoided, thus improving the timeliness and comprehensiveness of the protection.
[0014] As a preferred implementation of a monorail crane anti-derailment device, the protective response components are an emergency stop device and / or an alarm device.
[0015] With the above structural scheme, the emergency stop device can brake the corresponding monorail crane when the proximity protection device receives the signal from the corresponding positioning card, and the alarm device can remind nearby staff to deal with the switch failure in time through sound and light signals. The two can be used in combination or one of them can be used separately.
[0016] As a preferred implementation of a monorail crane anti-derailment device, two reversing rails are provided.
[0017] As a preferred implementation of a monorail crane anti-derailment device, the positioning card is an active RFID tag, and the proximity protection device includes an RFID reader / writer.
[0018] Using the above structural design, the active RFID tag features high signal strength and stable transmission distance, making it suitable for harsh environments such as dust and humidity underground. It is not easily affected by obstructions, and signal transmission and disconnection are easily controlled. The RFID reader boasts fast identification speed and high accuracy, quickly responding to the radio frequency signals emitted by the positioning card, ensuring timely triggering of protection before the locomotive enters a dangerous area, reducing false alarms and missed detections.
[0019] As a preferred implementation of a monorail crane anti-derailment device, the transmitter is equipped with a protective cover, and the protective cover has a light-transmitting hole in the direction of the transmitter's launch, with a light-transmitting component installed inside the light-transmitting hole.
[0020] By adopting the above structural design, the protective cover can effectively isolate coal dust, water vapor, and physical collisions, protecting the transmitter body and extending its service life. The light-transmitting holes and light-transmitting components can further block impurities from entering without obstructing the signal, ensuring stable optical signal output from the transmitter and reducing detection failures caused by equipment damage.
[0021] As a preferred implementation of a monorail crane anti-derailment device, each receiver is equipped with a beam expander lens at its receiving end, and the receiving angle of the beam expander lens is 15°.
[0022] Since the receiver may miss detection when the swing rail and the reversing rail are properly aligned, the above-mentioned structural solution expands the receiving angle to 15° with the beam expander lens. Even if the light signal is slightly offset due to slight vibration or installation error, the receiver can still receive the signal stably, reducing the probability of misjudgment when the alignment is in place, improving the fault tolerance of photoelectric switch detection, and adapting to the micro-deformation or vibration scenarios that may exist in the underground rail.
[0023] As a preferred implementation of a monorail crane anti-derailment device, the transmitter's transmitting end is equipped with a collimating lens, and the transmitting angle of the collimating lens is 5°.
[0024] Since excessive dispersion of the transmitter's optical signal may cause false triggering of receivers on non-target commutation rails, the above-mentioned structural scheme uses a collimating lens to control the emission angle at 5°, so that the optical signal is concentrated on the receiver of the target commutation rail, reducing interference to receivers on other commutation rails, improving the recognition accuracy of the photoelectric switch for specific commutation rails, and ensuring that the corresponding receiver will only respond when the swing rails are accurately aligned, thus avoiding signal confusion in multi-commutation rail scenarios.
[0025] The beneficial effects of this utility model include:
[0026] On the one hand, the optical signal transmission of the photoelectric switch ensures high accuracy in docking status detection; on the other hand, the signal connection between the positioning card and the proximity protection device greatly reduces interference from factors such as coal dust, obstacles, humid environments, and blind spots, making signal transmission more accurate and significantly improving the reliability of derailment protection. Attached Figure Description
[0027] To more clearly illustrate the technical solution of this utility model, the drawings used in the description will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0028] Figure 1 This is a schematic diagram of the structure of a monorail crane anti-derailment device in a specific embodiment of the present utility model;
[0029] Figure 2 This is a schematic diagram of the connection structure of the receiver, normally closed relay, positioning card, proximity protection device and protective response component in a specific embodiment of this utility model;
[0030] Figure 3 This is a cross-sectional structural diagram of the protective cover of the photoelectric switch in a specific embodiment of this utility model;
[0031] Figure 4This is a schematic diagram of the receiver of the photoelectric switch in a specific embodiment of this utility model.
[0032] List of components and reference numerals:
[0033] 1. Fixed rail; 2. Swing rail; 3. Reversing rail; 4. Transmitter; 5. Receiver; 6. Normally closed relay; 7. Positioning card; 8. Proximity protection device; 9. Protective response component; 10. Monorail crane trolley; 11. Protective cover; 12. Light-transmitting hole; 13. Light-transmitting component; 14. Beam expander lens; 15. Collimating lens. Detailed Implementation
[0034] To make the objectives, features, and advantages of this utility model more apparent and understandable, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings of the specific embodiments. Obviously, the embodiments described below are only some embodiments of this utility model, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0035] Reference Figure 1-2 This embodiment proposes a monorail crane anti-derailment device, including a fixed rail 1, a swing rail 2, and a reversing rail 3. One end of the fixed rail 1 is rotatably connected to one end of the swing rail 2, and the other end of the swing rail 2 can rotate to dock with several reversing rails 3. The swing rail 2 is equipped with a photoelectric switch transmitter 4, and each reversing rail 3 is equipped with a photoelectric switch receiver 5 and a normally closed relay 6 that are electrically connected to each other.
[0036] Each reversing rail 3 has a positioning card 7 on one side. The positioning card 7 is an active RFID tag with its own power supply. Each positioning card 7 is electrically connected to the corresponding normally closed relay 6 on the reversing rail 3. The normally closed relay 6 is a switch with its own power supply. When the receiver 5 of the corresponding photoelectric switch on the reversing rail 3 receives the light signal emitted by the transmitter 4, the normally closed relay 6 opens, the positioning card 7 is de-energized, and no longer emits radio frequency signals. Conversely, if the receiver 5 of the corresponding photoelectric switch on the reversing rail 3 does not receive the light signal emitted by the transmitter 4, the normally closed relay 6 remains closed, the positioning card 7 is energized, and continuously emits radio frequency signals.
[0037] Each positioning card 7 is signal-connected to two proximity protection devices 8. The proximity protection devices 8 may include RFID readers. Each proximity protection device 8 is electrically connected to a protection response device 9. The two proximity protection devices 8 and the protection response device 9 are installed on the monorail crane 10 that can move along the reversing rail 3. The two proximity protection devices 8 are respectively installed at both ends of the monorail crane 10 in the direction of movement. The protection response device 9 can be an emergency stop device or an alarm device, or it can be an integrated device of an emergency stop device and an alarm device. The emergency stop device is used to stop the monorail crane 10 from moving, and the alarm device is used to issue an audible and visual alarm to remind the staff that the switch is not closed or misaligned. When the positioning card 7 loses power and stops emitting radio frequency signals, the proximity protection device 8 cannot read the positioning card 7 when the monorail crane 10 on the corresponding reversing rail 3 passes by, and the monorail crane 10 can pass normally. Conversely, if the positioning card 7 is powered on and continuously emits radio frequency signals, the proximity protection device 8 can read the positioning card 7 when the monorail crane 10 passes by, and the protection response component 9 will take protective measures to stop the monorail crane 10 from moving and issue an audible and visual alarm.
[0038] Specifically, refer to Figure 1 In this embodiment, two reversing rails 3 are provided, each reversing rail 3 is equipped with a receiver 5 for a photoelectric switch, each reversing rail 3 is equipped with a positioning card 7 on one side, and each monorail crane 10 moving on each reversing rail 3 is equipped with a proximity protection device 8 and a protective response component 9.
[0039] Reference Figure 3 To better protect the transmitter 4 of the photoelectric switch, this embodiment provides a protective cover 11 on the outside of the transmitter 4. The protective cover 11 has a light-transmitting hole 12 in the emission direction of the transmitter 4, and a light-transmitting element 13 is installed inside the light-transmitting hole 12. The light-transmitting element 13 is made of transparent material, such as a high-transmittance acrylic plate or a high-transmittance glass plate. Furthermore, to prevent the light signal emitted by the transmitter 4 from diverging, a collimating lens 15 is provided at the emitting end of the transmitter 4, and the emission angle of the collimating lens 15 is 5°.
[0040] Reference Figure 4 In order to prevent the light signal emitted by the transmitter 4 from diverging and causing the receiver 5 to fail to receive the light signal when the turnout is accurately connected, each receiver 5 is equipped with a beam expander lens 14 at the receiving end, and the receiving angle of the beam expander lens 14 is 15°.
[0041] Work process:
[0042] Fixed rail 1 is rotatably connected to swing rail 2, which can rotate to align with target reversing rail 3. When swing rail 2 rotates to and aligns with a reversing rail 3, the transmitter 4 of the photoelectric switch on swing rail 2 emits a light signal, which is accurately received by the receiver 5 on that reversing rail 3. Other reversing rails that are not aligned are not within the light signal coverage area, and their receivers 5 cannot receive the signal. If swing rail 2 does not align with any reversing rail 3 (e.g., due to closure failure or misalignment), the receivers 5 of all reversing rails 3 will not receive any signal. The collimating lens 15 of transmitter 4 and the beam expanding lens 14 of receiver 5 work together to reduce misjudgments caused by light signal divergence or offset. The protective cover 11 and the light-transmitting element 13 ensure that the transmitter 4 of the photoelectric switch can work stably even in dusty and humid environments.
[0043] Each receiver 5 of the reversing rail 3 is electrically connected to a normally closed relay 6, which in turn is electrically connected to a positioning card 7 on the side of the reversing rail 3. When the receiver 5 receives a light signal, it indicates that the corresponding reversing rail 3 and the swing rail 2 are properly aligned. The normally closed relay 6 is disconnected, the positioning card 7 is de-energized, and stops emitting radio frequency signals. When the receiver 5 does not receive a light signal, it indicates that the corresponding reversing rail 3 and the swing rail 2 are not properly aligned. The normally closed relay 6 remains closed, the positioning card 7 is energized, and continues to emit radio frequency signals.
[0044] The proximity protection device 8 installed on the monorail crane 10 is linked with the positioning card 7, and the protection response device 9 is electrically connected to the proximity protection device 8. If the monorail crane 10 travels to the reversing rail 3 that is properly docked, and the proximity protection device 8 does not detect the radio frequency signal of the positioning card 7, it determines that the track docking is normal, and the monorail crane 10 continues to pass safely; if the monorail crane 10 travels to the reversing rail 3 where the docking is abnormal, the proximity protection device 8 detects the radio frequency signal of the positioning card 7, immediately triggers the protection response device 9, the emergency stop device brakes the monorail crane 10 to prevent derailment, and the alarm device emits an audible and visual alarm to remind the staff to deal with the switch malfunction.
[0045] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. A monorail crane anti-derailment device, comprising a fixed rail (1), a swing rail (2), and reversing rails (3), wherein one end of the fixed rail (1) is rotatably connected to one end of the swing rail (2), and the other end of the swing rail (2) can rotate to engage with a plurality of reversing rails (3), characterized in that, The swing rail (2) is equipped with a photoelectric switch transmitter (4), and each reversing rail (3) is equipped with a photoelectric switch receiver (5) and a normally closed relay (6) that are electrically connected to each other. Each reversing rail (3) has a positioning card (7) on one side. Each positioning card (7) is electrically connected to the corresponding normally closed relay (6) on the reversing rail (3). Each positioning card (7) is signal connected to the proximity protection device (8). Each proximity protection device (8) is electrically connected to the protection response device (9). The proximity protection device (8) and the protection response device (9) are both installed on a monorail crane (10) that can move along the reversing rail (3).
2. The anti-derailment device for a monorail crane locomotive according to claim 1, characterized in that, Each positioning card (7) is signal-connected to two proximity protection devices (8), which are respectively installed at both ends of the moving direction of the monorail crane (10) moving on the reversing rail (3) corresponding to the positioning card (7).
3. The monorail hoist vehicle derailment prevention device of claim 1, wherein, The protective response component (9) is an emergency stop device and / or an alarm device.
4. The monorail hoist vehicle derailment prevention device of claim 1, wherein, There are two reversing rails (3).
5. The monorail hoist vehicle derailment prevention device of claim 1, wherein, The positioning card (7) is an active RFID tag, and the proximity protection device (8) includes an RFID reader.
6. The monorail hoist vehicle derailment prevention device of claim 1, wherein, The transmitter (4) is provided with a protective cover (11) on the outside. The protective cover (11) has a light-transmitting hole in the emission direction of the transmitter (4), and a light-transmitting component (13) is installed in the light-transmitting hole.
7. The monorail hoist vehicle derailment prevention device of claim 1, wherein, Each receiver (5) is equipped with a beam expander lens (14) at its receiving end, and the receiving angle of the beam expander lens (14) is 15°.
8. The monorail hoist vehicle derailment prevention device of claim 7, wherein, The transmitter (4) is equipped with a collimating lens (15) at its transmitting end, and the transmitting angle of the collimating lens (15) is 5°.