CN215706361U

CN215706361U - Parking anti-slip device with torque limiting device

Info

Publication number: CN215706361U
Application number: CN202121960419.3U
Authority: CN
Inventors: 马俊; 王军军; 张禹; 梅俊峰; 李世光; 刘志光; 傅金海
Original assignee: Xi'an Anyuan Zhizao Dynamo Electric Equipment Co ltd
Current assignee: Xi'an Anyuan Zhizao Dynamo Electric Equipment Co ltd
Priority date: 2021-08-19
Filing date: 2021-08-19
Publication date: 2022-02-01
Anticipated expiration: 2031-08-19

Abstract

The utility model relates to the technical field of parking anti-slip of railway vehicles, in particular to a parking anti-slip device with a torque limiting device, which comprises a braking module and a power device, wherein the braking module comprises a braking rail and a braking assembly; the power device comprises a transmission shaft and a driving component, the transmission shaft is connected with the brake assembly, and the driving component comprises a moment limiter; the torque limiter comprises a main body, a driven body and a pressing device, one end of the pressing device is connected with a transmission shaft, the pressing device comprises a belleville spring and a guide pressing plate, the belleville spring is arranged between the guide pressing plate and the driven body, a detachable first friction plate is arranged between the main body and the driven body, and a detachable second friction plate is arranged between the driven body and the belleville spring. When the torque limiter is damaged, basically the first friction plate and the second friction plate are seriously abraded, the torque limiter is disassembled at the moment, the first friction plate and the second friction plate are taken down for replacement, the whole torque limiter does not need to be replaced, and the replacement cost is low.

Description

Parking anti-slip device with torque limiting device

Technical Field

The utility model relates to the technical field of parking anti-slip of railway vehicles, in particular to a parking anti-slip device with a torque limiting device.

Background

In the parking anti-slip device adopting an electric drive mechanical transmission mode, a motor is controlled to rotate by a microswitch after being driven in place; if the micro switch is in failure or the mechanical device is stuck with stones, the motor cannot be controlled to rotate, the mechanical device rotates in place, and the motor rotates, so that the motor current is gradually increased, the motor is heated to burn the motor, and meanwhile, the mechanical device is damaged.

In the existing railway parking anti-slip device, a friction clutch is generally adopted to solve the problems. The friction clutch is arranged at the output shaft end of the reduction gearbox, and when the mechanical device fails or is stuck and can not rotate continuously during the operation of the equipment, the driven end is in an overload state and stops moving. When the torque of the driven end is larger than the set torque of the friction clutch, the torque and the inertia force from the speed reducer enable the driven end and the driving end to generate relative motion, and the machine part is prevented from being damaged or the motor is prevented from being burnt out.

However, as the wheel sets of the railway vehicles are worn differently in inner diameter and the number of heavy-duty vehicles is increased, the heavier the vehicles is, the larger the inertia is, the larger the generated braking torque is, the wear of the friction clutch used on the vehicles is faster, and when the friction clutch is damaged, the whole set of the friction clutch needs to be replaced, so that the cost is higher.

SUMMERY OF THE UTILITY MODEL

The present invention is directed to a parking brake with a torque limiter device to solve the above-mentioned problems of the background art.

In order to achieve the purpose, the technical scheme adopted by the utility model is to provide a parking anti-slip device with a torque limiting device, which comprises a braking module and a power device, wherein the braking module comprises a braking rail which is abutted against a train wheel pair and a braking assembly which drives the braking rail to reach a braking position; the power device comprises a transmission shaft connected with a plurality of brake modules and a driving component for driving the transmission shaft to rotate, the driving component is positioned at one end of each brake module, the transmission shaft is connected with all the brake assemblies and is suitable for driving the brake assemblies, and the driving component comprises a torque limiter connected with the transmission shaft; the torque limiter comprises a main body, a driven body and a pressing device which are sequentially connected, one end of the pressing device is connected with the transmission shaft, the pressing device comprises a belleville spring and a guide pressing plate, the belleville spring is arranged between the guide pressing plate and the driven body, a detachable first friction plate is arranged between a friction surface of the main body and a friction surface of the driven body, and a detachable second friction plate is arranged between the driven body and the belleville spring.

Further, a gasket is arranged between the second friction plate and the belleville spring.

Furthermore, the guide pressure plate comprises a mounting ring and a guide boss which are connected, and the second friction plate, the gasket and the belleville spring are all sleeved on the guide boss.

Furthermore, one end of the main body, which is close to the driven body, is provided with an installation boss, and the first friction plate is sleeved on the installation boss.

Furthermore, the driving assembly further comprises a power part and a reduction gearbox, the power part, the reduction gearbox and the torque limiter are sequentially connected, the torque limiter is arranged at the output shaft end of the reduction gearbox, and a ball cage structure for mounting the transmission shaft is arranged at one end, far away from the reduction gearbox, of the torque limiter.

Further, the braking assembly is including the lead screw, connecting block, push rod, drive assembly, support arm and the lift locating rack that connect gradually, lead screw fixed connection in the transmission shaft, the connecting block cover is located just rotate on the lead screw connect in the lead screw, push rod one end articulate in the connecting block, the other end is connected drive assembly, be equipped with the lift hole of sliding on the lift locating rack, support arm one end articulate in drive assembly, the other end through the roller bearing sliding connection who sets up in the lift hole of sliding, the braking rail is located on the support arm.

Furthermore, the bottom of the brake assembly is provided with a bottom beam for supporting, the bottom beam is provided with a connecting hook plate for installing a stock rail, and an insulating layer is arranged between the bottom beam and the connecting hook plate.

Further, the transmission assembly comprises a fixed sleeve, a first buffering disc spring, a second buffering disc spring and a spring shaft connected with the first buffering disc spring and the second buffering disc spring, the first buffering disc spring and the second buffering disc spring are both arranged inside the fixed sleeve, and the first buffering disc spring and the second buffering disc spring can slide along the axial direction of the fixed sleeve.

The utility model has the beneficial effects that:

1. the first friction plate and the second friction plate are used as abrasion consumption parts of the torque limiter, when the torque limiter is damaged, the first friction plate and the second friction plate are basically seriously abraded, the torque limiter is disassembled at the moment, the first friction plate and the second friction plate are taken down to be replaced, the whole torque limiter is not required to be replaced, the replacement cost is low, and the fund is saved.

2. The drive assembly drives the lead screw to rotate, the lead screw rotates to drive the connecting block to move, one end of the connecting block is hinged with a push rod, the moving of the connecting block drives the push rod to move, then the push rod is enabled to be abutted to the transmission assembly to enable the transmission assembly to move, the transmission assembly drives the supporting arm to lift on the lifting positioning frame after moving, and then the parking anti-slip device is enabled to be in a braking position or an relieving position.

3. Insulating layers such as insulating base plates or insulating sleeves are respectively added between the connecting hook plate and the bottom beam, so that the brake assembly and the stock rail are insulated, and the use of a track circuit can be met.

4. The drive assembly drives the lead screw to rotate, the lead screw rotates to drive the connecting block to move, one end of the connecting block is hinged with a push rod, the moving of the connecting block drives the push rod to move, then the push rod is enabled to be abutted to the transmission assembly to enable the transmission assembly to move, the transmission assembly drives the supporting arm to lift on the lifting positioning frame after moving, and then the parking anti-slip device is enabled to be in a braking position or an relieving position.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.

Fig. 1 is a schematic overall structure diagram of a parking anti-skid device provided by an embodiment of the utility model;

FIG. 2 is a front view of a drive assembly employed in a parking anti-skid provided in accordance with an embodiment of the present invention;

FIG. 3 is a top view of a drive assembly employed in a parking anti-skid provided in accordance with an embodiment of the present invention;

FIG. 4 is a schematic diagram illustrating an overall structure of a torque limiter employed in the parking anti-skid device according to an embodiment of the present invention;

FIG. 5 is a cross-sectional view of a brake assembly used with a parking anti-skid provided in accordance with an embodiment of the present invention;

FIG. 6 is a schematic illustration of a parking anti-skid device according to an embodiment of the present invention with a brake assembly in a braking position;

FIG. 7 is a schematic illustration of a brake assembly in a release position for use with a parking anti-skid provided in accordance with an embodiment of the present invention;

fig. 8 is a schematic overall structure diagram of a vehicle pressing indication device adopted by the parking anti-skid device according to the embodiment of the utility model;

FIG. 9 is a cross-sectional structural view taken along line A-A of FIG. 8;

FIG. 10 is a cross-sectional structural view taken along line B-B of FIG. 8;

fig. 11 is a schematic view of the overall structure of an adjusting mechanism used in the parking anti-skid device according to the embodiment of the present invention.

Description of reference numerals:

1. braking the rail; 2. a brake assembly; 21. a screw rod; 22. connecting blocks; 23. a push rod; 24. a transmission assembly; 241. fixing the sleeve; 2411. a first chute; 2412. a second chute; 242. a first buffer disc spring; 243. a second buffer disc spring; 244. a spring shaft; 25. a support arm; 26. a lifting positioning frame; 261. lifting sliding holes; 27. a bottom beam; 271. a support frame; 28. connecting the hook plate; 29. An insulating layer; 3. a drive shaft; 4. a drive assembly; 41. a motor; 42. a reduction gearbox; 43. a torque limiter; 431. a main body; 4311. mounting a boss; 4312. a connecting disc; 432. a driven body; 433. A pressing device; 4331. a belleville spring; 4332. a guide pressure plate; 43321. a mounting ring; 43322. a guide boss; 434. a first friction plate; 435. a second friction plate; 436. a gasket; 44. a ball cage structure; 441. an inner ball cage; 442. an outer ball cage; 443. a steel ball; 444. a step baffle; 45. a powered support beam; 5. a vehicle pressing indicating device; 51. a vehicle pressing sensor; 511. a sensing part; 512. a starting mechanism; 5121. a first shifting block; 5122. a first linkage section; 5123. a second shifting block; 5124. a clamping block; 513. an adjustment mechanism; 5131. adjusting the contact; 5132. bumping blocks; 5133. a second linkage section; 52. a housing; 6. a stock rail.

Detailed Description

The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it should be understood that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

In addition, the technical features involved in the different embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

Referring to fig. 1, the parking anti-skid device with the torque limiting device provided as an embodiment of the present invention includes a braking module and a power device, wherein the braking module includes a braking rail 1 abutting against a train wheel pair, and a braking assembly 2 driving the braking rail 1 to a braking position; the power device comprises a transmission shaft 3 connected with a plurality of brake modules and a driving component 4 driving the transmission shaft 3 to rotate, wherein the driving component 4 is positioned at one end of each brake module, the transmission shaft 3 is connected with all the brake assemblies 2 and is suitable for driving the brake assemblies 2, and the driving component 4 comprises a torque limiter 43 connected with the transmission shaft 3; the torque limiter 43 comprises a main body 431, a driven body 432 and a pressing device 433 which are sequentially connected, wherein one end of the pressing device 433 is connected with the transmission shaft 3, the pressing device 433 comprises a belleville spring 4331 and a guide pressing plate 4332, the belleville spring 4331 is arranged between the guide pressing plate 4332 and the driven body 432, a detachable first friction plate 434 is arranged between the friction surface of the main body 431 and the friction surface of the driven body 432, and a detachable second friction plate 435 is arranged between the driven body 432 and the belleville spring 4331.

Specifically, referring to fig. 4, the main body 431, the driven body 432 and the pressing device 433 are located on the same axial line, the pressing plate cooperates with the belleville spring 4331 to press the driven body 432 against the main body 431, and at this time, when the main body 431 rotates under the elastic force of the belleville spring 4331, the driven body 432 and the main body 431 slip under the static friction force, and the torque cannot be transmitted any more, thereby protecting the whole transmission mechanism. The pressing force can be adjusted by changing the compression amount of the belleville spring 4331 within a certain range, so that the magnitude of the transmitted torque can be adjusted. A shim 436 is provided between the second friction plate 435 and the belleville spring 4331 and the adjustment described above can be achieved by varying the thickness of the shim 436. In order to avoid friction between the rigid member and to balance the frictional force between the two faces of the driven member 432, a detachable first friction plate 434 is provided between the friction face of the main body 431 and the friction face of the driven member 432, and a detachable second friction plate 435 is provided between the driven member 432 and the belleville spring 4331. The first friction plate 434 and the second friction plate 435 are used as main wear consumption parts of the torque limiter 43, when the torque limiter 43 is damaged, the first friction plate 434 and the second friction plate 435 are basically seriously worn, at the moment, the torque limiter 43 is disassembled, the first friction plate 434 and the second friction plate 435 are taken down for replacement, the whole torque limiter 43 does not need to be replaced, the replacement cost is low, and the fund is saved.

The guide pressure plate 4332 comprises a mounting ring 43321 and a guide boss 43322 connected with each other, and the second friction plate 435, the gasket 436 and the belleville spring 4331 are all sleeved on the guide boss 43322. One end of the mounting ring 43321 fixes and mounts the mounting ring 43321 and the guide boss 43322 on the driven body 432 through the set screw. One end of the main body 431 close to the driven body 432 is provided with a mounting boss 4311, and the first friction plate 434 is sleeved on the mounting boss 4311. One end of the main body 431, which is far away from the driven body 432, is provided with a connecting disc 4312 for mounting a screw, and the connecting disc 4312 and the driven body 432 are fixed through the provided screw, so that the main body 431 and the driven body 432 are mounted.

Further, referring to fig. 2-3, the driving assembly 4 further includes a power component and a reduction gearbox 42, the power component, the reduction gearbox 42 and a torque limiter 43 are sequentially connected, the torque limiter 43 is disposed at an output shaft end of the reduction gearbox 42, and a ball cage structure 44 for mounting the transmission shaft 3 is disposed at an end of the torque limiter 43 away from the reduction gearbox 42. The bottom end of the driving assembly 4 is provided with a power supporting beam 45 for supporting the driving assembly, and the power part adopts a motor 41. The cage structure 44 includes an inner cage 441 and an outer cage 442, the outer cage 442 being disposed in a sleeve configuration, the inner cage 441 being disposed at an inner diameter of the outer cage 442, the inner cage 441 being rotatably connected to the outer cage 442 by an disposed steel ball 443. The inner cage 441 is stably mounted to the outer cage 442 by the provision of a stepped retainer 444. The cage structure 44 is attached to the body 431 by means of screws provided.

Referring to fig. 5-7, specifically, the bottom of the brake assembly 2 is provided with a bottom beam 27 for supporting, the bottom beam 27 is provided with a support frame 271, and the brake assembly 2 is located on the support frame 271. Brake assembly 2 is including the lead screw 21 that connects gradually, connecting block 22, push rod 23, transmission assembly 24, support arm 25 and lift locating rack 26, lead screw 21 fixed connection is in transmission shaft 3, connecting block 22 overlaps and locates on lead screw 21 and rotate and connect in lead screw 21, push rod 23 one end articulates in connecting block 22, transmission assembly 24 is connected to the other end, be equipped with lift slide hole 261 on the lift locating rack 26, support arm 25 one end articulates in transmission assembly 24, the other end is through the roller sliding connection who sets up in lift slide hole 261, brake rail 1 is located on support arm 25. The drive assembly 4 drives the lead screw 21 to rotate, the lead screw 21 rotates to drive the connecting block 22 to move, one end of the connecting block 22 is hinged with the push rod 23, the connecting block 22 moves to drive the push rod 23 to move so as to enable the push rod 23 to abut against the transmission assembly 24, the transmission assembly 24 moves, the transmission assembly 24 drives the supporting arm 25 to lift on the lifting positioning frame 26 after moving, and then the parking anti-slipping device is in a braking position or an relieving position. The braking position is a position when the parking anti-slip device brakes the vehicle wheel set, and the relieving position is a position when the parking anti-slip device does not brake the vehicle wheel set. When the parking is needed, the driving assembly 4 is started, the driving assembly 4 drives the transmission shaft 3 to rotate, the transmission shaft 3 rotates to drive the screw rod 21 to rotate so as to drive the connecting block 22 to move, the supporting arm 25 is lifted by pushing the push rod 23, and the parking anti-slip device reaches a braking position.

Referring to fig. 5-7, further, a bottom beam 27 has a hook plate 28 attached to the stock rail 6, and an insulating layer 29 is provided between the bottom beam 27 and the hook plate 28. Insulating layers 29 such as insulating base plates or insulating sleeves are respectively added between the connecting hook plate 28 and the bottom beam 27, so that the brake assembly 2 and the stock rail 6 are insulated, and the use of a track circuit can be met.

Further, the brake assembly 2 of the parking anti-slip device is provided with a travel switch box, a brake travel switch and a release travel switch are installed inside the parking anti-slip device, when the parking anti-slip device moves to a brake position or a release position, the corresponding switches are closed, and a signal is fed back to the control system to stop the motor 41.

Referring to fig. 5, further, the parking anti-skid device further comprises a pressing indication device 5 connected with the brake assembly 2, the pressing indication device 5 comprises a pressing sensor 51 for detecting the position of the transmission component 24, an indicator and a shell 52, and the transmission component 24 is suitable for abutting against the pressing sensor 51; the indicator is positioned outside the parking anti-slip device, and the vehicle pressing sensor 51 is connected with the indicator through a cable to transmit signals.

Referring to fig. 8-11, specifically, the car pressing sensor 51 is located in the housing 52, the car pressing sensor 51 is used for detecting the position change of the transmission assembly 24, the indicator is connected with the car pressing sensor 51 through a cable, the car pressing sensor 51 can transmit the detected position change of the transmission assembly 24 to the indicator in the form of an electric signal, the indicator is located outside the parking anti-skid device, a wireless voice transmission module is arranged in the indicator, and transmits the signal of the indicator to the crew through the interphone, so that the crew can know whether the anti-skid measure is in place, and the crew can know the train condition at the first time to conveniently make a next operation instruction. The transmission assembly 24 includes a fixing sleeve 241, a first buffering disc spring 242, a second buffering disc spring 243, and a spring shaft 244 connecting the first buffering disc spring 242 and the second buffering disc spring 243, wherein the first buffering disc spring 242 and the second buffering disc spring 243 are both disposed inside the fixing sleeve 241, and both the first buffering disc spring 242 and the second buffering disc spring 243 can slide along the axial direction of the fixing sleeve 241. The first damping disc spring 242 is located on the side of the brake rail 1. The vehicle pressing sensor 51 comprises a sensing part 511 and a starting mechanism 512 used for being abutted against the sensing part 511, when the parking anti-slide device is started to a braking position, and the train wheel set is abutted against the braking rail 1 of the anti-slide device, the train wheel set is abutted against the braking rail 1, the braking rail 1 pushes the first buffering disc spring 242, the spring shaft 244 and the second buffering disc spring 243, and further is abutted against the starting mechanism 512, the starting mechanism 512 is abutted against the sensing part 511, at the moment, the vehicle pressing sensor 51 sends an electric signal to reach an indicator, the indicator is processed after obtaining the signal, and whether the braking is in place or not is displayed on a computer operation interface.

Referring to fig. 8-11, further, the actuating mechanism 512 further includes a first shifting block 5121, the transmission assembly 24 can abut against the first shifting block 5121, and one side of the first shifting block 5121 is connected to the sensing portion 511.

Referring to fig. 8 to 11, specifically, one end of the first shifting block 5121, which is away from the transmission assembly 24, is hinged to a first linkage portion 5122, and one end of the first linkage portion 5122, which is away from the first shifting block 5121, is connected to the sensing portion 511. When the first shifting block 5121 slides, the first shifting block 5121 moves to drive the first linkage portion 5122 to move, and the first linkage portion 5122 moves to start the sensing portion 511, so that the car pressing sensor 51 sends an electric signal. The first linkage part 5122 is hinged to the first shifting block 5121, so that the first shifting block 5121 is prevented from directly impacting the sensing part 511, and the first linkage part 5122 is added to play a role in protecting the sensing part 511 to a certain extent. The fixed sleeve 241 is axially provided with a first sliding groove 2411, and the first shifting block 5121 is located in the first sliding groove 2411 and can slide along the direction of the first sliding groove 2411. One end of the first shifting block 5121 is located in the fixing sleeve 241 and can abut against the first buffer disc spring 242, and the other end of the first shifting block 5121 is located outside the fixing sleeve 241 and is hinged to a first linkage portion 5122. The two ends of the first shifting block 5121 are respectively provided with a clamping block 5124, and the position of the first shifting block 5121 is limited by the clamping block 5124, so that the first shifting block does not depart from the first sliding groove 2411 when sliding along the first sliding groove 2411.

Referring to fig. 8-11, further, the actuating mechanism 512 further includes a second shifting block 5123, the transmission assembly 24 can abut against the second shifting block 5123, and one side of the second shifting block 5123 is connected to the sensing portion 511.

Referring to fig. 8 to 11, specifically, the fixing sleeve 241 is provided with a second sliding groove 2412 along the axial direction, and the second shifting block 5123 is located in the second sliding groove 2412 and can slide along the direction of the first sliding groove 2411. One end of the second shifting block 5123 is located in the fixing sleeve 241 and can abut against the second buffer disc spring 243, the other end of the second shifting block 5123 is located outside the fixing sleeve 241 and is hinged with a second linkage portion 5133, and one end of the second linkage portion 5133, which is far away from the second shifting block 5123, is connected with the sensing portion 511. The two ends of the second shifting block 5123 are both provided with a clamping block 5124, and the position of the second shifting block 5123 is limited by the clamping block 5124, so that the second shifting block does not separate from the second sliding groove 2412 when sliding along the second sliding groove 2412. Since the train pressing indicating device 5 is installed outdoors and is greatly influenced by the external environment, mechanical abrasion of the first shifting block 5121 is easily caused, which may cause that the first shifting block 5121 cannot start the sensing portion 511, or the stop position of the train wheel set is deviated due to delay of starting. By adding the second shifting block 5123, and the second shifting block 5123 can be abutted against the second buffer disc spring 243, the starting mode of the sensing part 511 is increased, and the normal starting of the vehicle pressing sensor 51 is ensured.

Referring to fig. 11, an adjusting mechanism 513 for adjusting the sensitivity of the second dial block 5123 is further provided at one side of the sensing portion 511. The adjusting mechanism 513 includes an adjusting contact 5131, a collision block 5132 and a second linkage portion 5133, the adjusting contact 5131 is located below the sensing portion 511, the collision block 5132 is located on the second linkage portion 5133 and is attached to the adjusting contact 5131, and one end of the second linkage portion 5133 is hinged to the second shifting block 5123.

Referring to fig. 11, specifically, the second interlocking portion 5133 is formed with a waist-shaped hole, and a bolt is inserted into the waist-shaped hole to fix the collision block 5132. When the position of the striking block 5132 needs to be finely adjusted, the bolt is removed to adjust the position of the striking block 5132, and then the striking block 5132 is fixed by the bolt again, so that the striking block 5132 always wants to be attached to the adjusting contact 5131. By adjusting the arrangement of the contact 5131 and the bump 5132, the sensitivity of the second shifting block 5123 is enhanced, which is convenient for the better operation of the vehicle pressing sensor 51.

The embodiments of the present invention are preferred embodiments of the present invention, and the scope of the present invention is not limited by these embodiments, so: all equivalent changes made according to the structure, shape and principle of the utility model are covered by the protection scope of the utility model.

Claims

1. A parking anti-skid device with a torque limiting device, comprising:

the braking module comprises a braking rail (1) which is abutted against a train wheel pair and a braking assembly (2) which drives the braking rail (1) to reach a braking position;

the power device comprises a transmission shaft (3) connected with a plurality of brake modules and a driving component (4) for driving the transmission shaft (3) to rotate, wherein the driving component (4) is positioned at one end of each brake module, the transmission shaft (3) is connected with all the brake assemblies (2) and is suitable for driving the brake assemblies (2), and the driving component (4) comprises a torque limiter (43) connected with the transmission shaft (3);

the torque limiter (43) comprises a main body (431), a driven body (432) and a pressing device (433), wherein the main body (431), the driven body (432) and the pressing device (433) are sequentially connected, one end of the pressing device (433) is connected with the transmission shaft (3), the pressing device (433) comprises a belleville spring (4331) and a guide pressing plate (4332), the belleville spring (4331) is arranged between the guide pressing plate (4332) and the driven body (432), a detachable first friction plate (434) is arranged between a friction surface of the main body (431) and a friction surface of the driven body (432), and a detachable second friction plate (435) is arranged between the driven body (432) and the belleville spring (4331).

2. The parking anti-skid with torque limiting device according to claim 1, characterized in that a washer (436) is provided between said second friction plate (435) and said belleville spring (4331).

3. The parking antislip device with torque limiting device according to claim 2, characterized in that said guiding pressure plate (4332) comprises a connecting mounting ring (43321) and a guiding boss (43322), said second friction plate (435), said washer (436) and said belleville spring (4331) all fit over said guiding boss (43322).

4. The parking antislip device with torque limiting device according to claim 1, characterized in that an end of the main body (431) near the driven body (432) is provided with a mounting boss (4311), and the first friction plate (434) is sleeved on the mounting boss (4311).

5. The parking anti-slip device with the torque limiting device is characterized in that the driving assembly (4) further comprises a power part and a reduction gearbox (42), the power part, the reduction gearbox (42) and the torque limiter (43) are sequentially connected, the torque limiter (43) is arranged at the output shaft end of the reduction gearbox (42), and one end, away from the reduction gearbox (42), of the torque limiter (43) is provided with a ball cage structure (44) for mounting the transmission shaft (3).

6. Parking anti-skid with torque limiting device according to claim 1, the brake assembly (2) comprises a screw rod (21), a connecting block (22), a push rod (23), a transmission component (24), a supporting arm (25) and a lifting positioning frame (26) which are connected in sequence, the screw rod (21) is fixedly connected with the transmission shaft (3), the connecting block (22) is sleeved on the screw rod (21) and is rotationally connected with the screw rod (21), one end of the push rod (23) is hinged with the connecting block (22), the other end is connected with the transmission component (24), the lifting positioning frame (26) is provided with a lifting sliding hole (261), one end of the supporting arm (25) is hinged to the transmission assembly (24), the other end of the supporting arm is connected to the lifting sliding hole (261) in a sliding mode through a set rolling shaft, and the braking rail (1) is arranged on the supporting arm (25).

7. The parking brake with torque limiting device according to claim 6, characterized in that the bottom of the brake assembly (2) is provided with a bottom beam (27) for supporting, the bottom beam (27) is provided with a connecting hook plate (28) for mounting the stock rail (6), and an insulating layer (29) is arranged between the bottom beam (27) and the connecting hook plate (28).

8. The parking anti-skid device with the torque limiting device as recited in claim 7, wherein the transmission assembly (24) comprises a fixed sleeve (241), a first damping disc spring (242), a second damping disc spring (243) and a spring shaft (244) connecting the first damping disc spring (242) and the second damping disc spring (243), the first damping disc spring (242) and the second damping disc spring (243) are both arranged inside the fixed sleeve (241), and the first damping disc spring (242) and the second damping disc spring (243) are both slidable along the axial direction of the fixed sleeve (241).