Equipment overturn-preventing mechanism

Abstract

The invention relates to the technical field of rail type heavy bearing equipment, and discloses an equipment overturn-preventing mechanism which is characterized in that continuous downward pre-pressure is applied to an overturn-preventing wheel through an arranged spring with a large elastic coefficient and a hydraulic damper for buffering, so that the overturn-preventing wheel is always tightly attached to an H-shaped steel rail; and the device can also be used for absorbing and dissipating dynamic impact energy in equipment operation. In addition, due to the modular structure of the detachable protective sleeve, the protective sleeve can be conveniently and rapidly replaced after being abraded. A fault safety self-locking mechanism composed of ratchets and pawls is further arranged, one-way rigid locking can be achieved when overtravel impact occurs, and safety guarantee is provided; the protective sleeve adopts the locking ring to perform double locking so as to prevent falling, and is provided with the wear indication hole, so that visual predictive maintenance is realized. Through active pre-pressing, dynamic buffering, fault self-locking and modular prediction maintenance, the anti-overturning effects of zero delay, high stability, high safety, easy maintenance and low cost are achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of track type heavy load bearing equipment, in particular to an equipment anti-overturning mechanism. BACKGROUND

[0002] In the fields of heavy logistics, port machinery, automated warehousing and new energy supply, large walking equipment such as gantry cranes, container handling vehicles or the walking car of the hydrogen refueling station involved in the present application runs along a fixed track. Due to the large size and high center of gravity of these equipment, when the equipment is quickly started and stopped, accelerated or decelerated, the load is uneven or affected by external factors such as lateral wind, the center of gravity of the equipment is easy to deviate, resulting in overturning moment, and there is a risk of tilting or even overturning, which constitutes a major safety hazard.

[0003] In order to solve this safety hazard, the existing technology adopts a scheme of setting an anti-overturning hook at the bottom of the walking mechanism. The anti-overturning hook is one or more hook-shaped members installed near the walking wheels of the vehicle body, which correspond to the inner side of the lower flange plate of the track (such as H-shaped steel). In normal driving, in order to avoid friction and interference, a certain running gap must be left between the anti-overturning hook and the track flange plate.

[0004] However, this widely used anti-overturning hook scheme has several inherent defects in actual use. First of all, due to the existence of the running gap, the anti-overturning hook is essentially a passive safety protection. It can only intervene when the vehicle body has already tilted and the gap is completely eliminated, and it cannot pre-inhibit or intervene in the early stage of tilting. Secondly, the anti-overturning hook scheme has a response lag, from the start of tilting of the vehicle body to the actual force acting on the anti-overturning hook, which is not conducive to the equipment that needs to run with high stability. Finally, once the anti-overturning hook contacts the track, a rigid collision occurs, which produces a huge impact force and noise. This impact not only causes fatigue damage to the structural parts of the equipment and the track, reducing their service life, but also affects the goods being carried or the precision work being carried out.

[0005] In summary, the anti-overturning hook scheme in the prior art has obvious shortcomings in timeliness, stability and protection of the equipment due to its passive response, existence of gap and rigid impact, which is difficult to meet the requirements of modern automated equipment for high safety and high stability. SUMMARY

[0006] The purpose of the present application is to provide an equipment anti-overturning mechanism, which solves the problem of response lag caused by the existence of running gap in the anti-overturning hook in the prior art, and the problem of rigid impact when contacting, which further affects the stability of equipment operation and the service life of the structure.

[0007] In order to achieve the above object, the present application is realized by the following technical scheme: the device anti-overturning mechanism comprises a bottom rail and a bearing plate, the top middle part of the bottom rail is provided with an H-shaped steel through bolt installation, the top of the H-shaped steel is provided with a frame mechanism for connecting the bearing plate, the frame mechanism comprises a connecting block, the top of the connecting block is provided with an active pre-pressing assembly, the lower side of the connecting block is provided with a modular wear-resistant assembly;

[0008] The active pre-pressing assembly comprises two guide rods, the two guide rods are symmetrically distributed and penetrate the inside of the connecting block, and the outer sides of the two guide rods are provided with an installation block penetrating therebetween, the installation block is located above the connecting block, and the outer sides of the two guide rods between the installation block and the connecting block are all sleeved with a large elastic coefficient spring;

[0009] The frame mechanism further comprises a failsafe self-locking mechanism arranged between the connecting block and the guide rod; and the modular wear-resistant assembly further comprises an enhanced locking and wear indicating assembly.

[0010] Preferably, the two sides of the connecting block are fixedly connected with extension plates, and the top of each extension plate is fixedly connected with a mounting seat.

[0011] Preferably, two auxiliary buffer assemblies are symmetrically arranged between the two extension plates and the installation block, and both are located on the outer sides of the two large elastic coefficient springs.

[0012] Preferably, the auxiliary buffer assembly comprises a hydraulic damper, the top of the hydraulic damper is fixedly connected to the bottom of the installation block, and the bottom of the hydraulic damper is movably installed in the inside of the mounting seat through a movable rod.

[0013] Preferably, the modular wear-resistant assembly comprises a bottom block, two L-shaped blocks are connected to the bottom of the bottom block through a plurality of second connecting bolts, a rotating shaft is installed on the opposite side between the two L-shaped blocks, an anti-overturning wheel is installed on the outer side of the rotating shaft, and the two anti-overturning wheels roll on the two sides of the H-shaped steel.

[0014] Preferably, an inner clamping groove is annularly formed on the outer side of the anti-overturning wheel, a protective sleeve is sleeved on the outer side of the anti-overturning wheel, an inner embedded strip is fixedly connected to the inner side of the protective sleeve, and the inner embedded strip and the inner clamping groove are elastically connected.

[0015] Preferably, the bearing plate is located on the rear side of the connecting block, and the two are connected through a plurality of first connecting bolts penetratingly arranged in the inside of the connecting block.

[0016] Preferably, a limiting rod is installed between the installation block and the connecting block, and the bottoms of the two guide rods are arranged on the two sides of the inside of the bottom block.

[0017] Preferably, the fail-safe self-locking mechanism comprises a ratchet tooth arranged at the over-travel danger zone of the guide rod; and a pawl installed in the connecting block via a locking shaft, the pawl is elastically loaded and tends to the guide rod, and is used to engage with the ratchet tooth when the guide rod is over-travelled.

[0018] Preferably, the enhanced locking and wear indicating assembly comprises an outer clamping groove opened in the outer end face of the protective sleeve; and a locking ring installed in the outer clamping groove; a limiting step is arranged on the L-shaped block at a position corresponding to the locking ring, the locking ring axially locks the protective sleeve by cooperating with the limiting step; a wear indicating hole extending from the inner side to the outer working face of the protective sleeve is also opened in the protective sleeve, and an indicating pin is pre-embedded in the wear indicating hole.

[0019] In summary, the present application has the following at least one beneficial technical effect:

[0020] 1. The present application applies a continuous pre-pressure to the anti-overturning wheel by a spring with a large elastic coefficient, so that the wheel set maintains contact with the H-shaped rail. This structure eliminates the running gap necessary for traditional anti-overturning hooks, can immediately provide a counteracting force when an overturning tendency occurs, avoids the delay response and impact caused by the existence of the gap, and helps to improve the smoothness of the equipment operation.

[0021] 2. The present application additionally provides an auxiliary damping assembly composed of a hydraulic damper, which can effectively absorb impact energy and suppress the excessive oscillation of the spring system when the equipment generates dynamic impact during start-stop or load center change, helping the equipment to recover to a stable state more quickly. At the same time, the damper shares part of the dynamic load, which helps to reduce the fatigue damage of the spring and maintain the long-term working performance of the pre-pressure system.

[0022] 3. The present application designs the anti-overturning wheel as a modular assembly comprising a wheel core and a detachable protective sleeve, which is an easily-worn part and can be separated from the wheel core through an elastic clamping structure. When the wear reaches the limit, maintenance personnel can replace the protective sleeve independently without disassembling the main parts such as the wheel core and the shaft. This design simplifies the maintenance steps, shortens the time required for maintenance, and reduces the cost of spare parts replacement.

[0023] 4. The present application sets a ratchet tooth on the guide rod and an elastically-loaded pawl in the connecting block. Under normal working conditions, the mechanism does not interfere with the operation; but when the equipment encounters extreme and catastrophic impact, causing the anti-overturning wheel to over-travel, the pawl will immediately engage with the ratchet tooth, converting the huge rebound force into self-locking force, thereby rigidly locking the upward displacement of the wheel set in one direction. Without external energy and control, it can effectively prevent the equipment from secondary rebound or derailment under extreme impact, greatly improving the safety redundancy and reliability of the hydrogen exchange station trolley under unexpected circumstances.

[0024] 5. The application forms a double fixing mechanism of elastic clamping plus rigid axial locking by setting an outer clamping groove on the protective sleeve, matching the locking ring and the limiting step on the L-shaped block, solves the risk of accidental falling of the protective sleeve under severe working conditions, significantly improves the reliability and operation safety of the system. In addition, the wear indicator hole embedded in the protective sleeve will show a prominent color when worn to the limit, so that maintenance personnel can accurately judge the replacement time by visual observation without any measuring tools, realize zero-cost predictive maintenance, effectively avoid the damage of the wheel core or track caused by excessive wear, simplify the maintenance process, and further reduce the operating cost and downtime. BRIEF DESCRIPTION OF DRAWINGS

[0025] Figure 1 is a perspective view of the application;

[0026] Figure 2 is a structural schematic view of the connecting block of the application;

[0027] Figure 3 is an explosion view of the device of the application;

[0028] Figure 4 is a structural schematic view of the hydraulic damper of the application;

[0029] Figure 5 is a structural schematic view of the protective sleeve of the application;

[0030] Figure 6 is a structural schematic view of the embedded strip of the application;

[0031] Figure 7 is a structural schematic view of the pawl of the application.

[0032] Wherein, 1, the bottom rail; 2, H-shaped steel; 3, bearing plate; 4, mounting block; 5, connecting block; 6, extension plate; 7, bottom block; 8, L-shaped block; 9, anti-overturning wheel; 10, guide rod; 11, hydraulic damper; 12, spring with large elastic coefficient; 13, first connecting bolt; 14, second connecting bolt; 15, limiting rod; 16, mounting seat; 17, movable rod; 18, rotating shaft; 19, inner clamping groove; 20, protective sleeve; 21, embedded strip; 22, locking ring; 23, outer clamping groove; 24, wear indicator hole; 25, ratchet; 26, pawl; 27, locking shaft; 28, limiting step. DETAILED DESCRIPTION

[0033] The following will be combined with the drawings Figure 1 - the drawings Figure 7 , the application will be further described in detail.

[0034] Refer to the drawings Figure 1 - the drawings Figure 3The application provides a device anti-overturning mechanism. In the embodiment, the anti-overturning mechanism is installed at the bottom structure of the hydrogen exchange station walking trolley, i.e. below the load bearing plate 3, and cooperates with the bottom rail 1 previously laid on the ground. In the middle of the top end of the bottom rail 1, an H-shaped steel 2 is firmly installed through high-strength bolts, and the concave track surface on both sides serves as the rolling contact surface of the anti-overturning wheel 9. The main part of the mechanism is a set of precisely processed frame mechanisms, and the core component is a connecting block 5 as an installation base and force transmission hub. The connecting block 5 is rigidly connected with the load bearing plate 3 through a plurality of first connecting bolts 13 penetrating the inside of the connecting block 5, so as to ensure that the load from the trolley body can be stably transmitted to the mechanism.

[0035] A set of active pre-pressing assemblies are arranged on the top of the connecting block 5, and a set of modular wear-resistant assemblies are arranged below the active pre-pressing assemblies. The active pre-pressing assemblies include two symmetrically distributed guide rods 10 which are subjected to precise grinding and surface hardening treatment. The two guide rods 10 vertically penetrate the precise guide holes reserved in the connecting block 5, and an installation block 4 is arranged outside the upper part of the two guide rods 10, which is slidably connected with the guide rods 10 through the internal bushing structure, so as to smoothly move up and down along the axis direction of the guide rods 10. The installation block 4 is located above the connecting block 5, and a large elastic coefficient spring 12 is arranged outside each of the two guide rods 10. After the final assembly is completed, the two large elastic coefficient springs 12 are subjected to an initial compression amount through the initial installation height calculated accurately, and are always in an energy storage state, so as to continuously exert a strong and constant downward pre-pressing force on the installation block 4. The pre-pressing force is directly transmitted to the modular wear-resistant assemblies below through the installation block 4 and the guide rods 10, and finally acts on the anti-overturning wheel 9, so that the anti-overturning wheel 9 is always tightly pressed on the concave track surface of the H-shaped steel 2 with a set pre-tightening force. The pre-pressing design of active-passive conversion eliminates the running gap between the traditional anti-overturning hook and the track, and ensures that the overturning moment of the device can be immediately and smoothly offset by the pre-tightening force under any working condition, so as to realize the high-performance anti-overturning effect with zero delay and no impact.

[0036] Referring to the drawings Figure 3 - the drawings Figure 4, in order to cope with the device in high-speed operation, emergency braking or due to the load quickly changes (such as lifting heavy) produced by the violent dynamic impact and vibration, the mechanism in the active pre-press component, further set up can work with its auxiliary buffer assembly. Specifically, in the connecting block 5 both sides are fixed with the outside horizontal extension plate 6 by welding or bolt connection. In the top of each extension plate 6, a mounting seat 16 is fixedly connected as the damper fixed point. The auxiliary buffer assembly contains a high performance hydraulic damper 11, two are symmetrically arranged in the embodiment, respectively located outside the two large elastic coefficient spring 12, forming a stable and reliable support and buffer structure.

[0037] The top of each hydraulic damper 11 (such as the piston rod end) is firmly fixed in the bottom of the mounting block 4 as the moving part. And the bottom of each hydraulic damper 11 (such as the cylinder end), is installed in the inside of the mounting seat 16 as the fixed part by a movable rod 17 in the form of hinged. When the device is subjected to external impact, resulting in the mounting block 4 has the tendency of rapid up and down movement, the mounting block 4 and the fixed mounting seat 16 will produce rapid relative displacement. The displacement will drive the piston inside the hydraulic damper 11 to move, forcing the hydraulic oil through the throttle orifice, thereby generating a strong damping force proportional to the speed of movement. The damping force can quickly absorb and dissipate the kinetic energy of the impact, effectively inhibit the mounting block 4 under the action of the large elastic coefficient spring 12 reciprocating oscillation, so that the vehicle body can recover to a steady running posture more quickly after the impact. In addition, in order to protect the whole anti-overturning mechanism, one or more limit rods 15 are also provided between the mounting block 4 and the connecting block 5, which provides the final mechanical limit for the up and down floating range of the mounting block 4, which can prevent the spring from being compressed to the limit (line contact) due to excessive impact and cause rigid impact, and also prevent the hydraulic damper 11 from being damaged beyond its effective working stroke, playing a double safety insurance role.

[0038] Referring to the drawings Figure 2 - the drawings Figure 5 , the modular wear-resistant assembly is located directly below the connecting block 5, which is the execution end of the whole mechanism. Its structure includes a bottom block 7 fixedly connected with the connecting block 5 by bolts, and the bottoms of the two guide rods 10 are also firmly arranged inside the two sides of the bottom block 7. On the bottom of the bottom block 7, two L-shaped blocks 8 are detachably connected on both sides through a plurality of second connecting bolts 14. This detachable structure provides convenience for overall maintenance. Between the two opposite L-shaped blocks 8, a high-strength rotating shaft 18 is installed through the bearing seat, and the anti-overturning wheels 9 are smoothly installed on the outside of the rotating shaft 18 through the internal rolling bearings. The two anti-overturning wheels 9 are respectively located on both sides of the H-shaped steel 2, and the rim contour is accurately matched with the inner concave track surface of the H-shaped steel 2.

[0039] As a direct contact and main wear part, the anti-overturning wheel 9 is designed as a high-strength metal wheel core, and an inner clamping groove 19 with a rectangular cross-section is formed on the outer circumferential surface of the anti-overturning wheel 9 by machining. On the outer side of the anti-overturning wheel 9, a replaceable protective sleeve 20 made of high-performance wear-resistant material such as reinforced nylon or polyurethane is sleeved. The inner wall of the protective sleeve 20 is integrally injection molded with an inner embedded strip 21 that accurately matches the size and shape of the inner clamping groove 19. During assembly, the protective sleeve 20 is accurately and firmly sleeved on the anti-overturning wheel 9 through the elastic clamping connection between the inner embedded strip 21 and the inner clamping groove 19. This clamping structure not only ensures accurate positioning in the circumferential direction, but also effectively transmits the friction torque generated during rolling to prevent relative sliding between the protective sleeve 20 and the anti-overturning wheel 9. When the protective sleeve 20 is worn to the replacement limit due to long-term pre-press rolling friction, maintenance personnel only need to use standard tools (such as a crowbar) to pry it off the anti-overturning wheel 9, and then press the new protective sleeve 20 into the inner clamping groove 19 with their hands or a rubber hammer to complete the replacement. The entire process does not require disassembly of the second connecting bolt 14, the L-shaped block 8, the rotating shaft 18, or the wheel core body of the anti-overturning wheel 9, greatly simplifying the maintenance process, converting complex component replacement into simple spare part replacement, thereby shortening equipment downtime maintenance time and reducing equipment life cycle operation and maintenance costs.

[0040] Referring to the drawings Figure 5 - the drawings Figure 6 To further improve the installation reliability of the protective sleeve 20 as a consumable part and achieve predictive maintenance of its wear state, the modular wear assembly of the present embodiment further includes a set of enhanced locking and wear indicating components. Specifically, an outer clamping groove 23 is formed on the outer side end face of the protective sleeve 20. A limiting step 28 is integrally formed on the L-shaped block 8 corresponding to the position of the outer clamping groove 23. After the protective sleeve 20 is radially elastically clamped through the inner embedded strip 21 and the inner clamping groove 19, an open C-shaped locking ring 22 is clamped into the outer clamping groove 23. The outer edge of the installed locking ring 22 will form an axial interference with the limiting step 28 on the L-shaped block 8, thereby providing rigid axial locking for the protective sleeve 20. This double locking structure of inner elasticity and outer rigidity completely eliminates the risk of axial movement or accidental falling of the protective sleeve 20 under severe impact or vibration. In addition, a plurality of wear indicating holes 24 extending from the inner side to the outer working surface of the protective sleeve 20 are formed on the body of the protective sleeve 20, but do not penetrate through. The distance from the hole bottom to the working surface is equal to the maximum allowed wear. When the protective sleeve 20 is worn to the end of its life, the indicating hole 24 will be exposed, forming a clear visual warning signal. Maintenance personnel do not need any measurement, but can accurately determine the replacement time by observing during inspection, achieving efficient and low-cost condition maintenance, and effectively avoiding secondary damage caused by excessive wear

[0041] Referring to the drawings Figure 7 , the embodiment also integrates a set of purely mechanical fail-safe self-locking mechanism. Specifically, on the rod body of each guide rod 10, a one-way, high-strength ratchet 25 is formed in the over-travel dangerous zone beyond the normal buffer stroke. Correspondingly, inside the connecting block 5 as the fixed base, a pawl 26 made of quenched high-strength alloy steel is pivotally installed by a locking shaft 27. The pawl 26 is elastically loaded by an internal torsion spring, so that its head always has a preset force tending to the guide rod 10. In normal operating state, the smooth rod body of the guide rod 10 is in contact with the pawl 26 without any interference. However, when the device encounters a catastrophic impact, causing the upward displacement of the guide rod 10 to exceed its preset maximum safe stroke, the rod body region with the ratchet 25 will move to the pawl 26, and the pawl 26 will automatically snap into the tooth valley of the ratchet 25 under the action of its spring force. Once engaged, the huge rebound force generated by the large elastic coefficient spring 12 will be converted into huge normal pressure and static friction force through the special self-locking angle of the ratchet 25 and the pawl 26, forming an irreversible one-way rigid lock. This mechanism does not require any external energy or control, and can firmly lock the moving components in the limit state, preventing secondary rebound or derailment after a large impact, providing reliable safety protection for the device.

[0042] Working principle: When the walking trolley of the hydrogen exchange station is stationary or running at a constant speed in a straight line, the large elastic coefficient spring 12 set between the mounting block 4 movable up and down along the guide rod 10 and the fixed connecting block 5 is in a pre-compressed state, exerting a continuous downward pressure on the mounting block 4; this pressure is transmitted to the bottom block 7 through the guide rod 10 connected with the mounting block 4 and passing through the connecting block 5, and then to the L-shaped block 8 connected with the bottom block 7 through the second connecting bolt 14, and finally to the anti-overturning wheel 9 through the rotating shaft 18 installed on the L-shaped block 8, and through the protective sleeve 20 on the outside of the anti-overturning wheel 9, the pre-compression force is applied to the rail surface of the H-shaped steel 2, so that the protective sleeve 20 is always in close contact with the rail, eliminating the running gap.

[0043] When the hydrogen exchange station travels the trolley to start and stop, accelerate and decelerate, or lift and lower the battery pack, the center of gravity will shift and generate a overturning moment, resulting in an upward reaction force on the track surface of the H-shaped steel 2 against the protective sleeve 20. This reaction force is reliably transmitted through a double locking structure: first, the radial elastic clamping structure formed by the inner clamping strip 21 inside the protective sleeve 20 and the inner clamping groove 19 on the anti-overturning wheel 9; second, the rigid axial locking structure formed by the locking ring 22 installed in the outer clamping groove 23 and the limiting step 28 on the L-shaped block 8, which ensures that the protective sleeve 20 does not move or fall under any impact. Subsequently, the reaction force is transmitted in the opposite direction along the path of the shaft 18, the L-shaped block 8, the bottom block 7, and the guide rod 10 to the mounting block 4, driving it to move upward relative to the connecting block 5. During this upward movement, the mounting block 4 further compresses the high-coefficient spring 12, while the hydraulic damper 11 absorbs the impact energy, and the entire process is limited within the safe stroke by the limiting rod 15.

[0044] If the device encounters a rare, catastrophic impact beyond the design routine, causing the upward displacement of the mounting block 4 and the guide rod 10 to exceed the maximum normal stroke defined by the limiting rod 15, the fail-safe self-locking mechanism is triggered. At this time, the ratchet 25 processed on the guide rod 10 in the over-travel danger zone will move to the position of the pawl 26 installed inside the fixed connecting block 5. Under the action of its own spring force, the pawl 26 will automatically mesh with the ratchet 25 instantaneously. When the impact is over and the high-coefficient spring 12 tries to press the guide rod 10 downward, the springback force will be converted into a large friction force by the self-locking angle of the pawl 26 and the ratchet 25, forming an irreversible one-way rigid lock that locks the entire movable assembly at the limit position, thereby completely preventing secondary impact or device derailment caused by the huge springback force.

[0045] During the long-term operation of the device, the protective sleeve 20, as the main wear part, will gradually wear out due to continuous pre-press rolling friction. When its wear reaches the preset life limit, the bottom of the wear indicator hole 24 pre-installed inside it will be exposed on the working surface, forming a clear and visible physical marker. During routine inspection, the inspection personnel can accurately and quickly determine whether the protective sleeve 20 needs to be replaced by visually observing whether there is such a marker without using any measuring tools, thereby achieving efficient and low-cost predictive maintenance and avoiding potential safety risks due to wear beyond the limit.

Claims

1. A device anti-overturning mechanism, characterized by, Include: The bottom rail (1) at the bottom of the device and the load plate (3) for receiving the walking trolley of the hydrogen exchange station; The top end of the bottom rail (1) is provided with an H-shaped steel (2) in the middle, the top of the H-shaped steel (2) is provided with a frame mechanism for connecting the load plate (3), the frame mechanism comprises a connecting block (5), the top of the connecting block (5) is provided with an active pre-pressing assembly, and the connecting block (5) is provided below the connecting block (5) A modular wear-resistant assembly is arranged; The active pre-pressing assembly comprises two guide rods (10), the two guide rods (10) are symmetrically distributed and penetrate the inside of the connecting block (5), and the outer sides of the two guide rods (10) are provided with a mounting block (4) penetrating therebetween, the mounting block (4) is located above the connecting block (5), and the outer sides of the two guide rods (10) are provided between the mounting block (4) and the connecting block (5) It is sleeved with a large elastic coefficient spring (12); The frame mechanism further comprises a failsafe self-locking mechanism arranged between the connecting block (5) and the guide rod (10); the modular wear-resistant assembly further comprises an enhanced locking and wear indicating assembly.

2. The anti-overturning mechanism of claim 1, wherein, Both sides of the connecting block (5) are fixedly connected with an extension plate (6), and the top of the extension plate (6) is fixedly connected with a mounting seat (16).

3. The anti-overturning mechanism of claim 2, wherein, Two auxiliary buffer assemblies are symmetrically arranged between the two extension plates (6) and the mounting block (4), and both are located outside the two large elastic coefficient springs (12).

4. The anti-overturning mechanism of claim 3, wherein, The auxiliary buffer assembly comprises a hydraulic damper (11), the top of the hydraulic damper (11) is fixedly connected to the bottom of the mounting block (4), and the bottom of the hydraulic damper (11) is movably mounted in the inside of the mounting seat (16) through a movable rod (17).

5. The anti-overturning mechanism of claim 1, wherein, The modular wear-resistant assembly comprises a bottom block (7), two L-shaped blocks (8) are connected to the bottom block (7) on both sides of the bottom block (7) through a plurality of second connecting bolts (14), and a rotating shaft (18) is arranged on the side opposite to the two L-shaped blocks (8). The outer side of the rotating shaft (18) is provided with an anti-overturning wheel (9), and the two anti-overturning wheels (9) roll on both sides of the H-shaped steel (2).

6. The anti-overturning mechanism of claim 5, wherein, An inner clamping groove (19) is formed in the outer side of the anti-overturning wheel (9), a protective sleeve (20) is sleeved on the outer side of the anti-overturning wheel (9), an inner embedded strip (21) is fixedly connected to the inner side of the protective sleeve (20), and the inner embedded strip (21) and the inner clamping groove (19) are elastically clamped and connected.

7. The anti-overturning mechanism of claim 1, wherein The load plate (3) is located at the rear side of the connecting block (5), and the two are connected through a plurality of first connecting bolts (13) penetratingly arranged in the inside of the connecting block (5).

8. The anti-overturning mechanism of claim 5, wherein, A limiting rod (15) is arranged between the mounting block (4) and the connecting block (5), and the bottoms of the two guide rods (10) are arranged on both sides of the inside of the bottom block (7).

9. The anti-overturning mechanism of claim 5, wherein, The failsafe self-locking mechanism comprises: A ratchet (25) arranged in the overtravel dangerous area of the guide rod (10); and a pawl (26) mounted inside the connecting block (5) through a locking shaft (27), the pawl (26) is elastically loaded and tends to the guide rod (10) for engaging with the ratchet (25) when the guide rod (10) has an overtravel displacement.

10. The anti-overturning mechanism of claim 6, wherein, The enhanced locking and wear indicating assembly comprises: An outer clamping groove (23) is formed on the outer end face of the protective sleeve (20); And a locking ring (22) is mounted in the outer clamping groove (23); A limiting step (28) is arranged on the L-shaped block (8) corresponding to the position of the locking ring (22), the locking ring (22) axially locks the protective sleeve (20) by cooperating with the limiting step (28); the protective sleeve (20) is further provided with a wear indicating hole (24) extending from the inner side to the outer side of the working surface, and an indicating pin is embedded in the wear indicating hole (24).

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