A motor-driven inside support type parking brake

Abstract

The utility model provides a kind of motor-driven inner support type parking anti-slip device, including two groups of brake rail, two groups the brake rail are located inside track, the end of two brake rail is provided with slope, brake assembly is arranged between two groups brake rail along its length direction array, the brake assembly is connected by ball cage coupling, the ball cage coupling one end is provided with power component, at least one brake assembly is provided with pressure sensor.The utility model has the advantages of adjustable braking force, interchangeable lifting type and flat push type key components, self-locking.

Description

Technical Field

[0001] This utility model relates to the field of safety protection equipment, and in particular to a motor-driven internal support type parking anti-roll device. Background Technology

[0002] With the continuous increase in railway transport volume and the continuous improvement of automation, internal support type anti-slip devices have gradually become the main anti-slip equipment in railway transportation. Based on the power generation method, internal support type anti-slip devices can be divided into electric, mechanical, pneumatic, and hydraulic types.

[0003] Existing internal support parking brakes are mostly hydraulic or mechanical. Hydraulic brakes, due to inherent limitations in the hydraulic system, inevitably experience leaks and blockages over time as hydraulic components age, leading to safety and environmental problems. Furthermore, hydraulic oil has poor environmental adaptability, requiring replacement with different types in summer and winter. While mechanical internal support parking brakes do not have these problems, they are uncontrollable and cannot control braking or release.

[0004] Existing electric internal support anti-slip devices mostly use electro-hydraulic actuators, which do not completely eliminate hydraulic components. They also have drawbacks such as non-adjustable braking force, non-adjustable clearance height, non-interchangeability of key components in lifting and flat-push types, lack of self-locking mechanism, risk of automatic switching, risk of wheel jump or even derailment when braking empty or light-loaded (empty train) railway vehicles, non-synchronous or poor synchronization of the two-sided action mechanisms, lack of manual unlocking device or complex structure of hand-cranked unlocking device with high efficiency and failure rate, or the need to drill holes in the railway rails, making it impossible to simultaneously meet the installation requirements of 43, 50, and 60 type rails. Summary of the Invention

[0005] To address the problems existing in the background art, this utility model proposes a motor-driven internal support type parking anti-roll device.

[0006] A motor-driven internal support type parking anti-roll device includes two sets of brake rails, the two sets of brake rails are located inside the track, and the ends of the two brake rails are provided with slopes. Braking components are arranged in an array along the length direction between the two sets of brake rails. The braking components are connected to each other by a ball cage coupling. A power component is provided at one end of the ball cage coupling. At least one of the braking components is provided with a pressure sensor.

[0007] Based on the above, the braking assembly includes a supporting crossbeam, with positioning blocks fixedly installed at the top of both ends of the supporting crossbeam, and connecting arms provided above both ends of the supporting crossbeam. A sliding shaft is provided at the bottom of the opposite ends of the two connecting arms. A guide groove is provided through the positioning block, and the sliding shaft is slidably connected within the guide groove. An elastic arm is provided between the connecting arm and the ball cage coupling. A lug is welded to the top of the connecting arm, and an adjusting bolt is threaded to the side of the lug.

[0008] Based on the above, the guide groove is a straight groove.

[0009] Based on the above, the half of the guide groove near the center of the supporting beam is inclined, and the other half of the guide groove is horizontal.

[0010] Based on the above, the elastic arm includes a fixed seat fixedly installed at the end of the connecting arm. A spring pressure block is hinged to the end of the fixed seat away from the connecting arm. A butterfly spring is fixedly installed at the end of the spring pressure block away from the fixed seat. A spring stop block is fixedly installed at the end of the butterfly spring away from the spring pressure block. Two connecting rods are hinged to the end of the spring stop block away from the butterfly spring. A pressure sensor is fixedly installed between the connecting arm and the fixed seat.

[0011] Based on the above, the ball cage coupling includes a protective shell arrayed between two sets of brake rails. Each protective shell corresponds to a brake assembly. The protective shell is fixedly installed at the top center of the brake assembly. A positive and negative lead screw is rotatably connected through the protective shell. The positive and negative lead screws are parallel to the brake rails and are connected to each other via a connecting shaft. The left and right halves of the positive and negative lead screws have opposite thread directions. Two slide blocks are threadedly connected to the positive and negative lead screws. A guide rail is provided on the bottom wall of the protective shell. A limit block is slidably connected to the guide rail. The slide blocks are fixedly installed on the top of the limit blocks. The ends of the two connecting rods away from the spring stop are respectively hinged to the two slide blocks.

[0012] Based on the above, the power assembly includes a platform, a motor is fixedly installed on the top of the platform, a reducer is connected to the output end of the motor, a torque limiter is connected to the output end of the reducer, and a hand-cranked unlocking component is provided on the side of the motor away from the reducer.

[0013] This utility model has substantial features and progress compared with the prior art. Specifically, this utility model makes the braking force adjustable by setting a butterfly spring; it makes the key components of the lifting and pushing types interchangeable by selecting different shapes of guide grooves; and it achieves the self-locking function through the threaded connection between the slide and the positive and negative lead screws. It has the advantages of adjustable braking force, interchangeable key components of the lifting and pushing types, and self-locking. Attached Figure Description

[0014] Figure 1 This is a three-dimensional structural diagram of the present invention.

[0015] Figure 2 This is a three-dimensional structural diagram of the braking component of this utility model.

[0016] Figure 3 This is a top view of the braking assembly of this utility model.

[0017] Figure 4 This is a schematic diagram of the main structure of one form of the guide groove of this utility model.

[0018] Figure 5 This is a schematic diagram of the main structure of another form of the guide groove of this utility model.

[0019] Figure 6 This is a three-dimensional structural diagram of the elastic arm of this utility model.

[0020] Figure 7 This is a three-dimensional structural diagram of the elastic arm and pressure sensor of this utility model.

[0021] Figure 8 This is a three-dimensional structural diagram of the positive and negative lead screws and slide of this utility model.

[0022] Figure 9 This is a top view of the guide rail and limiting block of this utility model.

[0023] Figure 10 This is a three-dimensional structural diagram of the power component of this utility model.

[0024] Explanation of reference numerals in the attached drawings: 100, Brake rail; 200, Brake assembly; 300, Ball cage coupling; 400, Power assembly; 500, Pressure sensor; 101, Slope; 201, Support beam; 202, Positioning block; 203, Connecting arm; 204, Sliding shaft; 205, Guide groove; 206, Elastic arm; 207, Lug; 208, Adjusting bolt; 2061, Fixed seat; 2062, Spring pressure block; 2063, Butterfly spring; 2064, Spring stop; 2065, Connecting rod; 301, Protective shell; 302, Positive and negative lead screws; 303, Connecting shaft; 304, Slide seat; 305, Grease filling hole; 306, Guide rail; 307, Limiting block; 401, Pad; 402, Motor; 403, Reducer; 404, Torque limiter; 405, Hand-cranked unlocking component. Detailed Implementation

[0025] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0026] like Figures 1-10 As shown, a motor-driven, internally supported parking anti-rollover device includes two sets of brake rails 100 located inside the track. The brake rails 100 are machined from standard 50mm steel rails. Both brake rails 100 have a slope 101 at their ends. Braking components 200 are arranged in an array along the length of the two sets of brake rails 100. In this embodiment, there are four sets of braking components 200. The braking components 200 are connected by a ball-cage coupling 300. A power component 400 is provided at one end of the ball-cage coupling 300. At least one braking component 200 is equipped with a pressure sensor 500. In this embodiment, two braking components 200 are connected to the pressure sensor 500.

[0027] In use, the power assembly 400 includes a platform 401, on which a motor 402 is fixedly mounted. The motor 402 is an asynchronous three-phase motor or a servo motor. A reducer 403 is connected to the output end of the motor 402, and a torque limiter 404 is connected to the output end of the reducer 403. The torque limiter 404 is a ball-type torque limiter, which, compared to a friction plate type torque limiter, features higher output torque and longer lifespan. A hand-cranked unlocking component 405 is located on the side of the motor 402 away from the reducer 403. The hand-cranked unlocking component 405 includes a hand crank, a hand crank fixed bearing, a drive gear, a driven gear, and a chain.

[0028] The ball cage coupling 300 includes protective shells 301 arranged in an array between two sets of brake rails 100. Each protective shell 301 corresponds to a brake assembly 200. The protective shell 301 is fixedly installed at the top center of the brake assembly 200. A positive and negative lead screw 302 is rotatably connected through the protective shell 301. The positive and negative lead screws 302 are parallel to the brake rails 100 and are connected to each other via connecting shafts 303. The leftmost connecting shaft 303 is connected to the output end of a torque limiter 404. This allows multiple positive and negative lead screws 302 to rotate synchronously. The left and right halves of the positive and negative lead screws 302 have opposite thread directions. Two slides 304 are threadedly connected to the positive and negative lead screws 302, and each slide 304 has a grease filling hole 305 on its top. A guide rail 306 is provided on the bottom wall of the protective shell 301. A limit block 307 is slidably connected on the guide rail 306. A slide block 304 is fixedly installed on the top of the limit block 307. Through the guiding effect of the guide rail 306 on the limit block 307, when the positive and negative screws 302 rotate, the two slide blocks 304 move towards each other or away from each other.

[0029] Specifically, the braking assembly 200 includes a supporting crossbeam 201. Positioning blocks 202 are fixedly installed at the top of both ends of the supporting crossbeam 201. Connecting arms 203 are provided above both ends of the supporting crossbeam 201. Sliding shafts 204 are provided at the bottom of the opposite ends of the two connecting arms 203. Guide grooves 205 are provided through the positioning blocks 202, and the sliding shafts 204 are slidably connected within the guide grooves 205. An elastic arm 206 is provided between the connecting arms 203 and the ball cage coupling 300. Lugs 207 are welded to the top of the connecting arms 203, and adjusting bolts 208 are threaded onto the sides of the lugs 207. The tops of the opposite ends of the two connecting arms 203 are connected to the brake rail 100 by bolts. The adjusting bolts 208 abut against the side of the brake rail 100. The length of the bolts 208 extending relative to the lugs 207 is adjusted to adapt to the installation dimensions of the brake rail 100.

[0030] In practice, the guide groove 205 is a straight groove. In this configuration, the elastic arm 206 can only extend and retract.

[0031] The guide groove 205 is inclined on one half near the center of the support beam 201, while the other half is horizontal. In this configuration, it can not only extend and retract but also rise and fall.

[0032] In reality, the elastic arm 206 includes a fixed base 2061 fixedly installed at the end of the connecting arm 203. A spring block 2062 is hinged to the end of the fixed base 2061 away from the connecting arm 203, allowing the spring block 2062 to deflect relative to the fixed base 2061 in the vertical plane. A butterfly spring 2063 is fixedly installed at the end of the spring block 2062 away from the fixed base 2061. A spring stop 2064 is fixedly installed at the end of the butterfly spring 2063 away from the spring block 2062. Two connecting rods 2065 are hinged to the end of the spring stop 2064 away from the butterfly spring 2063, allowing the connecting rods 2065 to deflect relative to the spring stop 2064 in the horizontal plane. A pressure sensor 500 is fixedly installed between the connecting arm 203 and the fixed base 2061. The ends of the two connecting rods 2065 away from the spring stop 2064 are respectively hinged to two slides 304. When the two slide blocks 304 approach each other, the connecting rod 2065 causes the spring stop block 2064 to move closer to the spring pressure block 2062, thereby compressing the disc spring 2063. The thrust is then transmitted to the connecting arm 203, and the sliding shaft 204 slides along the guide groove 205, thereby driving the brake rail 100 closer to the rail. When the anti-skid device is in the braking position, the wheels press against the brake rail 100, which compresses the pressure sensor 500 and the disc spring 2063 via the connecting arm 203. The disc spring 2063 measures the force applied to the train wheels by the anti-skid device. This measured force allows monitoring of changes in the braking force of the anti-skid device and also helps determine if a train wheelset is on the anti-skid device.

[0033] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A motor-driven, internally supported parking anti-roll device, characterized in that: It includes two sets of brake rails, both sets of brake rails are located inside the track, and both brake rails have a slope at their ends. Braking components are arranged in an array along the length of the two sets of brake rails. The braking components are connected to each other by a ball cage coupling. A power component is provided at one end of the ball cage coupling. At least one of the braking components is provided with a pressure sensor.

2. The motor-driven internal support type anti-rollover device according to claim 1, characterized in that: The braking assembly includes a support beam, with positioning blocks fixedly installed at the top of both ends of the support beam. Connecting arms are provided above both ends of the support beam, and sliding shafts are provided at the bottom of the opposite ends of the two connecting arms. A guide groove is provided through the positioning block, and the sliding shaft is slidably connected in the guide groove. An elastic arm is provided between the connecting arm and the ball cage coupling. A lug is welded to the top of the connecting arm, and an adjusting bolt is threaded to the side of the lug.

3. The motor-driven internal support type anti-rollover device according to claim 2, characterized in that: The guide groove is a straight groove.

4. The motor-driven internal support type anti-rollover device according to claim 2, characterized in that: The guide groove is inclined on one half near the center of the supporting beam, while the other half is horizontal.

5. The motor-driven internal support type anti-rollover device according to claim 2, characterized in that: The elastic arm includes a fixed base fixedly installed at the end of the connecting arm. A spring pressure block is hinged to the end of the fixed base away from the connecting arm. A butterfly spring is fixedly installed at the end of the spring pressure block away from the fixed base. A spring stop block is fixedly installed at the end of the butterfly spring away from the spring pressure block. Two connecting rods are hinged to the end of the spring stop block away from the butterfly spring. A pressure sensor is fixedly installed between the connecting arm and the fixed base.

6. The motor-driven internal support type anti-rollover device according to claim 5, characterized in that: The ball cage coupling includes protective shells arranged in an array between two sets of brake rails. Each protective shell corresponds to a brake assembly and is fixedly installed at the top center of the brake assembly. A positive and negative lead screw is rotatably connected through the protective shell. The positive and negative lead screws are parallel to the brake rails and are connected to each other via a connecting shaft. The left and right halves of the positive and negative lead screws have opposite thread directions. Two slide blocks are threadedly connected to the positive and negative lead screws. A guide rail is provided on the bottom wall of the protective shell, and a limit block is slidably connected to the guide rail. The slide blocks are fixedly installed on the top of the limit blocks. The ends of the two connecting rods away from the spring stop are respectively hinged to the two slide blocks.

7. The motor-driven internal support type anti-rollover device according to claim 1, characterized in that: The power assembly includes a platform, on which a motor is fixedly mounted. A speed reducer is connected to the output end of the motor, and a torque limiter is connected to the output end of the speed reducer. A hand-cranked unlocking mechanism is provided on the side of the motor away from the speed reducer.

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