Electric inner supporting type parking anti-running device

Abstract

The utility model belongs to the technical field, and particularly relates to an electric inner supporting type parking anti-running device which comprises a brake rail, an inner supporting mechanism, a transmission mechanism and a driving mechanism. One end of the supporting arm assembly is connected with the brake rail, and a supporting roller and a pull-back roller are installed in an opening groove in the other end of the supporting arm assembly through pin shafts. The transmission mechanism comprises a wedge-shaped block assembly and a lower rack assembly, wherein the wedge-shaped block assembly pushes the supporting arm assembly I and the supporting arm assembly II to move reversely through a supporting idler wheel and a pull-back idler wheel. The transmission mechanism is high in mechanical conduction efficiency, good in functionality and applicability, simple in structure, stable, reliable, low in production and maintenance cost and high in structural strength.

Description

Technical Field

[0001] The utility model belongs to the technical field of railway transportation safety equipment for preventing railway locomotives and rolling stock from slipping, and particularly relates to an electric inner support type parking anti-slip device. Background Art

[0002] With the rapid development of technical equipment in the process of railway transportation production organization, the electric variable gauge inner support type parking anti-slip device, as a technically advanced and safe and reliable railway locomotive and rolling stock anti-slip safety device, has been widely used in railway stations across the country, ensuring production safety and improving production efficiency. However, the existing electric variable gauge inner support type parking anti-slip device has the following problems:

[0003] First, the transmission mechanisms of some devices are not reasonably designed, and it is difficult or impossible to start under certain conditions. The devices have poor functionality, high failure rates, and high energy consumption. Second, although the transmission mechanisms of some devices have been optimized to improve the problem of poor functionality, the structures of the relevant auxiliary components are complex, and the problem of high overall failure rates has not been solved. Third, most devices do not fully consider the actual working conditions requirements and cannot adapt to the "snake-shaped" displacement characteristics during the forced relocation process of railway locomotives and rolling stock. During operation, it may cause damage to the devices and also generate unnecessary harmful forces on railway locomotives and rolling stock, endangering train operation safety. Fourth, the synchronization during the operation process between the two side inner support mechanisms is poor. Either there is simply no synchronization mechanism, or the synchronization mechanism has a complex structure and a high failure rate. Fifth, the driving mechanisms of some devices move up and down together with the upper structure, increasing the ineffective load of the driving mechanisms and requiring a high strength for the inner support mechanisms. Sixth, under abnormal conditions, the design of the on-site manual emergency mechanism is unreasonable, and the personal safety of operators cannot be guaranteed during the on-site operation process. Content of the Utility Model

[0004] In view of the above deficiencies existing in the prior art, the utility model provides an electric inner support type parking anti-slip device to solve the above existing problems.

[0005] To solve the above technical problems, the utility model adopts the following technical solutions:

[0006] An electric inner support type parking anti-slip device includes a brake rail, an inner support mechanism, a transmission mechanism, and a driving mechanism. The inner support mechanism includes a support arm assembly I and a support arm assembly II. One ends of the support arm assembly I and the support arm assembly II are respectively connected to the brake rail, and the other ends are respectively provided with support rollers and pull-back rollers. The transmission mechanism includes a wedge block assembly and a lower frame assembly for pushing the support arm assembly I and the support arm assembly II to move in opposite directions.

[0007] Furthermore, the support arm assembly I includes a brake caliper and an open slot connected to the brake caliper. A support roller and a pull-back roller are respectively and fixedly connected in the open slot.

[0008] Furthermore, the support arm assembly II includes a brake caliper, a spring group, and an open slot connected to the brake caliper through the spring group. A support roller and a pull-back roller are respectively and fixedly connected in the open slot.

[0009] Furthermore, the wedge block assembly includes a guide plate connected to the inner support mechanism, a wedge block lifted by the guide plate and limited by the open slot, and a guide shaft and a pull rod connected to the large and small ends of the wedge block. One end of the guide shaft of the wedge block is limited by the outer side edge of the guide plate, and the other end of the guide shaft of the wedge block is limited by the inner side edge of the guide plate. The outer side edge and the inner side edge of the guide plate are respectively parallel to the corresponding wedge-shaped edges of the wedge block.

[0010] Furthermore, the lower frame assembly includes a "V"-shaped synchronization assembly hinged to the left and right brake calipers, a lifting crank, a lower frame, and a rail clip hinged to each side of the brake caliper. The "V"-shaped synchronization assembly is provided with a "Y"-shaped guide groove.

[0011] Furthermore, the drive mechanism includes a fixed bracket, an electric cylinder installed on the fixed bracket, and a manual conversion assembly connected to the electric cylinder.

[0012] Furthermore, the manual conversion assembly includes a three-joint universal joint coupling, a telescopic connecting rod connected to the three-joint universal joint coupling, a two-joint universal joint coupling connected to the telescopic connecting rod, a connecting shaft, and a rail clip.

[0013] Compared with the prior art, the utility model has the following beneficial effects:

[0014] 1. The utility model adopts a wedge block assembly as the core component of the transmission mechanism. The longitudinal pushing and pulling force of the drive mechanism is converted into a lateral inner support force through the interaction between the support roller and the inclined surface of the wedge block, making the power output of the drive mechanism more balanced and the additional ineffective load lower. It ensures that the equipment can operate normally under any conditions, ensures the stable and reliable functionality of the equipment, and reduces the energy consumption of the equipment.

[0015] 2. While the present utility model uses the wedge block assembly as the core component, a pull-back slideway is added to the wedge block. On the one hand, when the device is in the working state (braking), the support rollers of the inner support mechanism slide to the large-end plane of the wedge block, and the longitudinal component force of the external load is zero at this time, forming an absolutely stable locking state, and there is no need to additionally set up a special locking mechanism; on the other hand, during the process of the device changing from the working state (braking) to the non-working state (relieving), the inner support mechanism can use the pull-back rollers and the pull-back slideway to pull back the support arm assembly by means of the wedge block, and there is no need to additionally set up a complex auxiliary reset structure. The above design simplifies the structure of the device and reduces the failure rate;

[0016] 3. The synchronization component of the present utility model adopts a "Y"-shaped guide groove, so that the "V"-shaped articulated connecting rod must slide along the vertical groove at the initial stage of the device action to ensure the synchronous action of the left and right support arm assemblies; in the middle and later stages of the device action, the position of the "V"-shaped articulated connecting rod is not restricted, so as to ensure that after the device is in the working state (braking), the whole composed of the transmission mechanism and the inner support mechanism can swing unconditionally to both sides along with the "snake-shaped" displacement of the railway locomotive and vehicle. The "V"-shaped synchronization component with a "Y"-shaped guide groove has a simple structure and remarkable functionality. It not only ensures that the device is not damaged during operation, but also avoids generating additional harmful acting forces on the locomotive and vehicle, ensuring the stable operation of the device while also ensuring the safety of railway operation;

[0017] 4. The drive mechanism of the present utility model adopts a structural design of a lug and a trunnion, and the electric cylinder and the connecting rod are connected by a spherical eye joint. In this way, the drive mechanism can be fixed on the adjacent lower frame assembly and does not need to move up and down with the upper structure, which not only reduces the ineffective load of the power output of the drive mechanism, but also reduces the ineffective load of the inner support mechanism, ensuring the functionality and stability of the device and reducing the energy consumption;

[0018] 5. The present utility model extends the operation position of the manual conversion mechanism to the outside of the railway rail through the telescopic connecting rod and the universal cross coupling. On the one hand, it avoids the personal safety risk of operators getting under the vehicle to operate the device under abnormal conditions; on the other hand, it is convenient to use a supporting electric wrench to operate the device on site, saving time and effort and meeting the requirements of the railway department for continuously improving the operation efficiency. Brief Description of the Drawings

[0019] Figure 1 is the overall assembly structure schematic diagram of the embodiment of the present utility model;

[0020] Figure 2 is the side view of the support arm assembly I of the inner support mechanism in the embodiment of the present utility model;

[0021] Figure 3Top view of the support arm assembly Ⅰ of the inner support mechanism in the embodiment of the present utility model;

[0022] Figure 4 Side view of the support arm assembly Ⅱ of the inner support mechanism in the embodiment of the present utility model;

[0023] Figure 5 Top view of the support arm assembly Ⅱ of the inner support mechanism in the embodiment of the present utility model;

[0024] Figure 6 Top view of the wedge block assembly of the transmission mechanism in the embodiment of the present utility model (relaxed state);

[0025] Figure 7 Side view of the wedge block assembly of the transmission mechanism in the embodiment of the present utility model (relaxed state);

[0026] Figure 8 Top view of the wedge block assembly adjacent to the lead screw side of the drive mechanism in the embodiment of the present utility model (relaxed state);

[0027] Figure 9 Top view of the wedge block assembly adjacent to the motor side of the drive mechanism in the embodiment of the present utility model (relaxed state);

[0028] Figure 10 Side view of the lower frame assembly of the transmission mechanism in the embodiment of the present utility model (relaxed state);

[0029] Figure 11 Top view of the lower frame assembly of the transmission mechanism in the embodiment of the present utility model (relaxed state);

[0030] Figure 12 Side view of the lower frame assembly adjacent to the drive mechanism in the embodiment of the present utility model (relaxed state);

[0031] Figure 13 Top view of the lower frame assembly adjacent to the drive mechanism in the embodiment of the present utility model (relaxed state);

[0032] Figure 14 Side view of the rail clip structure in the embodiment of the present utility model;

[0033] Figure 15 Top view of the rail clip structure in the embodiment of the present utility model;

[0034] Figure 16 Schematic diagram of the "Y"-shaped guide groove structure of the synchronization component in the embodiment of the present utility model;

[0035] Figure 17 Side view of the overall assembly structure in the embodiment of the present utility model (relaxed state);

[0036] Figure 18 Side view of the overall frame assembly structure adjacent to the drive mechanism in the embodiment of the present utility model (relaxed state);

[0037] Figure 19 Top view of the drive mechanism structure in the embodiment of the present utility model (excluding the manual conversion component);

[0038] Figure 20 Side view of the drive mechanism structure in the embodiment of the present utility model (excluding the manual conversion component);

[0039] Figure 21 Schematic diagram of the manual conversion component structure of the drive mechanism in the embodiment of the present utility model;

[0040] Figure 22 Side view of the outer rail clamp of the manual mechanism in the embodiment of the present utility model;

[0041] The reference signs in the attached drawings of the specification include:

[0042] Brake rail 1, inner support mechanism 2, transmission mechanism 3, drive mechanism 4, basic rail 5, connecting bolt 6, adjustable baffle 7, left brake caliper 8, opening slot 9, upper cover plate of the opening slot 10, support roller pin shaft 11, support roller 12, return roller pin shaft 13, return roller 14, lower support plate of the opening slot 15, guide plate 16, spring group 17, right brake caliper 18, connecting head 19, wedge block 20, guide shaft 21, wedge block return slideway 22, pull rod 23, small end ear 24, screw rod connecting head 25, large end ear 26, outer rail clamp 27, rail clamp fastening bolt 28, inner rail clamp 29, connecting pin shaft 30, lifting crank 31, lower frame 32, strengthening vertical plate 33, strengthening bottom plate 34, "V"-shaped hinge pin shaft I 35, auxiliary pull spring 36, pull spring base 37, "V"-shaped hinge connecting rod 38, "Y"-shaped guide groove 39, lower connecting pin shaft of the lifting crank 40, upper connecting pin shaft of the lifting crank 41, "V"-shaped hinge pin shaft II 42, "V"-shaped hinge pin shaft III 43, short left brake caliper 44, fixed bracket base 45, short right brake caliper 46, fixed bracket base ear 47, insulating pad 48, rail clamp ear 49, "Y"-shaped slideway 50, fixed bolt hole 51, fish-eye joint 52, fixed bracket 53, electric cylinder 54, electric cylinder ear connecting bolt 55, electric cylinder ear 56, fixed bracket ear 57, key shaft 58, three-joint universal joint coupling 59, telescopic connecting rod 60, double-joint universal joint coupling 61, connecting shaft 62, outer rail clamp of the manual mechanism 63, rail clamp fastening bolt hole 64, connecting shaft hole 65. Detailed implementation manners

[0043] In order to enable those skilled in the art to better understand the present utility model, the technical solution of the present utility model will be further described below in conjunction with the accompanying drawings and embodiments.

[0044] Among them, the accompanying drawings are only for illustrative purposes, showing only schematic diagrams, rather than physical diagrams, and should not be construed as a limitation on this patent; in order to better illustrate the embodiments of the present utility model, some components in the accompanying drawings will be omitted, enlarged or reduced, which does not represent the size of the actual product; for those skilled in the art, it is understandable that some well-known structures and their descriptions in the accompanying drawings may be omitted.

[0045] In the accompanying drawings of the embodiments of the present utility model, the same or similar reference numerals correspond to the same or similar components; in the description of the present utility model, it should be understood that if terms such as "upper", "lower", "left", "right", "inner", "outer", etc. are used to indicate the orientation or positional relationship, it is based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing the present utility model 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. Therefore, the terms describing the positional relationship in the accompanying drawings are only for illustrative purposes and should not be construed as a limitation on this patent. For those of ordinary skill in the art, the specific meanings of the above terms can be understood according to specific circumstances.

[0046] In the description of the present utility model, unless otherwise clearly specified and limited, if terms such as "connection" are used to indicate the connection relationship between components, this term should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components or the interaction relationship between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0047] Embodiment:

[0048] As Figures 1-22 shown, an electric inner support type parking anti-rolling device of the present utility model includes a braking rail 1, an inner support mechanism 2, a transmission mechanism 3, and a driving mechanism 4. Among them, a set of inner support mechanism 2 and a set of transmission mechanism 3 form a set of support mechanisms. As shown in the figure, the parking anti-rolling device is composed of one braking rail 1 on each side, six sets of support mechanisms, and a set of driving mechanisms 4. Among them, the number of support mechanisms can be adjusted according to the space conditions of the installation site and the operational efficiency requirements during actual use. The specific structures of the above-mentioned mechanisms are as follows:

[0049] Brake rail 1: One brake rail 1 with a full length of 8.7 m is provided on each side of the present utility model. The brake rail 1 is processed from railway steel rails. The bottom surface of the brake rail 1 is used as the acting surface, and guiding ports are provided at both ends. One brake rail 1 is connected to the left brake caliper 8 of the support arm assembly I in the inner support mechanism 2 through a connecting bolt 6, and the other brake rail 1 is connected to the right brake caliper 18 of the support arm assembly II in the inner support mechanism 2 through a connecting bolt 6. It is the direct acting component for the whole parking anti-rolling device to brake the wheels of railway locomotives and vehicles. The length of the brake rail 1 can be adjusted according to the space condition limitations at the installation site and the operation efficiency during actual use.

[0050] Inner support mechanism 2: It includes a support arm assembly I and a support arm assembly II.

[0051] The support arm assembly I includes a left brake caliper 8, an opening slot 9, a support roller 12 and a pulling-back roller 14. Among them, one end of the upper part of the left brake caliper 8 is connected to the brake rail 1 through a connecting bolt 6. The left brake caliper 8 is close to the rail head side of the brake rail 1, and an adjustable baffle 7 is welded; the other end of the upper part of the left brake caliper 8 is welded with an opening slot 9. Inside the opening slot 9, the upper cover plate 10 of the opening slot and the lower support plate 15 of the opening slot are jointly connected to the support roller 12 through a support roller pin shaft 11. The upper cover plate 10 of the opening slot is connected to the pulling-back roller 14 through a pulling-back roller pin shaft 13 near the outer side of the opening slot 9. The lower support plate 15 of the opening slot is connected to the guide plate 16 in the transmission mechanism 3 through a bolt near the outer side of the opening slot 9. The guide plate 16 is provided with holes and is also hinged to the support roller pin shaft 11 to hold the support roller 12; the lower part of the left brake caliper 8 is hinged to the lifting crank 31 of the lower frame assembly in the transmission mechanism 3 through a lifting crank upper connecting pin shaft 41; the same-side end of the lower part of the left brake caliper 8 and the opening slot 9 is hinged to a "V"-shaped hinged connecting rod 38 through a "V"-shaped hinged pin shaft II 42.

[0052] The support arm assembly II includes a right brake caliper 18, an opening groove 9, a support roller 12, a pulling-back roller 14, and a spring group 17. Among them, one end of the upper part of the right brake caliper 18 is connected to the brake rail 1 through a connecting bolt 6. The right brake caliper 18 is close to the head side of the brake rail 1, and an adjustable baffle 7 is welded; the other end of the upper part of the right brake caliper 18 is connected to one side end plate of the spring group 17 through a bolt. The other side end plate of the spring group 17 is welded to the opening groove 9. Inside the opening groove 9, the upper cover plate 10 of the opening groove and the lower support plate 15 of the opening groove are jointly connected to the support roller 12 through a support roller pin shaft 11. The upper cover plate 10 of the opening groove is connected to the pulling-back roller 14 through a pulling-back roller pin shaft 13 near the outer side of the opening groove 9. The lower support plate 15 of the opening groove is connected to the guide plate 16 in the transmission mechanism 3 through a bolt near the outer side of the opening groove 9. The guide plate 16 is provided with an opening and is hinged to the support roller pin shaft 11 at the same time to support the support roller 12; the lower part of the right brake caliper 18 is hinged to the lifting crank 31 of the lower frame assembly in the transmission mechanism 3 through a lifting crank upper connecting pin shaft 41; the lower part of the right brake caliper 18 and the same-side end of the opening groove 9 are hinged through a "V"-shaped hinge pin III 43 to a "V"-shaped hinge connecting rod 38.

[0053] The transmission mechanism 3: includes a wedge block assembly and a lower frame assembly.

[0054] The wedge block assembly includes a guide plate 16, a wedge block 20, a guide shaft 21, and a pull rod 23. Among them, there is a guide plate 16 on each side of the wedge-shaped edge of the wedge block 20. Each guide plate 16 is connected to the lower support plate 15 of the opening groove in the inner support mechanism 2 on the same side through a bolt, and is provided with an opening and is hinged to the corresponding support roller pin shaft 11 to support the support roller 12; the two guide plates 16 jointly support the wedge block 20. Both sides of the wedge block 20 interact with the corresponding support roller 12 and pulling-back roller 14 in the inner support mechanism 2 respectively through the wedge-shaped edges and wedge block pulling-back chutes 22 on the same side, and are jointly limited by the support roller 12, pulling-back roller 14, upper cover plate 10 of the opening groove, and guide plate 16 on both sides; both sides of the small end and both sides of the large end of the wedge block 20 are hinged to the guide shaft 21 respectively. The bottom of the guide shaft 21 protrudes. The guide shafts 21 on both sides of the small end are respectively stuck on the outer sides of the two guide plates 16 parallel to the wedge-shaped edge of the wedge block 20, and the guide shafts 21 on both sides of the large end are respectively stuck on the inner sides of the two guide plates 16 parallel to the wedge-shaped edge of the wedge block 20. The guide shaft 21 and the guide plate 16 jointly limit the wedge block 20; the small end and large end of the wedge block 20 are connected to adjacent other wedge blocks 20 through a connecting head 19 and a pull rod 23. Among them, the small end of the wedge block 20 adjacent to the screw rod end of the electric cylinder is welded with a small end ear 24 and is hinged to the ball eye joint 52 of the electric cylinder screw rod through a screw rod connecting head 25. The large end of the wedge block 20 adjacent to the motor end of the electric cylinder is welded with a large end ear 26. Two adjacent wedge blocks 20 on both sides of the electric cylinder 54 are connected to each other through the small end ear 24 and the large end ear 26 by a hinge connecting rod.

[0055] The lower frame assembly includes a "V"-shaped synchronization assembly, a lifting crank 31, a lower frame 32, and rail clips. Among them, the outer rail clip 27 and the inner rail clip 29 are connected and fastened by rail clip fastening bolts 28, and the rail clip opening groove 9 is used to clamp the bottom surface of the two side basic rails 5. An insulating pad 48 is padded in the rail clip opening groove 9 to ensure insulation between the whole parking anti-rolling device and the two side basic rails 5; the inner rail clip 29 is welded with a rail clip ear 49 and is hinged to the ear at the end of the lower frame 32 through a connecting pin shaft 30, thereby fixing the lower frame 32 in the middle of the two side basic rails 5; both sides of the lower frame 32 are provided with holes and are hinged to the lifting crank 31 through the lower connecting pin shaft 40 of the lifting crank in the middle of the two vertical plates of the lower frame 32. The lifting crank 31 is hinged to the brake caliper of the corresponding side inner support mechanism 2 through the upper connecting pin shaft 41 of the lifting crank; on the inner side walls of the two vertical plates in the middle of the lower frame 32, a "Y"-shaped guide groove 39 is respectively fixed by bolts for the "V"-shaped articulated pin shaft I 35 of the "V"-shaped articulated connecting rod 38 to slide in the groove and limit the "V"-shaped articulated pin shaft I 35. Both ends of the "V"-shaped articulated connecting rod 38 are respectively hinged to the brake calipers of the corresponding side inner support mechanism 2 through the "V"-shaped articulated pin shaft II 42 and the "V"-shaped articulated pin shaft III 43; on the two side reinforcing bottom plates 34 between the two vertical plates in the middle of the lower frame 32, a spring base 37 is respectively connected by bolts. One end of the two side spring bases 37 close to the "V"-shaped synchronization assembly is connected to the auxiliary spring 36 through a welded nut. The other ends of the two side auxiliary springs 36 are jointly hinged in the middle of the "V"-shaped articulated pin shaft I 35. During the process of the parking anti-rolling device turning from the working state (braking) to the non-working state (relieving), the auxiliary "V"-shaped articulated pin shaft I 35 falls back to the bottom of the "Y"-shaped guide groove 39. In addition, among the two groups of support mechanisms adjacent to the driving mechanism 4, the inner support mechanism 2 adopts a short left brake caliper 44 and a short right brake caliper 46. The lower frame assembly does not have a "V"-shaped synchronization assembly. A fixed bracket base 45 is welded to the upper ends of the two vertical plates of the lower frame 32. A fixed bracket base ear 47 is welded in the fixed bracket base 45, and the fixed bracket base ear 47 is hinged to the fixed bracket ear 57 at one end of the fixed bracket 53 in the driving mechanism 4 through a pin shaft.

[0056] The driving mechanism 4: includes a fixed bracket 53, an electric cylinder 54, and a manual conversion assembly.

[0057] Fixed bracket ears 57 are welded at both ends of the fixed bracket 53 and are respectively hinged to the fixed bracket bases 45 of the adjacent lower frame assemblies in the transmission mechanism 3 through pin shafts; at the upper end of the middle part of the fixed bracket 53, an electric cylinder ear 56 is respectively connected by bolts on both longitudinal sides relative to the basic rail 5. The electric cylinder 54 has shafts protruding from both sides of the lead screw housing and is respectively sleeved in the two side electric cylinder ears 56; a ball eye joint 52 is installed at the end of the electric cylinder lead screw and is hinged to the connecting head 19 of the adjacent wedge block 20 through a pin shaft.

[0058] The manual conversion component includes a three-joint universal coupling 59, a telescopic connecting rod 60, a two-joint universal coupling 61, a connecting shaft 62, and a rail clamp. One end of the three-joint universal coupling 59 is fixedly connected to the key shaft 58 extending from the reducer of the electric cylinder 54 by a setscrew. The other end of the three-joint universal coupling 59 is connected to one end of the telescopic connecting rod 60 by a bolt. The other end of the telescopic connecting rod 60 is connected to one end of the two-joint universal coupling 61 by a bolt. The other end of the two-joint universal coupling 61 is fixedly connected to the connecting shaft 62 by a setscrew. The connecting shaft 62 passes through the connecting shaft hole 65 of the outer rail clamp 63 of the manual mechanism. The inner part of the outer rail clamp 27 is connected and fastened to the outer rail clamp 63 of the manual mechanism by a rail clamp fastening bolt 28, and the rail clamp opening groove 9 is used to clamp on the bottom surface of the two side basic rails 5.

[0059] When the utility model is in use, its working principle is as follows:

[0060] Braking: Before braking is implemented, the lead screw of the electric cylinder 54 in the drive mechanism 4 is in the extended state, and the support rollers 12 in the open slots 9 of each support arm assembly are all at the small end positions of the corresponding wedge blocks 20. After the parking anti-rolling device receives the braking signal, the lead screw of the electric cylinder 54 contracts, and through the fish-eye joint 52, it pulls the lead screw connector 25 of the adjacent wedge block 20, and then pulls each group of wedge blocks 20 to move linearly in the longitudinal direction of the basic rail 5 towards the direction of the contraction of the lead screw of the electric cylinder. During this process, the relative position between the support rollers 12 in each transmission mechanism 3 and the same-side wedge edge of the corresponding wedge block 20 gradually moves from the small end of the wedge block 20 to the large end of the wedge block 20. Under the action of the two-side wedge edges of each group of wedge blocks 20 on the two-side support rollers 12, the support arm assembly I and the support arm assembly II respectively move linearly outward in the lateral direction to the two sides, respectively driving the braking rails 1 on the same side to support inward. At the same time, on the one hand, the support arm assembly I and the support arm assembly II also respectively drive the lifting crank 31 in the lower frame assembly to rotate outward around the lower connecting pin shaft 40 of the lifting crank to the two sides, and then obtain the support force of the lifting crank 31 and rise upward. On the other hand, the support arm assembly I and the support arm assembly II are jointly restricted by the synchronous "V"-shaped synchronous assembly to ensure that at the initial stage of the above actions, the amplitude, speed, and angle of the inward support and rise are consistent. During the above process, the angle between the articulated connecting rods of the "V"-shaped synchronous assembly gradually becomes larger, and the "V"-shaped articulated pin shaft I 35 moves upward along the two-side "Y"-shaped guide grooves 39. When the support rollers 12 in the open slots 9 of each support arm assembly all roll onto the plane of the large end of the same-side wedge edge of the corresponding wedge block 20, the travel switch is touched through the mechanical structure, and the electric cylinder 54 stops working according to the instructions of the information control system. The parking anti-rolling device is in the braking state. The acting force of the support roller 12 on the corresponding wedge block 20 is the vertical pressure in the transverse direction relative to the basic rail 5, and there is no force in the longitudinal direction on the corresponding wedge block 20, realizing the locking of the inner support mechanism 2 in the braking state. At this time, the distance between the acting surfaces of the two-side braking rails 1 is greater than the inner spacing of the wheels of railway locomotives and vehicles. When there are locomotives and vehicles parked on the railway line above the parking anti-rolling device, or when the wheels of a slowly rolling railway locomotive or vehicle enter between the braking rail 1 and the basic rail 5 through the guiding opening, the inner side of the wheel squeezes the acting surface of the braking rail 1. The acting force passes through the braking rail 1, the support arm assembly I and the support arm assembly II, and the wedge block 20, and finally acts on and squeezes the spring group 17 arranged on the support arm assembly II. Correspondingly, after the spring group 17 is compressed, through the above transmission, a vertical reaction force is given to the inner side of the wheel through the acting surface of the braking rail 1, and finally the friction force between the acting surface of the braking rail 1 and the inner side of the wheel is formed, realizing the function of braking and anti-rolling for the parked locomotives and vehicles or the slowly rolling locomotives and vehicles.During the above braking process, first, although the screw rod of the electric cylinder contracts, the electric cylinder 54 is fixedly connected to the fixed bracket 53 through the electric cylinder ear 56, and the fixed bracket 53, the two adjacent lower frames 32 on both sides, the two rail clamps, and the two basic rails 5 are fixedly connected in sequence. Therefore, the electric cylinder 54 itself does not move or lift, but pulls each group of transmission mechanisms 3 by its own power. The angle generated between the screw rod of the electric cylinder 54 and the adjacent wedge block 20 being pulled is balanced by the spherical eye joint 52. Second, the guide shaft 21 of the wedge block 20 engages with the corresponding inner and outer side edges of the guide plate 16 on the same side and moves along the side edge. The support roller 12, the pulling-back roller 14, the upper cover plate 10 of the opening groove, the guide plate 16, and the guide shaft 21 jointly limit the wedge block 20 to ensure its good posture. When the parking anti-rolling device is in the braking state, the "V"-shaped hinge pin Ⅰ 35 of the "V"-shaped synchronous component is at the upper part of the "Y"-shaped guide groove 39, which does not affect the lateral swing of the entire inner support mechanism 2 relative to the basic rail 5 and can meet the "snake-like" movement needs of railway locomotives and vehicles.

[0061] Release: Before implementing the release, the screw rod of the electric cylinder 54 in the drive mechanism 4 is in the contracted state, and the support rollers 12 in the opening grooves 9 of each support arm assembly are all at the large-end plane position of the corresponding wedge side of the wedge block 20 on the same side. After the parking anti-rolling device receives the release signal, the screw rod of the electric cylinder 54 extends outwards, pushes the screw connection head 25 of the adjacent wedge block 20 through the spherical eye joint 52, and then pushes each group of wedge blocks 20 to linearly move in the longitudinal direction relative to the basic rail 5 towards the direction in which the screw rod of the electric cylinder extends. During this process, the relative position between the pulling-back roller 14 in each group of transmission mechanisms 3 and the pulling-back slideway 22 of the corresponding wedge block 20 on the same side of the wedge block 20 gradually moves from the large end of the wedge block 20 to the small end of the wedge block 20. Under the action of the pulling-back slideways 22 of the wedge blocks 20 on both sides of each group of wedge blocks 20 on the pulling-back rollers 14 on the same side, the support arm assembly Ⅰ and the support arm assembly Ⅱ simultaneously move linearly inwards transversely, respectively driving the braking rails 1 on the same side to contract inwards. The remaining action process is the same as the principle of the braking process but with the opposite action, so it will not be elaborated further.

[0062] Manual conversion: When unexpected situations such as power failure, interruption of the control system communication, and failure of the drive equipment occur, the equipment cannot complete the conversion between the braking and release states, and it is necessary to manually operate the manual conversion component to complete the conversion of the equipment between the braking and release states. At this time, the operator can use a crank to shake or an electric wrench to rotate the manual conversion component at a safe position beside the rail and far from the bottom of the vehicle to provide power for the equipment instead of the motor in the electric cylinder 54. The remaining action process is the same as the principle of braking and release under normal circumstances and the action process is consistent.

[0063] According to the usage requirements, a status (braking / releasing) indicating lamp can be set. This indicating lamp is controlled by the information control system. After the parking anti-rolling device operates in place, the information control system confirms the equipment status and issues an instruction to control the indicating lamp to display different colors. The utility model can achieve remote or on-site control through an electric control system composed of an industrial computer (or an electric operation console) and electronic components, which can be realized by existing public technologies and will not be elaborated here. For the accessory fittings such as protective plates, protective shells, and protective tubes set for cables, key components, etc., no detailed description will be given. The connections in the text refer to conventional technical means such as welding, hinged connection, or bolt connection. In extremely cold or high-temperature environments, heating or cooling components can be added to the control components, and the public technologies will not be elaborated here.

[0064] The above are only the embodiments of the utility model. Common knowledge such as the specific structures and characteristics known to the public in the solution is not described in detail here. Those of ordinary skill in the art know all the common technical knowledge in the technical field to which the utility model belongs before the application date or the priority date, can know all the existing technologies in this field, and have the ability to apply the conventional experimental means before this date. Those of ordinary skill in the art can, under the inspiration given in this application, combine their own abilities to complete and implement this solution. Some typical well-known structures or well-known methods should not become obstacles for those of ordinary skill in the art to implement this application. It should be noted that for those skilled in the art, without departing from the structure of the utility model, several deformations and improvements can still be made, which should also be regarded as the protection scope of the utility model, and these will not affect the implementation effect of the utility model and the practicality of the patent.

Claims

1. An electric inner support type parking anti-rolling device, characterized in that: It includes a braking rail, an inner support mechanism, a transmission mechanism, and a driving mechanism. The inner support mechanism includes a support arm assembly I and a support arm assembly II. One end of the support arm assembly I and the support arm assembly II is correspondingly connected to the braking rail, and the other end is respectively equipped with a support roller and a pulling-back roller. The transmission mechanism includes a wedge block assembly and a lower frame assembly for pushing the support arm assembly I and the support arm assembly II to move in opposite directions.

2. The electric inner support type parking anti-rolling device according to claim 1, wherein: The support arm assembly I includes a brake caliper and an open slot connected to the brake caliper. A support roller and a pulling-back roller are respectively fixedly connected in the open slot.

3. The electric inner support type parking anti-rolling device according to claim 1, characterized in that: The support arm assembly II includes a brake caliper, a spring group, and an open slot connected to the brake caliper through the spring group. A support roller and a pulling-back roller are respectively fixedly connected in the open slot.

4. The electric inner support type parking anti-rolling device according to claim 1, characterized in that: The wedge block assembly includes a guide plate connected to the inner support mechanism, a wedge block lifted by the guide plate and limited by the open slot, and a guide shaft and a pull rod connected to the large and small ends of the wedge block. Among them, the outer side edge of the guide plate limits one end guide shaft of the wedge block, the inner side edge of the guide plate limits the other end guide shaft of the wedge block, and the outer side edge and the inner side edge of the guide plate are respectively parallel to the corresponding side wedge edges of the wedge block.

5. The electric inner support type parking anti-rolling device according to claim 1, characterized in that: The lower frame assembly includes a "V"-shaped synchronization assembly hinged to the left and right brake calipers, and a lifting crank, a lower frame, and a rail clip hinged to each side brake caliper. The "V"-shaped synchronization assembly is provided with a "Y"-shaped guide slot.

6. The electric inner support type parking anti-rolling device according to claim 1, wherein: The driving mechanism includes a fixed bracket, an electric cylinder installed on the fixed bracket, and a manual conversion assembly connected to the electric cylinder.

7. The electric inner support type parking anti-rolling device according to claim 6, wherein: The manual conversion assembly includes a three-joint universal joint coupling, a telescopic connecting rod connected to the three-joint universal joint coupling, a two-joint universal joint coupling connected to the telescopic connecting rod, and a connecting shaft and a rail clip.

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