Car stop, car stop assembly, and cage

Abstract

The application discloses a car stopper, a car stopper assembly and a cage, wherein the car stopper comprises a guide rail, a straight guide rail arranged along the front-rear direction of the cage, and a curved guide rail connected to the end of the straight guide rail and smoothly transitioned to one side; a sliding block with two wheel sets arranged in sequence along the direction of the guide rail; a car stopping block fixedly installed on the sliding block, and the car stopping block is suspended to one side of the left and right sides in the car stopping state when the two wheel sets are located on the straight guide rail, and the car stopping block is gradually turned to the storage position when one wheel set gradually enters the curved guide rail from the straight guide rail; and a driving device for driving the sliding block to run on the guide rail. The car stopper according to the application is good in adaptability to vehicles.

Description

Technical Field

[0001] This invention relates to a vehicle stopper, a vehicle stopper assembly equipped with the vehicle stopper, and a cage equipped with the vehicle stopper assembly. Background Technology

[0002] The cage is one of the most commonly used hoisting devices in mines. After personnel or vehicles enter the cage, they need to remain relatively stable to avoid large longitudinal (forward and backward) movements. While personnel can be easily restricted from inappropriate movements according to safety regulations, vehicles are prone to forward and backward movements during the cage hoisting process, affecting the stability of the hoisting.

[0003] Therefore, when a trackless rubber-wheeled vehicle enters the cage, it is usually necessary to manually place wheel stops (such as wooden blocks) in front of and behind the wheels to restrain the vehicle in its predetermined position within the cage, preventing significant longitudinal movement that could compromise the safety of the cage's lifting. However, manually placing wheel stops requires personnel to enter the cage to perform the operation, which carries inherent risks and uncertainties. Therefore, with technological advancements, installing wheel stops inside the cage has become standard practice.

[0004] Chinese patent document CN109422186A discloses an automatic vehicle stopper for a hoist cage. This automatic vehicle stopper has two vehicle-stopping blocks on the same side of the cage chassis. Vehicle-stopping block one restricts the backward movement of vehicles entering the cage, while vehicle-stopping block two restricts the forward movement of vehicles. The two vehicle-stopping blocks are hinged to the cage chassis, and a push rod is provided to rotate the two vehicle-stopping blocks, thereby placing them in the stopping position or flipping them below the track to disengage them.

[0005] In Chinese patent document CN109422186A, the position of the vehicle-stopping block in the longitudinal direction of the cage is fixed. However, the wheelbase of the vehicles is not the same. In other words, the vehicle-stopping block one and vehicle-stopping block two, which have a fixed longitudinal distance, cannot effectively restrain the vehicle in the predetermined position, and the vehicle still has a certain amount of movement in the longitudinal direction of the cage. Since mining vehicles generally have a large self-weight and load capacity, under these conditions, the movement of the mining vehicle will generate a relatively large impact on the vehicle-stopping components. In other words, the vehicle-stopping block will be subjected to a relatively large impact, and the transmission node of the drive device that controls its changing position is easily damaged.

[0006] Currently, most tank cage brakes are rigid. As mentioned earlier, due to the different vehicles and wheelbases, fixed-position brakes must be adapted to various types of vehicles. The fixed position of the brakes also determines the different sizes of movement space the vehicle will have in the front and rear directions of the tank cage. In other words, the front and rear movement of the vehicle is unavoidable for most tank cage brakes. Although there are now brakes that can adjust the position of the brake components according to the vehicle's wheelbase, their operation is relatively complicated.

[0007] However, it should be noted that in-tank vehicle stoppers capable of providing cushioning are not new; it's just that due to various limitations, the number of types actually put into use is not large. For example, Chinese patent document CN2324023Y discloses a movable track-type vehicle stop device. This device includes a movable track, which is composed of retractable claws, i.e., spring buffers. When a vehicle arrives, the movable track lifts, and the lifted end of the track holds the vehicle's wheels. When the vehicle moves back and forth and impacts the movable track, the spring provides cushioning. This type of vehicle stop device is similar to a rocking platform. It should be understood that with the increasing richness of the "Coal Mine Safety Regulations," there are more and more restrictions on movable tracks, etc. Furthermore, although springs have strong resilience, after a period of use, their stiffness coefficient decreases, and they also undergo a certain degree of plastic deformation, leading to a deterioration in the fit between the movable track and the fixed track, potentially creating safety hazards.

[0008] Furthermore, in some implementations, the buffering part of the in-tank vehicle stopper is configured on the in-tank vehicle stopper. However, currently, an in-tank vehicle stopper generally has two claws on each side of the in-tank track. The two claws are often driven synchronously between the unfolded and retracted states. The drive device for achieving synchronous drive is located between the two track components of the in-tank track. The drive device is a planar motion mechanism. The motion plane of the planar motion mechanism is perpendicular to the in-tank track. Under this condition, the movement of the claws in the direction of the in-tank track is very likely to damage the drive device.

[0009] The inventors believe that adjusting the position of the vehicle-stopping blocks on the vehicle stopper according to different vehicles, thereby adapting to the vehicle's wheelbase and eliminating the front and rear movement space of the vehicle, is more practically valuable. Summary of the Invention

[0010] In view of this, the object of the present invention is to provide a vehicle stopper that is well adapted to vehicles. The present invention also provides a vehicle stopper assembly equipped with the vehicle stopper, and further provides a cage equipped with the vehicle stopper assembly.

[0011] According to a first aspect of the present invention, a vehicle stopper is provided, which is a cage vehicle stopper, the vehicle stopper comprising: The guide rail has a straight guide rail arranged along the front-to-back direction of the cage, and a curved guide rail connected to the end of the straight guide rail and smoothly transitioning to one side. The slider has two sets of wheels arranged sequentially along the guide rail direction; A wheel-stopping block is fixedly installed on the slider. When both wheels are on the straight guide rail, the block extends to one side to block the wheel. As one wheel gradually moves from the straight guide rail into the curved guide rail, the block gradually swings to its retracted position. A driving device drives the slider to run on the guide rail.

[0012] Optionally, the curved guide rail is a semi-circular arc-shaped guide rail; Correspondingly, the end of the straight guide rail is tangent to the connection point of the curved guide rail; The wheelbase of the two wheel sets is the same as the diameter of the curved guide rail; The diameter of the curved guide rail refers to the diameter of the trajectory of the wheel axle centerline on the curved guide rail.

[0013] Optionally, each set of wheels has one wheel body.

[0014] Optionally, the wheel axle axis of the wheel body is perpendicular to the bottom plate of the cage; The guide rail is a grooved track with one side track surface and the other side track surface, and the wheel runs on one track surface; Accordingly, the wheel diameter is smaller than the groove width of the grooved track.

[0015] Optionally, the groove width is 1.05 to 1.1 times the diameter of the wheel body.

[0016] Optionally, the vehicle-stopping block is slidably fitted with the bottom plate of the cage.

[0017] Optionally, the driving device is a linear drive mechanism or component, and the output component of the linear drive mechanism or component is hinged to the slider.

[0018] Optionally, the hinge between the output component and the slider is a wheel axle.

[0019] According to a second aspect of the present invention, a vehicle stop assembly is provided, comprising four vehicle stops as described in the first aspect of the present invention, wherein the four vehicle stops are arranged in pairs and adapted to the front and rear wheels of a vehicle.

[0020] According to a third aspect of the present invention, a cage is provided, which includes the vehicle stop assembly described in the second aspect of the present invention.

[0021] According to an embodiment of the present invention, the vehicle stopper uses a guide rail as a directional device. This guide rail has a straight guide rail and a curved guide rail. The carrier of the vehicle stopper is a slider that runs on the guide rail. The vehicle stopper and the slider are fixedly connected; in other words, when the slider deflects, the vehicle stopper also deflects. Furthermore, the slider has two sets of wheels that run on the guide rail in the direction of the guide rail. When both sets of wheels are running on the straight guide rail, the vehicle stopper is in the working state, i.e., the vehicle stopping state. Different positions on the straight guide rail result in different vehicle stopping positions. This allows the slider to stop on the straight guide rail according to the current position of the front or rear axle of the vehicle, providing better adaptability and effectively adjusting the position of the vehicle stopper based on the positional relationship between the two axles, thereby preventing the vehicle from moving forward or backward and providing better vehicle stopping stability. When the slider reaches the curved guide rail, one set of wheels on the slider will inevitably enter the curved guide rail first, causing the slider to gradually deflect, thus causing the vehicle stopper to swing from the vehicle stopping position to the storage position. Therefore, it is evident that adjusting the position of the vehicle in the blocking state or switching between the blocking state and the storage state is very convenient. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the main structure of the vehicle stopper in one embodiment.

[0023] Figure 2 This is a schematic diagram of the left cross-section of the vehicle stopper in one embodiment.

[0024] Figure 3 as one Figure 2 Enlarged view of part I.

[0025] Figure 4 This is a schematic diagram of the vehicle stopper in both the vehicle-stopping and retracted states in one embodiment (the dotted line in the diagram represents the retracted state).

[0026] Figure 5 This is a schematic diagram of the vehicle stop assembly in one embodiment.

[0027] Figure 6 This is a schematic diagram of the vehicle stop assembly in another embodiment.

[0028] Figure 7 This is a schematic diagram of the slider and vehicle stop assembly in one embodiment.

[0029] Figure 8 This is a schematic diagram of the three-dimensional structure of the vehicle stopper in one embodiment.

[0030] In the diagram: 1. Mounting base, 2. Drive unit, 3. Head fork, 4. Stop block, 5. Rail, 6. Secondary pin, 7. Slider, 8. Main pin, 9. Deep groove ball bearing, 10. Positioning spacer, 11. Flat washer, 12. Hex head screw, 13. Stop block, 14. Cage, 15. Wheel, 16. First axle, 17. Second axle, 18. Secondary pin hole, 19. Main pin hole, 20. Inner edge, 21. Outer edge, 22. Pad. Detailed Implementation

[0031] It should be understood that the cage 14 for hoisting vertical shafts has a defined inlet and outlet, which are consistent with the front and rear directions of the vehicle. Therefore, the cage 14 and the vehicle inside the cage 14 have defined front, rear, left and right directions. For example, the direction where the front of the vehicle is located is front, and the opposite is rear. The direction perpendicular to the front and rear on the frame is left and right, and the direction perpendicular to the plane defined by the front, rear, left and right is vertical.

[0032] Among them, front and back correspond to length, left and right correspond to width, and vertical corresponds to up and down or height.

[0033] In addition, in the field of vehicle technology, the front-to-back direction is also called longitudinal, and the left-to-right direction is also called transverse. For example, the longitudinal beams and transverse beams of a vehicle frame are named in this way.

[0034] The track inside the cage 14 is generally called the cage track. The cage track is generally a straight track, usually pointing directly at the inlet and outlet of the cage 14. Vehicles generally enter from one side and exit from the other side.

[0035] It should also be understood that the cage 14 is not limited to the vertical transport of rail vehicles, but is also used for the transport of trackless vehicles. However, regardless of the type of vehicle, the problem of reliable blocking after the vehicle enters the cage 14 is involved to avoid the vehicle moving in the front and back directions of the cage 14 due to the shaking of the cage 14 during the lifting process.

[0036] The inventors believe that a vehicle stopper should not only effectively block vehicles, but also reliably block them. Therefore, the stopping block 4 on the vehicle stopper should precisely block the wheel 15, thereby preventing the vehicle from moving back and forth within the cage 14. This not only makes the lifting of the cage 14 smoother but also makes the vehicle stopper more reliable during use. It should be understood that vehicles moving back and forth will generate continuous impacts on the vehicle stopper, making it more susceptible to damage.

[0037] It should be understood that, for curved tracks, vehicles running on such tracks will gradually change direction due to the guidance of the curved track.

[0038] Furthermore, in embodiments of the present invention, the provided vehicle stoppers can be arranged in pairs, for a total of two sets, as shown in the image. Figure 5 and Figure 6Inside the cage 14 shown, each wheel stopper is used to block one wheel 15, and each group of two wheel stops is used to block the corresponding two wheels 15 on the front or rear axle of the vehicle.

[0039] As mentioned earlier, since vehicles typically enter and exit through one opening in the cage, meaning the cage itself doesn't have a definite front or back direction relative to the vehicle, but it does have a baseline direction of front and back. Therefore, as Figure 5 The first axle 16 and the second axle 17 shown are, in some applications, the first axle 16 is the front axle of the vehicle and the second axle 17 is the rear axle of the vehicle. However, in some applications, the first axle 16 is the rear axle of the vehicle and the second axle 17 is the front axle of the vehicle. It should be understood that, in either case, the arrangement of the vehicle stopper itself is not affected.

[0040] from Figure 5 and Figure 6 As can be seen, Figures 1-3 The track 5 shown can also be called a guide rail. It consists of two parts along the track direction: a straight guide rail and a semi-circular arc guide rail. Since a semi-circular arc guide rail is not always necessary, it can be collectively referred to as a curved guide rail. The curved guide rail is used for changing the state of the vehicle stopper. Correspondingly, the straight guide rail is used for adjusting the position of the vehicle stopper block 4 in the forward and backward direction of the vehicle, thus... Figure 5 As shown, once the vehicle is parked in place, each vehicle stopper can be adjusted according to the current state of the vehicle so that the vehicle stopper 4 is exactly against the underside of the wheel 15, thereby basically limiting the vehicle's range of movement within the cage 14 to 0, that is, limiting the vehicle's movement in the front and rear directions of the cage 14.

[0041] In this embodiment of the invention, the track 5 can be arranged parallel to the internal guide rail, for example, it can be arranged between the two track components of the internal guide rail, or it can be arranged outside the two track components of the internal guide rail. Figure 5 and Figure 6 This illustrates both scenarios. Regardless of the arrangement, the use of the vehicle-stopping block 4 remains unaffected; the only difference is the direction in which the vehicle-stopping block 4 swings. (Comparison) Figure 5 and Figure 6 You only need to set the direction of the curved guide rail.

[0042] Generally speaking, the cage 14 is usually equipped with steel plates forming a cage-like structure. Figure 8The pad 22 shown can also be understood as the base plate of the cage 14, and is capable of supporting a fully loaded mine car. Therefore, the guide rail can be mounted on the pad 22 using, for example, rail bolts or other connecting components. As mentioned earlier, the guide rail consists of two parts, one part being a straight guide rail and the other part being a curved guide rail. The straight guide rail is necessarily arranged along the front-rear direction of the cage 14 to adjust the current position of the car-stopping block 4.

[0043] The curved guide rail is obviously based on the front-back and left-right relationship of the cage 14, and is bent or offset to the left or right of the straight guide rail.

[0044] The curved guide rail is connected to one end of the straight guide rail. Obviously, according to the general arrangement of track 5, the straight guide rail and the curved guide rail should be smoothly connected. This is a general configuration in the track field and will not be elaborated here.

[0045] Correspondingly, the part that directly engages with track 5 is usually called slider 7 in the mechanical field, regardless of whether the engagement between slider 7 and track 5 is sliding or rolling. Slider 7 obviously travels along track 5, and obviously has a linear motion component. When slider 7 reaches the connection between the straight and curved guide rails, it is the transition point between the working and retracted states of the brake block 4. As slider 7 moves further, it is guided by the curved guide rail and deflects first. This is because... Figure 2 As shown, slider 7 is equipped with a pair of deep groove ball bearings 9 that act as rollers. Figure 1 When slider 7 moves upward to the curved track, the deep groove ball bearing 9 located on the upper side of the diagram enters the curved track first, while the deep groove ball bearing 9 located on the lower side remains on the straight guide rail. This causes slider 7 to gradually deflect, eventually resulting in the following... Figure 4 The state shown by the dashed line is the retracted state of the car stop block 4. At this time, the deep groove ball bearing 9 located on the lower side is exactly running to the connection position between the curved track and the straight track.

[0046] The two states of the wheel-stopping block 4 and the operating mode of the slider 7 in the upper section are the optimal choices in this embodiment of the invention. However, it should be understood that the wheel-stopping block 4 only needs to disengage from the wheel 15 in the retracted state. In other words, it is not required that the two states of the wheel-stopping block 4 exactly meet the requirements of the appendix. Figure 4 The two states are shown.

[0047] Obviously, the length of the straight guide rail only needs to be adaptable to the wheelbase of various vehicles. For example, the wheelbase range of trackless rubber-tired vehicles is 2780mm~3280mm. With technological advancements, the wheelbase range of trackless rubber-tired vehicles may change, but the length of the straight guide rail can be determined based on the commonly used wheelbase range of trackless rubber-tired vehicles. Figure 5 and Figure 6The configuration of the four wheel stops shown requires a straight guide rail length of 350mm or more to meet the usage requirements. The length of the slider 7 itself also needs to be considered. This configuration can adapt to the wheel stops of most, if not all, trackless rubber-wheeled vehicles after adjustment.

[0048] Furthermore, the ground clearance of trackless rubber-tired vehicles is typically greater than 240mm. In other words, even when the wheel stop 4 is retracted and located under the frame of the trackless rubber-tired vehicle, it will not affect the vehicle's passability. It should be noted that even a standard wheel stop 4 is generally less than 200mm high.

[0049] Based on the foregoing, in the embodiments of the present invention, the vehicle blocking block 4 and the slider 7 are fixedly connected, and can generally be processed into an integral structure, or processed separately and then connected into an integral structure.

[0050] Normally, the car-stopping block 4 is directly supported on the bottom of the cage 14. When the car is stopped, the slider 7 is mainly subjected to slight tension and the force is relatively small. The main load of the car-stopping block is borne by the bottom of the cage 14. Therefore, the reaction force on the corresponding drive device 2 is also relatively small.

[0051] Therefore, the fixed connection between the vehicle blocking block 4 and the slider 7 will not cause damage to the slider 7 or the driving device 2 that drives the slider 7 due to vehicle obstruction.

[0052] like Figure 1 and Figure 4 As shown, Figure 1 and Figure 4 In the solid line section, slider 7 is currently running on the straight guide rail. The vehicle blocking block 4 is fixed on slider 7 and extends to the left or right, and is in working condition. Depending on the position of slider 7 on the straight guide rail, it can adapt to the current wheelbase of the vehicle, thereby eliminating the vehicle's movement space in the front and rear directions.

[0053] Figure 4 The diagram clearly shows the state of the slider 7 when the wheel-stopping block 4 is in two states. As can be seen from the diagram, the wheel-stopping block 4, represented by the solid line, is in the working state. At this time, the main pin 8 and the auxiliary pin 6 of the slider 7, which are used to mount the wheel, are both located on the straight guide rail. When the pin 8 and the auxiliary pin 6 are continuously located on the straight guide rail, the working state will not change. The only change is the working position, which is used to adapt to the wheelbase of different vehicles.

[0054] Furthermore, when the main pin 8 shown in the figure is still located on the straight guide rail, while the auxiliary pin 6 is located on the curved guide rail, the brake block 4 will begin to disengage from the working state until it reaches a completely non-working state, i.e., the retracted state. Figure 4 This is equivalent to causing the braking block 4 to rotate 90 degrees around the main pin 8. Obviously, in Figure 5In the illustrated structure, it is still feasible for the vehicle stop block 4 to rotate more than 90 degrees, but it is not necessary. From the perspective of the most economical interpretation, 90 degrees is the better solution.

[0055] Regarding the drive unit, for Figure 4 The structure shown is preferably designed with linear drive components. In other words, the drive device only needs to output linear motion. For example, linear motion components such as hydraulic cylinders, air cylinders, and linear motors can be used. Although it is difficult to control the extension of the push rod of an air cylinder, and the push rod is generally controlled by the stop point, under the condition of constraint, such as the wheel 15, the constraint is formed. In other words, when the vehicle stops, the cylinder is activated to move the slider 7. When the blocking block 4 on the slider 7 is blocked by the wheel 15, the reaction force provided by the wheel 15 is greater than the pushing or pulling force of the cylinder, and the cylinder stops moving. In other words, even if the linear motion component cannot achieve measurement control, it can still achieve adaptability to vehicles with different wheelbases in the embodiments of the present invention.

[0056] In contrast, some mechanisms that can achieve linear motion can be controlled with real-line precision, such as lead screw mechanisms. Lead screw mechanisms can be driven by, for example, servo motors, and can accurately control the stopping position of the vehicle stop 4 according to the current parking status of the vehicle.

[0057] The inventors believe that components such as cylinders and hydraulic cylinders are sufficient to meet the usage requirements. For other types of components, those skilled in the art can make targeted selections, which will not be elaborated here.

[0058] Figure 4 It is quite obvious that the straight guide rail and the semi-circular curved guide rail are tangent to each other. It can be directly formed by bending a straight guide rail. The purpose of using a semi-circular curved guide rail is to make the stop block 4 deflect 90 degrees when the drive device 2 reaches the end of the stroke of the slider 7, so as to complete the storage. The control is relatively precise and is achieved purely by mechanical constraints, which makes it relatively easy to implement.

[0059] Furthermore, as mentioned above, the slider 7 is equipped with two wheel sets. In a preferred embodiment, the wheelbase of the two wheel sets is the same as the diameter of the curved guide rail; wherein, the diameter of the curved guide rail refers to the diameter of the trajectory of the wheel axle centerline on the curved guide rail, such as... Figure 1 The diameter of the trajectory of the centerline of the secondary pin 6 shown on the curved guide rail is approximately... Figure 1 On the center line shown.

[0060] In a preferred embodiment, each wheel assembly has one wheel body. From a kinematic perspective, the axis of the wheel body can be perpendicular to or parallel to the bottom of the cage 14. When arranged in a parallel configuration, the wheel body adopts a track wheel structure with a rim for steering. When arranged in a vertical configuration, the wheel body engages with the side of the guide rail. Figure 8 As can be seen, the guide rail has an inner edge 20 and an outer edge 21, which together form a groove-shaped track. The corresponding wheel is located in the groove of the groove-shaped track and runs along the inner surface of the outer edge 21 or the inner surface of the inner edge 20. That is, the outer edge 21 provides one track surface and the inner edge 20 provides another track surface. The wheel often mates with different track surfaces during its travel or return. Therefore, the distance between the two track surfaces should be slightly greater than the diameter of the wheel, otherwise interference will occur. The distance between the two track surfaces is the groove width of the groove-shaped track. Obviously, the diameter of the wheel should be smaller than the groove width of the groove-shaped track, but it should not be too small, otherwise it will affect the smoothness of the slider 7's movement. Therefore, the groove width is 1.05 to 1.1 times the diameter of the wheel.

[0061] In contrast, in the embodiments of the present invention, the example in which the wheel axle axis is perpendicular to the bottom plate of the cage is a preferred example, and this configuration makes the operation more stable.

[0062] In contrast, when the vehicle blocking block 4 slides against the bottom plate of the cage, the friction between the guide rail and the slider 7 is relatively small. In some embodiments, the surfaces where the vehicle blocking block 4 and the bottom plate mate can be fitted with a polytetrafluoroethylene (PTFE) sliding plate or coated with a PTFE coating.

[0063] As mentioned above, since there is a certain fit gap between the wheel and the grooved track, in order to accommodate this gap, for example, the output component of the linear drive mechanism or component is hinged to the slider 7.

[0064] Furthermore, the hinge between the output component and the slider 7 is a wheel axle.

Claims

1. A vehicle stopper, specifically a cage stopper, characterized in that, The vehicle stopper includes: The guide rail has a straight guide rail arranged along the front-to-back direction of the cage, and a curved guide rail connected to the end of the straight guide rail and smoothly transitioning to one side. The slider has two sets of wheels arranged sequentially along the guide rail direction; A wheel-stopping block is fixedly installed on the slider. When both wheels are on the straight guide rail, the block extends to one side to block the wheel. As one wheel gradually enters the curved guide rail from the straight guide rail, the block gradually swings to its retracted position. The other wheel moves to the connection point between the curved and straight tracks precisely when the block is fully retracted. A driving device drives the slider to run on the guide rail. The driving device is a linear driving device arranged along the guide rail. The curved guide rail is a semi-circular arc guide rail; Correspondingly, the end of the straight guide rail is tangent to the connection point of the curved guide rail; The wheelbase of the two wheel sets is the same as the diameter of the curved guide rail; Among them, the diameter of the curved guide rail refers to the diameter of the trajectory of the wheel axle centerline on the curved guide rail; The driving device is a linear drive mechanism or component, and the output component of the linear drive mechanism or component is hinged to the slider; The hinge between the output component and the slider is a wheel axle.

2. The vehicle stopper according to claim 1, characterized in that, Each set of wheels has one wheel body.

3. The vehicle stopper according to claim 2, characterized in that, The wheel axle axis of the wheel body is perpendicular to the bottom plate of the cage. The guide rail is a grooved track with one side track surface and the other side track surface, and the wheel runs on one track surface; Accordingly, the wheel diameter is smaller than the groove width of the grooved track.

4. The vehicle stopper according to claim 3, characterized in that, The groove width is 1.05 to 1.1 times the diameter of the wheel body.

5. The vehicle stopper according to claim 3, characterized in that, The vehicle blocking block slides into the bottom plate of the cage.

6. A vehicle stop assembly, characterized in that, It includes four wheel stops as described in any one of claims 1 to 5, the four wheel stops being paired together and adapted to the front and rear wheels of a vehicle.

7. A cage, characterized in that, The vehicle stop assembly as described in claim 6 is included.

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