A vehicle anti-falling and traction integrated safety device for large slope off-road test

Abstract

This invention belongs to the field of automotive testing and traction technology, specifically referring to an integrated safety device for vehicle fall prevention and traction used in high-slope off-road testing. It includes a fall prevention locking component, a fall prevention triggering component, a frame assembly, a traction component, a transmission component, a shifting component, and a clutch control component. The transmission component is located within the frame assembly and connected to the traction component. The fall prevention locking component is located between the frame assembly and the traction component. The fall prevention triggering components are evenly distributed in a ring within the fall prevention locking component, and can control the locking and unlocking of the fall prevention locking component. This invention achieves auxiliary traction and full traction through two gears of a single drive mechanism, simplifying the structure. Furthermore, because the shifting mode inherently possesses a "selective matching" attribute, it eliminates the need for strict operator procedures and avoids conflicts and jamming between multiple structures.

Description

Technical Field

[0001] This invention belongs to the field of automotive testing and traction technology, specifically referring to an integrated safety device for preventing vehicle fall and traction used in high-slope off-road testing. Background Technology

[0002] In vehicle off-road performance testing, steep gradient climbing tests (such as 80% and 100% gradients) are crucial for verifying vehicle power performance, climbing limits, transmission system matching performance, and drive system stability. They are also key tests for evaluating a vehicle's ability to pass under extreme conditions and its safety. During these high-gradient tests, vehicles are typically under high load, low traction, and at their power limits. If power is interrupted, traction is insufficient, or operation is improper, the vehicle is highly susceptible to slippage or even loss of control, potentially damaging the vehicle and posing significant safety risks. Therefore, the safety and reliability of protective devices are extremely important during these tests.

[0003] In existing testing requirements, the speed of the traction mechanism needs to keep up with the speed of the vehicle and only needs to provide a small traction force (the hill climbing test mainly relies on the vehicle's own power), while the fall protection mechanism has no requirements for the winding speed, but needs to be able to provide traction force to overcome the vehicle's weight (on slopes). Since the requirements for traction and fall protection are contradictory, they are often achieved by two independent mechanisms. Not only is the structural setup more complex, but the two systems also need to strictly limit the operation steps, otherwise it is easy to cause the mechanisms to conflict and jam. Summary of the Invention

[0004] The essential difference between the traction equipment for car hill climbing tests and ordinary traction equipment is that the car itself has driving force. This invention achieves traction (auxiliary traction) and anti-fall (full traction) respectively through two gears of a drive mechanism. This not only simplifies the structure, but also, because the shifting mode naturally has the attribute of "selecting one to match", there is no need for operators to strictly follow the steps, and there will be no conflict or jamming between multiple sets of structures.

[0005] Furthermore, this invention utilizes magnets to maintain the position of the centrifugal slinger, altering the inherent characteristic of the existing centrifugal slinger's position changing linearly with speed. This shortens the stroke required for pawl locking, thereby significantly reducing the initial design gap between the pawl and ratchet and improving the response speed of the locking module.

[0006] The technical solution adopted by this invention is as follows: This invention proposes a vehicle anti-fall and traction integrated safety device for high-slope off-road testing, including an anti-fall locking component, an anti-fall triggering component, a frame component, a traction component, a transmission component, a shifting component, and a clutch operating component. The frame component includes a housing, the traction component includes a traction roller rotatably disposed within the housing, the transmission component is disposed within the frame component and connected to the traction component, the anti-fall locking component is disposed between the frame component and the traction component, the anti-fall triggering components are evenly distributed in a ring within the anti-fall locking component, and the anti-fall triggering components can control the locking and unlocking of the anti-fall locking component; the clutch operating component is disposed between the shifting component and the transmission component.

[0007] Preferably, the frame assembly further includes an anchor hook and a square tube frame, the anchor hook being embedded in concrete, the mounting base plate and the anchor hook being connected by nuts, and the square tube frame being mounted on the mounting base plate.

[0008] Preferably, the traction assembly further includes a traction rope and a support roller. The traction rope is wound on the traction drum, and the support roller is disposed on the housing and the square tube frame. The traction rope and the support roller are in rolling contact with each other.

[0009] Furthermore, the anti-fall locking assembly includes a fixed ratchet, a locking wheel, and a pawl. The fixed ratchet is fixed to the side of the housing, the locking wheel is fixed to the traction roller, and the pawl is rotatably mounted on the locking wheel.

[0010] The fixed ratchet is provided with annularly distributed internal ratchet teeth, the number of which is an integer multiple of the number of pawls.

[0011] Furthermore, the fall arrestor triggering assembly includes an inertial swing block, a swing linkage, a first fixing plate, and a magnetic sheet. The inertial swing block is slidably mounted on the locking wheel. The inertial swing block is provided with a hinge portion and a block portion in sequence. The two ends of the swing linkage are respectively hinged to the hinge portion and the pawl. The first fixing plate is fixed to the locking wheel. The magnetic sheet is fixed to the first fixing plate. There is a magnetic attraction between the magnetic sheet and the block portion.

[0012] Preferably, the anti-fall triggering component further includes a second fixing plate and a return spring. The second fixing plate is fixed to the locking wheel, and the return spring is located between the second fixing plate and the block portion.

[0013] Preferably, the anti-fall locking assembly further includes a hinge pin, the locking wheel consists of two locking discs and several connecting bolts for connection, the hinge pin is fixed between the two locking discs, and the pawl is rotatably mounted on the hinge pin. As a further preferred embodiment of the present invention, both the first fixing plate and the second fixing plate are fixedly connected to the locking disc, and the locking disc is also provided with a ring of evenly distributed sliding grooves, and the inertial swing block is engaged and slidably disposed in the sliding grooves.

[0014] Furthermore, the frame assembly also includes a mounting base plate, and the shifting assembly includes a drive motor, a two-speed gearbox, and a clutch coupling. The drive motor and the two-speed gearbox are both mounted on the mounting base plate. The output shaft of the drive motor is connected to the input shaft of the two-speed gearbox, and the clutch coupling is located at the output end of the two-speed gearbox.

[0015] Furthermore, the transmission assembly includes a drive shaft, a drive gear, and a driven gear. The drive shaft is rotatably disposed in the housing. The driven gear is fixed to both ends of the traction drum. The drive gear is fixed to the drive shaft. The drive gear and the driven gear mesh and transmit power.

[0016] Furthermore, the clutch control assembly includes an electric actuator, a swing bracket, a shift bracket, and a pull rod. The swing bracket is hinged to the mounting base plate, and the two ends of the electric actuator are respectively hinged to the swing bracket and the housing. The clutch coupling consists of a driving part and a driven part. The driving part is fixed to the output shaft of the two-speed gearbox, the driven part is slidably disposed on the driving shaft, and the driven part is rotatably disposed in the shift bracket. The two ends of the pull rod are respectively hinged to the shift bracket and the swing bracket.

[0017] The beneficial effects achieved by the present invention using the above structure are as follows: (1) By using the same set of shift components and the same traction rope for vehicle traction and anti-fall, not only is the overall structure simplified, but also the "selection and matching" attribute inherent in the shift mode is completely eliminated, thus eliminating the problem of conflict and jamming between multiple structures.

[0018] (2) When the rotational speed of the traction roller is lower than the critical value, the pawl is in a folded state; when the rotational speed of the traction roller is higher than the critical value, the pawl is in an unfolded state that engages with the inner ratchet; the locking and unlocking modes of the traction component can be switched by changing the state of the pawl.

[0019] (3) Adding a magnetic sheet to the free-sliding inertial swing block can change the inherent characteristic of the existing centrifugal swing block position changing linearly with speed, shorten the stroke required for pawl locking, and thus greatly reduce the initial design gap between the pawl and the ratchet, and improve the response speed of the locking module.

[0020] (4) Traditional throwing blocks can only respond quickly and lock when they fall near the critical state, while this solution can achieve fast response and locking in any state.

[0021] (5) Under the elastic force of the return spring, the block always tends to slide toward the magnetic sheet.

[0022] (6) The two-speed gearbox has two gears, corresponding to the traction and anti-fall conditions respectively. Combined with the automatically triggered locking anti-fall module, it can first hold the vehicle body when it falls, and then switch the device from the auxiliary traction mode to the full traction mode by shifting gears.

[0023] (7) When the electric actuator extends or retracts, it can control the engagement and disengagement of the clutch coupling, thereby cutting off the power transmission between the transmission assembly and the shift assembly under special working conditions, and realizing drive control based on the intervention of external mechanisms. Attached Figure Description

[0024] Figure 1 This is a perspective view of a vehicle anti-fall and traction integrated safety device for high-slope off-road testing proposed in this invention. Figure 2 This is a front view of a vehicle anti-fall and traction integrated safety device for high-slope off-road testing proposed in this invention. Figure 3 This is a left view of a vehicle anti-fall and traction integrated safety device for high-slope off-road testing proposed in this invention. Figure 4 This is a top view of a vehicle anti-fall and traction integrated safety device for high-slope off-road testing proposed in this invention. Figure 5 for Figure 3 A cross-sectional view along the cutting line AA; Figure 6 for Figure 2 A cross-sectional view along the cutting line BB; Figure 7 This is an exploded structural diagram of a vehicle anti-fall and traction integrated safety device for high-slope off-road testing proposed in this invention. Figure 8 for Figure 3 A magnified view of a section at point I; Figure 9 for Figure 5 Enlarged view of a section at point II; Figure 10 for Figure 7 Enlarged view of a section at point III; Figure 11 for Figure 6 A magnified view of a section at point IV; Figure 12 This is a schematic diagram showing the relationship between the position of the inertial swing block and the rotational speed of the traction drum.

[0025] Among them, 1. Anti-fall locking assembly, 2. Anti-fall trigger assembly, 3. Frame assembly, 4. Traction assembly, 5. Transmission assembly, 6. Gear shifting assembly, 7. Clutch control assembly, 11. Fixed ratchet, 12. Locking wheel, 13. Hinge pin, 14. Pawl, 21. Inertia block, 22. Swinging link, 23. Fixed plate one, 24. Magnetic sheet, 25. Fixed plate two, 26. Return spring, 31. Housing, 32. Mounting base plate, 33. Anchor hook, 34. Square tube frame, 4 1. Traction roller; 42. Traction rope; 43. Support roller; 51. Drive shaft; 52. Drive gear; 53. Driven gear; 61. Drive motor; 62. Two-speed gearbox; 63. Clutch coupling; 71. Electric push rod; 72. Swing bracket; 73. Actuating bracket; 74. Pull rod; 111. Internal ratchet; 121. Locking disc; 122. Connecting bolt; 123. Slide groove; 211. Hinge part; 212. Square part; 631. Drive part; 632. Driven part.

[0026] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used together with the embodiments of the invention to explain the invention and do not constitute a limitation thereof. Detailed Implementation

[0027] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0028] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention 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. Therefore, they should not be construed as limitations on this invention.

[0029] like Figures 1-11As shown, this invention proposes a vehicle anti-fall and traction integrated safety device for high-slope off-road testing, including an anti-fall locking component 1, an anti-fall triggering component 2, a frame component 3, a traction component 4, a transmission component 5, a shifting component 6, and a clutch control component 7. The frame component 3 includes a housing 31, the traction component 4 includes a traction roller 41, the traction roller 41 is rotatably disposed in the housing 31, the transmission component 5 is disposed in the frame component 3 and connected to the traction component 4, the anti-fall locking component 1 is disposed between the frame component 3 and the traction component 4, the anti-fall triggering component 2 is evenly distributed in a ring in the anti-fall locking component 1, and the anti-fall triggering component 2 can control the locking and unlocking of the anti-fall locking component 1; the clutch control component 7 is disposed between the shifting component 6 and the transmission component 5.

[0030] Using the same set of shift components 6 and the same traction rope 42 for vehicle traction and anti-fall not only simplifies the overall structure, but also completely eliminates the problem of conflict and jamming between multiple structures based on the "selective matching" attribute inherent in the shift mode.

[0031] The anti-fall locking assembly 1 includes a fixed ratchet 11, a locking wheel 12, and a pawl 14. The fixed ratchet 11 is fixed to the side of the housing 31, the locking wheel 12 is fixed to the traction roller 41, and the pawl 14 is rotatably mounted on the locking wheel 12.

[0032] The fixed ratchet 11 is provided with annularly distributed inner ratchet teeth 111, and the number of inner ratchet teeth 111 is an integer multiple of the number of pawls 14.

[0033] When the rotational speed of the traction roller 41 is below the critical value, the pawl 14 is in a folded state; when the rotational speed of the traction roller 41 is above the critical value, the pawl 14 is in an unfolded state that engages with the inner ratchet 111; the locking and unlocking modes of the traction component 4 can be switched by changing the state of the pawl 14.

[0034] The fall arrestor triggering assembly 2 includes an inertial swing block 21, a swing link 22, a fixed plate 23, and a magnetic sheet 24. The inertial swing block 21 is slidably mounted on the locking wheel 12. The inertial swing block 21 is provided with a hinge part 211 and a block part 212 in sequence. The two ends of the swing link 22 are respectively hinged to the hinge part 211 and the pawl 14. The fixed plate 23 is fixed to the locking wheel 12. The magnetic sheet 24 is fixed to the fixed plate 23. There is a magnetic attraction between the magnetic sheet 24 and the block part 212.

[0035] Adding a magnetic sheet 24 to the free-sliding inertial swing block 21 can change the inherent characteristic of the existing centrifugal swing block's position changing linearly with speed, shorten the stroke required for the pawl 14 to lock, and thus greatly reduce the initial design gap between the pawl 14 and the ratchet, improving the response speed of the locking module.

[0036] The anti-fall trigger assembly 2 also includes a second fixing plate 25 and a return spring 26. The second fixing plate 25 is fixed to the locking wheel 12, and the return spring 26 is located between the second fixing plate 25 and the block part 212.

[0037] Under the elastic force of the return spring 26, the block portion 212 always tends to slide toward the magnetic sheet 24.

[0038] The anti-fall locking assembly 1 also includes a hinge pin 13. The locking wheel 12 consists of two locking discs 121 and several connecting bolts 122 for connection. The hinge pin 13 is fixed between the two locking discs 121, and the pawl 14 is rotatably mounted on the hinge pin 13. Fixed plate 1 23 and fixed plate 25 are both fixed to the locking plate 121. The locking plate 121 is also provided with a ring of sliding grooves 123. The inertial swing block 21 is engaged and slidably disposed in the sliding grooves 123.

[0039] The frame assembly 3 also includes a mounting base plate 32. The shift assembly 6 includes a drive motor 61, a two-speed gearbox 62, and a clutch coupling 63. The drive motor 61 and the two-speed gearbox 62 are both mounted on the mounting base plate 32. The output shaft of the drive motor 61 is connected to the input shaft of the two-speed gearbox 62. The clutch coupling 63 is located at the output end of the two-speed gearbox 62.

[0040] The two-speed gearbox 62 has two gears, corresponding to traction and anti-fall modes respectively. Combined with the automatically triggered locking anti-fall module, it can first hold the vehicle body when it falls, and then switch the device from auxiliary traction mode to full traction mode by shifting gears.

[0041] The transmission assembly 5 includes a drive shaft 51, a drive gear 52, and a driven gear 53. The drive shaft 51 is rotatably disposed in the housing 31. The driven gear 53 is fixedly connected to both ends of the traction roller 41. The drive gear 52 is fixedly connected to the drive shaft 51. The drive gear 52 and the driven gear 53 mesh and transmit power.

[0042] The clutch control assembly 7 includes an electric actuator 71, a swing bracket 72, a shift bracket 73, and a pull rod 74. The swing bracket 72 is hinged to the mounting base 32. The two ends of the electric actuator 71 are respectively hinged to the swing bracket 72 and the housing 31. The clutch coupling 63 consists of an active part 631 and a driven part 632. The active part 631 is fixed to the output shaft of the two-speed gearbox 62. The driven part 632 is slidably disposed on the drive shaft 51 and rotatably disposed in the shift bracket 73. The two ends of the pull rod 74 are respectively hinged to the shift bracket 73 and the swing bracket 72.

[0043] When the electric actuator 71 extends or retracts, it can control the engagement and disengagement of the clutch coupling 63, thereby cutting off the power transmission between the transmission assembly 5 and the shift assembly 6 under special working conditions, and realizing drive control based on the intervention of external mechanisms.

[0044] The frame assembly 3 also includes an anchor hook 33 and a square tube frame 34. The anchor hook 33 is embedded in concrete, and the mounting base plate 32 and the anchor hook 33 are connected by nuts. The square tube frame 34 is mounted on the mounting base plate 32.

[0045] The traction assembly 4 also includes a traction rope 42 and a support roller 43. The traction rope 42 is wound on the traction drum 41, and the support roller 43 is disposed on the housing 31 and the square tube frame 34. The traction rope 42 and the support roller 43 are in rolling contact.

[0046] like Figure 12 As shown, the horizontal axis represents the rotational speed S of the traction roller 41, the vertical axis represents the sliding position L of the inertial swing block 21, and S0 and L0 represent the rotational speed and sliding position corresponding to the locking critical point, respectively; the dashed line represents the technical solution without the magnetic sheet 24, and the solid line represents the technical solution after the magnetic sheet 24 is introduced. In the technical solution without magnetic sheet 24, L and S are linearly related; however, in the technical solution with magnetic sheet 24, L is zero before the rotational speed of traction roller 41 reaches S0. Therefore, in this solution, the stationary position of block part 212 is set slightly below L0. If a vehicle suddenly falls from a stationary state, even if the falling motion has applied sufficient speed and force to the sling block, the traditional sling block still needs some time to reach the critical locking position, while this solution can lock quickly. Based on the above characteristics, the traditional sling block can only respond to locking quickly when falling near the critical state, while this solution can respond to locking quickly in any state.

[0047] In actual use, the car travels on the hill-climbing test bracket, the end of the traction rope 42 is fixed to the traction point of the vehicle, the device is fixed on the high platform and located in front of the vehicle's direction of travel, and the anchor hook 33 is embedded in the concrete. The traction rope 42 is made of several steel wires twisted together. Since the thin steel wires that make up the traction rope 42 will not break at the same time, provided that a safety margin is left, the traction rope 42 itself has the characteristic of safety redundancy, and there is no need to set up other ropes.

[0048] During normal testing: This device is in auxiliary traction mode, and the vehicle's power to climb the hill mainly comes from the vehicle itself. The traction rope 42 provides little or no traction. At this time, the two-speed gearbox 62 is in the high speed and low torque gear. The drive motor 61 drives the drive shaft 51 to rotate through the two-speed gearbox 62. Through the meshing transmission between the drive gear 52 and the driven gear 53, the traction drum 41 will also rotate, thereby winding or releasing the traction rope 42. During this process, the traction rope 42 can be kept in a roughly taut state. During this process, the traction roller 41 drives the inertial swing block 21 to rotate. The centrifugal force of the inertial swing block 21 cannot overcome the magnetic attraction between the block part 212 and the magnetic piece 24. Therefore, the pawl 14 is always in a folded state that does not contact the inner ratchet 111.

[0049] When the vehicle loses control and slides downwards: the drive torque on the drive shaft 51 is insufficient to hold the vehicle body. At this time, the vehicle's descent will quickly pull the traction rope 42 and force the traction roller 41 to move at a height higher than... Figure 12 The rotational speed of S0 is constant; At this time, the traction roller 41 drives the inertial swing block 21 to rotate. The centrifugal force of the inertial swing block 21 can overcome the magnetic attraction between the block part 212 and the magnetic sheet 24. When the inertial swing block 21 compresses the return spring 26 and slides outward, it can push the pawl 14 to unfold outward through the swing linkage 22. Since the initial gap between the pawl 14 and the inner ratchet 111 is very small, the pawl 14 can quickly engage with the inner ratchet 111 after unfolding. By rigidly locking the traction roller 41, the vehicle is prevented from slipping further.

[0050] Since the vehicle body has already partially rotated and its own power is insufficient to maintain its position on the slope, even if the traction roller 41 is locked, the danger is not completely eliminated. At this time, the two-speed gearbox 62 is switched to a low-speed, high-torque gear. After the gear shift, the torque of the drive shaft 51 is sufficient to carry out traction independently without the need for the vehicle's own assistance. At this point, first, slightly retract the traction rope 42 so that the pawl 14 slides out from the bottom of the inner ratchet 111. After the pawl 14 slides out, the inertial swing block 21 resets under the elastic force of the return spring 26. The block part 212 and the magnetic piece 24 re-abut and attract each other. Then, slowly release the traction rope 42 to gradually release the out-of-control vehicle to the bottom at a very low speed.

[0051] In some special working conditions outside of normal working conditions, when the traction force required by the vehicle exceeds the upper limit of the drive motor 61, a more powerful motor may be needed to drive the traction roller 41. At this time, the control electric push rod 71 retracts, the swing bracket 72 swings toward the housing 31, and pushes the actuating bracket 73 to slide laterally through the pull rod 74, so that the originally combined active part 631 and driven part 632 are separated, thereby avoiding the interference of the drive motor 61 to the external drive device.

[0052] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0053] The present invention and its embodiments have been described above. This description is not restrictive, and the accompanying drawings are only one embodiment of the present invention; the actual structure is not limited thereto. In conclusion, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the spirit of the invention, such designs should fall within the protection scope of the present invention.

Claims

1. A vehicle anti-fall and traction integrated safety device for high-slope off-road testing, comprising a frame assembly (3), a traction assembly (4), and a transmission assembly (5), wherein the frame assembly (3) includes a housing (31), the traction assembly (4) includes a traction roller (41), the traction roller (41) is rotatably disposed in the housing (31), and the transmission assembly (5) is disposed in the frame assembly (3) and connected to the traction assembly (4), characterized in that: Also includes: The anti-fall locking component (1) and the anti-fall triggering component (2) are provided. The anti-fall locking component (1) is located between the frame component (3) and the traction component (4). The anti-fall triggering component (2) is evenly distributed in a ring in the anti-fall locking component (1). The anti-fall triggering component (2) can control the locking and unlocking of the anti-fall locking component (1). The gear shift assembly (6) and the clutch control assembly (7) are located between the gear shift assembly (6) and the transmission assembly (5); The anti-fall locking assembly (1) includes a fixed ratchet (11), a locking wheel (12) and a pawl (14). The fixed ratchet (11) is fixed to the side of the housing (31), the locking wheel (12) is fixed to the traction roller (41), and the pawl (14) is rotatably mounted on the locking wheel (12). The fall prevention triggering component (2) includes an inertial swing block (21), a swing link (22), a fixed plate (23), and a magnetic sheet (24). The inertial swing block (21) is slidably mounted on the locking wheel (12). The inertial swing block (21) is provided with a hinge part (211) and a block part (212) in sequence. The two ends of the swing link (22) are respectively hinged to the hinge part (211) and the pawl (14). The fixed plate (23) is fixed to the locking wheel (12). The magnetic sheet (24) is fixed to the fixed plate (23). There is a magnetic attraction between the magnetic sheet (24) and the block part (212). The fall prevention triggering component (2) also includes a second fixing plate (25) and a return spring (26). The second fixing plate (25) is fixed to the locking wheel (12), and the return spring (26) is located between the second fixing plate (25) and the block part (212).

2. The vehicle anti-fall and traction integrated safety device for high-slope off-road testing according to claim 1, characterized in that: The fixed ratchet (11) is provided with an inner ratchet tooth (111) evenly distributed in a ring. The number of inner ratchet teeth (111) is an integer multiple of the number of pawls (14).

3. The vehicle anti-fall and traction integrated safety device for high-slope off-road testing according to claim 2, characterized in that: The anti-fall locking assembly (1) also includes a hinge pin (13), the locking wheel (12) is composed of two locking discs (121) and a number of connecting bolts (122) for connection, the hinge pin (13) is fixed between the two locking discs (121), and the pawl (14) is rotatably mounted on the hinge pin (13); The first fixing plate (23) and the second fixing plate (25) are both fixed to the locking plate (121). The locking plate (121) is also provided with a circular groove (123). The inertial swing block (21) is engaged and slidably disposed in the groove (123).

4. The vehicle anti-fall and traction integrated safety device for high-slope off-road testing according to claim 3, characterized in that: The frame assembly (3) also includes a mounting base plate (32). The gear shifting assembly (6) includes a drive motor (61), a two-speed gearbox (62), and a clutch coupling (63). The drive motor (61) and the two-speed gearbox (62) are both mounted on the mounting base plate (32). The output shaft of the drive motor (61) is connected to the input shaft of the two-speed gearbox (62). The clutch coupling (63) is located at the output end of the two-speed gearbox (62).

5. A vehicle anti-fall and traction integrated safety device for high-slope off-road testing according to claim 4, characterized in that: The transmission assembly (5) includes a drive shaft (51), a drive gear (52), and a driven gear (53). The drive shaft (51) is rotatably disposed in the housing (31). The driven gear (53) is fixed to both ends of the traction roller (41). The drive gear (52) is fixed to the drive shaft (51). The drive gear (52) and the driven gear (53) mesh and transmit power.

6. A vehicle anti-fall and traction integrated safety device for high-slope off-road testing according to claim 5, characterized in that: The clutch control assembly (7) includes an electric push rod (71), a swing bracket (72), a shift bracket (73), and a pull rod (74). The swing bracket (72) is hinged to the mounting base plate (32). The two ends of the electric push rod (71) are respectively hinged to the swing bracket (72) and the housing (31). The clutch coupling (63) consists of an active part (631) and a driven part (632). The active part (631) is fixed to the output shaft of the two-speed gearbox (62). The driven part (632) is slidably disposed on the drive shaft (51). The driven part (632) is rotatably disposed in the shift bracket (73). The two ends of the pull rod (74) are respectively hinged to the shift bracket (73) and the swing bracket (72).

7. A vehicle anti-fall and traction integrated safety device for high-slope off-road testing according to claim 6, characterized in that: The frame assembly (3) also includes an anchor hook (33) and a square tube frame (34). The anchor hook (33) is embedded in concrete. The mounting base plate (32) and the anchor hook (33) are connected by nuts. The square tube frame (34) is mounted on the mounting base plate (32).

8. A vehicle anti-fall and traction integrated safety device for high-slope off-road testing according to claim 7, characterized in that: The traction assembly (4) also includes a traction rope (42) and a support roller (43). The traction rope (42) is wound on the traction drum (41), and the support roller (43) is disposed on the housing (31) and the square tube frame (34). The traction rope (42) and the support roller (43) are in rolling contact.

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