A parking anti-skid device braking force monitoring device

Abstract

The utility model belongs to the technical field of railway transportation safety equipment, and provides a parking anti-slip device braking force monitoring device, which is suitable for driving a brake rail to achieve braking. The parking anti-slip device braking force monitoring device comprises: an inner support mechanism, which is connected to the brake rail; a brake drive mechanism, which is connected to the inner support mechanism, and the brake drive mechanism is suitable for driving the inner support mechanism to drive the brake rail to move to achieve braking; a braking force detection component, which is arranged on the inner support mechanism, and the braking force detection component is suitable for detecting the braking force generated by the inner support mechanism during the movement process and generating a braking force signal; a control system, which is communicatively connected with the braking force detection component, and the control system controls the braking force within a safe range according to the braking force signal, thereby ensuring that the vehicle can stay in place stably, thereby effectively preventing safety accidents caused by locomotive sliding or slipping.

Description

Technical Field

[0001] The utility model belongs to the technical field of railway transportation safety equipment, and in particular relates to a braking force monitoring device for a parking anti-slip device. Background Art

[0002] At present, with the rapid development of technology and equipment in the process of railway transportation production organization, parking anti-skid devices, as a kind of anti-skid safety equipment for railway locomotives and vehicles, have been widely used in various railway stations, ensuring production safety and improving production efficiency.

[0003] In the related art, the parking anti-slip device cooperates with the basic rail of the railway line through the brake rail, and the brake rails on both sides of the parking anti-slip device act on the inner side of the wheels of the railway locomotive and vehicle at the same time, using friction to prevent it from staying on the basic rail or moving at a low speed. The measurement of the braking force of the parking anti-slip device is usually obtained by on-site measurement and calculation by the staff, and the need for measures is evaluated based on the measurement results. This method not only wastes manpower, but also causes a loss in the working efficiency of the locomotive. Utility Model Content

[0004] In view of this, the utility model provides a parking anti-slip device braking force monitoring device to solve the problems of waste of manpower and low braking efficiency in the prior art by manually measuring the braking force.

[0005] The utility model provides a parking anti-slip device braking force monitoring device, which is suitable for driving a brake rail to achieve braking. The parking anti-slip device braking force monitoring device comprises: an inner support mechanism, which is connected to the brake rail; a brake drive mechanism, which is connected to the inner support mechanism, and the brake drive mechanism is suitable for driving the inner support mechanism to drive the brake rail to move to achieve braking; a braking force detection component, which is arranged on the inner support mechanism, and the braking force detection component is suitable for detecting the braking force generated by the inner support mechanism during the movement and generating a braking force signal; a control system, which is communicatively connected to the braking force detection component, and the control system controls the braking force within a safe range according to the braking force signal.

[0006] As an optional embodiment, the braking force detection component includes: an elastic member having an elastic deformation direction, the elastic member being connected to the internal support mechanism at one end of the elastic deformation direction; a pressure detection module abutting against the other end of the elastic member in the elastic deformation direction; wherein the braking force signal is a pressure signal detected by the pressure detection module.

[0007] As an optional implementation, the elastic member is a disc spring.

[0008] As an optional implementation, the pressure detection module includes a pressure sensor.

[0009] As an optional implementation, the parking anti-skid device braking force monitoring device further includes a support frame, the support frame is fixed on the rail, and the pressure sensor is arranged on the support frame.

[0010] As an optional implementation, the parking anti-skid device braking force monitoring device also includes an alarm system, and the alarm system is communicatively connected to the control system. If the braking force is within an unsafe range, the control system controls the alarm system to send an alarm signal.

[0011] As an optional embodiment, the internal support mechanism includes: a screw connected to the brake drive mechanism; a first nut threadedly connected to the screw; a second nut threadedly connected to the screw, the second nut and the first nut are spaced apart from each other; a connecting rod rotatably connected to the first nut and the second nut respectively; wherein the elastic member is connected to the connecting rod.

[0012] As an optional embodiment, the connecting rod includes: a first rod body, one end of which is rotatably connected to the first nut; a second rod body, one end of which is rotatably connected to the second nut; and a connecting block connected to the first rod body and the second rod body; wherein the elastic member is connected to the connecting block.

[0013] As an optional embodiment, the braking drive mechanism includes: a transmission rod, which is coaxially arranged with the screw and connected to each other; a clutch, which has a power input end and a power output end, and the power output end is connected to the transmission rod; a reduction motor, which has a power end, and the power end is connected to the power input end.

[0014] As an optional implementation, the inner support mechanisms are provided in an odd number, a plurality of the inner support mechanisms are serially connected to the transmission rod, and the braking force detection assembly is provided on one of the inner support mechanisms located in the middle.

[0015] The beneficial effects are: the braking force generated by the inner support mechanism during the action is detected by the braking force detection component and a braking force signal is generated. The braking force signal transmits data to the control system through communication. The control system controls the braking force within a safe range to ensure that the vehicle can stay stably in place, thereby effectively preventing safety accidents caused by locomotive sliding or slipping. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the specific implementation methods of the utility model or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0017] Figure 1 A schematic diagram of the three-dimensional structure of a parking anti-slip device braking force monitoring device according to an embodiment of the utility model;

[0018] Figure 2 It is a top view structural diagram of a parking anti-slip device braking force monitoring device according to one embodiment of the utility model;

[0019] Figure 3 It is a three-dimensional structural schematic diagram of a conveying unit of a parking anti-slip device braking force monitoring device according to an embodiment of the utility model;

[0020] Figure 4 This is one of the flow charts of a feeding method of a parking anti-skid device braking force monitoring device according to an embodiment of the utility model;

[0021] Figure 5 This is the second flow chart of a feeding method of a parking anti-skid device braking force monitoring device according to an embodiment of the utility model.

[0022] Description of reference numerals:

[0023] 100. A braking force monitoring device for a parking anti-slip device; 110. An inner supporting mechanism; 111. A lead screw; 112. A first nut; 113. A second nut; 114. A connecting rod; 1141. A first rod body; 1142. A second rod body; 1143. A connecting block; 120. A braking drive mechanism; 121. A transmission rod; 122. A clutch; 123. A reduction motor; 1231. A reduction gear; 1232. A driving motor; 130. A braking force detection component; 131. An elastic member; 132. A pressure detection module; 140. A control system; 160. An alarm system; 170. A brake rail; 180. A brake arm; 190. A positioning frame. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical solution and advantages of the embodiment of the utility model clearer, the technical solution in the embodiment of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiment of the utility model. Obviously, the described embodiment is a part of the embodiment of the utility model, not all the embodiments. Based on the embodiment of the utility model, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the utility model.

[0025] In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0026] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0027] In addition, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0028] Combine the following Figures 1 to 5 , describing an embodiment of the utility model.

[0029] like Figure 1 and Figure 5 As shown, according to an embodiment of the utility model, a parking anti-slip device braking force monitoring device 100 is provided, and the parking anti-slip device braking force monitoring device 100 includes an inner support mechanism 110, a brake drive mechanism 120, a brake force detection component 130 and a control system 140. The inner support mechanism 110 is connected to the brake rail 170, and the brake drive mechanism 120 is connected to the inner support mechanism 110. The brake drive mechanism 120 is suitable for driving the inner support mechanism 110 to drive the brake rail 170 to move to achieve braking; the brake force detection component 130 is arranged on the inner support mechanism 110, and the brake force detection component 130 is suitable for detecting the braking force generated by the inner support mechanism 110 during the movement process and generating a braking force signal. The control system 140 is communicatively connected with the brake force detection component 130, and the control system 140 controls the braking force within a safe range according to the brake force signal.

[0030] In this embodiment, the brake rail 170 cooperates with the basic rail of the railway line, and a method is adopted in which the brake rails 170 on both sides of the parking anti-slip device braking force monitoring device 100 are simultaneously supported inwardly to act on the inner side of the railway locomotive vehicle wheel, and friction is used to prevent the railway locomotive vehicle that stops or moves at a low speed on the basic rail from slipping. According to the needs of railway transportation organization, when the working state is braking, the brake drive mechanism 120 drives the inner support mechanism 110, and the brake rail 170 is supported inwardly on both sides and rises upward, so that the action surface of the brake rail 170 can fully contact the inner side of the railway locomotive vehicle wheel to meet the braking needs. When the non-working state is relief, the brake rail 170 shrinks inwardly and drops downward, and each component is outside the specified limit, thereby ensuring the needs of various types of railway locomotive vehicles to pass on the basic rail.

[0031] During braking, the braking force is usually measured and calculated by staff on site, and whether measures need to be taken are evaluated based on the measurement results. This method not only wastes manpower, but also causes loss in the working efficiency of the locomotive. Therefore, the braking force generated by the inner support mechanism 110 during the operation is detected by the braking force detection component 130 and a braking force signal is generated. The braking force signal transmits data to the control system 140 via the 485 communication method. The control system 140 controls the braking force within a safe range to ensure that the vehicle can stay stably in place, thereby effectively preventing safety accidents caused by locomotive sliding or slipping.

[0032] In another embodiment, Figure 2 As shown, the braking force detection component 130 includes an elastic member 131 and a pressure detection module 132. The elastic member 131 has an elastic deformation direction. The elastic member 131 is connected to the internal support mechanism 110 at one end of the elastic deformation direction. The pressure detection module 132 abuts against the elastic member 131 at the other end of the elastic deformation direction. The braking force signal is a pressure signal detected by the pressure detection module 132.

[0033] In this embodiment, an elastic member 131 is installed on the inner support mechanism 110, and the elastic member 131 can store energy. A high-precision pressure detection module 132 is installed at one end of the elastic deformation direction of the elastic member 131. When braking, the brake drive mechanism 120 drives the inner support mechanism 110 to open the elastic members 131, brake arms 180 and brake rails 170 at both ends. At the same time, the brake arms 180 and brake rails 170 move along the grooves of the lifting and positioning frame 190. After braking, the brake drive mechanism 120 stops rotating. At this time, the elastic members 131 at both ends are supported to the maximum position, and the pressure felt by the pressure detection module 132 is the braking force of the parking anti-slip device.

[0034] The pressure detection module 132 monitors the braking force output of the vehicle in real time, and converts the braking force data into electrical signals and transmits them to the control system 140. The control system 140 receives the braking force data transmitted by the pressure detection module 132, and determines whether the current braking force is sufficient based on a preset braking force threshold.

[0035] Among them, the control system 140 receives the braking force data transmitted by the pressure detection module 132, and performs real-time analysis and processing. The control system 140 is provided with a braking force threshold, which can be a specific value or a range value. According to the preset braking force threshold, the control system 140 can determine whether the current braking force is sufficient and take corresponding measures. For example, if the detected braking force data is greater than the braking force threshold, the control system 140 can control the braking drive mechanism 120 to decelerate, and if the detected braking force data is less than the braking force threshold, the braking drive mechanism 120 is controlled to increase the braking force until the detected braking force is equal to the braking force threshold or falls within the interval range of the braking force threshold, and then the braking is stopped.

[0036] The data collected by the pressure detection module 132 is converted, amplified, output processed and analyzed so that the system can accurately determine the braking force stability of the parking device.

[0037] The pressure signal detected by the pressure detection module 132 is a braking force signal, which can monitor the braking force output of the vehicle braking system in real time. The pressure detection module 132 converts the braking force data into an electrical signal and transmits it to the control system 140 for processing.

[0038] The pressure data detected by the pressure detection module 132 is converted and amplified, and can be transmitted to the management system in real time through the Internet of Things technology for staff to make judgments.

[0039] In another embodiment, the elastic member 131 is a disc spring, and the disc spring is a disc-shaped spring, which can better store energy.

[0040] In another embodiment, the pressure detection module 132 includes a pressure sensor. By detecting the pressure from the elastic member 131 through the pressure sensor, the detection accuracy can be improved.

[0041] In another embodiment, the pressure detection module 132 further includes a support frame, the support frame is fixed on the rail, and the pressure sensor is arranged on the support frame. The pressure detection module 132 is arranged on the support frame so that the pressure sensor can be fixed, the disc spring is compressed, and the position of the pressure sensor is fixed, so that the pressure from the disc spring can be detected more accurately.

[0042] In another embodiment, a parking guard braking force monitoring device 100 further includes an alarm system 160, which is communicatively connected to a control system 140. If the braking force is within an unsafe range, the control system 140 controls the alarm system 160 to send an alarm signal.

[0043] The staff can judge and prevent the braking force of the parking anti-skid device braking force monitoring device 100 according to the transmitted data. When the braking force is insufficient, the control system 140 will trigger the alarm system 160, for example, it can send an alarm signal to the driver, so that the staff can check in time and take corresponding measures.

[0044] In another embodiment, the internal support mechanism 110 includes a screw 111, a first nut 112, a second nut 113 and a connecting rod 114, the screw 111 is connected to the brake drive mechanism 120, the first nut 112 is threadedly connected to the screw 111, the second nut 113 is threadedly connected to the screw 111, the second nut 113 and the first nut 112 are spaced apart from each other, and the connecting rod 114 is rotatably connected to the first nut 112 and the second nut 113 respectively; wherein, the elastic member 131 is connected to the connecting rod 114.

[0045] In this embodiment, the brake drive mechanism 120 drives the lead screw 111 to rotate, and the first nut 112 and the second nut 113 move toward each other, thereby driving the connecting rod 114 to move. The first nut 112 and the second nut 113 are hinged to the connecting rod 114 respectively.

[0046] In another embodiment, the connecting rod 114 includes a first rod body 1141 and a second rod body 1142, one end of the first rod body 1141 is rotatably connected to the first nut 112, one end of the second rod body 1142 is rotatably connected to the second nut 113, and the connecting block 1143 is connected to the first rod body 1141 and the second rod body 1142; wherein the elastic member 131 is connected to the connecting block 1143.

[0047] The connecting rod 114 includes two first rod bodies 1141 and two second rod bodies 1142, that is, the connecting rod 114 is a four-bar connecting rod 114 mechanism. The first nut 112 is symmetrically hinged to the two first rod bodies 1141, the second nut 113 is symmetrically hinged to the two second rod bodies 1142, and a set of structures connecting the first rod body 1141 and the second rod body 1142 are provided on opposite sides of the lead screw 111. The first rod body 1141 and the second rod body 1142 on each side of the lead screw 111 are connected through a connecting block 1143.

[0048] In another embodiment, the braking drive mechanism 120 includes a transmission rod 121, a clutch 122 and a reduction motor 123. The transmission rod 121 is coaxially arranged with the screw 111 and connected to each other. The clutch 122 has a power input end and a power output end, and the power output end is connected to the transmission rod 121; the reduction motor 123 has a power end, and the power end is connected to the power input end.

[0049] In this embodiment, the reduction motor 123 includes a driving motor 1232 and a reducer 1231. A high-precision pressure detection module 132 is installed at the disc spring of the brake arm 180. During the braking action, the driving motor 1232 and the output shaft of the reducer 1231 begin to rotate clockwise, and the transmission rod 121 and the two-way lead screw 111 nut mechanism are driven by the clutch 122 to move the nut inward, driving the connecting rod 114 to open the disc springs, brake arms 180 and brake rails 170 at both ends. At the same time, the brake arms 180 and brake rails 170 move along the grooves of the lifting and positioning frame 190. After the brake is in place, the motor stops rotating.

[0050] In another embodiment, an odd number of inner support mechanisms 110 are provided, and a plurality of inner support mechanisms 110 are serially connected to the transmission rod 121 , and the braking force detection assembly 130 is disposed on an inner support mechanism 110 located in the middle.

[0051] In this embodiment, three inner support mechanisms 110 are provided. The pressure detection module 132 is provided on the disc spring of the inner support mechanism 110 located in the middle, which can save the number of pressure detection modules 132 and accurately detect the braking force.

[0052] According to an embodiment of the present utility model, a railway locomotive vehicle is further provided, and the railway locomotive vehicle comprises any one of the parking anti-skid device braking force monitoring devices 100.

[0053] A parking anti-slip device braking force monitoring device 100 is applied to a railway locomotive vehicle, which is referred to as a vehicle for short, and has the following beneficial effects:

[0054] 1. Improve safety: A parking anti-slip brake force monitoring device 100 detects the pressure of the disc spring of the inner support structure in real time through the pressure detection module 132, so as to monitor the braking force of the vehicle in real time, ensuring that the vehicle can stay in place stably when parking, and preventing the vehicle from sliding or slipping due to insufficient braking force. This is of great significance for avoiding traffic accidents and protecting the safety of vehicles and personnel.

[0055] 2. Extend service life: By monitoring the braking force of the vehicle through the cooperation of the pressure detection module 132, the disc spring and the control system 140, the magnitude of the braking force can be detected and adjusted in time to avoid damage to the vehicle braking system caused by excessive or insufficient braking force. This helps to extend the service life of the vehicle braking system and reduce maintenance and replacement costs.

[0056] 3. Improve driving experience: The pressure detection module 132, disc spring and control system 140 cooperate to monitor the braking force of the vehicle, which can ensure that the vehicle stops smoothly and quickly when parking, avoiding the feeling of frustration or sliding of the vehicle due to insufficient braking force. This helps to improve driving comfort and stability and enhance the driving experience.

[0057] 4. Energy saving and environmental protection: By setting a threshold in the control system 140 and comparing the detected braking force data with the threshold, the size and distribution of the braking force can be optimized, and the energy loss and wear of the vehicle during braking can be reduced, thereby reducing fuel consumption and emissions. This has a positive effect on saving energy and protecting the environment.

[0058] 5. Intelligent management: The control system 140 can monitor, record and analyze the braking force data in real time. This helps the owner or maintenance personnel understand the operating status of the vehicle's braking system, find potential problems in time and deal with them. At the same time, these data can also provide valuable reference information for vehicle maintenance and care.

[0059] Therefore, a parking anti-skid device braking force monitoring device 100 can monitor the braking force, which has significant advantages and beneficial effects in improving vehicle safety, extending service life, improving driving experience, energy saving and environmental protection, and intelligent management.

[0060] Obviously, the above embodiments are merely examples for clear description and are not limitations of the implementation methods.

[0061] For ordinary technicians in the relevant field, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all the implementation methods here. The obvious changes or modifications derived from this are still within the protection scope of the invention of the utility model.

Claims

1. A parking anti-skid device braking force monitoring device, suitable for driving a brake rail (170) to achieve braking, characterized in that: The parking anti-skid device braking force monitoring device (100) comprises: An inner support mechanism (110) connected to the brake rail (170); A brake drive mechanism (120) connected to the inner support mechanism (110), the brake drive mechanism (120) being adapted to drive the inner support mechanism (110) to drive the brake rail (170) to move and thereby achieve braking; A braking force detection component (130) is disposed on the inner support mechanism (110), and the braking force detection component (130) is suitable for detecting the braking force generated by the inner support mechanism (110) during the operation process and generating a braking force signal; A control system (140) is communicatively connected to the braking force detection component (130), and the control system (140) controls the braking force to be within a safe range according to the braking force signal.

2. The parking anti-skid device braking force monitoring device according to claim 1, characterized in that: The braking force detection component (130) comprises: An elastic member (131) having an elastic deformation direction, wherein one end of the elastic member (131) in the elastic deformation direction is connected to the inner support mechanism (110); A pressure detection module (132) abuts against the other end of the elastic member (131) in the elastic deformation direction; Wherein, the braking force signal is a pressure signal detected by the pressure detection module (132).

3. The parking anti-skid device braking force monitoring device according to claim 2, characterized in that: The elastic member (131) is a disc spring.

4. The parking anti-skid device braking force monitoring device according to claim 2, characterized in that: The pressure detection module (132) includes a pressure sensor.

5. The parking anti-slip device braking force monitoring device according to claim 4, characterized in that: The pressure detection module (132) also includes a support frame, the support frame is fixed on the rail, and the pressure sensor is arranged on the support frame.

6. A parking anti-skid device braking force monitoring device according to any one of claims 1 to 5, characterized in that: The parking anti-skid device braking force monitoring device (100) also includes an alarm system (160), wherein the alarm system (160) is communicatively connected with the control system (140), and if the braking force is within an unsafe range, the control system (140) controls the alarm system (160) to send out an alarm signal.

7. A parking anti-slip device braking force monitoring device according to any one of claims 2 to 5, characterized in that: The inner support mechanism (110) comprises: A lead screw (111) connected to the brake drive mechanism (120); A first nut (112) threadedly connected to the lead screw (111); a second nut (113) threadably connected to the lead screw (111), wherein the second nut (113) and the first nut (112) are spaced apart from each other; A connecting rod (114) rotatably connected to the first nut (112) and the second nut (113); Wherein, the elastic member (131) is connected to the connecting rod (114).

8. The parking anti-skid device braking force monitoring device according to claim 7, characterized in that: The connecting rod (114) comprises: A first rod body (1141), one end of which is rotatably connected to the first nut (112); A second rod (1142), one end of which is rotatably connected to the second nut (113); A connecting block (1143) connected to the first rod body (1141) and the second rod body (1142); Wherein, the elastic member (131) is connected to the connecting block (1143).

9. The parking anti-slip device braking force monitoring device according to claim 7, characterized in that: The brake drive mechanism (120) comprises: A transmission rod (121) is coaxially arranged with the lead screw (111) and connected to each other; A clutch (122) having a power input end and a power output end, wherein the power output end is connected to the transmission rod (121); The reduction motor (123) has a power end, and the power end is connected to the power input end.

10. The parking anti-skid device braking force monitoring device according to claim 9, characterized in that: The inner support mechanisms (110) are arranged in odd number, a plurality of the inner support mechanisms (110) are connected in series to the transmission rod (121), and the braking force detection assembly (130) is arranged on one of the inner support mechanisms (110) located in the middle.

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