Parking anti-running device with visual inspection function

Abstract

The utility model discloses a parking anti-slip device with a visual inspection function, which comprises a brake mechanism arranged in an anti-slip area and comprising at least one group of brake modules and two brake rails, and the two brake rails are symmetrically arranged between two locomotive rails; the output end of the braking module is in driving connection with the two braking rails, and the braking module is used for driving the two braking rails to get close to each other so as to keep a preset distance from a wheel pair of the vehicle or driving the two braking rails to get away from each other so as to abut against the wheel pair; the power mechanism comprises a driving assembly and a transmission shaft; the transmission shaft is arranged along the length direction of the locomotive rail; the output end of the driving assembly is connected with the transmission shaft for driving the transmission shaft to rotate; the transmission shaft is in driving connection with the braking module for driving the braking module; the monitoring mechanism is in communication connection with the power mechanism and used for detecting the moving state of the vehicle. The problems that according to an existing parking anti-running device, due to the influence of gravity or other factors, a brake rail and a wheel pair are prone to loosening, running is caused, and potential safety hazards exist are solved.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of railway vehicle parking anti -slip, specifically related to a visual inspection function's parking anti -slip ware. BACKGROUND

[0002] In railway transportation, the parking safety of train vehicles has been an important problem, and it is necessary to prevent the occurrence of slippage after the vehicle is parked stably to avoid safety accidents, and the parking anti -slip ware is usually set in the parking area of the vehicle, and the wheel set of the vehicle on the locomotive track is braked to prevent the vehicle from slipping.

[0003] In the related art, the parking anti -slip ware usually includes a power device, a brake assembly and a brake rail, the power device is drivingly connected with the brake assembly, the brake assembly is connected with the brake rail, the power device drives the brake assembly to drive the brake rail to move towards the inner side of the wheel set of the vehicle, so that the brake rail abuts against the wheel set to brake, however, under the influence of gravity or other factors, the brake rail and the wheel set are easy to loosen, which leads to slippage, and there is a safety hazard. SUMMARY

[0004] Therefore, the utility model provides a visual inspection function's parking anti -slip ware to solve the problem that the existing parking anti -slip ware is easy to loosen between the brake rail and the wheel set under the influence of gravity or other factors of the vehicle, which leads to slippage and has a safety hazard.

[0005] The utility model provides a visual inspection function's parking anti -slip ware, which comprises:

[0006] The brake mechanism is arranged in the anti -slip area and comprises at least one brake module and two brake rails, and the two brake rails are symmetrically arranged between the two locomotive rails. The output end of the brake module is drivingly connected with the two brake rails for driving the two brake rails to approach each other to keep a preset distance with the wheel set of the vehicle or drive the two brake rails to move away from each other to abut against the wheel set.

[0007] The power mechanism comprises a driving assembly and a transmission shaft, the transmission shaft is arranged along the length direction of the locomotive rail, the output end of the driving assembly is connected with the transmission shaft for driving the transmission shaft to rotate, and the transmission shaft is drivingly connected with the brake module for driving the brake module.

[0008] The monitoring mechanism is communicatively connected with the power mechanism and is used for detecting the movement state of the vehicle.

[0009] When a vehicle stops in the anti-rollover zone, the monitoring device detects its movement. If the vehicle stops, the monitoring device sends information to the power unit, which drives the drive shaft to rotate, thereby activating the braking module. This causes the two brake rails to move away from each other and towards the wheelset until they abut against it, thus achieving braking. At this point, the brake rails are in the braking position, preventing the vehicle from rolling away. Simultaneously, the monitoring device monitors the vehicle's movement in real time. If the vehicle starts to roll away again due to its weight or other factors, the monitoring device detects the movement and sends a signal back to the power unit. The power unit then increases its output power, increasing the force exerted by the brake rails on the wheelset, thereby increasing friction and preventing the vehicle from rolling away. By monitoring the vehicle in real time, this prevents rollover and reduces safety hazards. When the vehicle needs to move, the power module drives the drive shaft to rotate in the opposite direction, which in turn drives the braking module to move the brake rails closer together and maintain a preset distance from each other, ensuring that the brake rails do not interfere with the vehicle's normal driving. At this point, the brake rails are in the released position.

[0010] In one optional embodiment, the braking module includes a lead screw, a connecting block, a connecting rod, an elastic component, a brake arm, and a support seat; the lead screw is sleeved on the drive shaft, and the connecting block is threaded onto the lead screw; the connecting rod, the elastic component, and the brake arm are sequentially connected to both sides of the connecting block; one end of the connecting rod is hinged to the connecting block, and the other end is hinged to one end of the elastic component; each brake arm is provided with a corresponding support seat, which is used for fixed installation with external equipment; the brake arm is slidably connected to the support seat along a direction close to or away from the locomotive rail; the brake arm is connected to the elastic component, and the brake rail is disposed on the brake arm. The drive shaft rotates forward, causing the lead screw to rotate as well. This causes the connecting block to move axially along the lead screw. When the connecting block moves closer to the elastic component, the connecting rod pushes the elastic component and the brake arm closer to the locomotive rail. Consequently, the brake rail moves closer to the wheelset until it contacts the wheelset, thus achieving braking. When the drive shaft rotates in the reverse direction, the connecting block moves away from the elastic component. This causes the connecting rod to pull the elastic component and the brake arm away from the locomotive rail. Consequently, the brake rail moves away from the wheelset until it maintains a preset distance from the wheelset, thus avoiding affecting the movement of the vehicle.

[0011] In one optional embodiment, the connecting block includes a first connecting block and a second connecting block, and the connecting rod includes a first connecting rod and a second connecting rod; the lead screw is provided with a first thread structure and a second thread structure at intervals; the first connecting block is threadedly engaged with the first thread structure, and the second connecting block is threadedly engaged with the second thread structure, and the thread directions of the first thread structure and the second thread structure are opposite; one end of the first connecting rod is hinged to the first connecting block, and the other end is hinged to the elastic component; one end of the second connecting rod is hinged to the second connecting block, and the other end is hinged to the elastic component; by setting the first connecting block and the second connecting block, and cooperating with the first connecting rod and the second connecting rod, stability is improved. When the transmission shaft rotates in the forward direction, it drives the lead screw to rotate together, thereby causing the first connecting block and the first connecting rod to rotate together. The two connecting blocks move towards each other on the lead screw, causing the first and second connecting rods to push the elastic component and brake arm towards the locomotive rail. This causes the brake rail to move towards the wheelset until it contacts the wheelset, achieving braking. When the drive shaft rotates in the opposite direction, the first and second connecting blocks move away from each other, causing the first and second connecting rods to pull the elastic component and brake arm away from the locomotive rail. This causes the brake rail to move away from the wheelset and maintain a preset distance from it, avoiding interference with vehicle movement. Through the elastic component, when the brake rail contacts the wheelset, the elastic component is compressed. The elastic force of the elastic component keeps the brake rail in contact with the wheelset, generating frictional braking. This avoids direct rigid contact between the brake rail and the wheelset, preventing wear and damage and improving service life.

[0012] And / or, the elastic component is connected to the brake arm via a pressure sensor, which is communicatively connected to the power mechanism. By installing a pressure sensor between the elastic component and the brake arm, the force state of the brake rail is measured in real time, ensuring that the thrust exerted by the brake rail on the wheelset meets the braking requirements. Simultaneously, the thrust of the brake rail can be adjusted by adjusting the output torque of the drive shaft according to actual conditions, improving adjustment accuracy, ensuring braking effect, and preventing slippage.

[0013] In one optional embodiment, the braking module further includes a first limit switch, a second limit switch, and an actuating block; both the first and second limit switches are communicatively connected to the power mechanism; the first and second limit switches are respectively disposed on both sides of the drive shaft, and are spaced apart along the length of the drive shaft; the actuating block is connected to the connecting block; a first actuating part is provided on the actuating block corresponding to the first limit switch, and the first limit switch is located on the movement path of the first actuating part; a second actuating part is provided on the actuating block corresponding to the second limit switch, and the second limit switch is located on the movement path of the second actuating part; when the first actuating part contacts the first limit switch, the two brake rails maintain a preset distance from the wheelset of the vehicle; when the second actuating part contacts the second limit switch, the two brake rails abut against the wheelset of the vehicle. The braking status of the brake rails is detected by setting a first limit switch and a second limit switch, and the actuating block moves with the connecting block. When the first actuating part contacts the first limit switch, the two brake rails maintain a preset distance from the vehicle's wheelset, that is, the brake rails are in the release position. When the second actuating part contacts the second limit switch, the two brake rails abut against the vehicle's wheelset, that is, the brake rails are in the braking position. This improves the accuracy of control during the braking process.

[0014] In an optional embodiment, a detection component is further included. This component comprises a mounting base, a height detection element, and a spacing detection element. Both ends of the mounting base are connected to the two locomotive rails respectively. A height detection element is provided on the mounting base corresponding to each of the two brake rails for real-time detection of the brake rail height. A spacing detection element is also provided on the mounting base corresponding to each of the two brake rails for real-time detection of the spacing between the two brake rails. Both the height detection element and the spacing detection element are communicatively connected to the power mechanism. By using the height detection element and the spacing detection element of the detection component to detect the rail height and spacing of the brake rails respectively, the state of the brake rails can be monitored in real time, improving control accuracy.

[0015] In one optional embodiment, the monitoring mechanism includes wheel sensors mounted on the locomotive rails to detect the real-time speed of the vehicle. By using wheel sensors to detect the vehicle's real-time speed, real-time monitoring can be performed when the vehicle comes to a complete stop and passes over the brake rails. If the vehicle speed changes, i.e., the vehicle moves, a feedback signal is sent to the power mechanism, which then adjusts the friction between the brake rails and the wheelsets, increasing the friction to prevent the vehicle from slipping and improving safety performance.

[0016] In one optional embodiment, the monitoring mechanism further includes a weight detection component and a wheel position detection component. The weight detection component is disposed below the locomotive rail or the anti-skid zone and is used to detect the weight of the vehicle. The wheel position detection component is disposed on the locomotive rail and is used to detect whether the wheelset of the vehicle has moved to a preset position. By using the weight detection component and the wheel position sensor in conjunction, when the vehicle enters the parking area and reaches the preset position, the wheel position sensor detects that the vehicle has reached the preset position, and at the same time, the weight detection component detects the weight of the vehicle. Based on the feedback information, it is determined that a vehicle has entered the parking area. Combined with the wheel sensor, it is determined whether the vehicle is in a stable state and the information is fed back to the power mechanism. When the vehicle is in a stable state, the power mechanism drives the brake rail to abut against the wheelset with a preset braking force to brake, further improving the control accuracy.

[0017] In one optional embodiment, the wheel position detection device is a photoelectric sensor or a proximity sensor. The wheel position detection device, employing a photoelectric sensor or proximity sensor, can be positioned at a preset location on the locomotive rail. When the photoelectric sensor or proximity sensor detects an object, it is determined that the vehicle has reached the preset position.

[0018] In one optional embodiment, the monitoring mechanism further includes an environmental detection component, which includes at least one of a temperature sensor, a humidity sensor, a wind speed sensor, a wind direction sensor, and an air quality sensor. By setting up the environmental detection component, the surrounding environmental parameters are detected in real time using the temperature sensor, humidity sensor, wind speed sensor, wind direction sensor, and air quality sensor to determine the environmental state. This allows for the implementation of appropriate protective measures or adjustment of the working parameters of the parking anti-rollover device under adverse weather conditions (such as strong winds and heavy rain). For example, in rainy or windy weather, if the braking force of the brake rail is insufficient when the vehicle is subjected to external forces, it is easy to slip. Therefore, it is necessary to increase the braking force, that is, increase the friction between the brake rail and the wheelset to prevent slippage.

[0019] And / or, the monitoring mechanism further includes multiple sets of cameras arranged within the anti-rollover area to detect the vehicle's status and its surrounding environment. By setting up cameras, the vehicle's status and its surrounding environment can be observed in real time, further improving safety.

[0020] In one optional implementation, a control mechanism is further included, which is communicatively connected to both the monitoring mechanism and the power mechanism. By providing the control mechanism, monitoring information from the monitoring mechanism can be fed back to the control mechanism, which then controls the power mechanism to transmit information, further improving the control effect. Attached Figure Description

[0021] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the overall structure of a parking anti-roll device with a visual inspection function according to an embodiment of the present utility model;

[0023] Figure 2 This is a partial structural diagram of a parking anti-rollover device with a visual inspection function according to an embodiment of the present utility model;

[0024] Figure 3 This is a schematic diagram of the braking mechanism according to an embodiment of the present utility model;

[0025] Figure 4 This is a schematic diagram of another structure of the braking mechanism according to an embodiment of the present utility model;

[0026] Figure 5 This is a schematic diagram of the detection component according to an embodiment of the present invention.

[0027] Explanation of reference numerals in the attached figures:

[0028] 1. Brake rail; 2. Locomotive rail; 3. Drive assembly; 4. Drive shaft; 5. Lead screw; 6. Connecting block; 61. First connecting block; 62. Second connecting block; 7. Linkage rod; 71. First linking rod; 72. Second linking rod; 8. Elastic assembly; 9. Brake arm; 10. Pressure sensor; 11. First limit switch; 12. Second limit switch; 13. Actuating block; 14. First actuating part; 15. Second actuating part; 16. Height detection component; 17. Spacing detection component; 18. Wheel sensor; 19. Environmental detection assembly; 20. Camera; 21. Control mechanism; 22. Wheel position detection component. Detailed Implementation

[0029] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0030] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0031] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0032] Furthermore, the technical features involved in the different embodiments of this utility model described below can be combined with each other as long as they do not conflict with each other.

[0033] The following is combined Figures 1 to 5 The following describes embodiments of the present invention.

[0034] According to an embodiment of this utility model, a parking anti-rollover device with a visual inspection function is provided, comprising: a braking mechanism, disposed in the anti-rollover area, including at least one set of braking modules and two braking rails 1, the two braking rails 1 being symmetrically disposed between two locomotive rails 2; the output ends of the braking modules are all drivenly connected to the two braking rails 1, for driving the two braking rails 1 to move closer to each other to maintain a preset distance from the vehicle's wheelset, or driving the two braking rails 1 to move away from each other to abut against the wheelset; a power mechanism, including a drive assembly 3 and a transmission shaft 4; the transmission shaft 4 is disposed along the length direction of the locomotive rail 2; the output end of the drive assembly 3 is connected to the transmission shaft 4, for driving the transmission shaft 4 to rotate; the transmission shaft 4 is drivenly connected to the braking modules, for driving the braking modules; and a monitoring mechanism, communicatively connected to the power mechanism, for detecting the vehicle's movement status.

[0035] It should be noted that the two brake rails 1 are symmetrically arranged on both sides of the drive shaft 4.

[0036] In this embodiment, when the vehicle stops in the anti-rollover zone, the monitoring mechanism detects the vehicle's movement status. If the vehicle stops, the monitoring mechanism sends feedback information to the power mechanism, and the drive component 3 drives the transmission shaft 4 to rotate, which in turn drives the braking module to work. This drives the two brake rails 1 to move away from each other and towards the vehicle's wheelset until they abut against the wheelset, thus achieving braking. At this time, the brake rails 1 are in the braking position to prevent the vehicle from rolling away. At the same time, the monitoring mechanism detects the vehicle's movement status in real time. If the vehicle rolls away again due to weight or other factors, the monitoring mechanism detects the vehicle's movement and sends a signal back to the power mechanism. The power mechanism then increases its output power, increases the force of the brake rails 1 on the wheelset, and thus increases the friction, thereby preventing the vehicle from rolling away. By monitoring the vehicle in real time, the rolling away phenomenon is prevented, reducing safety hazards. When the vehicle needs to move, the power module drives the transmission shaft 4 to rotate in the opposite direction, which in turn drives the braking module to move the brake rails 1 towards each other and maintain a preset distance from the brake rails 1, so that the brake rails 1 do not affect the normal driving of the vehicle. At this time, the brake rails 1 are in the released position.

[0037] Specifically, the drive assembly 3 includes a servo motor and a reducer. The output end of the servo motor is driven to the input end of the reducer, and the output end of the reducer is driven to the transmission shaft 4 to drive the transmission shaft 4 to rotate.

[0038] In one embodiment, such as Figure 1 , Figure 3 and Figure 4 As shown, the braking module includes a lead screw 5, a connecting block 6, a connecting rod 7, an elastic component 8, a brake arm 9, and a support seat. The lead screw 5 is sleeved on the transmission shaft 4, and the connecting block 6 is threaded onto the lead screw 5. The connecting rod 7, the elastic component 8, and the brake arm 9 are sequentially connected to both sides of the connecting block 6. One end of the connecting rod 7 is hinged to the connecting block 6, and the other end is hinged to one end of the elastic component 8. Each brake arm 9 is provided with a corresponding support seat, which is used to fix it to external equipment. The brake arm 9 is slidably connected to the support seat in the direction of approaching or moving away from the locomotive rail 2. The brake arm 9 is connected to the elastic component 8, and the brake rail 1 is set on the brake arm 9.

[0039] It should be noted that the two brake rails 1 are respectively installed on the two brake arms 9.

[0040] In this embodiment, the lead screw 5 is threadedly connected to the connecting block 6. When the drive shaft 4 rotates in the forward direction, it drives the lead screw 5 to rotate together. As a result, the connecting block 6 moves along the axial direction of the lead screw 5. When the connecting block 6 moves towards the elastic component 8, the connecting rod 7 pushes the elastic component 8 and the brake arm 9 towards the locomotive rail 2. As a result, the brake rail 1 moves towards the wheelset until it abuts the wheelset, thus achieving braking. When the drive shaft 4 rotates in the reverse direction, the connecting block 6 moves away from the elastic component 8. As a result, the connecting rod 7 pulls the elastic component 8 and the brake arm 9 away from the locomotive rail 2. As a result, the brake rail 1 moves away from the wheelset until it maintains a preset distance from the wheelset, thus avoiding affecting the movement of the vehicle.

[0041] In one embodiment, such as Figure 3 and Figure 4 As shown, the connecting block 6 includes a first connecting block 61 and a second connecting block 62, and the connecting rod 7 includes a first connecting rod 71 and a second connecting rod 72; the lead screw 5 is provided with a first thread structure and a second thread structure at intervals; the first connecting block 61 is threadedly engaged with the first thread structure, and the second connecting block 62 is threadedly engaged with the second thread structure, and the thread directions of the first thread structure and the second thread structure are opposite; one end of the first connecting rod 71 is hinged to the first connecting block 61, and the other end is hinged to the elastic component 8; one end of the second connecting rod 72 is hinged to the second connecting block 62, and the other end is hinged to the elastic component 8.

[0042] In this embodiment, by setting a first connecting block 61 and a second connecting block 62, in conjunction with a first connecting rod 71 and a second connecting rod 72, stability is improved. When the drive shaft 4 rotates in the forward direction, it drives the lead screw 5 to rotate together. Consequently, the first connecting block 61 and the second connecting block 62 move towards each other on the lead screw 5, causing the first connecting rod 71 and the second connecting rod 72 to push the elastic component 8 and the brake arm 9 towards the locomotive rail 2. Consequently, the brake rail 1 moves towards the wheelset until it abuts the wheelset, achieving braking. When the drive shaft 4 rotates in the reverse direction, the first connecting block 61 and the second connecting block 62... The two connecting blocks 62 move away from each other, causing the first link 71 and the second link 72 to pull the elastic component 8 and the brake arm 9 away from the locomotive rail 2. This causes the brake rail 1 to move away from the wheelset and maintain a preset distance from the wheelset, thus avoiding affecting the movement of the vehicle. Through the transmission via the elastic component 8, when the brake rail 1 abuts against the wheelset, the elastic component 8 is compressed. The elastic force of the elastic component 8 keeps the brake rail 1 in contact with the wheelset, generating frictional braking. This avoids direct rigid contact between the brake rail 1 and the wheelset, preventing wear and damage and improving service life.

[0043] Specifically, the elastic component 8 includes a fixed sleeve, a first transmission block, a second transmission block, and an elastic element. The fixed sleeve is used to fix it to an external device. The first transmission block, the second transmission block, and the elastic element are all slidably connected to the fixed sleeve along the axial direction. The elastic element is located between the first transmission block and the second transmission block, and both ends of the elastic element are connected to the first transmission block and the second transmission block, respectively. The end of the first transmission block away from the elastic element extends out of the fixed sleeve and is hinged to the connecting rod 7. The end of the second transmission block away from the elastic element extends out of the fixed sleeve and is connected to the brake arm 9.

[0044] Specifically, the elastic element is a spring.

[0045] In one embodiment, such as Figure 4 As shown, the elastic component 8 is connected to the brake arm 9 via the pressure sensor 10, and the pressure sensor 10 is communicatively connected to the power mechanism.

[0046] In this embodiment, a pressure sensor 10 is installed between the elastic component 8 and the brake arm 9 to measure the force state of the brake rail 1 in real time, ensuring that the thrust of the brake rail 1 acting on the wheelset meets the braking requirements. At the same time, the thrust of the brake rail 1 can be adjusted by adjusting the output torque of the drive shaft 4 according to the actual situation, thereby improving the adjustment accuracy, ensuring the braking effect, and preventing slippage.

[0047] In one embodiment, such as Figure 4 As shown, the braking module also includes a first limit switch 11, a second limit switch 12, and an actuating block 13; both the first limit switch 11 and the second limit switch 12 are communicatively connected to the power mechanism; the first limit switch 11 and the second limit switch 12 are respectively disposed on both sides of the drive shaft 4, and the first limit switch 11 and the second limit switch 12 are spaced apart along the length of the drive shaft 4; the actuating block 13 is connected to the connecting block 6; the actuating block 13 has a first actuating part 14 corresponding to the first limit switch 11, and the first limit switch 11 is located on the moving path of the first actuating part 14; the actuating block 13 has a second actuating part 15 corresponding to the second limit switch 12, and the second limit switch 12 is located on the moving path of the second actuating part 15; when the first actuating part 14 contacts the first limit switch 11, the two brake rails 1 maintain a preset distance from the wheelset of the vehicle; when the second actuating part 15 contacts the second limit switch 12, the two brake rails 1 abut against the wheelset of the vehicle.

[0048] In this embodiment, the braking state of the brake rail 1 is detected by setting a first limit switch 11 and a second limit switch 12, and the actuating block 13 moves with the connecting block 6; when the first actuating part 14 contacts the first limit switch 11, the two brake rails 1 maintain a preset distance from the vehicle's wheelset, that is, the brake rail 1 is in the release position; when the second actuating part 15 contacts the second limit switch 12, the two brake rails 1 abut against the vehicle's wheelset, that is, the brake rail 1 is in the braking position; thus improving the accuracy of control during the braking process.

[0049] Specifically, the first limit switch 11 is connected to a release light. When the first contact part 14 is in contact with the first limit switch 11, the release light illuminates; when the first contact part 14 is separated from the first limit switch 11, the release light goes out. The second limit switch 12 is connected to a brake light. When the second contact part 15 is in contact with the second limit switch 12, the brake light illuminates; when the second contact part 15 is separated from the second limit switch 12, the brake light goes out. This facilitates observation of whether the braking or release is complete.

[0050] In one embodiment, such as Figure 1 and Figure 5 As shown, the parking anti-rollover device with visual inspection function also includes a detection component, which includes a mounting base, a height detection element 16, and a spacing detection element 17. The two ends of the mounting base are respectively connected to two locomotive rails 2. A height detection element 16 is provided on the mounting base for each of the two brake rails 1 to detect the height of the brake rail 1 in real time. A spacing detection element 17 is provided on the mounting base for each of the two brake rails 1 to detect the spacing between the two brake rails 1 in real time. Both the height detection element 16 and the spacing detection element 17 are communicatively connected to the power mechanism.

[0051] In this embodiment, the height of the brake rail 1 and the spacing of the brake rail 1 are detected by the height detection component 16 and the spacing of the brake rail 1, respectively, so as to detect the status of the brake rail 1 in real time. Combined with the pressure sensor 10, it can detect whether the brake rail 1 is braked in place, thereby improving the control accuracy.

[0052] Specifically, both the height detection element 16 and the spacing detection element 17 can be displacement sensors.

[0053] In one embodiment, such as Figure 1 As shown, the monitoring mechanism includes a wheel sensor 18, which is installed on the locomotive rail 2 to detect the real-time speed of the vehicle.

[0054] In this embodiment, wheel sensors 18 are set to detect the real-time speed of the vehicle. Real-time monitoring can be performed when the vehicle stops and passes through the brake rail 1. If the vehicle speed changes, i.e. the vehicle moves, a feedback signal is sent to the power mechanism, which then adjusts the friction between the brake rail 1 and the wheelset to increase the friction, prevent the vehicle from slipping, and improve safety performance.

[0055] Specifically, wheel sensor 18 is an active magnet axle sensor.

[0056] In one embodiment, such as Figure 1 As shown, the monitoring mechanism also includes a weight detection component and a wheel position detection component 22; the weight detection component is set below the locomotive rail 2 or the anti-skid zone and is used to detect the weight of the vehicle; the wheel position detection component 22 is set on the locomotive rail 2 and is used to detect whether the wheelset of the vehicle has moved to the preset position.

[0057] In this embodiment, a weight detection device and a wheel position sensor are used in combination. When the vehicle enters the parking area and reaches the preset position, the wheel position detection device 22 detects that the vehicle has reached the preset position. At the same time, the weight detection device detects the weight of the vehicle. Based on the feedback information, it is determined that a vehicle has entered the parking area. Combined with the wheel sensor, it is determined whether the vehicle is in a stable state and the signal is fed back to the power mechanism. When the vehicle is in a stable state, the power mechanism drives the brake rail 1 to brake against the wheelset according to the preset braking force, which further improves the control accuracy.

[0058] In one embodiment, the wheel position detection element 22 is a photoelectric sensor or a proximity sensor.

[0059] In this embodiment, the wheel position detection component 22 adopts a photoelectric sensor or a proximity sensor, which can be set at a preset position on the locomotive rail 2. When the photoelectric sensor or the proximity sensor detects an object, it is determined that the vehicle has reached the preset position.

[0060] In one embodiment, such as Figure 1 As shown, the monitoring agency also includes an environmental monitoring component 19, which includes at least one of a temperature sensor, a humidity sensor, a wind speed sensor, a wind direction sensor, and an air quality sensor.

[0061] In this embodiment, by setting up an environmental detection component 19, temperature sensors, humidity sensors, wind speed sensors, wind direction sensors and air quality sensors are used to detect the surrounding environmental parameters in real time to determine the environmental status, so as to take corresponding protective measures or adjust the working parameters of the parking anti-rollover device under severe weather conditions (such as strong winds, heavy rain, etc.). For example, in rainy or windy weather, if the braking force of the brake rail 1 is insufficient when the vehicle is subjected to external forces, it is easy to slip. Therefore, it is necessary to increase the braking force, that is, increase the friction between the brake rail 1 and the wheelset to prevent slippage.

[0062] In one embodiment, such as Figure 2 As shown, the monitoring agency also includes multiple sets of cameras 20, which are arranged in the anti-rollover area to detect the vehicle's status and the vehicle's surrounding environment.

[0063] In this embodiment, by setting up a camera 20, the vehicle's status and surrounding environment can be observed in real time. Specifically, the camera 20 can be set between two locomotive rails 2 to observe the vehicle's status, or it can be set around the vehicle's parking area. Multiple cameras can be set up to avoid blind spots in monitoring, so as to observe the vehicle's surrounding environment, such as road conditions and pedestrian activities, and provide more comprehensive monitoring information to improve the accuracy and reliability of monitoring, so as to take timely measures in case of abnormal situations and further improve safety.

[0064] In one embodiment, such as Figure 1 As shown, the parking anti-rollover device with visual inspection function also includes a control mechanism 21, which is communicatively connected to both the monitoring mechanism and the power mechanism.

[0065] In this embodiment, by setting up a control mechanism 21, the monitoring information of the monitoring mechanism can be fed back to the control mechanism 21, and the control mechanism 21 can then control the information transmitted by the power mechanism to further improve the control effect.

[0066] Specifically, it also includes a current sensor and a voltage sensor, both of which are communicatively connected to the control mechanism 21 and the power mechanism. The current and voltage of the power mechanism are fed back to the control mechanism 21 through the current and voltage sensors, thereby adjusting the output torque of the power mechanism and thus adjusting the braking force of the brake rail 1.

[0067] Specifically, the control mechanism 21 includes a console and mobile devices, such as desktop computers, mobile phones, and tablets. These can be programmed to create a visual interface for easy operation, such as remote control via an app, or displaying collected information on a desktop computer, mobile phone, or tablet for enhanced control and convenience. For example, the camera 20 collects image data at a preset frequency; the acquisition frequency of the vehicle location monitoring camera 20 can be set to 1 to 5 frames per second, and can be adjusted according to actual needs. The collected image data is transmitted to the image processing unit in the control mechanism 21 via a communication line. The image processing unit uses image processing algorithms from related technologies to analyze and process the collected image data. The image processing algorithm mainly... The system should include functions such as image enhancement, target recognition, and motion detection. Image enhancement algorithms can improve image clarity and contrast, facilitating subsequent target recognition. Target recognition algorithms can automatically identify target objects such as vehicles and pedestrians in the image and mark their positions and outlines. Motion detection algorithms can detect the motion state of target objects, such as the starting, stopping, or moving of vehicles. Next, data storage and management can be performed. Processed image data and related monitoring information are stored on local storage devices or cloud servers. The storage devices should have sufficient capacity to retain monitoring data for a certain period of time. At the same time, a database management system is used to classify, index, and query the monitoring data, allowing users to easily retrieve historical monitoring data for viewing and analysis, thus improving the overall level of intelligence.

[0068] Specifically, the parking anti-roll device with visual inspection function also includes a fault warning mechanism. The fault warning mechanism is connected to the control mechanism 21. The fault warning mechanism includes at least one of a light warning device and a sound warning device. When the monitoring agency detects that the vehicle has moved or rolled away, or reports a fault, it can issue an alarm through the fault warning mechanism to prompt timely handling and maintenance, thereby improving safety.

[0069] The specific working principle of the parking anti-roll device with visual inspection function provided in this embodiment is as follows: When the vehicle stops in the anti-roll zone, the wheel position detector 22 detects that the vehicle has reached the preset position, and at the same time, the weight detector detects the weight of the vehicle. Based on the feedback information, it is determined that a vehicle has entered the parking area. Combined with the wheel sensor, it is determined whether the vehicle is in a stable state and the signal is fed back to the power mechanism. When the vehicle is in a stable state, the information is fed back to the control mechanism 21. The control mechanism 21 controls the drive component 3 to drive the transmission shaft 4 to rotate and output a preset torque based on the weight of the vehicle and the information fed back by the environmental detection component 19. This drives the two brake rails 1 to move away from each other, so that the brake rails 1 abut against the wheelset according to the preset braking force, i.e., in the braking position. At this time, the brake light is lit. At the same time, the adjustment is made according to the feedback from the pressure sensor 10, the height detector 16 and the spacing detector 17 to ensure that the braking force meets the requirements and prevents the vehicle from rolling away. After braking, the monitoring mechanism monitors the movement status of the vehicle and the surrounding environmental information in real time. If the vehicle is affected by weight If environmental changes cause the vehicle to slip again, the monitoring agency will send a signal to the control agency 21 if it detects vehicle movement or significant environmental changes. The control agency 21 will then activate the fault alarm mechanism to issue an alarm and increase the output power of the power mechanism to increase the force exerted by the brake rail 1 on the wheelset, thereby increasing friction and preventing the vehicle from slipping. By monitoring the vehicle in real time, slippage can be prevented, reducing safety hazards. When the vehicle needs to move, the power module drives the transmission shaft 4 to rotate in the opposite direction, which in turn drives the brake module to move the brake rail 1 closer to each other and maintain a preset distance from the brake rail 1, so that the brake rail 1 does not affect the normal driving of the vehicle. At this time, the brake rail 1 is in the release position, and the release light illuminates. The parking anti-slip device with visual inspection function provided in this embodiment monitors and provides feedback in real time through the monitoring agency, and uses the control agency 21 for intelligent control, remote monitoring, and processing, reducing labor costs, improving work efficiency, reducing safety risks, and improving reliability. It is convenient and fast. This addresses the safety hazard posed by existing anti-rollover parking devices where the brake rail 1 can easily loosen between the vehicle and the wheelset due to gravity or other factors.

[0070] Although embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A parking anti-roll device with visual inspection function, characterized in that, include: The braking mechanism, located in the anti-skid area, includes at least one set of braking modules and two brake rails (1), the two brake rails (1) being symmetrically arranged between two locomotive rails (2); the output ends of the braking modules are all driven to the two brake rails (1), used to drive the two brake rails (1) to move closer to each other to maintain a preset distance from the wheelset of the vehicle, or to drive the two brake rails (1) to move away from each other to abut against the wheelset; The power mechanism includes a drive assembly (3) and a transmission shaft (4); the transmission shaft (4) is arranged along the length direction of the locomotive rail (2); the output end of the drive assembly (3) is connected to the transmission shaft (4) for driving the transmission shaft (4) to rotate; the transmission shaft (4) is drivenly connected to the braking module for driving the braking module. The monitoring mechanism is communicatively connected to the power mechanism and is used to detect the movement status of the vehicle.

2. The parking anti-roll device with visual inspection function according to claim 1, characterized in that, The braking module includes a lead screw (5), a connecting block (6), a connecting rod (7), an elastic component (8), a brake arm (9), and a support seat; the lead screw (5) is sleeved on the transmission shaft (4), and the connecting block (6) is threaded onto the lead screw (5); the connecting rod (7), the elastic component (8), and the brake arm (9) are sequentially connected to both sides of the connecting block (6); one end of the connecting rod (7) is hinged to the connecting block (6), and the other end is hinged to one end of the elastic component (8); each brake arm (9) is provided with a corresponding support seat, which is used to fix it to an external device; the brake arm (9) is slidably connected to the support seat in a direction close to or away from the locomotive rail (2); the brake arm (9) is connected to the elastic component (8), and the brake rail (1) is provided on the brake arm (9).

3. The parking anti-roll device with visual inspection function according to claim 2, characterized in that, The connecting block (6) includes a first connecting block (61) and a second connecting block (62), and the connecting rod (7) includes a first connecting rod (71) and a second connecting rod (72); the lead screw (5) is provided with a first thread structure and a second thread structure at intervals; the first connecting block (61) is threadedly engaged with the first thread structure, and the second connecting block (62) is threadedly engaged with the second thread structure, and the thread directions of the first thread structure and the second thread structure are opposite; one end of the first connecting rod (71) is hinged to the first connecting block (61), and the other end is hinged to the elastic component (8); one end of the second connecting rod (72) is hinged to the second connecting block (62), and the other end is hinged to the elastic component (8); And / or, the elastic component (8) is connected to the brake arm (9) via a pressure sensor (10), which is communicatively connected to the power mechanism.

4. The parking anti-roll device with visual inspection function according to claim 2, characterized in that, The braking module also includes a first limit switch (11), a second limit switch (12), and an actuating block (13); the first limit switch (11) and the second limit switch (12) are both communicatively connected to the power mechanism; the first limit switch (11) and the second limit switch (12) are respectively disposed on both sides of the transmission shaft (4), and the first limit switch (11) and the second limit switch (12) are spaced apart along the length of the transmission shaft (4); the actuating block (13) is connected to the connecting block (6); the actuating block (13) is provided with a first limit switch (11) corresponding to the first limit switch (11). A trigger part (14) is provided on the first trigger part (14), and the first limit switch (11) is located on the movement path of the first trigger part (14); a second trigger part (15) is provided on the trigger block (13) corresponding to the second limit switch (12), and the second limit switch (12) is located on the movement path of the second trigger part (15); when the first trigger part (14) contacts the first limit switch (11), the two brake rails (1) maintain a preset distance from the wheelset of the vehicle; when the second trigger part (15) contacts the second limit switch (12), the two brake rails (1) abut against the wheelset of the vehicle.

5. The parking anti-roll device with visual inspection function according to claim 1, characterized in that, It also includes a detection component, which includes a mounting base, a height detection element (16), and a spacing detection element (17); the two ends of the mounting base are respectively connected to the two locomotive rails (2); a height detection element (16) is provided on the mounting base corresponding to each of the two brake rails (1) for real-time detection of the height of the brake rail (1); a spacing detection element (17) is provided on the mounting base corresponding to each of the two brake rails (1) for real-time detection of the spacing between the two brake rails (1); the height detection element (16) and the spacing detection element (17) are both communicatively connected to the power mechanism.

6. The parking anti-roll device with visual inspection function according to any one of claims 1 to 5, characterized in that, The monitoring mechanism includes a wheel sensor (18), which is mounted on the locomotive rail (2) to detect the real-time speed of the vehicle.

7. The parking anti-roll device with visual inspection function according to claim 6, characterized in that, The monitoring mechanism also includes a weight detection component and a wheel position detection component (22); the weight detection component is located below the locomotive rail (2) or the anti-skid zone and is used to detect the weight of the vehicle; the wheel position detection component (22) is located on the locomotive rail (2) and is used to detect whether the wheelset of the vehicle has moved to a preset position.

8. The parking anti-roll device with visual inspection function according to claim 7, characterized in that, The wheel position detection component (22) is a photoelectric sensor or a proximity sensor.

9. The parking anti-roll device with visual inspection function according to claim 6, characterized in that, The monitoring agency also includes an environmental detection component (19), which includes at least one of a temperature sensor, a humidity sensor, a wind speed sensor, a wind direction sensor, and an air quality sensor. And / or, the monitoring agency further includes multiple sets of cameras (20) arranged in the anti-rollover area for detecting the status of the vehicle and the surrounding environment of the vehicle.

10. The parking anti-roll device with visual inspection function according to any one of claims 1 to 5, characterized in that, It also includes a control mechanism (21), which is communicatively connected to both the monitoring mechanism and the power mechanism.

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