A device for preventing a battery car from coasting in a shield construction

Abstract

The application discloses a shield construction battery car skid prevention device and relates to the technical field of city construction. The device comprises brake blocks located on the left and right sides of a track, two sets of transmission mechanisms located between the two brake blocks and the rear side of the battery car, and a mounting frame connected to the rear side of the battery car at one end and connected to the two transmission mechanisms at the other end. When the battery car skids and moves backward, pressure is applied to the mounting frame, and the pressure is transmitted to the brake blocks on the two sides of the track through the two sets of symmetrical structures of the transmission mechanisms. The transmission mechanism converts the linear movement of the battery car into the lateral clamping movement of the brake blocks, so that the brake blocks on the two sides move toward the center line of the track at the same time, thereby clamping the track to generate frictional resistance. When the battery car skids or the brake generates a backward force, the device can automatically trigger bidirectional braking, reduce the dependence on manual intervention, and effectively improve the safety of slope operation.

Description

Technical Field

[0001] This application relates to the field of urban construction technology, and in particular to a device for preventing electric vehicles from slipping during tunnel boring machine (TBM) construction. Background Technology

[0002] During tunnel boring machine (TBM) construction, battery-powered vehicles are crucial equipment for the horizontal transportation of excavated soil, tunnel segments, and other materials. Because they frequently travel through narrow tunnels and often need to start and stop on sloping work surfaces, runaway accidents caused by brake failure, operational errors, or slippery tracks occur frequently, seriously threatening the safety of on-site personnel and equipment.

[0003] Currently, the industry mostly uses traditional, simple devices such as wheel wedges and manual brakes, or relies on manual braking and monitoring by the driver. These methods have significant drawbacks: first, they are passive protections with delayed response and cannot intervene actively in real time; second, they rely on manpower, have poor reliability, and are prone to failure due to fatigue or negligence; third, their applicability is limited, and their anti-slip effect is insufficient under steep slopes or heavy loads. In particular, when electric vehicles stop on slopes, traditional devices struggle to achieve fast and reliable automatic braking, and lack an effective mechanism to convert the vehicle's backward slipping force into braking force. Furthermore, the installation structure of existing devices often affects normal track passage, and replacing worn braking components is inconvenient, affecting braking efficiency and the safety of slope operations. Utility Model Content

[0004] The main purpose of this application is to provide a device for preventing electric vehicles from slipping during tunnel boring machine (TBM) construction, which can improve the braking efficiency of electric vehicles and enhance the safety of slope operations.

[0005] To achieve the above objectives, this application provides a device for preventing electric vehicle slippage during tunnel boring machine (TBM) construction. The device is installed on the track of the electric vehicle and includes: brake blocks located on the left and right sides of the track; two sets of transmission mechanisms located between the two brake blocks and the rear of the electric vehicle, which convert the backward pressure of the electric vehicle brake into pressure that drives the two brake blocks to move closer together; and a mounting bracket connected at one end to the rear of the electric vehicle and at the other end to the two transmission mechanisms.

[0006] With the above technical solution, when the electric vehicle slips and moves backward, its rear side applies pressure to the mounting frame. This pressure is transmitted to the brake blocks on both sides of the track through two sets of symmetrical structures of the transmission mechanism. The transmission mechanism converts the linear backward movement into the lateral clamping movement of the brake blocks, causing the brake blocks on both sides to move towards the center line of the track at the same time, thereby clamping the track and generating frictional resistance. This can automatically trigger bidirectional braking when the electric vehicle slips or when the brake generates recoil. The backward pressure directly drives the brake blocks to clamp the track, reducing the reliance on manual intervention and effectively improving the safety of ramp operations.

[0007] Optionally, the transmission mechanism includes: a rotating wheel assembly located on the main mounting frame; a rearward transmission assembly rotatably connected to the rotating wheel assembly and the rear side of the electric vehicle, driving the rotating wheel assembly to rotate; a downward transmission assembly with its top end rotatably connected to the rotating wheel assembly; and a brake block transmission assembly located between the bottom ends of the brake block and the downward transmission assembly, wherein the two downward transmission assemblies drive the two brake blocks to move closer to each other through the two brake block transmission assemblies.

[0008] With the above technical solution, when the electric vehicle rolls away, its backward pressure drives the rotating wheel assembly to rotate through the backward transmission component. The rotating wheel assembly then drives the downward pressure transmission component to move downward. The bottom end of the downward pressure transmission component pushes the brake block transmission component, causing the brake blocks on both sides to generate opposing clamping forces on the track, thereby creating frictional resistance to stop the rollaway. The entire process achieves pressure transmission and motion conversion through mechanical linkage, without relying on external power or manual intervention. It can automatically trigger braking the moment the electric vehicle rolls away, eliminating the delay of manual response and improving braking efficiency.

[0009] Optionally, the mounting frame includes: a U-shaped support frame located on the upper side of the track and slidably connected to the track, with its left and right top sides connected to the wheel assembly; and an elastic support frame, one end of which is connected to the electric vehicle and the other end of which is connected to the inner bottom surface of the U-shaped support frame.

[0010] With the above technical solution, when the electric vehicle moves backward, the elastic support frame is compressed and deformed. The elastic deformation of the elastic support frame can absorb part of the impact energy, and at the same time, the remaining pressure is evenly transmitted to the wheel assembly on both sides of the top of the U-shaped support frame, thereby driving the brake block to move and improving the reliability of the anti-rollover action. The sliding connection design of the U-shaped support frame keeps it horizontal and stable when moving on the track, avoiding skew and jamming.

[0011] Optionally, the wheel assembly includes: a wheel disposed within the wheel mounting frame, axially arranged laterally along the track, and rotatably connected to the wheel mounting frame; and a wheel mounting frame located on the left and right top sides of the U-shaped support frame, having a rotating cavity for the wheel to rotate, and arc-shaped limiting through grooves on the left and right sides.

[0012] Through the above technical solution, when the electric vehicle moves backward, the backward pressure is transmitted to the wheel assembly through the transmission mechanism. The wheel rotates axially within the rotating cavity of the wheel mounting bracket, driving the downward transmission assembly to generate pressure perpendicular to the track direction. The arc-shaped limiting grooves on both sides of the wheel mounting bracket constrain the movement trajectory of the transmission rod, ensuring that the pressure transmission direction remains perpendicular to the transverse direction of the track. This structure converts the kinetic energy of the rolling motion of the wheel into the kinetic energy of the rolling motion, while using the guiding effect of the limiting grooves to maintain the stable operation of the transmission mechanism, enabling the brake blocks to quickly form a stable clamping force under complex working conditions, thus improving the reliability of the anti-rollover action.

[0013] Optionally, the rearward transmission assembly includes: a first transmission rod, which is arranged in an inclined direction parallel to the track; and a first rotating member, which is arranged at both ends of the first transmission rod, and the axial direction of the first rotating member is parallel to the axial direction of the wheel.

[0014] Through the above technical solution, when the electric vehicle slips, its backward pressure is transmitted to the first transmission rod through the vehicle body. The rod is displaced by the pushing force along the inclined direction of the track. The first rotating component forms a rotation fulcrum at both ends of the transmission rod, converting the longitudinal pressure into the rotational torque of the wheel assembly. After the wheel is driven to rotate, it drives the downward transmission assembly to move, and finally makes the brake blocks on both sides clamp the track synchronously. This mechanical linkage structure does not require external power and relies entirely on the reverse force generated when the vehicle slips to trigger braking, which solves the problems of slow response and low reliability of manual operation. The cooperation structure between the rotating component and the transmission rod effectively adapts to the complex working conditions in the tunnel and can quickly generate braking force when the electric vehicle suddenly slips, avoiding secondary accidents caused by operation delays or slippery tracks.

[0015] Optionally, the downward transmission assembly includes: a second transmission rod, which is arranged perpendicular to the inclined direction of the track; and a second transmission member, which is arranged at both ends of the second transmission rod, with the axial direction of the second transmission member parallel to the axial direction of the wheel.

[0016] Through the above technical solution, when the rotating wheel is driven to rotate by the pressure of the rear electric vehicle, the second transmission rod generates a displacement perpendicular to the track through the synchronous rotation of the second transmission components at both ends. This displacement is converted into a lateral clamping force through the brake block transmission assembly, causing the brake blocks on both sides to move closer together laterally along the track. The axial parallel arrangement of the second transmission components effectively avoids the generation of deflection torque during transmission, ensuring the linearity and stability of pressure transmission. It can accurately convert the rearward pressure of the electric vehicle into a symmetrical lateral clamping force on the track, effectively eliminating the risk of track deviation caused by unidirectional pressure in traditional devices. The vertically arranged transmission rod can adapt to changes in the inclination angle of tracks with different slopes, thereby maintaining stable braking performance under complex working conditions.

[0017] Optionally, the brake block transmission assembly includes: a housing connected to the U-shaped support frame and perpendicular to the inclined direction of the track; a first wedge block disposed within the housing and sliding reciprocally along the longitudinal direction of the housing, the top side of the first wedge block being connected to the second transmission rod; a second wedge block disposed within the housing and sliding reciprocally along the transverse direction of the track, the transverse vertical surface being connected to the brake block, the inclined surface of the second wedge block abutting against the inclined surface of the first wedge block; and an elastic element located between the brake block and the second wedge block.

[0018] Through the above technical solution, when the electric vehicle slips, the backward pressure drives the second transmission rod downward through the transmission mechanism. The second transmission rod drives the first wedge block to slide longitudinally along the outer shell, and its inclined surface pushes the second wedge block to move laterally along the track. The vertical surface of the second wedge block pushes the brake block to move towards the side wall of the track, so that the brake blocks on both sides form a clamping force. The elastic element accumulates elastic potential energy when the brake block is compressed. When the slipping pressure is released, it pushes the second wedge block to reset, causing the brake block to disengage from the track. This realizes the active triggering and automatic reset function of slipping braking, effectively solving the response lag problem caused by the reliance on manual operation in traditional devices. The transmission structure of the first and second wedge blocks can amplify the small longitudinal displacement into a lateral clamping force, improving braking sensitivity. The elastic element ensures that the brake block disengages from the track in time, avoiding frictional loss during normal operation, and significantly improving the reliability of the anti-slipping device.

[0019] The beneficial effects of this utility model are as follows: When the electric vehicle slips and moves backward, it applies pressure to the mounting frame. This pressure is transmitted to the brake blocks on both sides of the track through two sets of symmetrical structures of the transmission mechanism. The transmission mechanism converts the linear backward movement into the lateral clamping movement of the brake blocks, causing the brake blocks on both sides to move towards the center line of the track at the same time, thereby clamping the track and generating frictional resistance. It can automatically trigger bidirectional braking when the electric vehicle slips or when the brake generates recoil. It uses the backward pressure to directly drive the brake blocks to clamp the track, reducing the reliance on manual intervention and effectively improving the safety of ramp operations. Attached Figure Description

[0020] Figure 1 This is a schematic diagram illustrating the usage state of an embodiment of this application.

[0021] Figure 2 This is a schematic diagram of the overall structure of an embodiment of this application.

[0022] Figure 3 This is a schematic diagram of the mounting bracket in an embodiment of this application.

[0023] Figure 4 This is a cross-sectional view of the rotary wheel assembly according to an embodiment of this application.

[0024] Figure 5 yes Figure 4 A schematic diagram of the structure of part A.

[0025] Figure 6 This is a schematic diagram of the structure of the rotating wheel mounting bracket according to an embodiment of this application.

[0026] Figure 7 This is a cross-sectional view of the overall structure of an embodiment of this application.

[0027] Figure 8 yes Figure 7 A schematic diagram of the structure of part B.

[0028] In the diagram, 1. Electric scooter; 2. Track; 3. Brake block; 31. Slide rod; 4. Mounting bracket; 41. U-shaped support bracket; 411. Slider; 42. Elastic support bracket; 5. Rotary wheel assembly; 51. Rotary wheel; 511. Third rotating shaft; 52. Rotary wheel mounting bracket; 53. Arc-shaped limiting through groove; 531. Stop block; 532. First through groove; 533. Second through groove; 6. Rearward transmission assembly; 61. First transmission rod; 62. First transmission component; 621 621. First positioning seat; 622. First rotating shaft; 623. First sleeve wheel; 624. First positioning pin; 7. Downward transmission assembly; 71. Second transmission rod; 72. Second transmission component; 721. Second sleeve wheel; 722. Second positioning pin; 723. Second positioning seat; 724. Second rotating shaft; 8. Brake block transmission assembly; 81. Housing; 811. Support plate; 82. First wedge block; 83. Second wedge block; 84. Elastic element; 9. Sleeve. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0030] Example Reference Figures 1-8 This application discloses a device for preventing electric vehicle slippage during tunnel boring machine (TBM) construction. The device is installed on the track 2 of the electric vehicle 1 and includes brake blocks 3, a transmission mechanism, and a mounting bracket 4. The brake blocks 3 are located on the left and right sides of the track 2. The transmission mechanism consists of two sets, located between the two brake blocks 3 and the rear of the electric vehicle 1, respectively, converting the backward pressure of the electric vehicle 1's brakes into pressure that drives the two brake blocks 3 to move closer together. (Refer to...) Figure 2 and Figure 3One end of the mounting frame 4 is connected to the rear side of the electric vehicle 1, and the other end is connected to two transmission mechanisms. The mounting frame 4 includes a U-shaped support frame 41 and an elastic support frame 42. The U-shaped support frame 41 is located on the upper side of the track 2 and is slidably connected to the track 2. Its left and right top sides are connected to the transmission mechanism. Two sliders 411 are fixedly connected to the bottom of the U-shaped support frame 41. The two sliders 411 are slidably connected to the left and right sides of the track 2 respectively, so that it remains horizontal and stable when moving on the track 2. One end of the elastic support frame 42 is connected to the electric vehicle 1, and the other end is connected to the inner bottom surface of the U-shaped support frame 41. When the electric vehicle 1 moves backward, the elastic support frame 42 is compressed and deformed. The elastic deformation of the elastic support frame 42 can absorb part of the impact energy, and at the same time, it evenly transmits the remaining pressure to the rotating wheel assembly 5 on both sides of the top of the U-shaped support frame 41, thereby driving the brake block 3 to move, improving the reliability of the anti-slip action. The sliding connection design of the U-shaped support frame 41 keeps it horizontal and stable when moving on the track 2, avoiding skew and jamming.

[0031] Reference Figure 2 and Figure 4 The transmission mechanism includes a rotating wheel assembly 5, a backward transmission assembly 6, a downward transmission assembly 7, and a brake block transmission assembly 8. The rotating wheel assembly 5 is located on the main mounting frame 4, as shown in the reference. Figure 5 The rotating wheel assembly 5 includes a rotating wheel 51 and a rotating wheel mounting frame 52. The rotating wheel 51 is disposed inside the rotating wheel mounting frame 52. A third rotating shaft 511 is provided at both ends of the rotating wheel 51. The third rotating shaft 511 is arranged laterally along the track 2. The third rotating shaft 511 is rotatably connected to the rotating wheel mounting frame 52 through bearings. The rotating wheel mounting frame 52 is detachably connected to the left and right top sides of the U-shaped support frame 41 by locking bolts.

[0032] Reference Figure 6 The rotating cavity for rotating wheel 51 is provided in the rotating wheel mounting bracket 52. Arc-shaped limiting grooves 53 are provided on the two rotating wheel mounting brackets 52 on opposite sides. The arc-shaped limiting grooves 53 are opened in the horizontal direction and are half a circular arc. The two ends of the arc-shaped limiting grooves 53 are set in the vertical direction. A stop block 531 is provided in the middle of the arc-shaped limiting grooves 53. The stop block 531 divides the arc-shaped limiting grooves 53 into a first groove 532 and a second groove 533.

[0033] Reference Figure 2 and Figure 4The rearward transmission assembly 6 is rotatably connected to the wheel assembly 5 and the rear of the electric vehicle 1, driving the wheel assembly 5 to rotate. The rearward transmission assembly 6 includes a first transmission rod 61 and a first transmission member 62. The first transmission rod 61 is arranged parallel to the inclined direction of the track 2. The first transmission member 62 is arranged at both ends of the first transmission rod 61. The axial direction of the first transmission member 62 is parallel to the axial direction of the wheel 51. The first transmission member 62 includes a first positioning seat 621 and a first rotating shaft 622 arranged at the front end of the first transmission rod 61, and a first set of wheels 623 and a first positioning pin 624 arranged at the rear end of the first transmission rod 61. The first positioning seat 621 is detachably connected to the rear side of the electric vehicle 1 by locking bolts. One end of the first rotating shaft 622 passes through one side of the first positioning seat 621, the first transmission rod 61, and the other side of the first positioning seat 621 in a transverse direction. The first rotating shaft 622 and the first positioning seat 621 are rotatably connected by bearings. The rear end of the first transmission rod 61 is sleeved on the outer circumference of the first set wheel 623 and is rotatably connected to the first set wheel 623. The first positioning pin 624 passes through the first set wheel 623 and the first through groove 532 in a transverse direction and is fixedly connected to the rotating wheel 51. The first positioning pin 624 is rotatably connected to the first set wheel 623. When the electric vehicle 1 slips, its backward pressure is transmitted to the first transmission rod 61 through the vehicle body. The first transmission rod 61 is displaced by the pushing action along the inclined direction of the track 2. The two ends of the first transmission rod 61 form a rotation fulcrum, converting the longitudinal pressure into the rotational torque of the rotating wheel assembly 5.

[0034] Reference Figure 7 and Figure 8The top end of the downward transmission assembly 7 is rotatably connected to the rotating wheel assembly 5, and the bottom end is connected to the brake transmission assembly. The downward transmission assembly 7 includes a second transmission rod 71 and a second transmission component 72. The second transmission rod 71 is arranged perpendicular to the inclined direction of the track 2. The second transmission component 72 is arranged at the upper and lower ends of the second transmission rod 71. The axial direction of the second transmission component 72 is parallel to the axial direction of the rotating wheel 51. The second transmission component 72 includes a second bushing 721 and a second positioning pin 722 arranged at the top end of the second transmission rod 71, and a second positioning pin 722 arranged at the lower end of the second transmission rod 71. The second drive rod 71 is fitted around the outer circumference of the second wheel 721 and rotatably connected to it. A second positioning pin 722 passes laterally through the second wheel 721 and the second through groove 533 and is fixedly connected to the wheel 51. The second positioning pin 722 is rotatably connected to the second wheel 721. The second drive rod 724 passes laterally through one side of the second positioning seat 723, the second drive rod 71, and the other side of the second positioning seat 723. The second drive rod 724 is rotatably connected to the second positioning seat 723 via bearings. When the wheel 51 is driven to rotate by the displacement pressure of the rear electric vehicle 1, the second drive rod 71 generates a displacement perpendicular to the track 2 through the synchronous rotation of the second drive components 72 at both ends. This displacement is converted into a lateral clamping force through the brake block transmission assembly 8, causing the brake blocks 3 on both sides to move laterally and synchronously closer to each other along the track 2.

[0035] Reference Figure 2 and Figure 7 The brake block transmission assembly 8 is located between the bottom ends of the brake block 3 and the downward transmission assembly 7. The two downward transmission assemblies 7 drive the two brake blocks 3 to move closer to each other through the two brake block transmission assemblies 8. The brake block transmission assembly 8 includes a housing 81, a first wedge block 82, a second wedge block 83, and an elastic element 84. The two housings 81 are detachably connected to the left and right sides of the U-shaped support frame 41 by locking bolts. The housings 81 are set perpendicular to the inclined direction of the track 2. The first wedge block 82 is set inside the housing 81 and slides back and forth along the longitudinal direction of the housing 81. The top of the housing 81 has a through hole for the second positioning seat 723 to pass through. The top side of block 82 is detachably connected to the second positioning seat 723 by locking bolts; the second wedge block 83 is set inside the outer shell 81 and slides back and forth along the transverse direction of the track 2. A receiving plate 811 is provided inside the outer shell 81. The bottom side of the second wedge block 83 abuts against the receiving plate 811. A sleeve is fixedly connected to the side of the outer shell 81 near the track 2. A slide rod 31 is fixedly connected to the side of the brake block 3 away from the track 2. The slide rod 31 passes through the sleeve 9 and the outer shell 81 and abuts against the vertical surface of the second wedge block 83. The inclined surface of the second wedge block 83 abuts against the inclined surface of the first wedge block 82. An elastic element 84 is sleeved on the outer periphery of the slide rod 31.

[0036] In this embodiment, the elastic element 84 is a compression spring, with its two ends fixedly connected to the brake block 3 and the outer shell 81, respectively. When the electric vehicle 1 is in motion, the compression spring is in a free state. When the electric vehicle 1 slips, the backward pressure drives the second transmission rod 71 to press down through the first transmission rod 61. The second transmission rod 71 drives the first wedge block 82 to slide longitudinally along the outer shell 81, and its inclined surface pushes the second wedge block 83 to move laterally along the track 2. The vertical surface of the second wedge block 83 pushes the brake block 3 to move towards the side wall of the track 2, so that the brake blocks 3 on both sides form a clamping force. The elastic element 84 accumulates elastic potential energy when the brake block 3 is compressed. When the slippage pressure is released, it pushes the second wedge block 83 to reset, causing the brake block 3 to disengage from the track 2. This realizes the active triggering and automatic reset function of the slippage braking, effectively solving the response lag problem caused by the reliance on manual operation in traditional devices, and significantly improving the reliability of the anti-slippage device.

[0037] Finally, it should be noted that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the present invention. 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. A device for preventing electric vehicle slippage during shield tunneling, installed on the track (2) of the electric vehicle (1), characterized in that, include: Brake blocks (3) are located on the left and right sides of the track (2); The transmission mechanism is provided in two sets, which are located between the two brake blocks (3) and the rear side of the electric vehicle (1), respectively, and convert the backward pressure of the electric vehicle (1) brake into the pressure that drives the two brake blocks (3) to move closer to each other; The mounting bracket (4) is connected at one end to the rear of the electric vehicle (1) and at the other end to the two transmission mechanisms.

2. The shield tunneling device for preventing electric vehicle slippage according to claim 1, characterized in that, The transmission mechanism includes: The rotary wheel assembly (5) is located on the main mounting bracket (4); The rearward transmission assembly (6) is rotatably connected to the wheel assembly (5) and the rear side of the electric vehicle (1) respectively, driving the wheel assembly (5) to rotate; The top end of the pressure transmission assembly (7) is rotatably connected to the rotating wheel assembly (5); The brake block transmission assembly (8) is located between the bottom ends of the brake block (3) and the downward transmission assembly (7). The two downward transmission assemblies (7) drive the two brake blocks (3) to move closer to each other through the two brake block transmission assemblies (8).

3. A device for preventing electric vehicle slippage during tunnel boring machine construction according to claim 2, characterized in that, The mounting bracket (4) includes: The U-shaped support frame (41) is located on the upper side of the track (2) and is slidably connected to the track (2), and its left and right top sides are connected to the wheel assembly (5); The elastic support frame (42) is connected at one end to the electric vehicle (1) and at the other end to the inner bottom surface of the U-shaped support frame (41).

4. A device for preventing electric vehicle slippage during tunnel boring machine construction according to claim 3, characterized in that, The wheel assembly (5) includes a wheel (51) and a wheel mounting bracket (52); The rotating wheel (51) is disposed inside the rotating wheel mounting frame (52), and is axially arranged laterally along the track (2), and is rotatably connected to the rotating wheel mounting frame (52); The rotating wheel mounting bracket (52) is located on the left and right top sides of the U-shaped support frame (41), and has a rotating cavity for the rotating wheel (51) to rotate. Arc-shaped limiting through grooves (53) are provided on the left and right sides.

5. A device for preventing electric vehicle slippage during tunnel boring machine construction according to claim 2, characterized in that, The rearward transmission assembly (6) includes: The first transmission rod (61) is set in an inclined direction parallel to the track (2); The first rotating component is disposed at both ends of the first transmission rod (61), and the axial direction of the first rotating component is parallel to the axial direction of the rotating wheel (51).

6. A device for preventing electric vehicle slippage during tunnel boring machine construction according to claim 3, characterized in that, The downward pressure transmission assembly (7) includes: The second transmission rod (71) is set perpendicular to the inclined direction of the track (2); The second transmission component (72) is disposed at both ends of the second transmission rod (71), and the axial direction of the second transmission component (72) is parallel to the axial direction of the rotating wheel (51).

7. A device for preventing electric vehicle slippage during tunnel boring machine construction according to claim 6, characterized in that, The brake block transmission assembly (8) includes: The outer shell (81) is connected to the U-shaped support frame (41) and is perpendicular to the inclination direction of the track (2); The first wedge block (82) is disposed inside the housing (81) and slides back and forth along the longitudinal direction of the housing (81). The top side of the first wedge block (82) is connected to the second transmission rod (71). The second wedge block (83) is disposed inside the outer casing (81) and slides back and forth along the track (2) laterally. Its vertical surface is connected to the brake block (3), and the inclined surface of the second wedge block (83) abuts against the inclined surface of the first wedge block (82). The elastic element (84) is located between the brake block (3) and the second wedge block (83).

Images