Intelligent anti-slip device

Abstract

An intelligent anti-slip device is characterized by comprising an auxiliary rail (1) which is fixed on one side of a stock rail (8) in parallel; the wheel stopper (5) is detachably fixed through an electromagnet; the walking mechanism (2) moves along the auxiliary rail (1) and is used for positioning the wheel stopper (5) along the rail direction; the rotary lifting mechanism (3) acts along with the walking mechanism (2) and is used for changing the height of the wheel stopper (5); and the rotating arm assembly (4) rotates along with the rotary lifting mechanism (3) and is used for placing the wheel stopper (5) at the bottom of a wheel. The system has the advantages of high structural integration level, high positioning precision, high wheel stopping reliability, wide application range, less limitation on parking positions, comprehensive state monitoring, high intelligent degree and the like.

Description

Technical Field

[0001] This invention relates to rail transit safety equipment, specifically an intelligent anti-slip device, primarily applicable to basic lines with sleepers. It utilizes an intelligent powered vehicle carrying a robotic arm mechanism that moves along an auxiliary rail to autonomously locate and place or remove wheel chocks. Background Technology

[0002] In the rail transit sector, preventing runaway is a core aspect of ensuring operational safety during train or rail vehicle parking, maintenance, and loading / unloading operations. Currently, most runaway prevention devices on the market are manually operated wheel chocks, which suffer from slow response times, low operational efficiency, and the inability to provide real-time feedback on runaway status, making them susceptible to failure due to human error. While some intelligent runaway prevention devices have achieved automated operation, they generally suffer from low structural integration and poor coordination between functional modules. Specifically, they cannot adapt to train sets of different lengths to pre-set accurate installation positions, have low reliability of wheel-stopping actions, and lack comprehensive status monitoring. The widely used so-called intelligent wheel chocks, while solving some wheel chock position monitoring problems, still require manual on-site placement and removal, wasting significant human resources, posing personal safety hazards, and impacting operational efficiency.

[0003] For example, the utility model patent CN215042783U discloses an "automatic anti-rollover device for locomotives and vehicles." This technical solution includes a placement mechanism, a sensing magnet, a transmission mechanism, a first signal light, a second signal light, and a control cabinet. This device improves the automation level of the anti-rollover system, reduces the labor intensity and risks for workers, and reduces or even avoids rollover problems caused by misoperation, thereby reducing the occurrence of runaway accidents. However, this device still has shortcomings in the sensitivity and accuracy of the sensing magnet and signal lights, making it difficult to accurately sense the passage of locomotives or vehicles and transmit signals to the control console in a timely manner. The biggest drawback of this utility model is that the placement position of the metal shoe is fixed, requiring strict positioning of the wheels. Otherwise, the metal shoe may hit the wheel and be unable to be put on, or it may be too far from the wheel to prevent the vehicle from moving, posing a safety risk to personnel performing maintenance work under the vehicle. Requiring very precise vehicle positioning is extremely difficult in practice; even if the locomotive is strictly aligned according to requirements, the position of the last car at the rear cannot be accurately predicted due to differences in the length of different car models and the number of cars in different trains, resulting in insufficient anti-rollover effectiveness.

[0004] For example, the invention patent application CN116215599A discloses an "Automatic Anti-Slip Device for Locomotive and Rolling Stock Depots." This technical solution includes an adjustable outer shell and an anti-slip device body. This anti-slip device, through a parallel flipping mechanism, enables the intelligent track shoe to achieve parallel and flipping functions, meeting the adjustment requirements of the intelligent track shoe's upper and lower rail positions, allowing the intelligent track shoe to operate on the rails according to actual needs. Simultaneously, by setting an emergency release mechanism, the intelligent track shoe can be released in an emergency, improving its anti-slip safety performance. However, this solution is only applicable to tracks within locomotive depots where there are no standard sleepers above column-type or wall-type inspection pits, and no sleepers protruding from either side of the main track. There is space to install the track shoe's sliding rail and platform close to the main track rails, and the simple flipping mechanism can place the track shoe on the rails. However, it is not applicable to a wider range of track environments with standard sleepers, such as numerous arrival / departure lines, marshalling lines, shunting lines, and freight lines. The anti-slip device still needs improvement in terms of intelligence. It lacks more intelligent anti-slip detection and control functions, has a low degree of automation, and requires a lot of manual intervention for anti-slip operations. The remote control and management functions are also incomplete, which increases the difficulty of maintenance and management.

[0005] Currently, there are other anti-rollover devices in use, which are installed in fixed locations and wait for the wheels to move before dynamically and passively stopping the wheels. This is a "post-event intervention" after the vehicle has already rolled away, and cannot intelligently and automatically find the wheels to actively and statically prevent the vehicle from rolling away in order to "prevent the event". Summary of the Invention

[0006] Existing anti-runaway devices suffer from low levels of intelligence and automation, are unable to autonomously locate wheel positions, and require extensive manual labor in the yard for anti-runaway operations. This results in heavy workloads, high labor intensity, and a high risk of runaway accidents. Therefore, to address these problems, this invention provides a novel intelligent anti-runaway device.

[0007] The intelligent anti-rollover device provided by this invention fundamentally solves the above-mentioned problems. It has the advantages of high structural integration, accurate positioning, strong wheel-stopping reliability, wide adaptability, few restrictions on parking positions, comprehensive status monitoring, and high level of intelligence.

[0008] To achieve the above objectives, the present invention provides the following technical solution: the intelligent anti-slip device, the key technical points of which are: including, The auxiliary rail is fixed parallel to one side of the basic rail; The wheel stop is detachably fixed by an electromagnet. The traveling mechanism moves along the auxiliary rail and is used to position the wheel stop along the rail direction; The rotary lifting mechanism moves in tandem with the traveling mechanism and is used to change the height of the wheel stop. The swing arm assembly rotates with the rotating lifting mechanism and is used to place the wheel stopper under the wheel.

[0009] Furthermore, the traveling mechanism includes a base plate that moves along an auxiliary rail, a support ring fixed to the base plate, a traveling sensor limited to one side of the support ring, a pair of wheel axles equipped with active or passive traveling wheels, a geared motor for driving the active traveling wheels, and a shoe support.

[0010] Furthermore, the rotary lifting mechanism includes a fixed gear mounted on a support ring, a ball screw perpendicular to the fixed gear, a nut cooperating with the ball screw, a rotary arm geared motor for driving the lifting bearing seat to rotate, and a lifting geared motor for driving the lifting bearing seat to lift.

[0011] Furthermore, the boom assembly, installed on one side of the lifting bearing seat, includes a lifting motor seat, a boom hinged at one end to the side wall of the lifting motor seat with elastic limit, a boom electromagnet fixed at the end of the boom, and a boom sensor. The bottom of the lifting motor seat has a positioning sleeve that cooperates with the boom sensor.

[0012] Furthermore, the wheel stop includes a metal shoe body, a lithium battery, a metal shoe electromagnet located at the rear, a rear metal shoe sensor, a front metal shoe sensor, and a metal shoe permanent magnet located on the bottom surface of the metal shoe body.

[0013] Furthermore, the output end of the geared motor is equipped with a traveling motor gear, and the driving wheel is coaxially equipped with a driven gear that meshes with the traveling motor gear.

[0014] Furthermore, the iron shoe support is equipped with an iron shoe positioning pin.

[0015] Furthermore, an L-shaped fixing seat is fixed between the rotating arm and the rotating arm electromagnet, and a permanent magnet of the rotating arm is fixed on the fixing seat.

[0016] Furthermore, a disc spring spindle is fixedly installed on the lifting motor base, and the rotating arm is elastically limited by a disc spring fitted on the disc spring spindle.

[0017] Furthermore, the electromagnet of the iron shoe is elastically fixed inside the iron shoe body.

[0018] 1. This device is installed within the side clearance of existing railway lines. Normally, it is positioned in the relief position and does not affect normal train traffic. The system displays the device as being in the relief state.

[0019] 2. When the vehicle is stationary and anti-slip operation is required, the control system issues a braking command, the lifting and reducing motor starts, and the rotating arm is raised. Upon reaching the designated position, a sensor sends a signal, the lifting and reducing motor stops, and simultaneously, the rotating arm reducing motor starts, driving the rotating arm to rotate 90°. Upon reaching the designated position, the sensor sends a signal, the rotating arm reducing motor stops, and the lifting and reducing motor rotates in the opposite direction, driving the rotating arm to lower. Once in position, the wheel shoe is placed on the rail surface. Upon reaching the designated position, the sensor receives a signal, the traveling motor starts, and the traveling mechanism moves the wheel shoe along the rail surface to find the wheel. When the wheel shoe finds the wheel, the active sensor sends a signal, the traveling motor stops, the system memorizes the wheel shoe's placement position, the electromagnet mounted on the rotating arm is de-energized, releasing the wheel shoe. Simultaneously, the electromagnet elastically installed inside the wheel shoe is energized, firmly attaching the wheel shoe to the rail surface to prevent accidental detachment or unauthorized movement. Then, the rotating arm reducing motor starts, rotating in the opposite direction by 90°, returning the rotating arm to its original position. The sensor then sends a braking completion signal.

[0020] 3. When the vehicle needs to be towed out to release the anti-slip condition, the system issues a release command. The swing arm reduction motor starts, rotates 90° and stops. After the position sensor issues a command, the travel motor starts, and stops after reaching the system-memorized placement position of the iron shoe. The electromagnet on the swing arm is energized to attract the iron shoe, while the electromagnet inside the iron shoe is de-energized, using a spring mechanism to release the electromagnet from the rail surface. The travel motor starts in reverse, and the traveling mechanism returns to its original position along the rail. After the position sensor issues a command, the lifting reduction motor starts. After rising to the correct position, the sensor issues a command to start the swing arm reduction motor, driving the swing arm to rotate in the opposite direction, lifting the iron shoe off the base rail. After the iron shoe is in place, the sensor signals to start the lifting reduction motor, lowering the swing arm and placing the iron shoe in the fixed position. After the iron shoe is in place, the sensor issues a signal, and the system displays the release position. The vehicle can then be towed out and dispatched according to normal procedures.

[0021] 4. The three motors for rotation, lifting, and traveling all operate according to the program and time. If any action is not completed, the next action cannot be executed. An alarm will be triggered immediately if the set time is exceeded.

[0022] The beneficial effects of this invention are as follows: In terms of the overall technical solution, an automated device is used to realize the function of the wheel shoe automatically finding the wheel, changing the dynamic anti-slipping to static anti-slipping. This system transforms passive anti-slippage measures into active ones. It achieves automatic placement and removal of the anti-slippage shoe, as well as automatic detection of the shoe's status, significantly improving the automation level of anti-slippage operations. It eliminates the need for manual placement of the shoe, saving manpower, increasing operational efficiency, and enabling unmanned outdoor operation around the clock, thus eliminating personal safety hazards. The use of various sensors accurately reflects the real-time status of the anti-slippage device, and the control system automatically and precisely completes each action, maximizing intelligence, facilitating remote monitoring, and achieving a high degree of automation. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the main structure of the present invention.

[0024] Figure 2 for Figure 1 A top-view structural diagram.

[0025] Figure 3 for Figure 1 A side view structural diagram.

[0026] Figure 4 This is a front view schematic diagram of the bracket and guide rail of the present invention.

[0027] Figure 5 for Figure 4 A top-view structural diagram.

[0028] Figure 6 for Figure 4 A side view structural diagram.

[0029] Figure 7 This is a front view schematic diagram of the traveling mechanism of the present invention.

[0030] Figure 8 for Figure 7 A top-view structural diagram.

[0031] Figure 9 for Figure 7 A side view structural diagram.

[0032] Figure 10 This is a cross-sectional structural schematic diagram I of the rotary lifting mechanism of the present invention.

[0033] Figure 11 This is a cross-sectional structural schematic diagram II of the rotary lifting mechanism of the present invention.

[0034] Figure 12 for Figure 10 A top-view structural diagram.

[0035] Figure 13 This is a cross-sectional structural diagram of the swing arm assembly.

[0036] Figure 14 for Figure 13 A top-view structural diagram.

[0037] Figure 15 This is a cross-sectional structural schematic diagram of the wheel stop device of the present invention.

[0038] Figure 16 for Figure 14 A top-view structural diagram.

[0039] Figure 17 for Figure 14 A side view structural diagram.

[0040] Figure 18 This is a schematic diagram of the shoe remover of the present invention.

[0041] Figure 19 for Figure 18 A top-view structural diagram.

[0042] Figure 20 for Figure 18 A side view structural diagram. Detailed Implementation

[0043] The following combination Figures 1-20 The specific details of the present invention will be described in detail through specific embodiments. The intelligent anti-slip device includes...

[0044] The auxiliary rail 1, fixed parallel to one side of the base rail 8, includes several connecting angle steels 101, a pair of channel steel guide rails 102, and several angle steel supports 103. Several angle steel supports 103 are arranged parallel to the length of the base rail 8. The angle steel supports 103 are fixed to the bottom of the base rail 8 by a pair of rail pressure plates 104, a rail inclined pad 105, a pair of insulating grooves 106, and bolt assemblies. The angle steel supports 103 extend to one side of the base rail 8. The pair of connecting angle steels 101 are fixed to the angle steel supports 103 by bolt assemblies. The channel steel guide rails 102 are fixed to the connecting angle steels 101 by bolts, with the angle steel supports 103 serving as the support structure. Additionally, soft pads can be installed at the bottom of the connecting angle steels 101 and the channel steel guide rails 102 to facilitate adjustment of the height of the channel steel guide rails 102. An auxiliary rail sensor 1022 is fixed to the end of the channel steel guide rail 102 via a guide rail end plate 1021. Preferably, the auxiliary rail sensor 1022 is a reed switch sensor (passive sensor).

[0045] The traveling mechanism 2 includes a base plate 207 that moves along the auxiliary rail 1, a support ring 205 fixed on the base plate 207, a traveling sensor 2021 limited to one side of the support ring 205, a pair of axles 201 on which active traveling wheels 2012 or passive traveling wheels 2011 are mounted, a geared motor 203 for driving the active traveling wheels 2012, and a shoe support 208. The shoe support 208 is provided with a shoe positioning pin 2081. Preferably, a pair of side beams 2071 are fixed to the base plate 207 on the sides where the passive walking wheel 2011 and the active walking wheel 2012 are located. A reduction motor 203 is fixed to the inner end of the side beam 2071 closest to the active walking wheel 2012. The output end of the reduction motor 203 is engaged with a walking motor gear 2031. A passive gear 2013, meshing with the walking motor gear 2031, is coaxially fixed to the inner side of the active walking wheel 2012. A side beam sensor 2072 and a positioning sensor 2073 are also fixed thereon. The side beam 2071 on the side where the active walking wheel 2012 is located is higher than the other side. A side beam sensor 2072 is located at a position corresponding to the support ring 205 on the side beam 2071 on the side where the active walking wheel 2012 is located, and a positioning sensor 2073 is located at a position corresponding to the iron shoe support 208. One side of the support ring 205 is fixed to the travel sensor 2021 by the indicator switch base 202, and the other side of the support ring 205 is fixed to the magnet 204 by the locking rod 206. Preferably, the travel sensor 2021 is a reed switch sensor (passive sensor).

[0046] The rotary lifting mechanism 3 includes a rotary bearing seat 301 rotatably supported on a support ring 205 (for example, an annular groove is provided along the support ring 205, several balls are placed in the annular groove, and then the rotary bearing seat 301 is placed on the balls), a pair of limiting guide rods 305 vertically fixed on the rotary bearing seat 301, a fixed gear 311 mounted on the support ring 205 and meshing with the gear 3081 of the rotary arm reduction motor, a ball screw 310 perpendicular to the fixed gear 311, and a ball screw 310. The system comprises a lifting screw gear 303 coaxially arranged with the ball screw 310, a screw nut 3104 coaxially arranged with the ball screw 310, a rotary arm gear motor 304 for driving the rotation of the lifting bearing housing 307, a lifting motor gear 3041 mounted on the output end of the rotary arm gear motor 304, a lifting gear motor 308 for driving the lifting bearing housing 307 to move up and down, a rotary arm gear motor gear 3081 mounted on the output end of the lifting gear motor 308, and a rotary arm gear motor housing 309 for mounting the lifting gear motor 308. A pair of first radial ball bearings 3102, spaced apart by a lifting bearing spacer sleeve 3103, are fitted around the screw nut 3104.

[0047] Furthermore, the lead screw fixing plate 312 is fixed to the bottom of the ball screw 310 by bolts, and the fixed gear 311 is keyed to the ball screw 310 by the fixed gear key 3111. The entire rotary lifting mechanism 3 is rotatably embedded in the support ring 205 through the cooperation of the rotary bearing seat 301, the fixed gear 311, and the lead screw fixing plate 312. The bearing housing (not marked in the figure) is snapped and limited on the rotary bearing seat 301, a pair of second radial ball bearings 3101 are fitted inside the bearing housing (not marked in the figure), and the rotary bearing cover 302 is fastened to the bearing housing (not marked in the figure). At the same time, the rotary bearing cover 302 is fitted onto the ball screw support sleeve 306 by the dustproof ring 3021, and the ball screw support sleeve 306 is fitted onto the ball screw 310.

[0048] The swing arm assembly 4, installed on one side of the lifting bearing seat 307, includes a lifting motor seat 401, a swing arm 402 with one end hinged to the side wall of the lifting motor seat 401 and elastically limited, a swing arm electromagnet 4043 fixed to the end of the swing arm 402, and a swing arm sensor 4031. The bottom of the lifting motor seat 401 has a positioning sleeve 4011 that mates with the swing arm sensor 4031. An L-shaped fixing seat 404 and an electromagnet adjusting pad 4042 for easy adjustment of the magnetic attraction force are fixed between the swing arm 402 and the swing arm electromagnet 4043. The greater the thickness of the electromagnet adjusting pad 4042, the closer the swing arm electromagnet 4043 is to the wheel stop 5, and the greater the magnetic attraction force. A permanent magnet 4041 of the swing arm is fixed on the fixing seat 404. The lifting motor base 401 is positioned by a pair of limiting guide rods 305. A disc spring spindle 405 is fixedly installed on the lifting motor base 401, and the rotating arm 402 is elastically limited by a disc spring 4051 fitted on the disc spring spindle 405. The end of the rotating arm 402 is rotatably hinged to the lifting motor base 401 via the rotating arm vertical shaft 4012, thus elastically assembled under the action of the disc spring 4051. A rotating arm sensor 4031 is installed on the rotating arm 402 via a rotating arm sensor base 403, which works with the magnet 204 to determine whether the rotating arm 402 has rotated to the correct position. Preferably, the rotating arm sensor 4031 is a reed switch sensor (passive sensor). The rotating arm assembly 4 mainly solves the problem of increasing the height of the lifting motor base 401 while driving it to rotate, so that the bottom of the wheel stop 5 is higher than the limit of the basic rail 8.

[0049] The wheel stopper 5 includes a metal shoe body 501, a lithium battery 502, a rear-mounted metal shoe electromagnet 504, a rear metal shoe sensor 5012, a front metal shoe sensor 5013, and a permanent magnet 5011 located on the bottom surface of the metal shoe body 501. The metal shoe electromagnet 504 is elastically fixed inside the metal shoe body 501. The metal shoe body 501 is a hollow structure with a top opening and a cross-section resembling a right-angled trapezoid. The wheel stopper cover 5014 is used to seal the top opening of the metal shoe body 501 by screws and several bolts. A lithium battery 502 is fixed to the front of the cavity of the shoe body 501. A mounting chamber is separated from the lithium battery 502 by several isolation plates at the rear of the shoe body 501. A wheel stop control plate 503 is fixed inside the chamber. The inner end of the rear sensor 5012 is located inside the chamber. A shoe electromagnet 504 is fixed to the outer wall of the bottom of the chamber by several electromagnet spring rods 505. The electromagnet spring rods 505 and the bottom plate of the chamber are elastically installed by electromagnet spring stops 5051 and electromagnet springs 5052. A downward-facing vertical sheet metal is provided on the inner bottom of the shoe body 501, and the inner edge 506 is fixed to the outer bottom of the shoe by bolt assemblies, creating a groove structure at the bottom. This limits the two sides of the wheel stop 5 and allows it to be more stably fitted onto the base rail 8 under the attraction of the shoe electromagnet 504.

[0050] The rear wheel chock sensor 5012 works in conjunction with the permanent magnet 4041 of the rotating arm to determine whether the wheel stopper 5 has reached the release position. A reed switch sensor (passive sensor) is preferred. The front wheel chock sensor 5013 is located on the trapezoidal inclined surface of the wheel chock body 501 and is used to determine whether the wheel chock is in normal contact with the wheel. An inductive sensor (active sensor) is preferred.

[0051] The shoe remover 6, installed on the outside of the rail near the turnout, includes an inner rail clip 602 for engaging with a long bolt assembly, and a universal wedge 601 fixed to one side of the rail by the inner rail clip 602. The universal wedge 601 protrudes outward from the center.

[0052] The electrical control box 7 is located on one side of the auxiliary rail 1. Inside it are installed communication modules, signal receiving and processing modules, processor modules, power supply modules, etc., which are used to convert drive voltage, process transmission signals, and provide backup power.

[0053] In standby mode, the device is in the released position, and the rotating arm 402 of the rotating arm assembly 4 remains parallel to the base rail 8. At this time, the rotating arm electromagnet 4043 is energized, attracting the wheel stopper 5 to the rotating arm electromagnet 4043. The sensor 5012 behind the wheel shoe works in conjunction with the permanent magnet 4041 of the rotating arm to determine whether the wheel stopper 5 has returned to its original position.

[0054] When the braking position needs to be changed, the reduction motor 203 is energized, driving the driven gear 2013 through the traveling motor gear 2031. The driven gear 2013 drives the coaxial driving wheel 2012 and driven wheel 2011 to move within the channel steel guide rail 102, causing the entire device to move along the channel steel guide rail 102 to the designated position. The lifting reduction motor 308 is energized, driving the fixed gear 311 to rotate through the swing arm reduction motor gear 3081, indirectly driving the ball screw 310 to rotate. The nut 3104, in conjunction with the ball screw 310, rises, synchronously driving the lifting bearing seat 307 and the lifting motor seat 401 to rise. The swing arm sensor 4031 determines the rising endpoint. This changes the clearance height of the wheel stop device 5.

[0055] After rising to the predetermined height, the swing arm reduction motor 304 is energized, driving the lifting screw gear 303 to rotate via the lifting motor gear 3041. This simultaneously rotates the lifting bearing seat 307 and the lifting motor seat 401 towards the base rail 8, thus delivering the wheel stop 5, which is attracted to the end of the swing arm electromagnet 4043, to the bottom of the wheel. When the wheel stop 501 is detected by the wheel stop front sensor 5013 to have reached the designated position, the swing arm electromagnet 4043 is de-energized, placing the wheel stop 501 on the base rail 8. The wheel stop electromagnet 504 is then energized, causing the wheel stop 501 to adhere to the base rail 8. This automatically places the wheel stop 5 at the bottom of the wheel. Explanation of the reference numerals in the attached figures.

[0056] 1 Auxiliary rail, 101 Connecting angle steel, 102 Channel steel guide rail, 1021 Guide rail end plate, 1022 Auxiliary rail sensor, 103 Angle steel bracket, 104 Rail pressure plate, 105 Rail inclined pad, 106 Insulation groove; 2. Traveling mechanism; 201. Wheel axle; 2011. Passive traveling wheel; 2012. Active traveling wheel; 2013. Passive gear; 202. Indicator switch base; 2021. Travel sensor; 203. Gear motor; 2031. Travel motor gear; 204. Magnet; 205. Support ring; 206. Locking rod; 207. Base plate; 2071. Side beam; 2072. Side beam sensor; 2073. Positioning sensor; 208. Iron shoe support; 2081. Iron shoe positioning pin; 3. Rotary lifting mechanism; 301 Rotary bearing housing; 302 Rotary bearing cover; 3021 Dustproof ring; 303 Lifting screw gear; 304 Rotary arm geared motor; 3041 Lifting motor gear; 305 Limiting guide rod; 306 Ball screw support sleeve; 307 Lifting bearing housing; 308 Lifting geared motor; 3081 Rotary arm geared motor gear; 309 Rotary arm geared motor housing; 310 Ball screw; 3101 Second radial ball bearing; 3102 First radial ball bearing; 3103 Lifting bearing spacer sleeve; 3104 Screw nut; 311 Fixed gear; 3111 Fixed gear key; 312 Screw fixing plate; 4. Slewing arm assembly, 401 lifting motor base, 4011 positioning sleeve, 4012 slewing arm vertical shaft, 402 slewing arm, 403 slewing arm sensor base, 4031 slewing arm sensor, 404 fixed base, 4041 slewing arm permanent magnet, 4042 electromagnet adjusting pad, 4043 slewing arm electromagnet, 405 disc spring spindle, 4051 disc spring; 5. Wheel stopper, 501. Iron shoe body, 5011. Iron shoe permanent magnet, 5012. Iron shoe rear sensor, 5013. Iron shoe front sensor, 5014. Wheel stopper cover, 502. Lithium battery, 503. Wheel stopper control board, 504. Iron shoe electromagnet, 505. Electromagnet spring rod, 5051. Electromagnet spring stop, 5052. Electromagnet spring, 506. Iron shoe inner stop edge; 6. Shoe remover, 601 universal wedge, 602 inner rail clip; 7. Electrical control box; 8. Basic Rails.

Claims

1. An intelligent anti-runaway device, characterized in that: The utility model relates to a kind of auxiliary rail (1), parallelly fixed in the one side of basic rail (8); Stop wheel (5) is detachably fixed by electromagnet; Walking mechanism (2) moves along auxiliary rail (1), and is used for positioning stop wheel (5) along track direction; Rotary lifting mechanism (3) acts with walking mechanism (2), and is used for changing the height of stop wheel (5); Swing arm assembly (4) rotates with rotary lifting mechanism (3), and is used to place stop wheel (5) at the bottom of wheel. Walking mechanism (2) includes a bottom plate (207) that moves along auxiliary rail (1), a support ring (205) fixed on the bottom plate (207), a walking sensor (2021) limited on one side of the support ring (205), a pair of wheel shafts (201) installed with driving walking wheels (2012) or passive walking wheels (2011), a reduction motor (203) for driving the driving walking wheels (2012), and an iron shoe support (208).

2. The intelligent anti-slip device according to claim 1, characterized in that: Rotary lifting mechanism (3) includes a fixed gear (311) installed on the support ring (205), a ball screw (310) perpendicular to the fixed gear (311), a nut (3104) matched with the ball screw (310), a swing arm reduction motor (304) for driving the rotation of the lifting bearing seat (307), and a lifting reduction motor (308) for driving the lifting of the lifting bearing seat (307).

3. The intelligent anti-slip device according to claim 1, wherein: Swing arm assembly (4) is installed on one side of the lifting bearing seat (307) and includes a lifting motor seat (401), a swing arm (402) with side wall elastic limit hinged at one end of the lifting motor seat (401), a swing arm electromagnet (4043) fixed at the end of the swing arm (402), and a swing arm sensor (4031). The bottom of the lifting motor seat (401) is provided with a positioning sleeve (4011) matched with the swing arm sensor (4031).

4. The intelligent anti-slip device according to claim 1, wherein: Stop wheel (5) includes an iron shoe body (501), a lithium battery (502), an iron shoe electromagnet (504) located at the rear, an iron shoe rear sensor (5012), an iron shoe front sensor (5013), and an iron shoe permanent magnet (5011) located on the bottom surface of the iron shoe body (501).

5. The intelligent anti-slip device according to claim 1, wherein: The output end of the reduction motor (203) is provided with a walking motor gear (2031), and the driving walking wheel (2012) is coaxially provided with a passive gear (2013) engaged with the walking motor gear (2031).

6. The intelligent anti-slip device according to claim 2, wherein: The iron shoe support (208) is provided with an iron shoe positioning pin (2081).

7. The intelligent anti-slip device according to claim 2, wherein: An L-shaped fixing seat (404) is fixed between the swing arm (402) and the swing arm electromagnet (4043), and the fixing seat (404) is fixed with a swing arm permanent magnet (4041).

8. The intelligent anti-slip device according to claim 4, characterized in that: A disc spring shaft (405) is fixedly installed on the lifting motor seat (401), and the swing arm (402) is elastically limited by a disc spring (4051) sleeved on the disc spring shaft (405).

9. The intelligent anti-slip device according to claim 4, wherein: The iron shoe electromagnet (504) is elastically fixed in the iron shoe body (501).

10. The intelligent anti-slip device according to claim 5, wherein: ​

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