Digitized intelligent rescue equipment

Abstract

The application relates to the technical field of road rescue, and more specifically discloses a digital intelligent rescue device which comprises a support assembly, the support assembly comprises a support shell, a supporting pad is arranged at the bottom of the support shell, a moving cavity is arranged at the top of the support shell, two guide supporting rods are fixedly connected in the moving cavity, a lifting assembly is arranged on the outer side of the guide supporting rods, a horizontal air cylinder is arranged on one side of the lifting assembly between the two guide supporting rods, anti-skid grooves and displacement cavities are arranged at the bottoms on the two sides of the moving cavity, and an anti-skid assembly is arranged in the anti-skid grooves. The digital intelligent rescue device is provided with a pressing block assembly, a roller assembly and a damping assembly, can realize self-fixing of clamping by utilizing the height pressure generated in the moving process of the supporting mechanism, can avoid the occurrence of safety accidents caused by the sliding of the bottom during movement, and can realize intelligent and rapid rescue and re-railing by utilizing automatic positioning and digital high precision.

Description

Technical Field

[0001] This invention relates to the field of road rescue technology, and more specifically to a digital intelligent rescue device. Background Technology

[0002] Railway vehicle derailment is one of the major safety accidents in railway transportation. In order to avoid affecting the safe and efficient order of railway transportation, it is often necessary to use cranes to quickly rescue the derailed vehicles and put them back on track.

[0003] The existing vehicle derailment rescue process usually uses a lateral movement device. During the rescue, a support beam is first placed in the gap between the sleepers, and the lateral movement device is placed on top of the beam. By visual observation on both sides, the lateral movement device is moved to the bottom of the support point. The hydraulic rod is activated to lift the support point of the vehicle. The longitudinal hydraulic rod is moved using the horizontal hydraulic rod. After reaching the predetermined position, it is determined by visual observation that the vehicle wheels are inside the rail. The hydraulic rod is gradually lowered and retracted to place the vehicle wheels inside the rail, thus realizing the vehicle repositioning.

[0004] It is evident that there are numerous problems with the current track restoration work. Firstly, when fixing the lateral movement device, since its bottom is horizontal, it is usually placed directly on the supporting beam. This means the lateral movement device lacks the ability to prevent tipping. During horizontal movement, the vehicle's suspension causes a change in the center of gravity, increasing the likelihood of the lateral movement device tipping over and posing a significant safety hazard. Furthermore, while direct placement simplifies the operation, repositioning the wheels is complicated by the lack of a positioning device and the uneven distances on both sides. The lateral movement device cannot reposition the wheels on its own and requires visual observation from the operator, making positioning cumbersome. Additionally, to prevent slippage and accidents during movement, the lateral movement device typically requires an internal anti-slip and anti-rollover mechanism. However, due to its complex structure, existing protective devices are not efficient and effective. Summary of the Invention

[0005] In order to overcome the above-mentioned defects of the prior art, the present invention provides a digital intelligent rescue device to solve the problems existing in the background art.

[0006] This invention provides the following technical solution: a digital intelligent rescue device, comprising a support assembly, the support assembly including a support shell, a support pad placed at the bottom of the support shell, a movable cavity opened at the top of the support shell, two guide support rods fixedly connected inside the movable cavity, a lifting assembly installed on the outside of the guide support rods, a horizontal cylinder installed between the two guide support rods on one side of the lifting assembly, anti-slip grooves and displacement cavities opened at the bottom of both sides of the movable cavity, the anti-slip assembly installed inside the anti-slip grooves, two clamping grooves opened at the bottom of the support shell, a pneumatic cavity opened at the top of the clamping grooves inside the support shell, a pressure block assembly installed inside the pneumatic cavity, a first horizontal groove opened on the side of the pneumatic cavity, a transmission assembly installed inside the first horizontal groove, a first shaft groove opened at the bottom of the first horizontal groove, a transmission gear installed inside the first shaft groove, a first air hole, a second air hole, and a first square groove opened on both sides of the clamping grooves on the support shell, a roller assembly installed inside the first square groove, a damping assembly installed inside the roller assembly, and a one-way air valve installed at the top of the pneumatic cavity; The anti-slip component includes a first crossbar, a plurality of inclined planks are installed on the top of the first crossbar, a double spring is installed between the first crossbar and the inclined planks, a controller is installed at the bottom of the first crossbar, and the inclined planks are composed of a horizontal plate, an inclined plate and a central rotating rod. Furthermore, the bracket housing is equipped with an information collection unit and a control unit. The information collection unit includes magnetic patches and position sensors. Before rescue, the magnetic patches are attached to the symmetrical sides of the carriage using the properties of permanent magnets. By detecting the positional relationship between the two patches, the center position and width information of the carriage are automatically determined. The position sensors are used to collect track width information to determine whether there is any deformation of the rail that is not visible to the human eye, which may affect the normal operation after rerailing. The control unit includes a motor controller and a hydraulic controller. The motor controller is used to start and stop the first motor installed at the bottom of the rail roller. When it is necessary to adjust the position of the rescue equipment along the rail direction, the motor controller controls the start of the first motor, which drives the rail roller to rotate and move it along the side of the rail. The hydraulic controller includes longitudinal, lateral, and safety hydraulic controllers. The longitudinal hydraulic controller controls the start, stop, and extension distance of the longitudinal cylinder. The lateral hydraulic controller controls the extension and retraction of the horizontal cylinder. The safety hydraulic controller controls the up and down movement of the first crossbar to change the direction of movement for safety protection.

[0007] Furthermore, the pressure block assembly includes a pneumatic plate, with pneumatic auxiliary plates fixedly connected to both ends of the pneumatic plate. The top of the pneumatic auxiliary plate has an inclined surface, and two second springs are installed on the top of the pneumatic plate. The transmission assembly includes a horizontal inclined block, with a third spring and a first toothed plate fixedly connected to the side of the horizontal inclined block. The first toothed plate is installed on the top of the transmission gear.

[0008] Furthermore, the other side of the transmission gear meshes with the second toothed plate, and the roller assembly includes a roller frame, with multiple rail rollers mounted on the inner side of the roller frame, and a first motor mounted on the bottom of the rail rollers.

[0009] Furthermore, the lifting assembly includes a sliding block with two guide holes on its front side, a longitudinal cylinder mounted on the top of the sliding block, and first rollers mounted on both sides of the top of the sliding block. The guide holes are mounted on guide support rods, and the first rollers are mounted on a rocker plate.

[0010] Furthermore, the damping assembly includes a damping block, a reciprocating rod fixedly connected to one side of the damping block, a fourth spring installed on the outside of the reciprocating rod, the fourth spring being installed inside the second air hole, and the damping block being installed on the outside of the track roller.

[0011] Furthermore, the surface of the damping block is a rough arc surface.

[0012] Furthermore, an external support frame is mounted on the top of the longitudinal cylinder.

[0013] The technical effects and advantages of this invention are as follows: This invention, by incorporating a pressure block assembly, a roller assembly, and a damping assembly, facilitates self-fixation by utilizing the high pressure generated during the movement of the support mechanism, preventing slippage at the bottom during movement and thus avoiding safety accidents. Simultaneously, it enables intelligent and rapid rescue and rerailment through automated positioning and high-precision digitalization.

[0014] This invention incorporates anti-slip components, which facilitate the interchange of the horizontal and inclined plates on the inclined rocker under the control of the controller, enabling bidirectional guidance of the inclined rocker. At the same time, its structure provides bidirectional protection in any direction of movement, preventing slippage during operation and thus avoiding safety accidents. This increases the safety factor during use and achieves a highly efficient and simple protection effect. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0016] Figure 2 This is a top view of the overall structure of the present invention.

[0017] Figure 3 This is a side view of the overall structure of the present invention.

[0018] Figure 4 This is a side sectional view of the overall structure of the present invention.

[0019] Figure 5 This is a schematic diagram of the support assembly structure of the present invention.

[0020] Figure 6This is a schematic diagram of the pressing assembly structure of the present invention.

[0021] Figure 7 This is a schematic diagram of the lifting component structure of the present invention.

[0022] Figure 8 This is a schematic diagram of the anti-slip component structure of the present invention.

[0023] Figure 9 This is a schematic diagram of the damping component structure of the present invention.

[0024] The attached figures are labeled as follows: 1. Support assembly; 101. Support housing; 102. Moving cavity; 103. Anti-slip groove; 104. Displacement cavity; 105. Air pressure cavity; 106. First horizontal groove; 107. First shaft groove; 108. First air hole; 109. Second air hole; 110. First square groove; 111. One-way air valve; 2. Lifting assembly; 201. Sliding block; 202. Guide hole; 203. First roller; 204. Longitudinal cylinder; 3. Anti-slip assembly; 301. First crossbar; 302. Double-position spring; 3 03. Inclined rocker; 4. Guide support rod; 5. Horizontal cylinder; 6. Support pad; 7. Pressure block assembly; 701. Pneumatic plate; 702. Pneumatic auxiliary plate; 703. Second spring; 8. Transmission assembly; 801. Horizontal inclined block; 802. Third spring; 803. First toothed plate; 9. Transmission gear; 10. Roller assembly; 1001. Roller frame; 1002. Track roller; 1003. Second toothed plate; 11. Damping assembly; 1101. Damping block; 1102. Reciprocating rod; 1103. Fourth spring. Detailed Implementation

[0025] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. In addition, the forms of the various structures described in the following embodiments are merely illustrative. The digital intelligent rescue device involved in the present invention is not limited to the structures described in the following embodiments. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] Reference Figure 1 and Figure 2This invention provides a digital intelligent rescue device, including a support assembly 1. The support assembly 1 includes a support shell 101, with a support pad 6 placed at the bottom of the support shell 101. When the support shell 101 is subjected to pressure and descends, the bottom of the support shell 101 contacts the support pad 6, which provides support. A moving cavity 102 is formed at the top of the support shell 101. Two guide support rods 4 are fixedly connected inside the moving cavity 102. A lifting assembly 2 is installed on the outside of the guide support rods 4. A horizontal cylinder 5 is installed between the two guide support rods 4 on one side of the lifting assembly 2. Anti-slip grooves 103 and displacement cavities 104 are formed at the bottom of both sides of the moving cavity 102. The anti-slip assembly 3 is installed inside the anti-slip groove 103. The bottom of the bracket housing 101 has two clamping grooves. Inside the bracket housing 101, at the top of the clamping grooves, there is a pneumatic chamber 105. Inside the pneumatic chamber 105, there is a pressure block assembly 7. On the side of the pneumatic chamber 105, there is a first horizontal groove 106. Inside the first horizontal groove 106, there is a transmission assembly 8. At the bottom of the first horizontal groove 106, there is a first shaft groove 107. Inside the first shaft groove 107, there is a transmission gear 9. On both sides of the clamping grooves, the bracket housing 101 has a first air hole 108, a second air hole 109, and a first square groove 110. Inside the first square groove 110, there is a roller assembly 10. Inside the roller assembly 10, there is a damping assembly 11. At the top of the pneumatic chamber 105, there is a one-way air valve 111. In this embodiment, it should be specifically explained that: an information collection unit and a control unit are installed inside the bracket housing 101. The information collection unit includes magnetic patches and position sensors. Before rescue, the magnetic patches are attached to the symmetrical sides of the carriage using the properties of permanent magnets. By detecting the positional relationship between the two patches, the center position and width information of the carriage are automatically determined. The position sensors are used to collect track width information to determine whether there is any deformation of the rail that is not visible to the human eye, which may affect the normal operation after rerailing. The control unit includes a motor controller and a hydraulic controller. The motor controller is used to start and stop the first motor installed at the bottom of the rail roller 1002 when needed. When adjusting the position of the rescue equipment along the railway track, the motor controller controls the start of the first motor, which drives the rail roller 1002 to rotate and move it along the side of the railway track. The hydraulic controller includes a longitudinal, a transverse, and a safety hydraulic controller. The longitudinal hydraulic controller controls the start, stop, and extension distance of the longitudinal cylinder 204. The transverse hydraulic controller controls the extension and retraction of the horizontal cylinder 5. The safety hydraulic controller controls the up and down movement of the first crossbar 301, changing the direction of movement of the safety protection. The installation method and position calculation method of the patch are conventional technical means that can be understood by those skilled in the art, and this application does not specifically limit them.

[0027] The main difference between this embodiment and the prior art is that this embodiment uses the height pressure generated during the lateral support movement to achieve self-fixation of the clamp, avoiding the occurrence of safety accidents caused by the bottom sliding during movement. In addition, it uses automated positioning and digital high precision to achieve intelligent and rapid rescue and rerailing. At the same time, it also uses the characteristics of springs to achieve a two-way anti-slip effect in the lateral direction, specifically in the anti-slip component 3 and the roller component 10. The above structure is the main structure of this embodiment, which solves the problem that the current railway transverse track rerailing device has low support safety and no anti-slip function when in use. The controller is an existing structure, and the specific structure and connection method of various controllers will not be described in detail in this embodiment.

[0028] Reference Figure 6 The pressure block assembly 7 includes a pneumatic plate 701, with pneumatic auxiliary plates 702 fixedly connected to both ends of the pneumatic plate 701. The top of the pneumatic auxiliary plate 702 has an inclined surface. Two second springs 703 are installed on the top of the pneumatic plate 701. The transmission assembly 8 includes a horizontal inclined block 801, with a third spring 802 and a first toothed plate 803 fixedly connected to the side of the horizontal inclined block 801. The first toothed plate 803 is installed on the top of the transmission gear 9. The other side of the transmission gear 9 is meshed with the second toothed plate 1003. The roller assembly 10 includes a roller frame 1001, with multiple rail rollers 1002 installed on the inner side of the roller frame 1001. A first motor is installed at the bottom of the rail rollers 1002. The first motor drives the rail rollers 1002 to rotate, causing the support assembly 1 to move along the rail direction and adjust the support position.

[0029] In this embodiment, it should be specifically explained that when the lifting component 2 is in use, the weight of the carriage causes the pressure block component 7 to move continuously upward inside the pneumatic chamber 105. The inclined surface at the top of the pneumatic auxiliary plate 702 contacts the horizontal inclined block 801, causing the horizontal inclined block 801 to move to both sides. When the first toothed plate 803 moves, it drives the transmission gear 9 to rotate. The rotation of the transmission gear 9 causes the bottom second toothed plate 1003 to move in the opposite direction towards the center. The distance between the rail rollers 1002 on both sides continuously decreases until the rail is clamped. At the same time, as the pressure block component 7 moves upward relative to the ground, the bracket component 1 descends as a whole, causing the bracket shell 101 to descend onto the support pad 6. The support pad 6 provides support for the bracket component 1 without affecting the normal movement of the bracket component 1 in the non-supported state.

[0030] Reference Figure 7The lifting component 2 includes a sliding block 201. Two guide holes 202 are opened on the front of the sliding block 201. A longitudinal cylinder 204 is installed on the top of the sliding block 201. First rollers 203 are installed on both sides of the top of the sliding block 201. The guide holes 202 are installed on the guide support rod 4. The first rollers 203 are installed on the inclined rocker plate 303. The extension and retraction control method of the longitudinal cylinder 204 is prior art and will not be described in detail here. A horizontal cylinder 5 is installed on the front of the sliding block 201. After the support point is determined, the horizontal cylinder 5 uses the position information to push the lifting component 2 to move to the support point position.

[0031] In this embodiment, it should be specifically noted that an external support frame is installed on the top of the longitudinal cylinder 204. The form of the support frame is determined by different vehicle models to facilitate the application of support points to different vehicle models.

[0032] Reference Figure 8 The anti-slip component 3 includes a first crossbar 301, with multiple inclined planks 303 mounted on the top of the first crossbar 301. A double-position spring 302 is installed between the first crossbar 301 and the inclined planks 303. A controller is installed at the bottom of the first crossbar 301. The inclined plank 303 consists of a horizontal plate, an inclined plate, and a central rotating rod. The inclined plate and the horizontal plate can be interchanged. When the first crossbar 301 moves down, the spring has tension, and the inclined plank 303 on one side of the spring is a horizontal plate. At this time, the horizontal cylinder 5 is allowed to extend, and the first roller 203 moves from one end of the moving cavity 102 close to the horizontal cylinder 5 to the other end. Similarly, when the first crossbar 301 rises, the spring has thrust, and the other side of the inclined plank 303 is a horizontal plate, while the spring side is an inclined plate. At this time, the horizontal cylinder 5 is allowed to retract, and the first roller 203 moves from one end of the moving cavity 102 away from the horizontal cylinder 5 to the other end.

[0033] In this embodiment, it is important to note that the inclined plane 303 achieves bidirectional guidance under the control of the controller, and also utilizes its own structure to achieve bidirectional protection in any direction of movement. During normal operation without slippage, the first roller 203 first contacts the horizontal plate of the inclined plane 303 and gradually moves to the inclined plate. After leaving the inclined plate, the horizontal plate returns to a horizontal state under the action of the spring tension. The horizontal plate after returning to a horizontal state allows the first roller 203 to repeat the above process when it arrives again. However, in the event of slippage, the horizontal plate has a relatively long recovery time under the action of the double-position spring 302. The instantaneous slippage causes the first roller 203 to have a high movement speed. At this time, the first roller 203 enters below the horizontal plate that has not yet returned to a horizontal state, and the horizontal plate blocks it. If the slippage direction is opposite to the movement direction, the first roller 203 enters below the inclined plate on the rear side, which can still complete the safety protection and block the first roller 203.

[0034] Reference Figure 9 The damping assembly 11 includes a damping block 1101. A reciprocating rod 1102 is fixedly connected to one side of the damping block 1101. A fourth spring 1103 is installed on the outside of the reciprocating rod 1102. The fourth spring 1103 is installed inside the second air hole 109. The damping block 1101 is installed on the outside of the rail roller 1002. When the pressure block assembly 7 rises, the gas inside the air pressure chamber 105 is compressed. The gas enters from the air pressure chamber 105 into the first air hole 108 and then into the second air hole 109, pushing the reciprocating rod 1102 toward one end of the rail roller 1002. This causes the rough arc surface of the damping block 1101 to contact the rail roller 1002. At this time, the rail roller 1002 no longer has the ability to rotate. The rail roller 1002 completely clamps the side of the rail, forming a horizontal axis protection effect. Combined with the horizontal vertical axis protection effect achieved by the anti-slip assembly 3, the equipment itself has a high safety factor for the rescue process.

[0035] In this embodiment, it should be specifically noted that the arc surface of the damping block 1101 is a rough arc surface, which enables it to achieve a fixed locking effect by utilizing its own high coefficient of friction when in contact with the rail roller 1002.

[0036] Working principle of the invention: The main problem solved by this embodiment is to achieve self-fixation of the clamp by utilizing the height pressure generated during the movement of the support mechanism, so as to avoid the occurrence of safety accidents caused by the bottom sliding during movement. In addition, it uses automated positioning and digital high precision to achieve intelligent and rapid rescue and rerailing. At the same time, it uses the characteristics of spring to achieve a two-way anti-slip effect in the lateral direction, which solves the problem that the current railway lateral rerailing device has low support safety and no anti-slip effect when in use.

[0037] The specific steps are as follows: The support pad 6 is placed on the sleeper along the direction of the rail, and the bracket assembly 1 is placed on the support pad 6. The top of the rail contacts the bottom of the pressure block assembly 7. There is a gap between the support pad 6 and the bottom of the bracket housing 101. The magnetic patches on both sides are installed on the symmetrical sides of the car. At this time, the information collection unit collects the distance between the two patches and calculates the center point position. The control unit controls the horizontal cylinder 5 to start, so that the lifting assembly 2 moves to the support point at the center point position. The control unit starts the first motor installed at the bottom of the roller assembly 10, so that the rail roller 1002 drives the bracket assembly 1 to move towards the support point until it reaches the bottom of the support point. The longitudinal cylinder 204 is activated to rise and support the derailed vehicle. As the longitudinal cylinder 204 rises, the vehicle's weight continuously presses down on the entire device, causing the pressure block assembly 7 to move upwards inside the pneumatic chamber 105 and compress the second spring 703. During the upward movement of the pressure block assembly 7, since the top of the pneumatic auxiliary plate 702 has inclined surfaces on both sides, these inclined surfaces contact the horizontal inclined block 801, causing the horizontal inclined block 801 to move to both sides. At this time, the first toothed plate 803 drives the transmission gear 9 to rotate during its movement. The rotation of the transmission gear 9 causes the bottom second toothed plate 1003 to move in the opposite direction towards the center, and the rails on both sides... As the distance between the wheels 1002 continuously decreases until the rail is clamped, the static friction of the rail rollers 1002 increases, and the stability of the device becomes stronger. At the same time, as the pressure block assembly 7 continues to rise inside the pneumatic chamber 105, the gas inside the pneumatic chamber 105 is continuously compressed. The gas passes through the first air hole 108 and enters the interior of the second air hole 109, pushing the reciprocating rod 1102 to move towards one side of the rail rollers 1002, so that the rough arc surface of the damping block 1101 contacts the rail rollers 1002, further increasing the static friction and making the clamping stability of the rail rollers 1002 even higher. After the support and clamping are synchronized, the information collection unit collects information on the clamping points on both sides and calculates whether there is a change in the rail spacing. If there is, it is determined that the accident itself has affected the rail, the rerailing operation is suspended, the information is fed back to the operator, and the railway track is dealt with first. If there is no change, it is determined that the rail is intact, the position of the rail center point is calculated, the horizontal cylinder 5 is activated, and the rerailing process is carried out. Before the vehicle moves towards the center to re-track by activating the horizontal cylinder 5, the bottom controller of the first crossbar 301 is activated to move the first crossbar 301 downwards. At this time, the inclined plane 303 rotates under the action of the central rotating rod, changing the control direction of the inclined plane 303. When the first roller 203 moves onto the inclined plane 303, the first roller 203 first contacts the horizontal plate of the inclined plane 303 and gradually moves onto the inclined plate. After leaving the inclined plate, the horizontal plate returns to the horizontal under the action of the spring tension, causing the downward-moving first roller 203 to repeat the above movement. In the event of a slippage accident, the first roller 203 slides quickly on the inclined plane 303. However, since the spring needs time to restore the horizontal plate, the next first roller 203 will be stuck at the bottom of the horizontal plate and cannot move. Similarly, reverse slippage will also cause the first roller 203 to be stuck at the bottom of the previous inclined plate, preventing it from moving normally, thus achieving the effect of automatically stopping slippage accidents.

[0038] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A digital intelligent rescue device, comprising a support assembly (1), characterized in that: The support assembly (1) includes a support shell (101), a support pad (6) is placed at the bottom of the support shell (101), a moving cavity (102) is opened at the top of the support shell (101), two guide support rods (4) are fixedly connected inside the moving cavity (102), a lifting assembly (2) is installed on the outside of the guide support rods (4), a horizontal cylinder (5) is installed between the two guide support rods (4) on one side of the lifting assembly (2), anti-slip grooves (103) and displacement cavities (104) are opened at the bottom of both sides of the moving cavity (102), anti-slip assembly (3) is installed inside the anti-slip grooves (103), two clamping grooves are opened at the bottom of the support shell (101), and a clamping groove is opened at the top of the clamping groove inside the support shell (101). There is a pneumatic chamber (105), and a pressure block assembly (7) is installed inside the pneumatic chamber (105). A first horizontal groove (106) is opened on the side of the pneumatic chamber (105). A transmission assembly (8) is installed inside the first horizontal groove (106). A first shaft groove (107) is opened at the bottom of the first horizontal groove (106). A transmission gear (9) is installed inside the first shaft groove (107). The bracket housing (101) has a first air hole (108), a second air hole (109) and a first square groove (110) on both sides of the clamping groove. A roller assembly (10) is installed inside the first square groove (110). A damping assembly (11) is installed inside the roller assembly (10). A one-way air valve (111) is installed on the top of the pneumatic chamber (105). The anti-slip component (3) includes a first crossbar (301), a plurality of inclined planks (303) are installed on the top of the first crossbar (301), a double spring (302) is installed between the first crossbar (301) and the inclined planks (303), a controller is installed at the bottom of the first crossbar (301), and the inclined plank (303) is composed of a horizontal plate, an inclined plate and a central rotating rod; The pressure block assembly (7) includes a pneumatic plate (701), with pneumatic auxiliary plates (702) fixedly connected to both ends of the pneumatic plate (701). The top of the pneumatic auxiliary plate (702) has an inclined surface. Two second springs (703) are installed on the top of the pneumatic plate (701). The transmission assembly (8) includes a horizontal inclined block (801), with a third spring (802) and a first toothed plate (803) fixedly connected to the side of the horizontal inclined block (801). The first toothed plate (803) is installed on the top of the transmission gear (9). The other side of the transmission gear (9) is meshed with the second toothed plate (1003). The roller assembly (10) includes a roller frame (1001), with multiple rail rollers (1002) installed on the inner side of the roller frame (1001). A first motor is installed at the bottom of the rail rollers (1002).

2. The digital intelligent rescue device according to claim 1, characterized in that: The bracket housing (101) is equipped with an information collection unit and a control unit. The information collection unit includes a magnetic patch and a position sensor. The magnetic patch is attached to the symmetrical sides of the carriage using the properties of a permanent magnet before the rescue. The position relationship between the two patches is detected to automatically determine the center position and width information of the carriage. The position sensor is used to collect track width information to determine whether there is any deformation of the rail that is not visible to the human eye, which may affect the normal operation after rerailing. The control unit includes a motor controller and a hydraulic controller. The motor controller is used to start and stop the first motor installed at the bottom of the rail roller (1002). When it is necessary to adjust the position of the rescue equipment along the rail direction, the motor controller controls the start of the first motor to drive the rail roller (1002) to rotate and move it along the side of the rail. The hydraulic controller includes a longitudinal, a transverse and a safety hydraulic controller. The longitudinal hydraulic controller controls the start, stop and extension distance of the longitudinal cylinder (204). The transverse hydraulic controller is used to control the extension and retraction of the horizontal cylinder (5). The safety hydraulic controller is used to control the up and down movement of the first crossbar (301) to change the direction of movement of the safety protection.

3. The digital intelligent rescue device according to claim 1, characterized in that: The lifting assembly (2) includes a sliding block (201), with two guide holes (202) on the front side of the sliding block (201). A longitudinal cylinder (204) is installed on the top of the sliding block (201), and first rollers (203) are installed on both sides of the top of the sliding block (201). The guide holes (202) are installed on the guide support rod (4), and the first rollers (203) are installed on the inclined rocker plate (303).

4. The digital intelligent rescue device according to claim 1, characterized in that: The damping assembly (11) includes a damping block (1101), a reciprocating rod (1102) is fixedly connected to one side of the damping block (1101), a fourth spring (1103) is installed on the outside of the reciprocating rod (1102), the fourth spring (1103) is installed inside the second air hole (109), and the damping block (1101) is installed on the outside of the rail roller (1002).

5. A digital intelligent rescue device according to claim 4, characterized in that: The surface of the damping block (1101) is a rough arc surface.

6. The digital intelligent rescue device according to claim 3, characterized in that: An external support frame is mounted on the top of the longitudinal cylinder (204).

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