A smart and controllable mechanical anti-rollover parking device

Abstract

This utility model discloses an intelligent and controllable mechanical anti-rollover parking device, including a brake rail. Multiple sets of parallel support arm assemblies are arranged between the brake rails. Each support arm assembly consists of a bottom beam assembly, a left support arm assembly, and a right support arm assembly. A drive assembly is located in the middle of the brake rails. The drive assembly connects the support arm assemblies through a longitudinal transmission device. Transverse support beams are arranged between the gaps of each support arm assembly, and longitudinal support beams are arranged along the outer side of the brake rails along the track direction. This intelligent and controllable mechanical anti-rollover parking device features a simplified structure, convenient maintenance, stable braking, and requires no frequent manual intervention, significantly improving safety and operational efficiency.

Description

Technical Field

[0001] This utility model relates to the field of railway vehicle anti-runaway technology, specifically to an intelligent and controllable mechanical anti-runaway parking device. Background Technology

[0002] With the development of railway transportation, the safety requirements for the rear vehicles in hump yards of marshalling yards are becoming increasingly stringent. Traditional anti-runaway measures, such as using wheel chocks, are no longer sufficient to meet the demands of modern railway transportation in terms of efficiency and automation. Therefore, developing an intelligent and controllable mechanical anti-runaway parking device that can achieve automated control, improve operational efficiency, and ensure safety has become an urgent need in the industry.

[0003] Existing anti-rollover parking devices have some shortcomings in practical applications. Traditional devices have complex structures and high maintenance costs. In particular, the lack of an effective synchronization mechanism between the brake rail and the support mechanism can easily lead to unstable braking effects, increasing the risk of train derailment and reducing the overall service life of the device. At the same time, these devices usually require frequent manual intervention for adjustment, which not only consumes a lot of manpower but may also cause safety hazards due to human error. Utility Model Content

[0004] The purpose of this invention is to provide an intelligent and controllable mechanical anti-rollover parking device to solve the problems mentioned in the background art, such as complex structure, high maintenance cost, unstable braking effect, and the need for frequent manual intervention in existing anti-rollover parking devices.

[0005] To achieve the above objectives, this utility model provides the following technical solution: an intelligent and controllable mechanical parking anti-roll device, including a brake rail, with multiple sets of parallel support arm assemblies arranged between the brake rails. Each set of support arm assemblies is composed of a bottom beam assembly, a left support arm assembly, and a right support arm assembly. A drive assembly is provided in the middle of the brake rails. The drive assembly connects each set of support arm assemblies through a longitudinal transmission device. Transverse support beams are arranged in the gaps between each set of support arm assemblies. Longitudinal support beams are arranged along the track direction on the outer side of the brake rail.

[0006] Preferably, the bottom beam assembly is located at the bottom of the support arm assembly, and its two ends are respectively fixed to the rails of the brake rail by rail clips. A lead screw assembly is provided in the middle above the bottom beam assembly, and a symmetrical lead screw runs through the lead screw assembly. The front and rear ends of the symmetrical lead screw are connected to the drive component in the longitudinal transmission device through spline flanges.

[0007] Preferably, both sides of the nut assembly are connected to support rods via connecting rod pins, and the outer ends of the support rods are respectively connected to the left support arm assembly and the right support arm assembly.

[0008] Preferably, a spring assembly is provided at the connection between the left support arm assembly and the support link, and the spring assembly is connected to the support link through a movable intermediate pin. One end of the spring assembly is fixed to the bottom beam assembly, and the other end is connected to the left support arm assembly.

[0009] Preferably, the left support arm assembly and the right support arm assembly are symmetrically arranged on the top of the bottom beam assembly, and the right support arm assembly is connected to the bottom beam assembly through multiple vertical lug pins.

[0010] Preferably, the drive assembly includes a drive box, in which a drive motor and a reducer are installed. The drive motor is connected to the reducer via a reducer flange. A manual unlocking guide tube is provided on one side of the drive box, and a limit switch assembly is provided on the other side.

[0011] Compared with existing technologies, the beneficial effects of this utility model are as follows: This intelligent and controllable mechanical anti-rollover parking device features a simplified structure, convenient maintenance, stable braking, and requires no frequent manual intervention, significantly improving safety and operational efficiency. Through the design of multiple support arm assemblies evenly distributed along the brake rail, combined with the synergistic effect of the bottom beam assembly, left support arm assembly, and right support arm assembly, the device achieves stable clamping of the train wheels. The drive assembly drives each support arm assembly to move synchronously through a longitudinal transmission device, ensuring the consistency and reliability of the entire system's operation. The rational arrangement of the transverse and longitudinal support beams enhances the overall structural rigidity and deformation resistance, extending the equipment's service life. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of the structure of an intelligent and controllable mechanical anti-rolling parking device according to the present invention;

[0013] Figure 2 This is a side view of the support arm assembly of an intelligent and controllable mechanical anti-rolling parking device according to the present invention.

[0014] Figure 3 This is a top view of the support arm assembly of an intelligent and controllable mechanical anti-rollover parking device according to this utility model.

[0015] In the diagram: 1. Brake rail; 2. Support arm assembly; 21. Bottom beam assembly; 22. Left support arm assembly; 23. Right support arm assembly; 24. Rail clamp; 25. Spring assembly; 26. Support link; 27. Lead screw assembly; 28. Symmetrical lead screw; 3. Drive assembly; 4. Longitudinal transmission device; 5. Transverse support beam; 6. Longitudinal support beam. Detailed Implementation

[0016] 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.

[0017] Please see Figures 1-3 This utility model provides a technical solution: an intelligent and controllable mechanical anti-rollover parking device, including a brake rail 1, with two parallel brake rails 1. Six sets of parallel support arm assemblies 2 are arranged between the brake rails 1. Each support arm assembly 2 consists of a bottom beam assembly 21, a left support arm assembly 22, and a right support arm assembly 23. A drive assembly 3 is located in the middle between the brake rails 1, and one drive assembly 3 is provided. The drive assembly 3 connects each set of support arm assemblies 2 via a longitudinal transmission device 4. Transverse support beams 5 are arranged between each set of support arm assemblies 2. Longitudinal support beams 6 are arranged along the track direction on the outer side of the brake rail 1. This structure provides a stable braking reference surface for the train wheels through the two brake rails 1. The six sets of support arm assemblies 2 are evenly distributed along the direction of the brake rails 1. The bottom beam assembly 21, left support arm assembly 22, and right support arm assembly 23 of each set of support arm assemblies 2 serve as the core support and actuator, capable of applying clamping force to the train to achieve… The anti-slip function utilizes a bottom beam assembly 21 as a supporting foundation, with the left support arm assembly 22 and right support arm assembly 23 operating stably. The drive assembly 3 transmits power synchronously to each support arm assembly 2 via a longitudinal transmission device 4, thereby driving all support arms to move synchronously. This achieves unified control and coordinated operation of the entire anti-slip device. Simultaneously, the transverse support beams 5 positioned between the support arm assemblies 2 effectively enhance the lateral stability of the overall structure, preventing deformation or displacement due to uneven stress. The longitudinal support beams 6 arranged outside the brake rail 1 further enhance the rigidity of the entire device along the track direction, preventing twisting or sinking during long-term use. This overall structure provides the device with excellent synchronization and integrity, solving problems such as unstable braking, structural deformation, frequent maintenance, and excessive manual intervention in existing parking anti-slip devices due to a lack of effective synchronization mechanisms. This significantly improves braking reliability and system lifespan, while reducing operation and maintenance costs and safety risks.

[0018] The bottom beam assembly 21 is located at the bottom of the support arm assembly 2. Both ends of the bottom beam assembly 21 are fixed to the brake rail 1 via rail clips 24. The rail clips 24 adopt a U-shaped slot structure and are equipped with locking bolt assemblies to adapt to different rail types and ensure a secure and reliable installation. A lead screw assembly 27 is located in the middle of the top of the bottom beam assembly 21. A symmetrical lead screw 28 passes through the lead screw assembly 27. The front and rear ends of the symmetrical lead screw 28 are connected to the drive component in the longitudinal transmission device 4 via spline flanges. This bottom beam assembly 21 serves as a support base, with the rail clips 24 stably fixing the bottom beam to the brake rail 1, ensuring the stability of the entire support arm assembly 2 during operation. The lead screw assembly 27 and the symmetrical lead screw 28 form a transmission pair, driving the left support arm assembly 22 and the right support arm assembly 23 to simultaneously unfold or retract under the drive of the longitudinal transmission device 4, thereby clamping or releasing the train wheels. The symmetrical lead screw 28 is connected to the drive component via spline flanges. This structure ensures smooth power transmission with a certain tolerance, avoids jamming caused by assembly deviations, and effectively improves the consistency of movement between the various support arm assemblies 2. Both sides of the lead screw assembly 27 are connected to support rods 26 via connecting pins, and the outer ends of the support rods 26 are connected to the left support arm assembly 22 and the right support arm assembly 23, respectively. When the lead screw assembly 27 moves along the track direction under the drive of the symmetrical lead screw 28, the support rods 26 connected by connecting pins on both sides move in tandem, converting the linear motion of the lead screw assembly 27 into the synchronous swinging motion of the left support arm assembly 22 and the right support arm assembly 23, thereby achieving the clamping or release of the train wheels. Through the transmission and coordination of the linkage mechanism, this structure ensures that the left support arm assembly 22 and the right support arm assembly 23 maintain coordination during the operation, improving the accuracy of braking response and operational stability, while simplifying the overall transmission structure and reducing the difficulty of installation and maintenance.

[0019] A spring assembly 25 is provided at the connection between the left support arm assembly 22 and the support link 26. The spring assembly 25 consists of multiple compression springs, and its preload can be set by adjusting the nut to adapt to different vehicle models and clamping requirements. The spring assembly 25 is connected to the support link 26 via a movable intermediate pin. One end of the spring assembly 25 is fixed to the bottom beam assembly 21, and the other end is connected to the left support arm assembly 22. This structure allows the spring assembly 25 to provide necessary elastic cushioning when the left support arm assembly 22 is subjected to clamping or releasing actions, effectively absorbing and mitigating the vibration and impact generated during operation, thereby reducing mechanical wear between components, increasing the stability and service life of the device, and also giving the system a certain degree of flexible adjustment capability. This design ensures that the clamping force can be automatically adjusted according to the actual contact situation when clamping the train wheels, avoiding potential risks caused by excessive rigid contact and improving the overall safety and reliability of the system. The left support arm assembly 22 and the right support arm assembly 23 are symmetrically arranged on the top of the bottom beam assembly 21, and the right support arm assembly 23 is connected to the bottom beam assembly 21 through multiple vertical lug pins. This structure forms a balanced force structure, ensuring that the clamping stroke and force are distributed evenly on both sides, effectively improving the stability and synchronization of the braking action. The right support arm assembly 23 is connected to the bottom beam assembly 21 through multiple vertical lug pins, which realizes flexible rotation of the fulcrum while enhancing the connection strength and motion reliability, making it less prone to displacement or jamming when subjected to clamping force or external impact.

[0020] The drive assembly 3 includes a drive housing containing a drive motor and a reducer. The drive motor is connected to the reducer via a reducer flange. A manual unlocking guide tube is located on one side of the drive housing, and a limit switch assembly is located on the other side. This drive assembly 3, through the cooperation of the drive motor and reducer inside the drive housing, converts electrical energy into low-speed, high-torque mechanical power. Stable transmission output is achieved via the reducer flange, providing continuous and precise power support for the entire anti-rollover parking device. The manual unlocking guide tube on one side of the drive housing allows for quick manual release in case of power failure or malfunction, ensuring the device remains functional in emergency situations. Relying on operability and safety, the limit switch assembly on the other side is used to monitor the movement position of the drive components in real time, accurately control the movement stroke of the support arm assembly 2, prevent overtravel damage and improve the system control accuracy. The drive motor is connected to the host computer through the control system to realize remote start and stop control and status feedback functions, which facilitates centralized monitoring and fault early warning. This not only realizes the automatic drive and precise control of the device, but also takes into account the emergency operation needs, effectively solving the problems of slow power system response, inaccurate control and lack of emergency handling means in traditional anti-slip equipment, and greatly improving the automation level, safety performance and maintenance convenience of the equipment.

[0021] Working Principle: When using this intelligent and controllable mechanical anti-rollover parking device, the drive motor in the drive assembly 3 is started first. The reducer outputs low-speed, high-torque power through the reducer flange, which is then transmitted to the symmetrical lead screws 28 in each support arm assembly 2 via the longitudinal transmission device 4. The symmetrical lead screws 28, connected by spline flanges, drive the lead screw nut assembly 27 to move linearly along the track direction. The lead screw nut assembly 27 drives the support connecting rods 26 on both sides through connecting rod pins. The outer ends of the support connecting rods 26 push the left support arm assembly 22 and the right support arm assembly 23 to extend outwards synchronously. The spring assembly 25 between the left support arm assembly 22 and the support connecting rod 26 undergoes elastic deformation with the movement of the support arm through the movable intermediate pin. When extended to… After positioning, the left support arm assembly 22 and the right support arm assembly 23 reach the positions on both sides of the train wheel, respectively, and complete the clamping action. When release is required, the drive motor runs in reverse, driving the symmetrical lead screw 28 to reverse, the lead screw nut assembly 27 moves in reverse, and drives the left and right support arms to retract synchronously through the support connecting rod 26. The spring assembly 25 restores its deformation, and finally the left and right support arms are released from the wheel, completing the release process. During the entire operation, the limit switch assembly monitors the position of the drive components in real time. The manual unlocking guide tube can achieve mechanical unlocking by manual operation in the power-off state. The transverse support beam 5 and the longitudinal support beam 6 maintain the overall structural stability, ensuring that each support arm assembly 2 remains synchronous and coordinated during operation, thereby completing a series of tasks.

[0022] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An intelligent controllable mechanical parking anti-slip device, comprising a brake rail (1), characterized in that: Multiple sets of parallel support arm assemblies (2) are arranged between the brake rails (1). Each set of support arm assemblies (2) is composed of a bottom beam assembly (21), a left support arm assembly (22), and a right support arm assembly (23). A drive assembly (3) is provided in the middle between the brake rails (1). The drive assembly (3) connects each set of support arm assemblies (2) through a longitudinal transmission device (4). A transverse support beam (5) is arranged in the gap between each set of support arm assemblies (2). A longitudinal support beam (6) is arranged on the outer side of the brake rail (1) along the track direction.

2. The intelligent controllable mechanical parking anti-slip device according to claim 1, characterized in that: The bottom beam assembly (21) is located at the bottom of the support arm assembly (2). Both ends of the bottom beam assembly (21) are fixed to the rails of the brake rail (1) by rail clips (24). A screw nut assembly (27) is provided in the middle above the bottom beam assembly (21). A symmetrical screw rod (28) runs through the screw nut assembly (27). The front and rear ends of the symmetrical screw rod (28) are connected to the drive component in the longitudinal transmission device (4) through spline flanges.

3. The intelligent controllable mechanical parking anti-slip device according to claim 2, characterized in that: Both sides of the nut assembly (27) are connected to support rods (26) via connecting rod pins, and the outer ends of the support rods (26) are connected to the left support arm assembly (22) and the right support arm assembly (23) respectively.

4. The intelligent controllable mechanical parking anti-slip device according to claim 3, characterized in that: A spring assembly (25) is provided at the connection between the left support arm assembly (22) and the support link (26), and the spring assembly (25) is connected to the support link (26) through a movable intermediate pin. One end of the spring assembly (25) is fixed on the bottom beam assembly (21), and the other end is connected to the left support arm assembly (22).

5. The intelligent controllable mechanical parking anti-slip device according to claim 2, characterized in that: The left support arm assembly (22) and the right support arm assembly (23) are symmetrically arranged on the top of the bottom beam assembly (21), and the right support arm assembly (23) is connected to the bottom beam assembly (21) through multiple vertical lug pins.

6. The intelligent controllable mechanical parking anti-slip device according to claim 1, characterized in that: The drive assembly (3) includes a drive box, in which a drive motor and a reducer are installed. The drive motor is connected to the reducer via a reducer flange. A manual unlocking guide tube is provided on one side of the drive box, and a limit switch assembly is provided on the other side.

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