The parking device of the car

Abstract

The present application provides a parking device for a car, and the parking device includes: a locking mechanism acting on a traction sheave on the car, the locking mechanism having a locked state that restricts the rotation of the traction sheave and an unlocked state that allows the rotation of the traction sheave; a transmission mechanism linked between the car door and the locking mechanism, when the car door is opened or closed, the locking mechanism correspondingly enters the locked state or the unlocked state. The parking device for the car provided by the present application can prevent the accidental movement of the car from the root and improve the safety of the elevator.

Description

Technical Field

[0001] The present application relates to the technical field of elevators, and particularly to a parking device for a car. Background Art

[0002] In recent years, unexpected movement of the car has become a hot topic in the elevator industry, and there have been many accidents caused by the unexpected movement of the car in news reports. Therefore, Amendment 1 was newly added to GB7588-2003, stipulating that the elevator system should have a protection device to prevent the unexpected movement of the car. However, the mechanism causing the unexpected movement of the car is not yet clear. Currently, the common practice is to perform emergency braking protection on the unexpected movement of the car monitored by the system at the end, and the unexpected movement of the car cannot be avoided from the design source.

[0003] The current mainstream solution is to use a brake or a rope gripper as a protection device, that is, to perform emergency stop using this protection device after the unexpected movement of the car. However, the effectiveness of such a protection device remains to be verified. If the unexpected movement is caused by a system signal error and the system judges that the operation is normal, such a protection device will not act and cannot play a protective role.

[0004] "The best treatment is prevention". If the unexpected movement of the car can be nipped in the bud, or avoidance measures are taken in the design to make it impossible for the car to have an unexpected movement, the occurrence of the unexpected movement of the car can be fundamentally avoided.

[0005] Summarizing from the accidents caused by the unexpected movement of the existing car, when the elevator car door and the landing door are opened and the car suddenly makes an unexpected movement, if there are passengers entering or leaving the car at this time, it may cause a major accident. Therefore, the most important thing to prevent the unexpected movement of the car is to prevent the unexpected movement of the car when the car door is opened. Summary of the Invention

[0006] The present application provides a parking device for a car, which can prevent the unexpected movement of the car from the root cause and improve the safety of the elevator.

[0007] The parking device for a car provided by the present application includes:

[0008] A locking mechanism acting on the traction sheave on the car, the locking mechanism having a locking state that restricts the rotation of the traction sheave and an unlocking state that allows the rotation of the traction sheave;

[0009] A transmission mechanism linked between the car door and the locking mechanism. When the car door is opened or closed, the locking mechanism enters the locking or unlocking state accordingly.

[0010] The following also provides several optional methods, which are not additional limitations to the above overall solution, but only further supplements or optimizations. Without technical or logical contradictions, each optional method can be combined with the above overall solution alone, or multiple optional methods can be combined with each other.

[0011] Optionally, the transmission mechanism includes a proximal component disposed adjacent to the door machine system, a distal component disposed adjacent to the traction sheave, and a linkage member;

[0012] According to the motion transmission relationship, the proximal component includes a first input member and a first output member, and the first output member is connected to the proximal end of the linkage member;

[0013] The distal component includes a trigger member and a first reset member, wherein the trigger member is linked with the distal end of the linkage member to drive the locking mechanism into the locked state, and the first reset member acts on the trigger member to allow the locking mechanism to return to the unlocked state.

[0014] Optionally, the locking mechanism includes a limiting member fixedly installed on the traction sheave and a locking member corresponding to the limiting member. The limiting member and the locking member have relative engaging and separating states, corresponding to the locked state and the unlocked state of the locking mechanism respectively; the locking member interacts and is linked with the trigger member.

[0015] Optionally, an intermittent fit or a variable speed fit is adopted between the first input member and the first output member.

[0016] Optionally, the proximal component includes:

[0017] A rack, fixed to the car door and serving as the first input member;

[0018] A gear, rotatably installed on the car and meshing with the rack;

[0019] A rope winding disc, serving as the first output member;

[0020] A Geneva mechanism, including a driving dial and a driven Geneva wheel. The driving dial is fixedly and coaxially rotated with the gear, and the driven Geneva wheel and the rope winding disc are either separately fixed or integrally structured and coaxially rotated.

[0021] Optionally, the linkage member includes a sheath providing axial support force and a traction rope slidably passing through the sheath.

[0022] Optionally, the distal component further includes:

[0023] A base fixed to the car, and the first reset member is a first spring acting between the trigger member and the base;

[0024] A guide rod slidably passing through the base, the guide rod being connected to the linkage component, and the trigger member being slidably sleeved on the guide rod;

[0025] A second spring acting between the guide rod and the trigger member. When the trigger member is accidentally stuck, the guide rod and the trigger member move relative to each other and the second spring stores energy. When the trigger member is released from the accidental stuck state, the second spring releases energy to drive the trigger member, and then drives the locking mechanism into the locked state.

[0026] Optionally, along the axial direction of the guide rod, the trigger member includes:

[0027] A locking section having a first sliding surface extending along the axial direction of the guide rod;

[0028] An unlocking section having a second sliding surface extending along the axial direction of the guide rod;

[0029] A transition section connected between the locking section and the unlocking section, having a third sliding surface inclined relative to the axial direction of the guide rod;

[0030] When the locking mechanism is in the locked state, the locking member is fitted to the first sliding surface;

[0031] When the locking mechanism is in the unlocked state, the locking member is fitted to the second sliding surface;

[0032] During the state switching process of the locking mechanism, the locking member is fitted to the third sliding surface.

[0033] Optionally, the locking mechanism includes:

[0034] A ratchet wheel fixed and coaxially rotating with the traction sheave wheel, and the limiting component is the ratchet wheel;

[0035] A pawl swingably mounted relative to the car and cooperating with the ratchet wheel, the pawl being in abutting cooperation with the trigger member, and the locking member being the pawl;

[0036] A second reset member for driving the pawl to disengage from the ratchet wheel.

[0037] Optionally, the traction sheave wheel is a car top sheave wheel or a car bottom sheave wheel.

[0038] The parking device of the car provided by this application can prevent the accidental movement of the car from the root cause and improve the safety of the elevator. Description of the Drawings

[0039] Figure 1 It is a schematic structural diagram of an embodiment of this application;

[0040] Figure 2Schematic diagram of the proximal component in an embodiment of the present application;

[0041] Figure 3 Schematic diagram of the distal component in an embodiment of the present application;

[0042] Figure 4 Schematic diagram of the traction rope wheel in an embodiment of the present application;

[0043] Figure 5 is Figure 1 The enlarged view of area A in

[0044] The descriptions of the reference numerals in the figure are as follows:

[0045] 1, car; 2, traction rope wheel; 21, ratchet wheel; 3, car door; 31, rack; 32, gear; 33, rope winding disc; 34, driving dial; 35, driven sprocket; 36, cylindrical pin; 37, radial groove; 4, linkage component; 5, trigger; 51, locking section; 511, first sliding surface; 52, unlocking section; 521, second sliding surface; 53, transition section; 531, third sliding surface; 6, first spring; 7, base; 71, guide rod; 72, second spring; 8, pawl; 9, second reset component. Detailed implementation manners

[0046] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0047] It should be noted that when a component is referred to as being "connected" to another component, it can be directly connected to the other component or there may also be an intermediate component. When a component is considered to be "disposed on" another component, it can be directly disposed on the other component or there may be an intermediate component at the same time.

[0048] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which this application belongs. The terms used in the specification of this application herein are only for the purpose of describing specific embodiments and are not intended to limit this application.

[0049] In one embodiment, as Figure 1As shown in the figure, the parking device of the car includes a locking mechanism and a transmission mechanism. The locking mechanism acts on the traction sheave 2 on the car 1. The locking mechanism has a locking state that restricts the rotation of the traction sheave 2 and an unlocking state that allows the traction sheave 2 to rotate. The transmission mechanism is linked between the car door 3 and the locking mechanism. When the car door 3 is opened and closed, the locking mechanism enters the locking and unlocking states accordingly.

[0050] The traditional parking device fixes the car 1 in the hoistway by controlling the movement of the locking piece through an electrical signal after the car 1 is leveled. The parking device of this embodiment can adopt a pure mechanical structure, and its operation process does not rely on electronic components and control programs, so the reliability is higher.

[0051] In order to further ensure that the car 1 can be reliably parked after the locking mechanism operates, the locking mechanism of this embodiment is installed on the car 1, and the car 1 is braked by locking the traction sheave 2. The locking action is an internal action of the locking mechanism. When the parking device needs to be maintained, it only needs to ensure that the parking device on the car 1 itself is in a normal state, and there is no need to check the guide rail status at various places along the hoistway. The maintenance is convenient and the reliability is high.

[0052] Under normal circumstances, there is static friction between the traction sheave 2 and the traction rope suspending the car 1, without relative sliding. When the traction sheave 2 stops rotating, the car 1 cannot move up and down.

[0053] When the car 1 door is opened, the car door 3 makes the locking mechanism itself enter the locking state through the transmission mechanism, and the traction sheave 2 cannot rotate, so the car 1 is parked. When the car 1 door is closed, the passengers have left the shearing position between the car door 3 and the landing door. The car door 3 triggers the locking mechanism through the transmission mechanism, and the locking mechanism enters the unlocking state, and the traction sheave 2 can rotate normally, and the car 1 runs normally.

[0054] In one embodiment, as Figure 1 shown, the transmission mechanism includes a proximal component arranged adjacent to the door machine system, a distal component arranged adjacent to the traction sheave 2, and a linkage member 4. The proximal component includes a first input member and a first output member according to the movement transmission relationship, and the first output member is connected to the proximal end of the linkage member 4. The distal component includes a trigger member 5 and a first reset member, wherein the trigger member 5 is linked with the distal end of the linkage member 4 to drive the locking mechanism into the locking state, and the first reset member acts on the trigger member 5 to allow the locking mechanism to return to the unlocking state.

[0055] The proximal component in this embodiment is used to convert the movement of the car door 3 into the movement of the linkage component 4, and the distal component is used to convert the movement of the linkage component 4 into the internal action of the locking mechanism. There is a certain distance between the proximal component and the distal component, and the linkage component 4 is used to transmit power or transfer motion relations across the distance. The door machine system includes a power device (such as a motor) installed on the car 1 and a transmission component (such as a belt, a synchronous belt, etc.) connected between the power device and the car door 3. Obviously, the first input member can be directly fixed to the car door 3, or it can be fixed to other movable parts in the door machine system, such as a motor shaft, a pulley, a belt, etc.

[0056] In this embodiment, a first reset member is provided in the remote assembly. The first reset member stores energy during the door opening process, and uses the stored energy to drive the locking mechanism to enter the unlocking state during the door closing process. Therefore, in the process of locking the traction sheave 2, this embodiment does not rely on the power provided by the door machine system, thereby reducing interference with existing devices (such as fans and inspection boxes) on the top of the car 1 and saving space on the top of the shaft.

[0057] In one embodiment, the locking mechanism includes a limiting component fixedly mounted on the traction sheave 2, and a locking member corresponding to the limiting component, the limiting component and the locking member have a relative combination state and separation state, and correspond to the locking state and the unlocking state of the locking mechanism respectively; the locking member interacts and links with the trigger member 5. The limiting component is fixed to the traction sheave 2 and rotates synchronously with the traction sheave 2. When the door is opened, the locking member approaches the limiting component and interferes with the movement path of the limiting component, so that the traction sheave 2 stops rotating. When the door is closed, the locking member leaves the limiting component and allows the traction sheave 2 to rotate freely.

[0058] In the process of opening and closing the door, the travel of the car door 3 is relatively large. In order to save the space at the top of the car 1, the travel of the locking member in the process of combining and separating with the limiting member is relatively small. In order to match the travel of the car door 3 and the limiting member, in one embodiment, intermittent matching or variable speed matching is adopted between the first input member and the first output member. When intermittent matching is adopted, the locking member is only actuated in a section of the travel of the car door 3. When variable speed matching is adopted, the locking member is actuated in the entire travel of the car door 3, but the movement speed of the locking member is lower than the movement speed of the car door 3.

[0059] In one embodiment, the traction sheave 2 is a car top sheave. In another embodiment, the traction sheave 2 is a car bottom sheave. The linkage member 4 includes a sheath that provides axial support force, and a traction rope that slidably passes through the sheath. The linkage member 4 can adopt the prior art, or it can be an adjustable but non-retractable rope. Its key characteristic is that it can effectively transmit the motion of the door machine system to the distal component without the motion transmission failing due to compression or bending. In one embodiment, the linkage member 4 is a steel wire rope wrapped with a hard outer sheath. The hard outer sheath is not suitable for bending after being fixed, and the steel wire rope can slide freely within the hard outer sheath, effectively transmitting the proximal motion to the distal end.

[0060] The rope groove of the traction sheave 2 can adopt the prior art, for example, the cross-sectional shape is "V" shaped or semi-circular.

[0061] In one embodiment, as Figure 2 shown, the proximal component includes a rack 31, a gear 32, a rope winding disc 33, and a Geneva mechanism. The rack 31 is fixed to the car door 3 and serves as the first input member. The gear 32 is rotatably mounted on the car 1 and meshes with the rack 31. The rope winding disc 33 serves as the first output member. The Geneva mechanism includes a driving dial 34 and a driven Geneva wheel 35. The driving dial 34 is fixed to the gear 32 and rotates coaxially, and the driven Geneva wheel 35 is an integral structure with the rope winding disc 33 and rotates coaxially. In another embodiment, the driven Geneva wheel 35 and the rope winding disc 33 are a split structure and rotate coaxially.

[0062] In this embodiment, the linear motion of the car door 3 is converted into rotational motion through the gear 32 and rack 31 mechanism, and then the rope winding disc 33 rotates to wind the wire. The Geneva mechanism can adopt the prior art and is used to convert the continuous motion of the gear 32 into the intermittent motion of the rope winding disc 33. When opening the door, the driven Geneva wheel 35 does not rotate with the driving dial 34 first until the cylindrical pin 36 that rotates with the driving dial 34 enters the radial groove 37 of the driven Geneva wheel 35. Then the driven Geneva wheel 35 starts to rotate in the reverse direction with the driving dial 34 and drives the rope winding disc 33 to wind and take up the wire. The linkage member 4 pulls the trigger member 5 to make the locking mechanism enter the locked state. When closing the door, the car door 3 drives the proximal component to return to the initial state, and the first reset member drives the linkage member 4 that releases the tension of the rope winding disc 33.

[0063] Specifically, in one embodiment, when opening the door, the parking device of the car is braked and locked within the range where the door gap width is less than 30 cm. When closing the door, the parking device of the car is unlocked within the range where the door gap width is less than 10 cm.

[0064] In one embodiment, as Figure 3 shown, the distal component further includes a base 7, a guide rod 71, and a second spring 72.

[0065] The base 7 is fixed to the car 1, the first reset member is the first spring 6 and acts between the trigger member 5 and the base 7. The guide rod 71 is slidably disposed through the base 7, the guide rod 71 is connected to the linkage member 4, and the trigger member 5 is slidably sleeved on the guide rod 71. The second spring 72 acts between the guide rod 71 and the trigger member 5. When the trigger member 5 is misjammed, the guide rod 71 and the trigger member 5 move relative to each other and the second spring 72 stores energy. When the trigger member 5 is released from the misjamming, the second spring 72 releases energy to drive the trigger member 5, and then drives the locking mechanism into the locked state.

[0066] When the car 1 is leveled, the rotational position of the traction sheave 2 is random. Therefore, during the door opening process, the locking member may not be aligned with the limiting member, resulting in the inability of both the locking member and the limiting member to enter the engaged state and the locking mechanism to enter the locked state.

[0067] In this embodiment, by providing the second spring 72, it is ensured that the locking member and the limiting member can be engaged when the door is opened. In the first case, after leveling, the locking member is exactly aligned with the limiting member. During the door opening process, while the linkage member 4 acts, the locking member and the limiting member immediately enter the engaged state.

[0068] In the second case, after leveling, the locking member is not aligned with the limiting member. During the door opening process, while the linkage member 4 acts, the locking member and the limiting member do not immediately enter the engaged state, and the trigger member 5 cannot slide along the guide rod 71 due to interference by the locking member. A stop block is fixed on the guide rod 71, and the two ends of the second spring 72 are respectively abutted against the stop block and the trigger member 5. The action of the linkage member 4 causes the stop block to approach the trigger member 5.

[0069] After the door is opened, the second spring 72 has stored energy. If the car 1 moves unexpectedly at this time, it will cause changes in the rotational positions of the traction sheave 2 and the limiting member. When the limiting member rotates to align with the position of the locking member, the second spring 72 releases energy to make the locking mechanism enter the locked state.

[0070] In one embodiment, as Figure 3 、 Figure 5 shown, along the axial direction of the guide rod 71, the trigger member includes a locking section 51, an unlocking section 52, and a transition section 53. The locking section 51 has a first sliding surface 511 extending along the axial direction of the guide rod 71 (i.e., Figure 3 the X direction in

[0071] ). The unlocking section 52 has a second sliding surface 521 extending along the axial direction of the guide rod 71. The transition section 53 is connected between the locking section 51 and the unlocking section 52 and has a third sliding surface 531 inclined relative to the axial direction of the guide rod 71. In the locked state of the locking mechanism, the locking member cooperates with the first sliding surface 511. In the unlocked state of the locking mechanism, the locking member cooperates with the second sliding surface 521. During the state switching process of the locking mechanism, the locking member cooperates with the third sliding surface 531.

[0072] If the locking member and the limiting member are not aligned during the leveling, after the guide rod 71 moves along the Figure 3 X direction in the figure, the third sliding surface 531 of the trigger member 5 abuts and interferes with the locking member, and the locking member cannot move. If accidental conditions such as brake failure and traction wheel slipping occur at this time, the car top wheel and the limiting member start to rotate, aligning the locking member with the limiting member, and the locking member can move freely. The locking member moves relative to the trigger member 5 and slides along the third sliding surface 531 towards the first sliding surface 511, and finally contacts the locking member through the first sliding surface 511 and keeps the locking mechanism in the locked state.

[0073] In one embodiment, as Figure 3 、 Figure 4 、 Figure 5 shown, the locking mechanism includes a ratchet wheel 21, a pawl 8 and a second reset member 9. The ratchet wheel 21 is fixed to and rotates coaxially with the traction rope wheel 2, and the limiting member is the ratchet wheel 21. The pawl 8 is swingably mounted relative to the car 1 and cooperates with the ratchet wheel 21. The pawl 8 abuts and cooperates with the trigger member 5, and the locking member is the pawl 8. The second reset member 9 can be a coil spring wound around the rotating shaft of the pawl 8 for driving the pawl 8 to disengage from the ratchet wheel 21.

[0074] In one embodiment, the second reset member 9 is the pawl 8 itself or a counterweight fixed to the pawl 8. At this time, the pawl 8 is installed below the ratchet wheel 21. In this embodiment, the gravity can be used to reset the pawl 8.

[0075] Suppose that after the car door 3 is opened when the car 1 is leveled, the pawl 8 engages with the teeth of the ratchet wheel 21. At this time, the pawl 8 is forced to stop, and the contact part between the pawl 8 and the trigger member 5 is the transition section 53. However, the opening action of the car door 3 continues. After being transmitted by the grooved wheel mechanism and the linkage member 4, the guide rod 71 continues to move to the right to compress the first spring 6 until the outer circle of the driving dial 34 is caught in the semi-circular groove of the driven grooved wheel 35, locking the driven grooved wheel 35. If accidental conditions such as brake failure and traction wheel slipping occur at this time, the traction rope wheel 2 and the ratchet wheel 21 start to rotate. The trigger member 5 is pushed by the second spring 72. When the tooth groove of the ratchet wheel 21 rotates to the position of the pawl 8, the forced stop of the pawl 8 is released, and the trigger member 5 moves to the right under the thrust of the second spring 72, pushing out the pawl 8 and engaging it with the tooth groove of the ratchet wheel 21 to brake the car top wheel.

[0076] The pawl 8 engages with the teeth of the ratchet wheel 21. If the car 1 suddenly moves accidentally at this time, the pawl 8 can instantaneously enter the next groove of the ratchet wheel 21 and engage with the ratchet wheel 21, stopping the movement of the car 1 and keeping the car 1 in a stationary state. To enable the pawl 8 to move flexibly, lubricating oil, grease, sliding sleeves, bearings, etc. can be used as the medium for reciprocating motion.

[0077] The ratchet mechanism is a mechanical structure adopted in this application. Besides the ratchet and pawl mechanism, mechanical structures with clutch and locking functions such as chucks, flanges, splines, and clutches can also be used. At the same time, the control mechanism also needs to be correspondingly changed, which will not be elaborated here. The distal component of this application can also adopt other control structures such as plate components, hydraulic pressure, and electric push rod devices, which will not be elaborated here. For the Geneva mechanism and the door machine system mechanism of this application, in addition to gear transmission, chain transmission, belt transmission, friction pair transmission, etc. can also be adopted. The transmission components can be connected not only to the car door but also to components related to the movement of the car door such as the door machine, wire rope, and landing door.

[0078] The parking device of the car in this application can realize the braking and release of the car 1 through the opening and closing actions of the car 1 door. The concept of moving first and then protecting is changed to the concept of protecting first and not moving. When the car 1 is braked, unless the wire rope breaks, the car 1 is not allowed to move, which can effectively prevent accidental movement of the car 1 caused by accidents such as traction wheel slipping, brake failure, and accidental operation of the traction machine, and can avoid accidental movement of the car 1 and accidents caused by accidental movement of the car 1 from the root cause.

[0079] The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope described in this specification. When the technical features in different embodiments are shown in the same drawing, it can be regarded that the drawing also discloses the combination examples of the various embodiments involved at the same time.

[0080] The above-described embodiments only represent several implementation manners of this application, and their descriptions are relatively specific and detailed, but they should not be construed as limitations on the scope of the patent application. It should be noted that for those of ordinary skill in the art, without departing from the concept of this application, several deformations and improvements can still be made, and these all belong to the protection scope of this application. Therefore, the protection scope of the patent of this application should be subject to the appended claims.

Claims

1. Parking device for a car body, characterized in that, the parking device includes: a locking mechanism acting on the traction sheave on the car body, the locking mechanism having a locked state that restricts the rotation of the traction sheave and an unlocked state that allows the rotation of the traction sheave; a transmission mechanism linked between the car door and the locking mechanism, when the car door is opened and closed, the locking mechanism correspondingly enters the locked and unlocked states; the transmission mechanism includes a proximal component arranged adjacent to the door machine system, a distal component arranged adjacent to the traction sheave, and a linkage component; the proximal component includes a first input member and a first output member according to the motion transmission relationship, and the first output member is connected to the proximal end of the linkage component; the distal component includes a trigger member and a first reset member, wherein the trigger member is linked with the distal end of the linkage component to drive the locking mechanism into the locked state, and the first reset member acts on the trigger member to allow the locking mechanism to return to the unlocked state; the distal component further includes: a base fixed to the car body, and the first reset member is a first spring and acts between the trigger member and the base; a guide rod slidably penetrating through the base, the guide rod is connected to the linkage component, and the trigger member is slidably sleeved on the guide rod; a second spring acting between the guide rod and the trigger member, when the trigger member is misjammed, the guide rod and the trigger member move relative to each other and the second spring stores energy, when the misjamming of the trigger member is released, the second spring releases energy to drive the trigger member, and then drives the locking mechanism into the locked state; An intermittent fit or a variable speed fit is adopted between the first input member and the first output member.

2. The parking device for a car body according to claim 1, characterized in that, the locking mechanism includes a limiting component fixedly installed with the traction sheave, and a locking component corresponding to the limiting component, the limiting component and the locking component have a relative combined state and a separated state, and respectively correspond to the locked state and the unlocked state of the locking mechanism; the locking component interacts and is linked with the trigger member.

3. The parking device for a car body according to claim 1, characterized in that, the proximal component includes: a rack fixed to the car door and serving as the first input member; a gear rotatably installed on the car body and meshing with the rack; a rope winding disc serving as the first output member; a grooved wheel mechanism including a driving dial and a driven grooved wheel, the driving dial is fixedly and coaxially rotated with the gear, and the driven grooved wheel and the rope winding disc are either separately fixed or integrally structured and coaxially rotated.

4. The parking device for a car body according to claim 1, characterized in that, the linkage component includes a sheath providing an axial supporting force, and a traction rope slidably passing through the sheath.

5. The parking device for a car body according to claim 2, characterized in that, along the axial direction of the guide rod, the trigger member includes: a locking section having a first sliding surface extending along the axial direction of the guide rod; an unlocking section having a second sliding surface extending along the axial direction of the guide rod; a transition section connected between the locking section and the unlocking section, having a third sliding surface inclined relative to the axial direction of the guide rod; When the locking mechanism is in the locked state, the locking member is fitted to the first sliding surface; When the locking mechanism is in the unlocked state, the locking member is fitted to the second sliding surface; During the state switching process of the locking mechanism, the locking member is fitted to the third sliding surface.

6. The parking device of the car according to claim 2, characterized in that the locking mechanism comprises: a ratchet wheel, which is fixed and rotates coaxially with the traction rope wheel, and the limiting member is the ratchet wheel; a pawl, which is swingably mounted relative to the car and cooperates with the ratchet wheel, the pawl abuts and cooperates with the triggering member, and the locking member is the pawl; a second reset member for driving the pawl away from the ratchet wheel.

7. The parking device of the car according to claim 1, characterized in that the traction rope wheel is a car top wheel or a car bottom wheel.

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