Anti-slip assembly and anti-slip device for parking vehicle

Abstract

The invention relates to an anti-slip assembly and an anti-slip device for a parking vehicle. The anti-slip assembly comprises a main body, and a wedge-shaped surface is arranged on one side of the main body; the wedge-shaped surface is configured to be used for bearing extrusion force from a wheel; the meshing part is arranged at the bottom of the main body and is used for abutting against the rail surface of the steel rail; and the occlusion part is configured to be occluded with the rail surface when the main body is extruded. When a stopped vehicle tends to run, the wedge-shaped face of the anti-skid assembly can transmit component force in the vertical direction of extrusion force from wheels to the meshing part at the bottom, so that the meshing part is gradually and tightly embedded into the rail face of the steel rail, the friction force between the meshing part and the rail face is increased, it is guaranteed that the vehicle does not loosen or move under various external force, and running is effectively prevented; therefore, the safety and the reliability of the anti-slip operation of the railway parking car are improved.

Description

Technical Field

[0001] This application relates to the field of railway anti-slip operation technology, and in particular to anti-slip components and anti-slip devices for parked cars. Background Technology

[0002] With the development of railway transportation technology, various railway car anti-runaway operation technologies have emerged to ensure railway transportation safety and prevent parked cars from moving on their own under their own weight or external forces (such as airflow from adjacent trains, natural wind, etc.).

[0003] In related technologies, anti-slip shoes and anti-slip locks, among other anti-slip devices, rely on the friction between the anti-slip device itself and the rail to prevent the vehicle from slipping.

[0004] However, the effective use of the aforementioned anti-slip devices and related equipment relies on the friction between the anti-slip device and the rail being greater than the vehicle's runaway force. If the vehicle's runaway force exceeds this friction, the anti-slip measures may fail, leading to vehicle runaway and posing a safety risk. Summary of the Invention

[0005] Therefore, it is necessary to provide an anti-slip component and an anti-slip device for parked vehicles to address the problems of poor braking performance and insufficient anti-slip stability of existing anti-slip devices.

[0006] An anti-slip component, comprising:

[0007] The main body has a wedge-shaped surface on one side;

[0008] The wedge-shaped surface is configured to withstand the compressive force from the wheel;

[0009] An engagement part is provided at the bottom of the main body, and the engagement part is used to abut against the rail surface of the rail;

[0010] The engagement portion is configured to engage with the rail surface when the main body is compressed.

[0011] In one embodiment, the body is a wedge-shaped structure, and the top surface of the body is a wedge-shaped surface.

[0012] In one embodiment, the bottom surface of the main body is a plane, and the bottom surface of the main body is provided with an interlocking part, which is arranged along the extension direction of the rail.

[0013] In one embodiment, the engagement portion includes a plurality of evenly distributed serrations disposed on the bottom surface of the main body, and there is a gap between the serrations and the rail surface.

[0014] In one embodiment, the tooth direction of the saw teeth is consistent with the direction of the compressive force on the wedge-shaped surface.

[0015] In one embodiment, the bottom surface of the main body is provided with at least one damping part, the damping part is disposed on one side of the engagement part, the damping part is disposed along the extension direction of the rail, and the extension direction of the damping part is parallel to the extension direction of the engagement part.

[0016] In one embodiment, the damping part is a rubber strip, and the longitudinal cross-section of the rubber strip is elliptical or circular.

[0017] When a parked vehicle tends to slip, the wedge-shaped surface of the aforementioned anti-slip component transmits the vertical component of the squeezing force from the wheel to the bottom engagement part, causing the engagement part to gradually and tightly embed into the rail surface, increasing the friction with the rail surface, ensuring that the vehicle does not loosen or shift under various external forces, effectively preventing slippage, and improving the safety and reliability of anti-slippage operations for parked railway vehicles.

[0018] According to another object of the present invention, an anti-slip device for a parked vehicle is also provided, comprising the anti-slip component as described above, wherein the bottom of the anti-slip device is provided with a mounting groove, the anti-slip component is disposed in the mounting groove, and there are gaps between the two sides of the anti-slip component and the mounting groove.

[0019] The end of the mounting groove that contacts the wedge-shaped surface of the anti-slip component has an inclined surface, and the inclination direction of the inclined surface is consistent with the inclination direction of the wedge-shaped surface.

[0020] In one embodiment, the anti-slip component has inwardly recessed grooves on both sides, and the anti-slip device for parked vehicles has outwardly protrusions at both ends corresponding to the grooves.

[0021] The aforementioned anti-runaway devices for parked cars effectively prevent parked cars from slipping due to external forces, ensuring the safety and stability of railway transportation operations.

[0022] According to another object of the present invention, an anti-slip device for a parked vehicle is also provided, comprising the anti-slip components as described above, and further comprising rail clamps and wheel clamps, the rail clamps being used to engage with the rails, and the wheel clamps being used to engage with the wheels;

[0023] The bottom of the anti-slip device is provided with an installation groove, and a wedge block is provided in the installation groove. Anti-slip components are provided at intervals on both sides of the wedge block along the length of the rail.

[0024] The wedge-shaped block has inclined surfaces on both sides, and the inclination direction of the inclined surfaces is consistent with the inclination direction of the wedge-shaped surface of the anti-slip component.

[0025] The aforementioned anti-runaway devices for parked cars provide reliable and stable anti-runaway protection for parked railway cars, preventing vehicles from slipping due to external forces and ensuring the safety of railway transportation operations. Attached Figure Description

[0026] Figure 1 Schematic diagram of the anti-slip device Figure 1 .

[0027] Figure 2 Schematic diagram of the anti-slip component Figure 1 .

[0028] Figure 3 This is a bottom view of the anti-slip components.

[0029] Figure 4 Schematic diagram of the anti-slip device Figure 2 .

[0030] Figure 5 Schematic diagram of the anti-slip component Figure 2 .

[0031] In the diagram: 10. Main body; 11. Wedge-shaped surface; 12. Groove; 20. Engaging part; 21. Sawtooth; 22. Damping part; 30. Rail; 31. Wheel; 40. Mounting groove; 41. Inclined surface; 42. Protrusion; 51. Rail locking clamp; 52. Wheel locking clamp; 53. Wedge block. Detailed Implementation

[0032] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0033] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0034] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0035] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0036] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0037] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0038] See Figure 1 and Figure 2 , Figure 1 A schematic diagram of the anti-slip device in one embodiment of this application is shown. Figure 1 . Figure 1 A schematic diagram of the anti-slip component in one embodiment of this application is shown. Figure 1 .

[0039] An embodiment of this application provides an anti-slip component, including a main body 10 and an interlocking part 20, which is applied to the anti-slip operation of railway parked cars. It effectively enhances the connection stability between the car and the rail 30, and ensures that the car can reliably prevent slippage under conditions such as wheel 31 compression, thereby ensuring the safety of railway transportation.

[0040] In this embodiment, a wedge-shaped surface 11 is provided on one side of the main body 10; the wedge-shaped surface 11 is configured to withstand the compressive force from the wheel 31. A biting part 20 is provided at the bottom of the main body 10, and the biting part 20 is used to abut against the rail surface of the rail 30; the biting part 20 is configured to engage with the rail surface when the main body 10 is compressed.

[0041] The main body 10 has a wedge-shaped structure. One side of the main body 10 is provided with a wedge-shaped surface 11, and the inclination angle of the wedge-shaped surface 11 is 20°, 25°, 30°, or 45°, etc. The inclination angle of the wedge-shaped surface 11 can be adaptively adjusted according to actual needs. When subjected to the compressive force of the wheel 31, the wedge-shaped surface 11 can disperse the force and guide it to the engagement part 20.

[0042] The main body 10 can be made of alloy steel, which can withstand large external pressure without deformation or damage, ensuring stable performance.

[0043] The engagement part 20 is located at the bottom of the main body 10. When the engagement part 20 is subjected to the compressive force transmitted by the main body 10, it can more easily embed into the rail surface of the rail 30 to form a firm engagement effect.

[0044] In the specific implementation process, the anti-skid component is placed on the rail surface of the rail 30, with the engaging part 20 aligned with the rail surface of the rail 30. When a parked vehicle tends to slip due to its own weight or external forces (such as airflow generated by a passing train or natural wind), the wheel 31 will contact the wedge-shaped surface 11 of the anti-skid component body 10 and generate a squeezing force. If the wedge-shaped surface 11 of the body 10 is subjected to the squeezing force from the wheel 31, the wedge-shaped surface 11 transmits the vertical component of the squeezing force to the engaging part 20 at the bottom. Under pressure, the engaging part 20 gradually embeds into the rail surface of the rail 30. As the pressure continues to increase, the engagement between the engaging teeth and the rail surface becomes tighter and tighter until the anti-skid component is firmly engaged with the rail 30, ensuring that the vehicle will not loosen or shift under various external forces.

[0045] In summary, the wedge-shaped surface 11 of the main body 10 of the above-mentioned anti-skid component disperses the squeezing force from the wheel 31 to the bottom engagement part 20, making the engagement between the engagement part 20 and the rail surface of the rail 30 more tight, increasing the friction between the engagement part and the rail surface, preventing the vehicle from shifting, effectively preventing the vehicle from slipping, thereby improving the safety and reliability of the anti-skid operation of the railway stationary car.

[0046] Combination Figure 2 , Figure 3 As shown, Figure 2 This is a schematic diagram of the anti-slip component provided in one embodiment of this application. Figure 1 . Figure 3 This is a bottom view of an anti-slip component provided in one embodiment of this application.

[0047] In some embodiments, the main body 10 has a wedge-shaped structure, and the top surface of the main body 10 is a wedge-shaped surface 11. The bottom surface of the main body 10 is a plane, and the bottom surface of the main body 10 is provided with an interlocking portion 20.

[0048] Specifically, the main body 10 adopts a wedge-shaped structure, which allows it to better transmit and disperse force when subjected to the pressure of the wheel 31, thereby enhancing the anti-slip effect. The top surface of the main body 10 is a wedge-shaped surface 11, which is used to contact the wheel 31 and bear the compressive force of the wheel 31. The bottom surface of the main body 10 is a flat surface, providing a stable foundation for the installation of the interlocking part 20.

[0049] In one embodiment, the engagement portion 20 is arranged along the extension direction of the rail 30.

[0050] Specifically, the engagement part 20 is provided on the bottom surface of the main body 10 and extends along the width direction of the rail 30, which helps to engage tightly with the rail 30 and prevent the anti-slip component from sliding when subjected to force.

[0051] In one embodiment, the engagement portion 20 includes a plurality of evenly distributed serrations 21 disposed on the bottom surface of the main body 10, and there is a gap between the serrations 21 and the rail surface of the rail 30.

[0052] Specifically, the engagement portion 20 includes multiple serrations 21 evenly distributed on the bottom surface of the main body 10. The serrations 21 are positioned on the bottom surface of the main body 10, and a certain distance exists between the serrations 21 and the rail surface of the rail 30. This distance allows the anti-slip component to better transmit the compressive force from the wheel 31 to the engagement portion 20 at the bottom of the anti-slip component. This distance is adjusted according to actual usage requirements, generally between 2mm and 5mm. The serrations 21 are triangular in shape, which helps to evenly distribute the force when subjected to stress, improving the engagement effect.

[0053] In one embodiment, the tooth direction of the saw teeth 21 is consistent with the direction of the compressive force on the wedge surface 11.

[0054] Specifically, the tooth direction of the saw tooth 21 is consistent with the direction of the compressive force on the wedge surface 11, so that when the wheel 31 compresses the main body 10, the compressive force can act more directly on the saw tooth 21, enhancing the effect of the saw tooth 21 embedding into the rail 30.

[0055] The extension direction of the serration 21 is perpendicular to the extension direction of the rail 30, that is, the serration 21 can extend along the width direction of the meshing part 20, increasing the contact area between the serration 21 and the rail surface of the rail 30, which helps to increase the friction with the rail surface.

[0056] When wheel 31 presses against the wedge-shaped surface 11 of body 10, the pressing force is transmitted along the inclined direction of wedge-shaped surface 11. Since the tooth direction of sawtooth 21 is consistent with the direction of pressing force, the pressing force can be decomposed into a component force perpendicular to the surface of rail 30, allowing sawtooth 21 to embed into the surface of rail 30 faster and deeper, thereby increasing the biting force. At the same time, it can also reduce the energy loss of pressing force during transmission and improve the overall anti-slip performance of the anti-skid assembly.

[0057] In one embodiment, the bottom surface of the main body 10 is provided with at least one damping part 22, the damping part 22 is disposed on one side of the engagement part 20, the damping part 22 is disposed along the extension direction of the rail 30, and the extension direction of the damping part 22 is parallel to the extension direction of the engagement part 20.

[0058] Specifically, the damping part 22 is disposed on one side of the engagement part 20, along the extension direction of the rail 30, that is, the width direction of the rail 30, and the extension direction of the damping part 22 is parallel to the extension direction of the engagement part 20, that is, the length direction of the damping part 22 is perpendicular to the length direction of the rail 30.

[0059] The engagement portion 20 is disposed on the bottom surface of the anti-slip component. There is a gap between the serrations 21 of the engagement portion 20 and the rail surface of the rail 30. The damping portion 22 is disposed on one side of the engagement portion 20. When the anti-slip component is subjected to the compressive force from the wheel 31, the gap between the serrations 21 and the rail surface allows the damping portion 22 to make full contact with the rail surface. Under the damping action, the anti-slip component remains relatively stationary, thereby better transmitting the compressive force to the engagement portion 20, increasing the friction between it and the rail surface, and improving the engagement effect.

[0060] The damping part 22 can be made of rubber. When the main body 10 of the anti-slip assembly is subjected to the squeezing force from the wheel 31 and moves to the left or right, the damping part 22 located on the left or right side of the bottom of the main body 10 is simultaneously subjected to force. Due to the characteristics of the damping part 22 itself, the friction between it and the rail surface gradually increases, making the anti-slip assembly unable to move smoothly. This facilitates the engagement between the engagement part 20 and the rail surface, ensuring the tightness between the two, so as to prevent the overall movement of the anti-slip assembly and prevent the vehicle from slipping.

[0061] In one embodiment, the damping part 22 is a rubber strip, and the longitudinal cross-section of the rubber strip is elliptical or circular.

[0062] Specifically, the damping part 22 is in the form of a rubber strip, and the longitudinal cross-section of the rubber strip is elliptical or circular. The extension direction of the elliptical or circular rubber strip is parallel to the extension direction of the engaging part 20, that is, the length direction of the rubber strip is perpendicular to the length direction of the rail 30, which can better adapt to the shape of the rail surface of the rail 30 and increase the contact area with the rail 30.

[0063] Combination Figure 1 As shown, Figure 1 This is a schematic diagram of the anti-slip device provided in one embodiment of this application. Figure 1 In some embodiments, an anti-slip device for a parked vehicle is also provided, including the anti-slip component as described above. The bottom of the anti-slip device is provided with a mounting groove 40, the anti-slip component is disposed in the mounting groove 40, and there are gaps between the two sides of the anti-slip component and the mounting groove 40.

[0064] Specifically, the bottom of the anti-skid device is provided with a mounting groove 40 for placing the anti-skid component. The anti-skid component includes a main body 10, an engaging part 20, and a damping part 22. The main body 10 of the anti-skid component has a wedge-shaped structure, and one side of the main body 10 is provided with a wedge-shaped surface 11 for bearing the compressive force from the wheel 31.

[0065] There is a gap between the two sides of the anti-slip component and the mounting groove 40. This gap allows the anti-slip component to move relative to the anti-slip device so that when the anti-slip device is squeezed by the wheel, the wedge-shaped surface 11 of the anti-slip component fits into the inclined surface 41 of the anti-slip device, thereby effectively transferring the vertical component of the squeezing force from the wheel 31 to the anti-slip component.

[0066] In one embodiment, the end of the mounting groove 40 that contacts the wedge-shaped surface 11 of the anti-slip component is provided with an inclined surface 41, and the inclined direction of the inclined surface 41 is consistent with the inclined direction of the wedge-shaped surface 11.

[0067] Specifically, the end of the mounting groove 40 that contacts the wedge-shaped surface 11 of the anti-slip component has an inclined surface 41. The inclination direction of the inclined surface 41 is consistent with the inclination direction of the wedge-shaped surface 11. This allows the anti-slip device to transfer the vertical component of the compressive force to the wedge-shaped surface 11 through the inclined surface 41 that cooperates with the wedge-shaped surface 11. The force is then distributed to the bottom engagement portion 20 through the wedge-shaped surface 11, increasing the friction with the rail surface and preventing the vehicle from slipping. At the same time, the inclined surface 41 increases the contact area with the wedge-shaped surface 11, ensuring the effective transmission of the compressive force.

[0068] In one embodiment, the anti-slip component has inwardly recessed grooves 12 on both sides, and the anti-slip device for parked vehicles has outwardly protrusions 42 at both ends corresponding to the grooves 12.

[0069] Specifically, the anti-slip component has inwardly recessed grooves 12 on both sides, and the anti-slip device has outwardly protrusions 42 at both ends corresponding to the grooves 12. The shape and size of the protrusions 42 match the grooves 12.

[0070] When the anti-skid component is installed in the mounting groove 40, the protrusion 42 is embedded in the groove 12, effectively restricting the lateral movement of the anti-skid component within the mounting groove 40. This prevents the anti-skid component from detaching from the mounting groove 40 when a large external force is generated during vehicle slippage, thus improving the reliability of the anti-skid device. Furthermore, there is a movable gap between the protrusion 42 and the groove 12, allowing the anti-skid component a certain amount of movement space within the anti-skid device. When the anti-skid device is subjected to the squeezing force of the wheel 31, the inclined surface 41 of the anti-skid device and the wedge-shaped surface 11 of the anti-skid component are tightly fitted, transmitting the vertical component of the squeezing force to the bottom engagement portion 20.

[0071] In summary, the aforementioned anti-runaway devices for stationary cars effectively prevent stationary cars from slipping due to external forces, ensuring the safety and stability of railway transportation operations.

[0072] Combination Figure 4 , Figure 5 As shown, Figure 4 This is a bottom view of an anti-slip component provided in one embodiment of this application. Figure 5 This is a schematic diagram of the anti-slip component provided in one embodiment of this application. Figure 2 .

[0073] In some embodiments, an anti-slip device for a parked vehicle is also provided, including the anti-slip components as described above, and further including a rail clamp 51 and a wheel clamp 52, wherein the rail clamp 51 is used to engage with the rail 30, and the wheel clamp 52 is used to engage with the wheel 31.

[0074] Specifically, the rail clamp 51 is made of alloy steel and has an openable clamp-like structure. The inside of the clamp jaws is equipped with an anti-slip rubber pad to increase the friction with the rail 30 and to fasten it onto the rail 30.

[0075] The wheel locking caliper 52 is made of alloy steel and is an adjustable snap ring type. The inner surface of the snap ring is lined with a wear-resistant rubber layer to prevent damage to the wheel 31.

[0076] In one embodiment, the bottom of the anti-slip device is provided with an installation groove 40, and a wedge block 53 is provided in the installation groove 40. Anti-slip components are provided on both sides of the wedge block 53 along the length direction of the rail 30. Inclined surfaces 41 are provided on both sides of the wedge block 53, and the inclination direction of the inclined surfaces 41 is consistent with the inclination direction of the wedge surface 11 of the anti-slip component.

[0077] Specifically, the bottom of the wedge block 53 contacts the rail 30. The two sides of the wedge block 53 are respectively provided with inclined surfaces 41, and the inclination angle of the inclined surfaces 41 is consistent with the inclination direction of the wedge surface 11 of the anti-slip component.

[0078] Two anti-slip components are respectively installed on both sides of the wedge block 53 along the length of the rail 30. The main body 10 of the anti-slip component is a wedge-shaped structure, and the inclination angle of the wedge surface 11 of the main body 10 matches the inclined surface 41 of the wedge block 53.

[0079] If an external force causes the vehicle to tend to slip, wheel 31 will compress wedge block 53 and anti-slip component. The compressive force of wheel 31 will cause anti-slip component to press down on rail 30. The biting part 20 at the bottom of anti-slip component will embed into the rail surface of rail 30, increasing the friction between it and rail 30. Combined with the locking force between wheel locking clamp 52 and wheel 31, this will prevent the vehicle from slipping and improve vehicle stability.

[0080] In summary, the aforementioned anti-runaway devices for parked cars provide reliable and stable protection against runaway, preventing vehicles from slipping due to external forces and ensuring the safety of railway transportation operations.

[0081] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0082] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. An anti-slip component, characterized in that, include: The main body (10) has a wedge-shaped surface (11) on one side; The wedge-shaped surface (11) is configured to withstand the compressive force from the wheel (31); An engagement part (20) is provided at the bottom of the main body (10), and the engagement part (20) is used to abut against the rail surface of the rail (30); The engagement portion (20) is configured to engage with the rail surface when the main body (10) is compressed.

2. The anti-slip component according to claim 1, characterized in that, The main body (10) has a wedge-shaped structure, and the top surface of the main body (10) is a wedge-shaped surface (11).

3. The anti-slip component according to claim 2, characterized in that, The bottom surface of the main body (10) is a plane, and the bottom surface of the main body (10) is provided with an engagement part (20), which is arranged along the extension direction of the rail (30).

4. The anti-slip component according to claim 3, characterized in that, The engagement part (20) includes a plurality of evenly distributed serrations (21), which are disposed on the bottom surface of the main body (10) and there is a gap between the serrations (21) and the rail surface of the rail (30).

5. The anti-slip component according to claim 4, characterized in that, The tooth direction of the saw teeth (21) is consistent with the direction of the compressive force on the wedge surface (11).

6. The anti-slip component according to claim 2, characterized in that, The bottom surface of the main body (10) is provided with at least one damping part (22), the damping part (22) is provided on one side of the engagement part (20), the damping part (22) is provided along the extension direction of the rail (30), and the extension direction of the damping part (22) is parallel to the extension direction of the engagement part (20).

7. The anti-slip component according to claim 6, characterized in that, The damping part (22) is a rubber strip, and the longitudinal section of the rubber strip is elliptical or circular.

8. A device for preventing a parked vehicle from rolling away, characterized in that, The device includes the anti-slip component as described in any one of claims 1-7, wherein the bottom of the anti-slip device is provided with a mounting groove (40), the anti-slip component is disposed in the mounting groove (40), and there is a gap between the two sides of the anti-slip component and the mounting groove (40); The mounting groove (40) has an inclined surface (41) at one end that contacts the wedge-shaped surface (11) of the anti-slip component. The inclined surface (41) is inclined in the same direction as the wedge-shaped surface (11).

9. The anti-rollover device for a parked vehicle according to claim 8, characterized in that, The anti-slip component has inwardly recessed grooves (12) on both sides, and the anti-slip device for parked vehicles has outwardly protrusions (42) at both ends corresponding to the grooves (12).

10. A device for preventing a parked vehicle from rolling away, characterized in that, The anti-slip assembly as described in any one of claims 1-7 further includes a rail clamp (51) and a wheel clamp (52), wherein the rail clamp (51) is used to engage with the rail (30) and the wheel clamp (52) is used to engage with the wheel (31); The bottom of the anti-slip device is provided with an installation groove (40), and a wedge block (53) is provided in the installation groove (40). Anti-slip components are provided at intervals on both sides of the wedge block (53) along the length direction of the rail (30). The wedge block (53) has inclined surfaces (41) on both sides, and the inclination direction of the inclined surfaces (41) is consistent with the inclination direction of the wedge surface (11) of the anti-slip component.

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