Rail clamping device for parking on gentle slope by driverless trolley

Abstract

The utility model discloses a kind of rail clamping devices for slow slope parking of driveless carrier vehicle, including brake mechanism, fixed frame, lifting mechanism, fixed frame is connected with brake mechanism by lifting mechanism;The fixed frame includes top plate, mounting plate, and there are two mounting plates, two mounting plates are symmetrically arranged, and two mounting plate top ends are fixedly connected with top plate;The lifting mechanism includes lifting frame, lifting hydraulic cylinder, lifting frame is arranged at the bottom end of two mounting plates and lifting frame can move along the height direction of mounting plate, the top end of lifting hydraulic cylinder is connected with fixed frame, the bottom end of lifting hydraulic cylinder is connected with lifting frame and drives lifting frame to carry out lifting action;Lifting frame is provided in cross type structure, in the cross type structure of lifting frame, left and right end bottom is symmetrically provided with guide assembly and is contacted with running track by guide assembly, front and rear ends are rotatably connected with brake mechanism, and brake mechanism is arranged between two mounting plates.

Description

Technical Field

[0001] This utility model relates to the field of vehicle braking, and in particular to a rail clamping device for parking a non-drive transport vehicle on a gentle slope. Background Technology

[0002] Cargo transport vehicles in freight yards and coal yards need to travel on designated tracks. When encountering gentle slopes or stopping, a braking mechanism is required to clamp the track, achieving deceleration or stopping of the vehicle. Patent No. ZL202220152620.7 discloses a double-hinged ground cable car track brake, which can achieve a clamping braking effect on the track during vehicle movement. However, during use, it was found that the brake structure is directly set on both sides of the track. The brake will collide with obstacles such as rocks on both sides of the track during the vehicle's movement, causing damage to the brake and severely shortening its service life. Furthermore, in curved or deformed sections of the track, the distance between the brake pads on both sides of the track and the track sidewall changes, resulting in inconsistent spacing between the brake pads on both sides and the track. This prevents the brake pads on both sides from simultaneously contacting the track, affecting the braking effect and increasing the wear rate of the brake pads. Therefore, it is necessary to improve this design. Summary of the Invention

[0003] The purpose of this utility model is to address the above-mentioned problems by providing a rail clamping device for parking non-drive vehicles on gentle slopes, which facilitates braking of rail vehicles and improves the safety of rail-driven vehicles.

[0004] To achieve the above objectives, the technical solution of this utility model is as follows: A rail clamping device for parking a non-drive vehicle on a gentle slope includes a braking mechanism, a fixed frame, and a lifting mechanism. The fixed frame is connected to the braking mechanism via the lifting mechanism. The fixed frame includes a top plate and two mounting plates, which are symmetrically arranged and whose top ends are fixedly connected to the top plate. The lifting mechanism includes a lifting frame and a lifting hydraulic cylinder. The lifting frame is located at the bottom of the two mounting plates and can move along the height direction of the mounting plates. The top end of the lifting hydraulic cylinder is connected to the fixed frame, and the bottom end of the lifting hydraulic cylinder is connected to the lifting frame, driving the lifting frame to perform lifting and lowering actions. The lifting frame is arranged in a cross shape. In the cross shape of the lifting frame, guide components are symmetrically arranged at the bottom of the left and right ends and contact the travel rail through the guide components. The front and rear ends are rotatably connected to the braking mechanism, which is located between the two mounting plates.

[0005] Furthermore, the top plate is horizontally arranged and fixedly connected to the bottom of the vehicle. The top plate is provided with oil passage clearance holes for hydraulic pipelines to pass through. Both mounting plates are vertically arranged with the top plate. Both mounting plates are provided with lifting clearance grooves at their bottom ends. The left and right ends of the lifting frame extend from the lifting clearance grooves at the bottom ends of the two mounting plates respectively and can perform lifting and lowering actions within the lifting clearance grooves. The front and rear ends of the lifting frame are located between the two mounting plates and can perform lifting and lowering actions between the two mounting plates.

[0006] Furthermore, there are two lifting hydraulic cylinders, which are respectively located at the top of the left and right ends of the lifting frame. The top end of the lifting hydraulic cylinder is connected to the first connecting lug pin fixed at the bottom end of the top plate through the first pin shaft, and the bottom end of the lifting hydraulic cylinder is connected to the second connecting lug pin fixed at the top end of the lifting frame through the second pin shaft. The axial directions of the first pin shaft and the second pin shaft are both perpendicular to the mounting plate.

[0007] Furthermore, the guide assembly has two sets, and the two sets of guide assemblies are symmetrically arranged at the bottom of the left and right ends of the lifting frame. The guide assembly includes two symmetrically arranged guide positioning plates and a guide wheel rotatably connected between the two guide positioning plates. The top ends of the two guide positioning plates are fixedly connected to the bottom end of the lifting frame. The guide wheel is arranged between the two guide positioning plates and is connected to the guide positioning plate pin shaft. The axial direction of the guide wheel is consistent with the width direction of the mounting plate.

[0008] Furthermore, edge protrusions are integrally formed on the outer peripheral sidewalls at both ends of the guide wheel along the axial direction. The edge protrusions are coaxially arranged with the guide wheel, and the distance between the two edge protrusions is adapted to the cross-sectional width of the travel track.

[0009] Furthermore, the braking mechanism includes two first brake arms symmetrically arranged on both sides of the front end of the lifting frame, two second brake arms symmetrically arranged on both sides of the rear end of the lifting frame, and a brake hydraulic cylinder. The two first brake arms and the two second brake arms are symmetrically arranged. The two first brake arms are located between two mounting plates and their middle parts are connected to the two sides of the front end of the lifting frame via pins. The two second brake arms are located between two mounting plates and their middle parts are connected to the two sides of the rear end of the lifting frame via pins. The brake hydraulic cylinder is located between the two mounting plates and is horizontally positioned above the lifting frame. One end of the brake hydraulic cylinder is located between the top ends of the two first brake arms and is connected to the top pins of the two first brake arms. The other end of the brake hydraulic cylinder is located between the top ends of the two second brake arms and is connected to the top pins of the two second brake arms. A first brake pad is detachably connected to the bottom end of the two first brake arms near the side of the second brake arm. A second brake pad is detachably connected to the bottom end of the two second brake arms near the side of the first brake arm. The height of the first brake pad and the second brake pad is lower than the height of the guide wheel, and the first brake pad and the second brake pad exert pressure friction braking on the side walls of the travel track in the width direction.

[0010] Furthermore, guide protrusions are provided on the sidewalls of the two first brake arms that are relatively far apart and on the sidewalls of the two second brake arms that are relatively far apart. Guide slots corresponding to the guide protrusions are provided on both mounting plates. The length direction of the guide slots is consistent with the height direction of the mounting plates. The guide protrusions are located in the corresponding guide slots and can move along the length direction of the guide slots. The top width of the guide slots is adapted to the outer diameter width of the guide protrusions, and the bottom width of the guide slots is greater than the top width of the guide slots.

[0011] Furthermore, an adjustment plate is fixedly connected between the middle of the two first brake arms and between the middle of the two second brake arms. The adjustment plate is provided with an adjustment screw hole and an adjustment rod is threadedly connected through the adjustment screw hole. One end of the adjustment rod passes through the adjustment screw hole and abuts against the lifting frame.

[0012] Furthermore, limit blocks are provided in the gap between the side wall of the two first brake arms that are relatively far apart and the mounting plate, and in the gap between the side wall of the two second brake arms that are relatively far apart and the mounting plate. The limit blocks are detachably connected to the mounting plate by limit bolts.

[0013] Furthermore, both the lifting hydraulic cylinder and the braking hydraulic cylinder are electrically connected to the controller, and the controller controls the extension and retraction states of the lifting hydraulic cylinder and the braking hydraulic cylinder respectively. When the controller is de-energized, both the lifting hydraulic cylinder and the braking hydraulic cylinder extend; when the controller is energized, both the lifting hydraulic cylinder and the braking hydraulic cylinder retract. Distance sensors are fixedly installed at both ends of the lifting frame or on the guide assembly, with the probes of the distance sensors facing downwards. The distance sensors are electrically connected to the controller, so that the controller controls the extension and retraction states of the braking hydraulic cylinder based on the detection results of the distance sensors.

[0014] Compared with the prior art, the advantages and positive effects of this utility model are: This invention employs a design that integrates a lifting mechanism on a fixed frame and connects it to a braking mechanism. This allows the braking mechanism to be raised above the track height during vehicle operation. When braking is required, the lifting mechanism lowers the braking mechanism to its position on either side of the track, clamping it against the track sidewalls. This design prevents the braking mechanism from colliding with obstacles such as rocks on either side of the track during vehicle operation, thus minimizing their impact on the braking mechanism's lifespan and effectively extending its service life. On the other hand, by designing the lifting frame in the lifting mechanism as a cross-shaped structure and simultaneously connecting the guide component and the braking mechanism, this utility model allows the guide component to conform to the travel track and change its travel direction synchronously with the turning or deforming sections of the travel track when the transport vehicle is in motion. Under the action of the connecting structure of the lifting frame, the lifting frame and the braking mechanism will float left and right with the directional change of the guide component, thereby allowing the braking mechanism to float synchronously with the turning or deforming sections of the travel track. During this process, the distance between the two brake pads in the braking mechanism and the travel track remains consistent. When the two brake pads perform the braking action, they will simultaneously clamp the side walls on both sides of the travel track, ensuring that the braking effect of the braking mechanism is not affected, reducing the wear rate of the brake pads, and further improving the use effect of this utility model. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art 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.

[0016] Figure 1This is a schematic diagram of the structure of the present invention. Figure 1 ; Figure 2 This is a schematic diagram of the structure of the present invention. Figure 2 ; Figure 3 This is a structural diagram showing the connection between the lifting frame, braking mechanism, and guide components. Figure 4 This is a structural diagram showing the connection between the lifting frame and the braking mechanism. Figure 5 This is a diagram showing the connection structure between the lifting frame and the guide assembly; Figure 6 This is a cross-sectional view of the present invention. Detailed Implementation

[0017] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, any modifications, equivalent substitutions, improvements, etc., made by those skilled in the art to all other embodiments obtained without creative effort should be included within the protection scope of the present utility model.

[0018] like Figures 1 to 6 As shown, this embodiment discloses a rail clamping device for parking a non-drive transport vehicle on a gentle slope, including a braking mechanism, a fixed frame, and a lifting mechanism. The fixed frame is connected to the braking mechanism through the lifting mechanism. The fixed frame includes a top plate 1 and a mounting plate 2. The top plate 1 is horizontally arranged and fixedly connected to the bottom of the vehicle. The top plate 1 is provided with an oil passage clearance hole 101 for passing through hydraulic pipelines. There are two mounting plates 2, which are symmetrically arranged. Both mounting plates 2 are perpendicular to the top plate 1 and their top ends are fixedly connected to the top plate 1. Both mounting plates 2 have lifting clearance grooves 202 at their bottom ends for avoiding the lifting mechanism. The lifting mechanism includes a lifting frame 4 and a lifting hydraulic cylinder 3. The lifting frame 4 is located at the bottom of two mounting plates 2 and can move up and down along the height direction of the mounting plates 2 under the extension and retraction action of the lifting hydraulic cylinder 6. There are two lifting hydraulic cylinders 3, and the two lifting hydraulic cylinders 3 are respectively located at the top of the left and right ends of the lifting frame 4. The top end of the lifting hydraulic cylinder 3 is connected to the first connecting ear 102 pin fixed at the bottom end of the top plate 1 through the first pin 1021. The bottom end of the lifting hydraulic cylinder 3 is connected to the second connecting ear 401 pin fixed at the top end of the lifting frame 4 through the second pin 4011. The axial directions of the first pin 1021 and the second pin 4011 are both perpendicular to the mounting plate 2.

[0019] The lifting frame 4 is arranged in a cross shape. In the cross shape of the lifting frame 4, the left and right directions of the lifting frame 4 are perpendicular to the mounting plate 2, and the front and back directions of the lifting frame 4 are parallel to the mounting plate 2. The left and right ends of the lifting frame 4 extend from the lifting clearance grooves 202 at the bottom of the two mounting plates 2 respectively and can perform lifting and lowering actions within the lifting clearance grooves 202. The bottom of the left and right ends of the lifting frame 4 is symmetrically provided with guide components, which contact the travel track through the guide components. The front and back ends of the lifting frame 4 are located between the two mounting plates 2 and can perform lifting and lowering actions between the two mounting plates 2. The front and back ends of the lifting frame 4 are rotatably connected to the braking mechanism, which is located between the two mounting plates 2.

[0020] The structural design of the lifting frame not only realizes the structural connection between the guide component and the braking mechanism, but also allows the lifting frame to rotate within the lifting clearance groove under the action of the first and second pins when the guide component changes direction along the travel track. In other words, the lifting frame together with the braking mechanism can float in the width direction of the travel track to adapt to the turning and deformed sections of the travel track.

[0021] The guide assembly consists of two sets, which are symmetrically arranged at the bottom of the left and right ends of the lifting frame 4. The guide assembly includes two symmetrically arranged guide positioning plates 402 and a guide wheel 5 rotatably connected between the two guide positioning plates 402. The top ends of the two guide positioning plates 402 are fixedly connected to the bottom end of the lifting frame 4. The guide wheel 5 is arranged between the two guide positioning plates 402 and is pin-connected to the guide positioning plates 402. The axial direction of the guide wheel 5 is consistent with the width direction of the mounting plate 2.

[0022] An edge protrusion ring 501 is integrally formed on the outer peripheral sidewalls at both ends of the guide wheel 5 along the axial direction. The edge protrusion ring 501 is coaxially arranged with the guide wheel 5, and the distance between the two edge protrusion rings 501 is adapted to the cross-sectional width of the travel track.

[0023] This solution is mainly applied to the parking operation of rail transport vehicles on gentle slopes. During normal operation on a level track, the braking mechanism is not typically used. Therefore, when the vehicle reaches a gentle slope section, the lifting hydraulic cylinder extends, causing the lifting frame to descend. The guide wheels at the bottom of both ends of the lifting frame engage with the travel track and roll along it. The brake pads in the braking mechanism are located on both sides of the travel track. When parking is required, the braking mechanism is activated to clamp the travel track and park the vehicle. Simultaneously, after the lifting mechanism, braking mechanism, and guide components are connected, the brake... The structure and guide components are essentially suspended on the travel track via lifting hydraulic cylinders and lifting frames. When the guide components change direction as the travel track curves or deforms, the braking mechanism will float accordingly with the guide components and lifting frames, keeping the braking distance between the braking mechanism and the travel track constant. When the transport vehicle passes through a gentle slope, the gentle slope parking function is no longer needed. At this time, the lifting hydraulic cylinders retract, causing the lifting frames, braking mechanism, and guide components to rise. The braking mechanism is located above the travel track and will not collide with obstacles such as rocks on both sides of the travel track.

[0024] The braking mechanism includes two first brake arms 6 symmetrically arranged on both sides of the front end of the lifting frame 4, two second brake arms 7 symmetrically arranged on both sides of the rear end of the lifting frame 4, and a brake hydraulic cylinder 8. The two first brake arms 6 and the two second brake arms 7 are symmetrically arranged. The two first brake arms 6 are located between the two mounting plates 2, and their middle parts are connected to both sides of the front end of the lifting frame 4 via first movable shafts 12 pins. The two second brake arms 7 are located between the two mounting plates 2, and their middle parts are connected to both sides of the rear end of the lifting frame 4 via second movable shafts 13 pins. The brake hydraulic cylinder 8 is located between the two mounting plates 2 and is horizontally positioned above the lifting frame 4. One end of the brake hydraulic cylinder 8 is located between the top ends of the two first brake arms 6 and connected to the top pins of the two first brake arms 6. The other end of the brake hydraulic cylinder 8 is located between the top ends of the two second brake arms 7 and connected to the top pins of the two second brake arms 7. The bottom ends of the two first brake arms 6 are detachably connected to the side of the second brake arms 7. The bottom ends of the two second brake arms 7 are detachably connected to the side of the first brake arms 6. The heights of the first brake pads 601 and the second brake pads 701 are both lower than the height of the guide wheel 5. The first brake pads 601 and the second brake pads 701 exert pressure friction braking on the side walls of the travel track in the width direction.

[0025] When the lifting mechanism is in the lowering state, the first brake pad at the bottom of the first brake arm and the second brake pad at the bottom of the second brake arm will descend to both sides of the width direction of the travel track. When the brake hydraulic cylinder extends, the tops of the first and second brake arms move away from each other, and the first and second brake pads move closer together and clamp the side walls of the travel track in the width direction, thus achieving the effect of parking the vehicle on a gentle slope. When it is necessary to release the parking state, the brake hydraulic cylinder retracts, and the first and second brake pads move away from each other and no longer clamp the travel track.

[0026] Guide protrusions 602 are provided on the sidewalls of the two first brake arms 6 that are relatively far apart and on the sidewalls of the two second brake arms 7 that are relatively far apart. Guide slots 201 corresponding to the guide protrusions 602 are provided on the two mounting plates 2. The length direction of the guide slots 201 is consistent with the height direction of the mounting plates 2. The guide protrusions 602 are located in the corresponding guide slots 201 and can move along the length direction of the guide slots 201. The top width of the guide slots 201 is adapted to the outer diameter width of the guide protrusions 602. The bottom width of the guide slots 201 is greater than the top width of the guide slots 201.

[0027] Limiting blocks 9 are provided in the gaps between the sidewalls of the two first brake arms 6 that are relatively far apart and the mounting plate 2, and in the gaps between the sidewalls of the two second brake arms 7 that are relatively far apart and the mounting plate 2. The limiting blocks 9 are detachably connected to the mounting plate 2 by limiting bolts 901.

[0028] When the lifting mechanism is in the lifting action, the guide protrusions on the first brake arm and the second brake arm slide within the guide slots. When the lifting mechanism is in the lowering state, the guide protrusions on the first brake arm and the second brake arm are located at the bottom of the guide slots. At this time, the braking mechanism is located on both sides of the travel track and can brake the travel track. When the travel track is in a curved or deformed section, the travel track may not be able to maintain complete parallelism with the first brake pad and the second brake pad. Because the bottom width of the guide slot is greater than the outer diameter of the guide protrusion, the guide protrusion can perform a slight rotation at the bottom of the guide slot, thereby allowing the first brake arm and the second brake arm to brake. The two brake arms can be adjusted at a moderate angle relative to the guide slot. When braking, after the first or second brake pad contacts the side wall of the travel track, it will tilt appropriately along the direction of the side wall of the travel track, so that the first or second brake pad is fully in contact with the side wall of the travel track, maximizing the friction area to ensure the braking effect of the braking mechanism on the travel track. At the same time, by setting a limiting block between the brake arm and the mounting plate, the angle adjustment range of the first and second brake arms is limited, avoiding the situation where the brake arm angle adjustment range is too large and affects the stability of the braking action, further improving the use effect of this utility model.

[0029] An adjusting plate 10 is fixedly connected between the middle of the two first brake arms 6 and between the middle of the two second brake arms 7. The adjusting plate 10 is provided with an adjusting screw hole and an adjusting rod 11 is threadedly connected through the adjusting screw hole. One end of the adjusting rod 11 passes through the adjusting screw hole and abuts against the front end or rear end of the lifting frame 4.

[0030] When the adjusting rod is rotated, the distance between the adjusting plate and the end of the lifting frame can be adjusted, thereby adjusting the braking distance between the first brake pad, the second brake pad and the side wall of the travel track, and ensuring that the distance between the first brake pad, the second brake pad and the side wall of the travel track remains consistent; by adjusting the adjusting rod, the braking distance between the brake pad and the side wall of the travel track can be reduced after the first brake pad and the second brake pad wear out, so as to ensure that the braking effect of the braking mechanism on the travel track is not affected.

[0031] The lifting hydraulic cylinder 3 and the braking hydraulic cylinder 8 are both electrically connected to the controller, and the controller controls the extension and retraction states of the lifting hydraulic cylinder 3 and the braking hydraulic cylinder 8 respectively. When the controller is de-energized, the lifting hydraulic cylinder 3 and the braking hydraulic cylinder 8 extend sequentially. When the controller is energized, the braking hydraulic cylinder 8 and the lifting hydraulic cylinder 3 retract sequentially. Distance sensors are fixedly installed on the left and right ends or on the guide components of the lifting frame 4. The probes of the distance sensors are set downwards. The distance sensors are electrically connected to the controller, so that the controller controls the extension and retraction states of the braking hydraulic cylinder 8 according to the detection results of the distance sensors.

[0032] In the controller's control flow design, the control switch of the brake hydraulic cylinder can only be opened when the distance sensor reaches the minimum set value, allowing the brake hydraulic cylinder to perform braking operations according to braking requirements. Through the coordinated design of the distance sensor and the controller, the braking mechanism can only perform braking operations when the lifting mechanism is in the descending state. This avoids erroneous braking actions by the braking mechanism when the lifting mechanism is in the ascending state, where the two brake pads are close together, causing mutual obstruction between the brake pads and the travel track during the descent of the lifting mechanism. This prevents the lifting mechanism from descending smoothly and the braking mechanism from achieving the braking effect for gentle slope parking. This effectively avoids situations where malfunctions of the rail clamping device would affect the driving safety of the transport vehicle. At the same time, by designing the lifting hydraulic cylinder and the brake hydraulic cylinder to extend in the event of a power failure, the transport vehicle can reach a braking parking state under the action of the lifting mechanism and the braking mechanism when the controller experiences a power failure. This ensures the driving safety of the transport vehicle in the event of a sudden power failure, further improving the effectiveness of this utility model.

[0033] This invention employs a design that integrates a lifting mechanism on a fixed frame and connects it to a braking mechanism. This allows the braking mechanism to be raised above the track height during vehicle operation. When braking is required, the lifting mechanism lowers the braking mechanism to its position on either side of the track, clamping it against the track sidewalls. This design prevents the braking mechanism from colliding with obstacles such as rocks on either side of the track during vehicle operation, thus minimizing their impact on the braking mechanism's lifespan and effectively extending its service life. On the other hand, by designing the lifting frame in the lifting mechanism as a cross-shaped structure and simultaneously connecting the guide component and the braking mechanism, this utility model allows the guide component to conform to the travel track and change its travel direction synchronously with the turning or deforming sections of the travel track when the transport vehicle is in motion. Under the action of the connecting structure of the lifting frame, the lifting frame and the braking mechanism will float left and right with the directional change of the guide component, thereby allowing the braking mechanism to float synchronously with the turning or deforming sections of the travel track. During this process, the distance between the two brake pads in the braking mechanism and the travel track remains consistent. When the two brake pads perform the braking action, they will simultaneously clamp the side walls on both sides of the travel track, ensuring that the braking effect of the braking mechanism is not affected, reducing the wear rate of the brake pads, and further improving the use effect of this utility model.

Claims

1. A rail clamping device for parking a non-drive transport vehicle on a gentle slope, comprising a braking mechanism, characterized in that: The rail clamping device also includes a fixed frame and a lifting mechanism. The fixed frame is connected to the braking mechanism through the lifting mechanism. The fixed frame includes a top plate and two mounting plates, which are symmetrically arranged and whose top ends are fixedly connected to the top plate. The lifting mechanism includes a lifting frame and a lifting hydraulic cylinder. The lifting frame is located at the bottom of the two mounting plates and can move along the height direction of the mounting plates. The top end of the lifting hydraulic cylinder is connected to the fixed frame, and the bottom end of the lifting hydraulic cylinder is connected to the lifting frame and drives the lifting frame to perform lifting and lowering actions. The lifting frame is arranged in a cross shape. In the cross shape of the lifting frame, guide components are symmetrically arranged at the bottom of the left and right ends and contact the travel rail through the guide components. The front and rear ends are rotatably connected to the braking mechanism, which is located between the two mounting plates.

2. The rail clamping device for parking a non-drive transport vehicle on a gentle slope as described in claim 1, characterized in that: The top plate is horizontally positioned and fixedly connected to the bottom of the vehicle. The top plate is provided with oil passage clearance holes for hydraulic pipelines. Both mounting plates are perpendicular to the top plate, and both mounting plates have lifting clearance slots at their bottom ends. The left and right ends of the lifting frame extend from the lifting clearance slots at the bottom ends of the two mounting plates and can move up and down within the lifting clearance slots. The front and rear ends of the lifting frame are located between the two mounting plates and can move up and down between the two mounting plates.

3. The rail clamping device for parking a non-drive transport vehicle on a gentle slope as described in claim 1, characterized in that: There are two lifting hydraulic cylinders, which are respectively installed at the top of the left and right ends of the lifting frame. The top end of the lifting hydraulic cylinder is connected to the first connecting lug pin fixed at the bottom end of the top plate through the first pin shaft, and the bottom end of the lifting hydraulic cylinder is connected to the second connecting lug pin fixed at the top end of the lifting frame through the second pin shaft. The axial directions of the first pin shaft and the second pin shaft are both perpendicular to the mounting plate.

4. The rail clamping device for parking a non-drive transport vehicle on a gentle slope as described in claim 1, characterized in that: The guide assembly consists of two sets, which are symmetrically arranged at the bottom of the left and right ends of the lifting frame. Each guide assembly includes two symmetrically arranged guide positioning plates and a guide wheel rotatably connected between the two guide positioning plates. The top ends of the two guide positioning plates are fixedly connected to the bottom end of the lifting frame. The guide wheel is arranged between the two guide positioning plates and is connected to the guide positioning plate by a pin. The axial direction of the guide wheel is consistent with the width direction of the mounting plate.

5. The rail clamping device for parking a non-drive transport vehicle on a gentle slope as described in claim 4, characterized in that: An edge protrusion ring is integrally formed on the outer peripheral sidewalls at both ends of the guide wheel along the axial direction. The edge protrusion ring is coaxially arranged with the guide wheel, and the distance between the two edge protrusion rings is adapted to the cross-sectional width of the travel track.

6. The rail clamping device for parking a non-drive transport vehicle on a gentle slope as described in claim 4, characterized in that: The braking mechanism includes two first brake arms symmetrically arranged on both sides of the front end of the lifting frame, two second brake arms symmetrically arranged on both sides of the rear end of the lifting frame, and a brake hydraulic cylinder. The two first brake arms and the two second brake arms are symmetrically arranged. The two first brake arms are located between two mounting plates and their middle parts are connected to the two sides of the front end of the lifting frame via pins. The two second brake arms are located between two mounting plates and their middle parts are connected to the two sides of the rear end of the lifting frame via pins. The brake hydraulic cylinder is located between the two mounting plates and is horizontally positioned above the lifting frame. One end of the brake hydraulic cylinder is located between the top ends of the two first brake arms and is connected to the top pins of the two first brake arms. The other end of the brake hydraulic cylinder is located between the top ends of the two second brake arms and is connected to the top pins of the two second brake arms. The bottom ends of the two first brake arms are detachably connected to the side of the second brake arm, and the bottom ends of the two second brake arms are detachably connected to the side of the first brake arm. The height of the first brake pad and the second brake pad is lower than the height of the guide wheel, and the first brake pad and the second brake pad exert pressure friction braking on the side walls of the travel track in the width direction.

7. The rail clamping device for parking a non-drive transport vehicle on a gentle slope as described in claim 6, characterized in that: Guide protrusions are provided on the sidewalls of the two first brake arms that are relatively far apart and on the sidewalls of the two second brake arms that are relatively far apart. Guide slots corresponding to the guide protrusions are provided on both mounting plates. The length direction of the guide slots is consistent with the height direction of the mounting plates. The guide protrusions are located in the corresponding guide slots and can move along the length direction of the guide slots. The top width of the guide slots is adapted to the outer diameter width of the guide protrusions, and the bottom width of the guide slots is greater than the top width of the guide slots.

8. The rail clamping device for parking a non-drive transport vehicle on a gentle slope as described in claim 6, characterized in that: An adjusting plate is fixedly connected between the middle of the two first brake arms and between the middle of the two second brake arms. The adjusting plate is provided with adjusting screw holes and an adjusting rod is threadedly connected through the adjusting screw holes. One end of the adjusting rod passes through the adjusting screw hole and abuts against the lifting frame.

9. The rail clamping device for parking a non-drive transport vehicle on a gentle slope as described in claim 6, characterized in that: Limiting blocks are provided in the gaps between the sidewalls of the two first brake arms that are relatively far apart and the mounting plate, and in the gaps between the sidewalls of the two second brake arms that are relatively far apart and the mounting plate. The limiting blocks are detachably connected to the mounting plate by limiting bolts.

10. The rail clamping device for parking a non-drive transport vehicle on a gentle slope as described in claim 6, characterized in that: The lifting hydraulic cylinder and the braking hydraulic cylinder are both electrically connected to the controller, and the controller controls the extension and retraction states of the lifting hydraulic cylinder and the braking hydraulic cylinder respectively. When the controller is de-energized, both the lifting hydraulic cylinder and the braking hydraulic cylinder extend. When the controller is energized, both the lifting hydraulic cylinder and the braking hydraulic cylinder retract. Distance sensors are fixedly installed at both ends of the lifting frame or on the guide assembly. The probes of the distance sensors are set downwards. The distance sensors are electrically connected to the controller, so that the controller controls the extension and retraction states of the braking hydraulic cylinder based on the detection results of the distance sensors.

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