Parking anti-running device capable of monitoring braking energy

Abstract

The utility model relates to the technical field of railway vehicle parking anti-slip, and discloses a parking anti-slip device capable of monitoring high braking energy, which comprises at least one pair of brake rails, at least one pair of brake wheels, at least one pair of brake wheels and at least one pair of brake wheels, the braking mechanisms are arranged in the length direction of the braking rail and connected with the braking rail; the driving mechanism is connected with the multiple braking mechanisms, and the driving mechanism drives the braking rail to be switched between the braking position and the non-braking position through the braking mechanisms; a speed sensor provided on one side of the rail and measuring the speed of the train; and the control unit is electrically connected with the driving mechanism and the speed sensor, and the control unit calculates the braking energy height according to the speed detected by the speed sensor and controls the driving force of the driving mechanism according to the braking energy height so as to adjust the locking force of the braking rail for locking the wheels. The locking force of the anti-running device is automatically adjusted according to the braking energy, the anti-running device adapts to the braking performance difference of different trains, it is guaranteed that the trains can be stably stopped in various braking environments, and the safety of railway transportation is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of railway vehicle parking anti-slipping, in particular to a parking anti-slipping device capable of monitoring high braking energy. Background Art

[0002] In railway transportation, the safe parking of trains is a key link in ensuring transportation efficiency and passenger safety, and the parking anti-skid device is an important equipment to ensure the safe parking of trains.

[0003] Traditional railway train parking anti-skid devices mainly rely on mechanical locking mechanisms to achieve fixation after parking. The principle is to physically lock the train wheels and tracks through manual or mechanical devices to prevent the train from sliding due to insufficient braking force after parking. Although traditional anti-skid devices have achieved the goal of stable train parking to a certain extent, they have obvious limitations. First, the mechanical locking mechanism is usually unable to accurately sense the braking energy of the train and cannot be dynamically adjusted according to the braking state of the train, which may cause unnecessary impact when the braking energy is high, or fail to effectively prevent sliding when the braking energy is insufficient; second, traditional anti-skid devices usually require manual operation, which requires high skills and experience of the operator and is easily affected by human factors. At the same time, due to the lack of real-time monitoring and feedback mechanisms, these anti-skid devices cannot respond to changes in the braking state of the train in a timely manner, thereby reducing the stability and safety of the parking process. Utility Model Content

[0004] In view of this, the utility model provides a parking anti-slip device capable of monitoring high braking energy to solve the problem that traditional parking anti-slip devices cannot respond to changes in the braking state of the train in time, affecting the stability and safety of the parking process.

[0005] In the first aspect, the utility model provides a parking anti-skid device capable of monitoring braking energy, comprising: at least one pair of brake rails for cooperating with the wheels of a train, the brake rails having a braking position and a non-braking position for braking the wheels; a plurality of brake mechanisms arranged along the length direction of the brake rails and connected to the brake rails; a drive mechanism connected to the plurality of brake mechanisms, the drive mechanism driving the brake rails to switch between the braking position and the non-braking position through the brake mechanism; a speed sensor arranged on one side of the track and used to measure the speed of the train; a control unit electrically connected to the drive mechanism and the speed sensor, the control unit being used to calculate the braking energy according to the speed detected by the speed sensor and to control the driving force of the drive mechanism according to the braking energy, so as to adjust the locking force of the brake rails to lock the wheels.

[0006] Beneficial effect: When it is necessary to brake a train on the track, the speed of the train is measured by a speed sensor, and the speed signal detected by the speed sensor is sent to a control unit. The control unit calculates the braking energy of the train according to the measured speed, and controls the driving force of the driving mechanism according to the calculated braking energy, and then adjusts the locking force of the parking anti-skid device. By real-time monitoring of the braking energy of the train, the braking state of the train can be accurately evaluated, and the locking force of the anti-skid device can be automatically adjusted according to the braking energy. It can adapt to the differences in braking performance of different trains, ensure that the train can stop stably under various braking environments, and greatly improve the safety of railway transportation.

[0007] In an optional embodiment, two opposite sides of the speed sensor have fixing portions protruding outward, and the fixing portions are provided with elongated holes for fasteners to pass through.

[0008] Beneficial effects: The speed sensor is directly fixed on one side of the track by fasteners. The fixing method is simple and convenient for disassembly and maintenance. The setting of the long holes makes the position of the speed sensor adjustable. The installation position of the speed sensor is adjusted according to the specific situation, which is convenient for adjusting the position.

[0009] In an optional embodiment, there are two speed sensors arranged along the extension direction of the track, one speed sensor is used to measure the speed of the head of the train, and the other speed sensor is used to measure the speed of the tail of the train.

[0010] Beneficial effect: The speed of the head and tail of the train is measured respectively by two speed sensors, which makes measurement more convenient.

[0011] In an optional embodiment, the speed sensor and the driving mechanism are arranged on both sides of the brake rail.

[0012] Beneficial effects: The speed sensor and the driving mechanism are arranged on both sides of the extension direction of the brake rail, and the arrangement is simple.

[0013] In an optional embodiment, the parking anti-slip device also includes an alarm component, and the control unit is electrically connected to the alarm component. The control unit is used to control the alarm component to alarm when a failure of the speed sensor, the braking mechanism and the driving mechanism is detected.

[0014] In an optional embodiment, the alarm component includes at least one of a sound alarm and a warning light.

[0015] Beneficial effect: Use sound and light to notify operators in time.

[0016] In an optional embodiment, the control unit includes a data processing unit, which is used to receive data collected by the speed sensor and process and analyze the data. The data processing unit is used to predict the changing trend of the train's braking capacity based on train data, braking data and prediction models and detect whether the speed sensor, braking mechanism and driving mechanism have faults.

[0017] Beneficial effects: The parking anti-skid device realizes real-time monitoring and precise control of train braking energy through integrated sensor technology, data processing technology and intelligent control algorithm, providing strong technical guarantee for the safety and smoothness of railway transportation.

[0018] In an optional embodiment, the driving mechanism includes a transmission shaft and a driving mechanism, the transmission shaft is connected to a plurality of braking mechanisms, and the driving mechanism is connected to the transmission shaft.

[0019] Beneficial effect: one driving mechanism is connected to multiple braking mechanisms through a transmission shaft, that is, one driving mechanism can control multiple braking mechanisms to perform braking actions. Using one driving mechanism to control multiple braking mechanisms to perform braking actions reduces the manufacturing cost of the parking anti-slip device.

[0020] In an optional embodiment, the driving mechanism includes a motor, a reducer and a clutch connected in sequence, and one end of the clutch away from the reducer is connected to the transmission shaft.

[0021] Beneficial effects: The motor is responsible for providing power, the reducer is responsible for the speed of the electrode and increases the output torque, and the clutch can ensure smooth braking. The structure of the driving mechanism is simple and easy to implement.

[0022] In an optional embodiment, the braking mechanism includes a screw rod, a connecting block, a push rod, a transmission assembly, a support arm and a lifting and positioning frame connected in sequence, the screw rod is fixedly connected to the transmission shaft, the connecting block is sleeved on the screw rod and rotatably connected to the screw rod, one end of the push rod is hinged to the connecting block and the other end is connected to the transmission assembly, a lifting and positioning frame is provided with a lifting and sliding hole, one end of the support arm is hinged to the transmission assembly and the other end is slidably connected to the lifting and sliding hole through a set roller, and the braking rail is provided on the support arm. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] 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.

[0024] Figure 1A top view of a parking anti-slip device and a track according to an embodiment of the utility model;

[0025] Figure 2 for Figure 1 A front view of the speed sensor shown;

[0026] Figure 3 for Figure 2 A top view of the speed sensor is shown;

[0027] Figure 4 for Figure 1 A cross-sectional view of the brake mechanism is shown.

[0028] Description of reference numerals:

[0029] 1. Brake rail;

[0030] 2. Braking mechanism; 21. Screw rod; 22. Connecting block; 23. Push rod; 24. Transmission assembly; 25. Support arm; 26. Lifting and positioning frame; 261. Lifting and sliding hole; 27. Bottom beam; 271. Support frame;

[0031] 3. Driving mechanism; 301. Transmission shaft; 302. Driving component;

[0032] 4. speed sensor; 401. fixing part; 4011. long hole;

[0033] 8. Track. DETAILED DESCRIPTION

[0034] 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.

[0035] Combine the following Figures 1 to 4 , describing an embodiment of the utility model.

[0036] According to an embodiment of the utility model, a parking anti-skid device capable of monitoring braking energy is provided, comprising: at least one pair of brake rails 1, a plurality of brake mechanisms 2, a drive mechanism 3, a speed sensor 4 and a control unit, wherein the brake rail 1 is used to cooperate with the wheels of a train, and the brake rail 1 has a braking position and a non-braking position for braking the wheels; a plurality of brake mechanisms 2 are arranged along the length direction of the brake rail 1 and are connected to the brake rail 1; the drive mechanism 3 is connected to the plurality of brake mechanisms 2, and the drive mechanism 3 drives the brake rail 1 to switch between the braking position and the non-braking position through the brake mechanism 2; the speed sensor 4 is arranged on the track 8 and is used to measure the speed of the train; the control unit is electrically connected to the drive mechanism 3 and the speed sensor 4, and the control unit is used to calculate the braking energy according to the speed detected by the speed sensor 4 and control the driving force of the drive mechanism 3 according to the braking energy, so as to adjust the locking force of the brake rail 1 to lock the wheel.

[0037] When the parking anti-skid device of the present embodiment is applied, when it is necessary to brake the train on the track 8, the speed of the train is measured by the speed sensor 4, and the speed signal detected by the speed sensor 4 is sent to the control unit. The control unit calculates the braking energy of the train according to the measured speed, and controls the driving force of the driving mechanism 3 according to the calculated braking energy, and then adjusts the locking force of the parking anti-skid device. By real-time monitoring of the braking energy of the train, the braking state of the train can be accurately evaluated, and the locking force of the anti-skid device can be automatically adjusted according to the braking energy. It can adapt to the differences in braking performance of different trains, ensure that the train can stop stably under various braking environments, and greatly improve the safety of railway transportation.

[0038] It should be noted that the braking position refers to the position when the parking anti-skid device produces a braking effect on the vehicle wheels, and the non-braking position refers to the position when the parking anti-skid device does not produce a braking effect on the vehicle wheels.

[0039] Specifically, the speed sensor has high detection accuracy. The high-precision sensor can monitor the braking energy of the train in real time and transmit the detected data to the control unit. The control unit will quickly and accurately analyze and process the received data to determine whether the braking energy of the train meets the safety requirements. If the braking energy is insufficient, the control unit will immediately issue an alarm and control the drive mechanism 3 through the control unit to ensure that the train can stop safely. The parking anti-skid device can effectively prevent train skidding accidents caused by insufficient braking capacity by monitoring the braking energy of the train in real time and adjusting the braking strategy according to actual conditions. It can not only improve the stability and safety of the train during the parking process, but also adapt to the braking performance of different trains, achieve a high level of intelligence and automation, reduce the driver's workload, and improve the efficiency and safety of railway transportation.

[0040] In one embodiment, the speed sensor 4 has fixing parts 401 protruding outward on opposite sides, and the fixing parts 401 are provided with elongated holes 4011 for fasteners to pass through. The speed sensor 4 is directly fixed to one side of the track 8 by fasteners, and the fixing method is simple and convenient for disassembly and maintenance. The setting of the elongated holes 4011 makes the position of the speed sensor 4 adjustable, and the installation position of the speed sensor is adjusted according to specific conditions, which is convenient for adjusting the position.

[0041] Specifically, the fixing portion 401 is a fixing plate, and the speed sensor 4 is generally in an "Ω" shape, has a simple structure, and is easy to manufacture.

[0042] Furthermore, there are two speed sensors 4 arranged along the extension direction of the track 8, one speed sensor 4 is used to measure the speed of the head of the train, and the other speed sensor 4 is used to measure the speed of the tail of the train. It is more convenient to measure by measuring the speed of the head and tail of the train respectively through two speed sensors.

[0043] It can be understood that, in other embodiments, the number of the speed sensor 4 is one, and the speeds of the head and the tail of the train are measured by one speed sensor.

[0044] Specifically, the speed sensor 4 and the driving mechanism 3 are arranged on both sides of the brake rail 1. The speed sensor 4 and the driving mechanism 3 are arranged on both sides of the extension direction of the brake rail, and the arrangement is simple.

[0045] It can be understood that in other embodiments, the speed sensor 4 and the driving mechanism 3 are arranged on the same side of the brake rail 1 .

[0046] Furthermore, the control unit is used to control the driving force of the driving mechanism 3 to decrease when the braking energy height is greater than the first preset value, and to control the driving force of the driving mechanism 3 to increase when the braking energy height is less than the second preset value. When the braking energy height is high, the locking force is reduced to reduce the burden on the train braking system; and when the braking energy height is low, the locking force is increased to ensure that the train can be stably parked on the track 8. Specifically, the braking energy height is not less than 0.25m. It should be noted that the specific values ​​of the first preset value and the second preset value vary with different trains and are not specifically limited here.

[0047] In one embodiment, the parking anti-slip device further includes an alarm component, and the control unit is electrically connected to the alarm component. The control unit is used to control the alarm component to alarm when a fault occurs in the speed sensor 4, the brake mechanism 2, and the drive mechanism 3. The parking anti-slip device has fault detection and alarm functions. When a fault occurs in the sensor, the brake mechanism 2, and the drive mechanism 3, the control unit detects abnormal signals or parameter changes based on the sensors. For example, if the speed sensor fails to read or transmit data correctly, or the actuator fails to act as expected, the control unit will identify these abnormalities. Then, the control unit will analyze and judge these abnormal signals. Once a fault is confirmed, the alarm mechanism will be triggered.

[0048] It should be noted that the actuator plays a vital role in the parking anti-skid device. It is a key component to realize the braking and locking functions. Usually, the actuator is composed of a series of mechanical components, including but not limited to the braking mechanism 2 and the driving mechanism 3. The performance of the actuator directly affects the reliability and stability of the parking anti-skid device. The quality and precision of the actuator need to be strictly controlled during the design and manufacturing process.

[0049] Furthermore, the control unit can also record fault information for subsequent analysis and maintenance.

[0050] In one embodiment, the alarm component includes at least one of a sound alarm and a warning light, so as to promptly notify the operator through sound and light.

[0051] In one embodiment, the control unit includes a data processing unit, which is used to receive the data collected by the speed sensor 4 and process and analyze the data. The data processing unit is used to predict the change trend of the braking capacity of the train and detect whether the speed sensor 4, the braking mechanism 2 and the driving mechanism 3 are faulty according to the train data, the braking data and the prediction model. The parking anti-skid device is equipped with a powerful data processing unit, which can receive the data collected by the sensor and use advanced algorithms for real-time processing and analysis. The data processing unit can not only calculate the braking energy of the train according to the head speed and the tail speed, but also predict the change trend of the braking energy according to historical data and train type information. When predicting the change trend of the braking energy, the data processing unit collects and organizes a large amount of historical data on the braking performance of different types of trains under various conditions, and inputs these data into the pre-selected prediction model by extracting key features such as train type, braking parameters, environmental conditions, etc. These models are trained and optimized to identify patterns and laws in the data, and predict the change trend of the braking capacity of a specific train under given conditions. The control unit continuously monitors the prediction performance of the model, and verifies and adjusts it according to actual data to ensure the accuracy and reliability of the prediction results. In this way, the changing trend of braking energy can be accurately predicted based on historical data and train type information, providing strong support for the safety and smoothness of railway transportation and a scientific basis for subsequent control strategies. The parking anti-skid device also has fault detection and alarm functions, which usually rely on its built-in sensors and actuators, and are combined with electronic control systems. When a sensor or actuator fails, the control unit detects abnormal signals or parameter changes through the built-in sensor network. The parking anti-skid device that can monitor braking energy realizes real-time monitoring and precise control of train braking energy through integrated sensor technology, data processing technology and intelligent control algorithms, providing strong technical support for the safety and smoothness of railway transportation.

[0052] It should be noted that the train data includes the train type, etc., the braking data includes braking pressure, braking time, braking distance, etc., the prediction model can adopt the model in the existing technology, the data processing unit can adopt the structure in the existing technology, and the intelligent control algorithm can adopt the algorithm in the existing technology, which will not be elaborated here.

[0053] It is worth noting that the braking energy is as high as (head speed 2 - Tail speed 2 ) / (2×g), g is the acceleration due to gravity, and the value of g is 9.8m / s 2 .

[0054] In one embodiment, the driving mechanism 3 includes a transmission shaft 301 and a driving component 302. The transmission shaft 301 is connected to a plurality of brake mechanisms 2, and the driving component 302 is connected to the transmission shaft 301. The driving component 302 is responsible for providing power, and the transmission shaft 301 transmits the power of the driving component 302 to the brake mechanism 2. The brake mechanism 2 drives the brake rail 1 to directly act on the wheel to achieve the braking and locking of the train. One driving component 302 is connected to multiple brake mechanisms 2 through the transmission shaft 301, that is, one driving component 302 can control multiple brake mechanisms 2 to perform braking actions. Using one driving mechanism 3 to control multiple brake mechanisms 2 to perform braking actions reduces the manufacturing cost of the parking anti-skid device.

[0055] In one embodiment, the driving component 302 includes a motor, a reducer and a clutch connected in sequence, and the end of the clutch away from the reducer is connected to the transmission shaft 301. The motor is responsible for providing power, the reducer is responsible for the rotation speed of the electrode and increases the output torque, and the clutch can ensure smooth braking. The driving component 302 has a simple structure and is easy to implement.

[0056] In one embodiment, the braking mechanism 2 includes a screw rod 21, a connecting block 22, a push rod 23, a transmission assembly 24, a support arm 25 and a lifting and positioning frame 26 connected in sequence, the screw rod 21 is fixedly connected to the transmission shaft 301, the connecting block 22 is sleeved on the screw rod 21 and is rotatably connected to the screw rod 21, one end of the push rod 23 is hinged to the connecting block 22 and the other end is connected to the transmission assembly 24, a lifting and positioning frame 26 is provided with a lifting and sliding hole 261, one end of the support arm 25 is hinged to the transmission assembly 24 and the other end is slidably connected to the lifting and sliding hole 261 through a set roller, and the brake rail 1 is arranged on the support arm 25. The driving component 302 drives the screw rod 21 to rotate, and the rotation of the screw rod 21 drives the connecting block 22 to move. A push rod 23 is hinged at one end of the connecting block 22. The movement of the connecting block 22 drives the movement of the push rod 23, and then the push rod 23 abuts against the transmission assembly 24, so that the transmission assembly 24 moves. After the transmission assembly 24 moves, it drives the support arm 25 to be lifted and lowered on the lifting and positioning frame 26, so that the parking anti-slip device is in the braking position or the non-braking position. When parking is required, the driving component 302 is started, and the driving component 302 drives the transmission shaft 301 to rotate. The rotation of the transmission shaft 301 drives the screw rod 21 to rotate, and then drives the connecting block 22 to move, so that the push of the push rod 23 causes the support arm 25 to rise, and the parking anti-slip device reaches the braking position.

[0057] Furthermore, a bottom beam 27 for supporting is provided at the bottom of the brake mechanism 2 , a support frame 271 is provided on the bottom beam 27 , and the brake mechanism 2 is located on the support frame 271 .

[0058] It should be noted that the locking force of the parking anti-skid device is automatically adjusted according to the braking energy monitored in real time, and the automatic adjustment of the locking force is achieved through its precise mechanical structure and intelligent control unit. When the train brakes, the sensor will monitor the braking energy of the train in real time and transmit the data to the control unit. The control unit will calculate the appropriate locking force through an algorithm based on the received data combined with information such as the train type, vehicle mass, and braking system type; then, the control unit sends a command to the motor, and the motor transmits power to the support arm 25 through the transmission mechanism formed by the reducer, clutch, transmission shaft 301, and brake mechanism 2, so that the corresponding locking force is generated between the brake rail 1 and the wheel. In this process, the control unit can adjust the output power of the motor and the transmission ratio of the transmission device in real time, thereby realizing precise control of the locking force. Through this intelligent adjustment method, the parking anti-skid device can ensure that the train can be stably parked under various braking conditions, thereby improving the safety and reliability of railway transportation.

[0059] In related technologies, with the development of railway transportation, the speed and weight of trains are increasing, and the performance requirements for parking anti-skid devices are becoming higher and higher. Traditional mechanical locking mechanisms are prone to wear, deformation, and even failure when subjected to heavy loads and high-speed impacts, further reducing their safety and reliability.

[0060] In this embodiment, the parking anti-slip device can monitor the braking energy and adopt sensor technology and data processing technology, which can obtain the braking parameters of the train in real time and accurately, and accurately control it through intelligent control algorithm, so as to realize the real-time monitoring and accurate control of the braking energy of the train. This intelligent control not only improves the response speed and accuracy of the system, but also reduces the dependence on manual operation and reduces the safety accidents caused by human errors. The parking anti-slip device has fault detection and alarm functions, which can timely detect the fault of the sensor or actuator and take corresponding safety measures. This function effectively avoids the safety hazards caused by equipment failure and further improves the safety of railway transportation. From the perspective of economic benefits, the parking anti-slip device reduces unnecessary energy consumption and wear and reduces the maintenance cost of the equipment by accurately controlling the locking force of the anti-slip device. At the same time, due to the improvement of the stability and safety of the train stop, the economic losses and social impact caused by the slipping accident are reduced, which brings greater economic benefits to the railway transportation enterprises. The railway train parking anti-slip device that can monitor the braking energy has significant advantages and beneficial effects in terms of safety, intelligence, fault detection and economic benefits, and provides strong technical support for the safety and smoothness of railway transportation.

[0061] Although the embodiments of the present invention are described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations are all within the scope defined by the appended claims.

Claims

1. A parking anti-skid device capable of monitoring high braking energy, characterized in that: include: At least one pair of brake rails (1) for cooperating with wheels of a train, the brake rails (1) having a braking position for braking the wheels and a non-braking position; A plurality of brake mechanisms (2) are arranged along the length direction of the brake rail (1) and connected to the brake rail (1); A driving mechanism (3) connected to the plurality of braking mechanisms (2), wherein the driving mechanism (3) drives the braking rail (1) to switch between the braking position and the non-braking position through the braking mechanism (2); A speed sensor (4) disposed on one side of the track (8) and used to measure the speed of the train; A control unit is electrically connected to the drive mechanism (3) and the speed sensor (4), and is used to calculate the braking energy according to the speed detected by the speed sensor (4) and control the driving force of the drive mechanism (3) according to the braking energy, so as to adjust the locking force of the brake rail (1) to lock the wheel.

2. The parking anti-slip device according to claim 1, characterized in that: The speed sensor (4) has outwardly protruding fixing parts (401) on opposite sides, and the fixing parts (401) are provided with elongated holes (4011) for fasteners to pass through.

3. The parking anti-slip device according to claim 1 or 2, characterized in that: The number of the speed sensors (4) is two and they are arranged along the extension direction of the track (8); one speed sensor (4) is used to measure the speed of the head of the train, and the other speed sensor (4) is used to measure the speed of the tail of the train.

4. The parking anti-slip device according to claim 1 or 2, characterized in that: The speed sensor (4) and the driving mechanism (3) are arranged on both sides of the brake rail (1).

5. The parking anti-slip device according to claim 1 or 2, characterized in that: The parking anti-skid device also includes an alarm component, the control unit is electrically connected to the alarm component, and the control unit is used to control the alarm component to alarm when a failure of the speed sensor (4), the braking mechanism (2) and the driving mechanism (3) is detected.

6. The parking anti-slip device according to claim 5, characterized in that: The alarm component includes at least one of a sound alarm and a warning light.

7. The parking anti-slip device according to claim 1 or 2, characterized in that: The control unit comprises a data processing unit, the data processing unit is used to receive data collected by the speed sensor (4) and process and analyze the data, the data processing unit is used to predict the change trend of the braking capacity of the train based on train data, braking data and a prediction model, and to detect whether the speed sensor (4), the braking mechanism (2) and the driving mechanism (3) are faulty.

8. The parking anti-slip device according to claim 1 or 2, characterized in that: The driving mechanism (3) comprises a transmission shaft (301) and a driving component (302); the transmission shaft (301) is connected to a plurality of the braking mechanisms (2); and the driving component (302) is connected to the transmission shaft (301).

9. The parking anti-slip device according to claim 8, characterized in that: The driving component (302) comprises a motor, a reducer and a clutch which are connected in sequence, and an end of the clutch away from the reducer is connected to the transmission shaft (301).

10. The parking anti-slip device according to claim 8, characterized in that: The brake mechanism (2) comprises a screw rod (21), a connecting block (22), a push rod (23), a transmission assembly (24), a support arm (25) and a lifting and positioning frame (26) which are connected in sequence. The screw rod (21) is fixedly connected to the transmission shaft (301). The connecting block (22) is sleeved on the screw rod (21) and rotatably connected to the screw rod (21). One end of the push rod (23) is hinged to the connecting block (22) and the other end is connected to the transmission assembly (24). The lifting and positioning frame (26) is provided with a lifting and sliding hole (261). One end of the support arm (25) is hinged to the transmission assembly (24) and the other end is slidably connected to the lifting and sliding hole (261) through a set roller. The brake rail (1) is arranged on the support arm (25).

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