Locomotive braking device and method and locomotive comprising locomotive braking device

Abstract

The embodiment of the invention provides a locomotive braking device and method and a locomotive comprising the locomotive braking device. The device comprises at least one braking unit, each braking unit comprises a first braking assembly, a second braking assembly and a driving part, and the first braking assemblies and the second braking assemblies are in transmission connection through connecting rods and located on the two sides of wheels of a vehicle frame; the first braking assembly comprises a first braking part, the second braking assembly comprises a second braking part, and the braking end of the first braking part is opposite to the braking end of the second braking part; the driving piece is connected with the first braking assembly, the driving piece can drive the first braking assembly to move through the shell hooking rod, the first braking assembly drives the second braking assembly to move through the connecting rod when moving, and the braking end of the first braking part and the braking end of the second braking part are controlled to be attached to the rim in the moving process. Therefore, the braking force on the locomotive can be improved.

Description

Technical Field

[0001] The present application relates to the field of rail transit technology, and in particular to a locomotive braking device, a method, and a locomotive including the locomotive braking device. Background Art

[0002] The locomotive needs to stop at a station and control the speed when going down a long slope. Therefore, a brake module needs to be installed on the locomotive to provide the required braking force.

[0003] In the related art, the brake module includes a drive assembly and a brake shoe provided for each wheel, and each brake shoe is used to generate braking force by contacting the wheel through the drive of the drive assembly.

[0004] However, the braking force of the above-mentioned brake module for unilaterally braking the wheel is insufficient, which may affect the driving safety of the locomotive. Summary of the invention

[0005] The embodiments of the present application provide a locomotive braking device, a method and a locomotive including the locomotive braking device, so as to achieve the effect of improving the braking force on the locomotive and thus improving the driving safety of the locomotive.

[0006] In a first aspect, an embodiment of the present application provides a locomotive braking device, comprising:

[0007] At least one brake unit, the brake unit is mounted on the frame, the brake unit comprises a first brake assembly, a second brake assembly, and a driving member, the first brake assembly and the second brake assembly are connected by a connecting rod, and the first brake assembly and the second brake assembly are located on both sides of the wheel of the frame;

[0008] The first brake assembly includes a first brake part, the second brake assembly includes a second brake part, and the brake end of the first brake part and the brake end of the second brake part face oppositely;

[0009] The driving member is connected to the first brake assembly.

[0010] In a possible implementation manner, the first end of the driving member is fixed to the frame, and the second end of the driving member is connected to the first brake assembly.

[0011] In a possible implementation, the first brake assembly includes a first rod member and a second rod member;

[0012] The upper end of the first rod member is connected to the second end of the driving member, and the lower end of the first rod member is connected to the connecting rod;

[0013] The upper end of the second rod member is hinged to the vehicle frame, and the lower end of the second rod member is penetrated and hinged to the first braking part at a first preset position of the first rod member.

[0014] In a possible implementation manner, the braking unit further includes a third rod member and a fourth rod member;

[0015] One end of the third rod member is hinged to one end of the fourth rod member; the second preset position of the third rod member is hinged to the vehicle frame;

[0016] The other end of the fourth rod member is hinged to the upper end of the first rod member, and the other end of the third rod member is hinged to the second end of the driving member.

[0017] In a possible implementation manner, the first rod member has a first blocking part;

[0018] The first braking part includes a first brake shoe part, a first pin and a first spring;

[0019] The first brake shoe part is hinged to the lower end of the second rod member through the first pin; the first brake shoe part has a second blocking part;

[0020] One end of the first spring abuts against the lower part of the first blocking part, the other end of the first spring abuts against the lower part of the second blocking part, and the first spring surrounds the first pin from the lower part of the first blocking part to the lower part of the second blocking part.

[0021] In a possible implementation manner, the second braking assembly includes a fifth rod member;

[0022] The upper end of the fifth rod member is hinged to the vehicle frame, the lower end of the fifth rod member is connected to the connecting rod, and the third preset position of the fifth rod member is hinged to the second braking part.

[0023] In a possible implementation manner, the fifth rod member has a third blocking part;

[0024] The second braking part includes a second brake shoe part, a second pin and a second spring;

[0025] The second brake shoe part is hinged to the third preset position through the second pin; the second brake shoe part has a fourth blocking part;

[0026] One end of the second spring abuts against the lower part of the third blocking part, the other end abuts against the lower part of the fourth blocking part, and the second spring surrounds the second pin from the lower part of the third blocking part to the lower part of the fourth blocking part.

[0027] In a possible implementation manner, the connecting rod includes a first connecting portion, a second connecting portion, and a third connecting portion;

[0028] One end of the first connecting portion is hinged to the first rod member, and the other end of the first connecting portion has a first thread;

[0029] One end of the second connecting portion is hinged to the fifth rod member, and the other end of the second connecting portion has a second thread;

[0030] The third connection portion has a third thread and a fourth thread, the third thread is connected to the first thread, and the fourth thread is connected to the second thread.

[0031] In a possible implementation, the locomotive braking device includes at least two braking units, and different braking units are connected via a synchronization component, and the synchronization component includes a first synchronization member and / or a second synchronization member;

[0032] The first synchronizer is connected to the first brake assembly in different brake units;

[0033] The second synchronizer is connected to a second brake assembly in a different brake unit.

[0034] In a second aspect, an embodiment of the present application provides a locomotive braking method, the method being performed by the above first aspect and / or various possible locomotive braking devices of the first aspect;

[0035] The locomotive brake device comprises: at least one brake unit, the brake unit is mounted on a vehicle frame, the brake unit comprises a first brake assembly, a second brake assembly, and a driving member, the first brake assembly and the second brake assembly are connected by a connecting rod; the first brake assembly and the second brake assembly are located on both sides of the wheel of the vehicle frame; the first brake assembly comprises a first brake part, and the second brake assembly comprises a second brake part; the brake end of the first brake part and the brake end of the second brake part face oppositely; the driving member is connected to the first brake assembly;

[0036] The method comprises: the driving member is used to control the first braking part in the first braking assembly to move in a direction away from the wheel when receiving compressed air;

[0037] The first brake assembly is used to control the second brake part in the second brake assembly to move toward the direction close to the wheel through the connecting rod when the first brake assembly moves toward the direction away from the wheel;

[0038] The driving member is further used for controlling the first braking part in the first braking assembly to move toward a direction approaching the wheel when the braking end of the second braking part abuts against the wheel.

[0039] In a possible implementation, the first braking assembly includes a first rod member and a second rod member; the braking unit further includes a third rod member and a fourth rod member;

[0040] When receiving compressed air, the driving member is configured to control a first braking portion in the first braking assembly to move away from the wheel, including:

[0041] When receiving compressed air, the driving member is configured to control the third rod member to rotate about the second preset position;

[0042] When rotating, the third rod member is configured to control the fourth rod member to move toward the wheel;

[0043] When moving, the fourth rod member is configured to control the first rod member and the second rod member to rotate about the upper end of the second rod member;

[0044] When rotating, the first rod member and the second rod member are configured to control the first braking portion to move away from the wheel.

[0045] In a possible implementation, when the braking end of the second braking portion abuts against the wheel, the driving member is further configured to control the first braking portion in the first braking assembly to move toward the wheel, including:

[0046] When the braking end of the second braking portion abuts against the wheel, the driving member is further configured to control the third rod member to rotate about the second preset position; when rotating, the third rod member is configured to control the fourth rod member to move toward the wheel;

[0047] When moving, the fourth rod member is configured to control the upper end of the first rod member to move toward the wheel;

[0048] When the upper end of the first rod member moves, the first rod member is configured to control the second rod member to rotate about the upper end of the second rod member and move toward the wheel;

[0049] When rotating, the second rod member is configured to control the first braking portion to move toward the wheel.

[0050] In a possible implementation, the first rod member has a first blocking portion; the first braking portion includes a first brake shoe portion, a first pin, and a first spring;

[0051] The method further includes: the first blocking portion is configured to apply a first pressure to the first spring;

[0052] The first spring is configured to lift upward around the first pin after receiving the first pressure from the first blocking portion, and apply a second pressure to the second blocking portion;

[0053] The second blocking portion is configured to control the first brake shoe portion to rotate about the first pin after receiving the second pressure.

[0054] In a possible implementation manner, the second braking assembly includes a fifth rod member; the fifth rod member has a third blocking portion; the second braking portion includes a second brake shoe portion, a second pin, and a second spring;

[0055] The method further includes: the third blocking portion is configured to apply a third pressure to the second spring;

[0056] The second spring is configured to lift upward around the second pin after receiving the third pressure from the third blocking portion, and apply a fourth pressure to the fourth blocking portion;

[0057] The fourth blocking portion is configured to control the second brake shoe portion to rotate about the second pin after receiving the fourth pressure.

[0058] In a possible implementation manner, the connecting rod includes a first connecting portion, a second connecting portion, and a third connecting portion; the first connecting portion has a first thread; the second connecting portion has a second thread; the third connecting portion has a third thread and a fourth thread;

[0059] The method further includes: adjusting the length between the first connecting portion and the third connecting portion through the first thread of the first connecting portion and the third thread of the third connecting portion;

[0060] Adjusting the length between the second connecting portion and the third connecting portion through the second thread of the second connecting portion and the fourth thread of the third connecting portion.

[0061] In a possible implementation manner, the locomotive braking device includes at least two braking units, and different braking units are connected by a synchronization assembly, and the synchronization assembly includes a first synchronizing member and / or a second synchronizing member;

[0062] The method further includes: when one of the braking units brakes the corresponding wheel, controlling the first braking assembly of the connected braking unit to perform a braking operation through the first synchronizing member, and / or controlling the second braking assembly of the connected braking unit to perform a braking operation through the second synchronizing member.

[0063] In a third aspect, an embodiment of the present application provides a locomotive, comprising: a frame and the above first aspect and / or various possible locomotive braking devices of the first aspect, wherein the locomotive braking device is installed on the frame.

[0064] The locomotive braking device provided in the embodiment of the present application is configured to include at least one braking unit, which is installed on a frame. The braking unit includes a first braking assembly, a second braking assembly, and a driving member. The first braking assembly and the second braking assembly are connected by a connecting rod, and the first braking assembly and the second braking assembly are located on both sides of the wheel of the frame; the first braking assembly includes a first braking part, and the second braking assembly includes a second braking part, and the braking end of the first braking part and the braking end of the second braking part are facing oppositely; the driving member is connected to the first braking assembly, so that the driving member can push out the hook rod through the compressed air received, and drive the first braking assembly to move through the hook rod. When the first braking assembly moves, it drives the second braking assembly to move through the connecting rod, and in the above-mentioned movement process, the braking end of the first braking part and the braking end of the second braking part are controlled to fit with the rim respectively, and the braking force is generated by friction to brake the wheel on both sides. Therefore, the braking force on the locomotive can be improved, thereby improving the driving safety of the locomotive.

[0065] The locomotive braking method provided by the embodiment of the present application is characterized in that the driving member is used to push the hook rod in the driving member to extend in a direction away from the wheel when receiving compressed air, and the hook rod drives the first braking part in the first brake assembly to move in a direction away from the wheel when extending; the first brake assembly is used to drive the second braking part in the second brake assembly to move in a direction close to the wheel through the connecting rod when the lower end of the first brake assembly moves in a direction away from the wheel, until the braking end of the second braking part is completely in contact with the rim of the wheel, and the braking force is generated by the friction between the braking end of the second braking part and the rim; the driving member is also used to cause the hook rod to continue to extend when the braking end of the second braking part abuts against the wheel, driving the first braking part in the first brake assembly to move in a direction close to the wheel, until the braking end of the first braking part is completely in contact with the rim of the wheel, and the braking force is generated by the friction between the braking end of the first braking part and the rim, so that the wheel can be braked on both sides, thereby improving the braking force on the locomotive, thereby improving the driving safety of the locomotive. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0067] Figure 1 A front view of the brake unit provided for this application;

[0068] Figure 2 Top view of the locomotive braking device provided by this application;

[0069] Figure 3 Oblique view of the locomotive braking device provided by this application;

[0070] Figure 4 Flow chart of a locomotive braking method provided by this application Figure 1 ;

[0071] Figure 5 Flow chart of a locomotive braking method provided by this application Figure 2 ;

[0072] Figure 6 Flow chart of a method for adjusting the attitude of a first braking part provided by this application;

[0073] Figure 7 Flow chart of a method for adjusting the attitude of a second braking part provided by this application;

[0074] Figure 8 Flow chart of a method for adjusting the gap between a first braking part and a second braking part provided by this application;

[0075] Figure 9 Flow chart of a locomotive braking method provided by this application Figure 3 。

[0076] Explanation of reference numerals:

[0077] 10 - Wheel;

[0078] 20 - Side plate of the frame;

[0079] 100 - First braking assembly; 101 - First braking part; 1011 - First brake shoe part; 10111 - Brake shoe carrier; 10112 - Brake shoe; 1012 - First pin; 1013 - First spring; 1014 - Second blocking part; 102 - First rod member; 1021 - First rod main body; 1022 - First blocking part; 10221 - First stop block; 10222 - First bolt; 103 - Second rod member; 1031 - Second rod main body; 1032 - Hanger; 104 - Third rod member; 1041 - Third rod main body; 1042 - Hanger; 1043 - Round pin; 105 - Fourth rod member;

[0080] 200 - Second braking assembly; 201 - Second braking part; 2011 - Second brake shoe part; 20111 - Brake shoe carrier; 20112 - Brake shoe; 2012 - Second pin; 2013 - Second spring; 2014 - Fourth blocking part; 202 - Fifth rod member; 2021 - Fifth rod main rod; 2022 - Suspension seat; 2023 - Third blocking part; 20231 - Second stop block; 20232 - Second bolt;

[0081] 300 - Driving member; 301 - Piston rod;

[0082] 400 - Connecting rod; 401 - First connecting part; 4011 - First connecting sub - part; 4012 - First connecting sub - part; 402 - Second connecting part; 4021 - Second connecting sub - part; 4022 - Second connecting sub - part; 403 - Third connecting part; 4031 - Third connecting main part; 4032 - Nut; 4033 - Nut; 4034 - Nut; 4035 - Nut;

[0083] 500 - First synchronizing member; 501 - First synchronizing main part; 502 - Suspension seat; 503 - Suspension seat;

[0084] 600 - Second synchronizing member; 601 - Second synchronizing main part; 602 - Suspension seat; 603 - Suspension seat.

[0085] Through the above - mentioned drawings, specific embodiments of the present application have been shown, and there will be more detailed descriptions hereinafter. These drawings and written descriptions are not intended to limit the scope of the concept of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. Detailed Description of the Embodiment

[0086] Here, the exemplary embodiments will be described in detail, and the examples are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0087] Locomotives that perform traction tasks in scenarios such as railways, metallurgy, petrochemicals, and ports need to make an emergency stop in case of an emergency, stop at stations, and control the vehicle speed when going down a long slope. Therefore, a braking module needs to be set on the locomotive to provide the required braking force.

[0088] In one example, the braking module includes a driving assembly provided for each wheel and a brake shoe. Each brake shoe is used to generate a braking force by being driven by the driving assembly and fitting with the wheel rim of the wheel.

[0089] However, the braking force of the above-mentioned brake module for unilaterally braking the wheel is insufficient, which may affect the driving safety of the locomotive.

[0090] The present application provides a locomotive braking device, a method and a locomotive including the locomotive braking device to solve the above-mentioned technical problems.

[0091] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0092] Figure 1 A front view of the brake unit provided for this application, such as Figure 1 As shown, the embodiment of the present application provides a locomotive brake device, which includes at least one brake unit, which is mounted on a vehicle frame, and includes a first brake assembly 100, a second brake assembly 200, and a driving member 300. The first brake assembly 100 and the second brake assembly 200 are connected by a connecting rod 400, and the first brake assembly 100 and the second brake assembly 200 are located on both sides of a wheel 10 of the vehicle frame;

[0093] The first brake assembly 100 includes a first brake portion 101, and the second brake assembly 200 includes a second brake portion 201, wherein a brake end of the first brake portion 101 and a brake end of the second brake portion 201 face oppositely;

[0094] The driving member 300 is connected to the first brake assembly 100 .

[0095] Exemplarily, a braking unit is used to brake the wheel corresponding to it; the frame may be a bogie of a locomotive; the driving member 300 may be a driving component such as a cylinder or a hydraulic cylinder, and the driving member 300 may include a piston and a hook rod connected to the piston, and the hook rod may be connected to the first brake assembly 100; the braking end may include a braking component for generating braking force, such as a brake shoe, or a friction plate.

[0096] In one example, the locomotive may also include a brake valve and an auxiliary air cylinder; the auxiliary air cylinder is used to store compressed air; the auxiliary air cylinder is connected to the driving member 300; the brake valve includes a brake position and an inflation position.

[0097] When the brake valve is in the braking position, the auxiliary air cylinder can deliver compressed air to the driving member 300. Through the compressed air, the driving member 300 pushes the piston rod connected to the piston to extend in a direction away from the wheel 10. When the piston rod extends, it drives the lower end of the first braking assembly 100 to move in a direction away from the wheel 10. When the lower end of the first braking assembly 100 moves, it drives the first braking portion 101 to move in a direction away from the wheel 10.

[0098] When the lower end of the first braking assembly 100 moves, it drives the lower end of the second braking assembly 200 to move in a direction close to the wheel 10 through the connecting rod 400. Further, the lower end of the second braking assembly 200 drives the second braking portion 201 to move in a direction close to the wheel 10 until the braking end of the second braking portion 201 is completely attached to the rim of the wheel 10, and braking force is generated through the frictional force between the braking end of the second braking portion 201 and the rim.

[0099] When the braking end of the second braking portion 201 is completely attached to the rim, it controls the second braking assembly 200 to be unable to move, drives the connecting rod 400 to be unable to move, and drives the lower end of the first braking assembly 100 to be unable to move.

[0100] At this time, the driving member 300 still pushes the piston rod to continue extending in a direction away from the wheel 10 through the compressed air. When the piston rod extends, it drives the upper end of the first braking assembly 100 to move in a direction close to the wheel 10. When the upper end of the first braking assembly 100 moves and the lower end of the first braking assembly 100 is unable to move, it drives the first braking portion 101 to move in a direction close to the wheel 10 until the braking end of the first braking portion 101 is completely attached to the rim of the wheel 10, and braking force is generated through the frictional force between the braking end of the first braking portion 101 and the rim.

[0101] When the brake valve is in the inflation position, the auxiliary air cylinder no longer delivers compressed air to the driving member 300, and the driving member 300 discharges the compressed air. When the piston rod retracts into the driving member 300, drives the first braking assembly 100 to reset and the first braking portion 100 to reset, it drives the second braking assembly 200 to reset through the connecting rod 400. Further, the braking ends of the first braking portion 101 and the second braking portion 201 leave the rim and no longer generate braking force.

[0102] The locomotive brake device provided in the embodiment of the present application is configured to include at least one brake unit, which is installed on a vehicle frame. The brake unit includes a first brake assembly 100, a second brake assembly 200, and a driving member 300. The first brake assembly 100 and the second brake assembly 200 are connected by a connecting rod 400. The first brake assembly 100 and the second brake assembly 200 are located on both sides of a wheel 10 of the vehicle frame. The first brake assembly 100 includes a first brake portion 101, and the second brake assembly 200 includes a second brake portion 201. The braking end of the first brake portion 101 and the second brake portion 201 are connected to each other. The braking ends of 201 are facing relative to each other; the driving member 300 is connected to the first brake assembly 100, so that the driving member 300 can push out the hook rod through the compressed air received, and drive the first brake assembly 100 to move through the hook rod. When the first brake assembly 100 moves, it drives the second brake assembly to move through the connecting rod 400, and in the above-mentioned movement process, the braking end of the first brake part 101 and the braking end of the second brake part 201 are controlled to fit with the rim respectively, and the braking force is generated by friction to brake the wheels on both sides. Therefore, the braking force on the locomotive can be improved, thereby improving the driving safety of the locomotive.

[0103] In some implementations of this embodiment, a first end of the driving member 300 is fixed to the vehicle frame, and a second end of the driving member 300 is connected to the first brake assembly 100 .

[0104] For example, Figure 2 A top view of the locomotive brake device provided for this application, such as Figure 2 As shown, the first end of the driving member 300 can be fixed to the side of the side plate 20 of the frame away from the wheel, and the second end of the driving member 300 can be the end where the hook rod 301 is located.

[0105] By fixing the first end of the driving member 300 to the side of the side plate 20 of the frame away from the wheel, the driving member 300 can be directly exposed to the atmospheric environment, which facilitates the driving member 300 to discharge air when the brake valve is in the inflation position and facilitates maintenance and inspection.

[0106] By connecting the second end of the driving member 300 to the first brake assembly 100 , the hook rod of the driving member 300 can drive the first brake assembly 100 to move.

[0107] In some implementations of the present embodiment, the first brake assembly 100 includes a first rod member 102 and a second rod member 103; the upper end of the first rod member 102 is connected to the second end of the driving member 300, and the lower end of the first rod member 102 is connected to the connecting rod 400; the upper end of the second rod member 103 is hinged to the frame, and the lower end of the second rod member 103 is hinged to the first brake part 101 at a first preset position of the first rod member 102.

[0108] In one example, the braking unit further includes a third rod member 104 and a fourth rod member 105; one end of the third rod member 104 is hinged to one end of the fourth rod member 105; the second preset position in the third rod member 104 is hinged to the vehicle frame; the other end of the fourth rod member 105 is hinged to the upper end of the first rod member 102, and the other end of the third rod member 104 is hinged to the second end of the driving member 300.

[0109] Exemplarily, as Figure 2 shown, the third rod member 104 may include a third rod main rod 1041, a suspension seat 1042, and a round pin 1043. One side of the suspension seat 1042 may be welded to the side plate 20 of the vehicle frame near the wheel. The second preset position in the third rod main rod 1041 may be hinged to the suspension seat 1042 through the round pin 1043. One end of the third rod main rod 1041 may be hinged to the crosshead rod 301 of the driving member 300. Thus, when the driving member 300 pushes the crosshead rod connected to the piston to extend away from the wheel through the compressed air, the third rod main rod 1041 rotates around the round pin 1042 as the rotation center.

[0110] Figure 3 Is an oblique view of the locomotive braking device provided by this application. As Figure 3 shown, the third rod main rod 1041 and the suspension seat 1042 can also be combined Figure 3 for understanding. The other end of the third rod main rod 1041 may be hinged to one end of the fourth rod member 105. Thus, when the third rod main rod 1041 rotates, it can drive the fourth rod member 105 to move towards the wheel.

[0111] The first rod member 102 may include a first rod main rod 1021. The other end of the fourth rod member 105 may be hinged to the upper end of the first rod main rod 1021. The second rod member 103 may include a second rod main rod 1031 and a suspension seat 1032. The suspension seat 1032 may be welded to the inner side of the side plate of the vehicle frame. The upper end of the second rod main rod 1031 may be hinged to the suspension seat 1032 through a round pin. The lower end of the second rod main rod 1031 may be penetrated and hinged to the first braking portion 101 at the first preset position of the first rod main rod 1021 through a round pin. Thus, when the fourth rod member 105 moves towards the wheel, it can drive the first rod main rod 1021 and the second rod main rod 1031 to rotate around the round pin corresponding to the suspension seat 1032.

[0112] By penetrating and hinging the lower end of the second rod main rod 1031 to the first braking portion 101 at the first preset position of the first rod main rod 1021 through a round pin, the first rod main rod 1021 and the second rod main rod 1031 can drive the first braking portion 101 to move away from the wheel when rotating.

[0113] By connecting the lower end of the first main rod 1021 to the connecting rod 400, when the first main rod 1021 rotates with the corresponding round pin of the suspension seat 1032 as the rotation center, it can drive the connecting rod 400 to move away from the wheel.

[0114] By connecting the connecting rod 400 to the second braking assembly 200, when the connecting rod 400 moves, it can drive the second braking assembly 200 to move towards the wheel until the braking end of the second braking part 201 is completely attached to the rim of the wheel, and braking force is generated by the frictional force between the braking end of the second braking part 201 and the rim.

[0115] When the braking end of the second braking part 201 is completely attached to the rim of the wheel, the second braking assembly 200 can no longer move, driving the connecting rod 400 to no longer move, and further driving the lower end of the first main rod 1021 to no longer move.

[0116] At this time, the piston rod in the driving part 300 still continues to extend by being pushed by compressed air, driving the third main rod 1041 to rotate with the round pin 1042 as the rotation center, and driving the fourth rod member 105 to move towards the wheel when rotating.

[0117] When the fourth rod member 105 moves, it drives the upper end of the first main rod 1021 to move towards the wheel.

[0118] Since the lower end of the first main rod 1021 can no longer move, when the upper end of the first main rod 1021 moves towards the wheel, it drives the second main rod 1031 to rotate towards the wheel with the corresponding round pin of the suspension seat 1032 as the rotation center, and further drives the first braking part 101 to move towards the wheel until the braking end of the first braking part 101 is attached to the rim of the wheel, and braking force is generated by the frictional force between the braking end of the first braking part 101 and the rim.

[0119] Through the transmission connection between the third main rod 1041, the fourth rod member 105, the first main rod 1021, the second main rod 1031, the connecting rod 400, and the second braking assembly 200, it drives the braking ends of the first braking part 101 and the second braking part 201 to be respectively attached to the rim of the wheel, and can also increase the braking ratio, and further improve the braking force on the locomotive.

[0120] In some embodiments of the present embodiment, the first rod member 102 has a first blocking portion 1022; the first braking portion 101 includes a first brake shoe portion 1011, a first pin 1012, and a first spring 1013; the first brake shoe portion 1011 is hinged to the lower end of the second rod member 103 through the first pin 1012; the first brake shoe portion 1011 has a second blocking portion 1014; one end of the first spring 1013 abuts against the lower part of the first blocking portion 1022, and the other end of the first spring 1013 abuts against the lower part of the second blocking portion 1014. The first spring 1013 surrounds the first pin 1012 from the lower part of the first blocking portion 1022 to the lower part of the second blocking portion 1014.

[0121] Exemplarily, as Figure 3 shown, the first blocking portion 1022 is located on the main rod 1021 of the first rod. The first blocking portion 1022 may include a first stopper 10221 and a first bolt 10222. Among them, the first stopper 10221 includes a threaded hole, and the first bolt 10222 can be screwed into or out of the threaded hole of the first stopper 10221. The first stopper 10221 is used to block one end of the first spring 1013. The first bolt 10222 is used to adjust the distance between the first stopper 10221 and the first spring 1013.

[0122] The first brake shoe portion 1011 can be an integrally formed structure or a split structure, which is not limited here and can be selected according to actual use requirements.

[0123] Specifically, when the first brake shoe portion 1011 is an integrally formed structure, the first brake shoe portion 1011 has the advantage of greater braking effect. When the first brake shoe portion 1011 is a split structure, the first brake shoe portion 1011 has the advantage of high flexibility.

[0124] Specifically, when the first brake shoe portion 1011 is a split structure, the first brake shoe portion 1011 may include two brake shoe carriers 10111 and brake shoes 10112. The two brake shoe carriers 10111 and the brake shoes 10112 can be connected by bolts or pins, etc. Further, two brake shoe carriers 10111 can be used to support the brake shoes 10112.

[0125] The main rod 1031 of the second rod, one brake shoe carrier 10111, the main rod 1021 of the first rod, and the other brake shoe carrier 10111 can be penetrated and hinged at the lower end of the main rod 1031 of the second rod and the first preset position of the main rod 1021 of the first rod. Further, the two brake shoe carriers 10111 can be used to transmit the pressure generated by the compressed air received by the driving member 300 to the brake shoes 10112 through the third rod member 104, the fourth rod member 105, the main rod 1021 of the first rod, and the main rod 1031 of the second rod.

[0126] The brake shoe 10112 is used to generate braking force through the frictional force between the brake shoe and the rim of the wheel.

[0127] In one example, before the locomotive starts, by screwing the first bolt 10222 into the threaded hole of the first stopper 10221, the distance between the first bolt 10222 and one end of the first spring 1013 close to the first stopper 10221 can be increased, thereby applying a first pressure to one end of the first spring 1013 close to the first stopper 10221.

[0128] After receiving the first pressure, the first spring 1013 lifts upward around the first pin 1012. When the end of the first spring 1013 far from the first stopper 10221 lifts upward, it applies a second pressure to the second blocking portion 1014.

[0129] After receiving the second pressure, the second blocking portion 1014 lifts upward. When the second blocking portion 1014 lifts upward, it drives the two brake shoe carriers 10111 to rotate upwardly about the first pin 1012. Furthermore, the two brake shoe carriers 10111 drive the brake shoe 10112 to rotate upwardly about the first pin 1012.

[0130] It can be understood that by screwing the first bolt 10222 out of the threaded hole of the first stopper 10221, the distance between the first bolt 10222 and one end of the first spring 1013 close to the first stopper 10221 can be reduced, thereby reducing the first pressure applied to one end of the first spring 1013 close to the first stopper 10221.

[0131] After the first pressure received by the first spring 1013 becomes smaller, it droops downward around the first pin 1012, and thus the second pressure applied to the second blocking portion 1014 becomes smaller.

[0132] After the second pressure received by the second blocking portion 1014 becomes smaller, it drives the two brake shoe carriers 10111 to rotate downwardly about the first pin 1012. Furthermore, the two brake shoe carriers 10111 drive the brake shoe 10112 to rotate downwardly about the first pin 1012.

[0133] Before the locomotive starts, by screwing the first bolt 10222 into or out of the threaded hole of the first stop block 10221, the first pressure applied to one end of the first spring 1013 close to the first stop block 10221 can be changed, and then the second pressure applied by the other end of the first spring 1013 to the second blocking portion 1014 can be changed. Then, the two brake shoe carriers 10111 are driven by the second pressure, and further the brake shoes 10112 are driven to rotate upward or downward around the first pin 1012. Therefore, the attitude of the brake shoes 10112 in the first braking portion 101 can be adjusted by upward or downward rotation to make the distance between them and the wheels uniform. Further, when braking the locomotive, a greater frictional force can be generated, and thus a greater braking force can be further generated.

[0134] In some embodiments of this embodiment, the second braking assembly 200 includes a fifth rod member 202; the upper end of the fifth rod member 202 is hinged to the vehicle frame, the lower end of the fifth rod member 202 is connected to the connecting rod 400, and the second braking portion 201 is hinged at a third preset position in the fifth rod member 202.

[0135] Exemplarily, as Figure 3 shown, the fifth rod member 202 may include a fifth rod main body 2021 and a suspension seat 2022. The suspension seat 2022 may be welded to the inner side of the side plate of the vehicle frame. The fifth rod main body 2021 and the suspension seat 2022 may be hinged by a round pin; the lower end of the fifth rod main body 2021 may be hinged to the connecting rod 400. Further, when the connecting rod 400 moves in the direction close to the wheels, the fifth rod main body 2021 can be driven to rotate in the direction close to the wheels around the round pin corresponding to the suspension seat 2022.

[0136] The third preset position of the fifth rod main body 2021 may be hinged to the second braking portion 201 by a round pin. Further, when the fifth rod main body 2021 rotates in the direction close to the wheels, the second braking portion 201 is driven to move in the direction close to the wheels until the braking end of the second braking portion 201 fits against the rim of the wheels, and a braking force is generated through frictional force.

[0137] In some embodiments of this embodiment, the fifth rod member 202 has a third blocking portion 2023; the second braking portion 201 includes a second brake shoe portion 2011, a second pin 2012, and a second spring 2013; the second brake shoe portion 2011 is hinged at the third preset position through the second pin 2012; the second brake shoe portion 2011 has a fourth blocking portion 2014; one end of the second spring 2013 abuts against the lower part of the third blocking portion 2023, and the other end abuts against the lower part of the fourth blocking portion 2014. The second spring 2013 surrounds the second pin 2012 from the lower part of the third blocking portion 2023 to the lower part of the fourth blocking portion 2014.

[0138] Exemplarily, as Figure 3 shown, the third blocking portion 2023 is located on the fifth rod main rod 2021. The third blocking portion 2023 may include a second stopper 20231 and a second bolt 20232. Among them, the second stopper 20231 includes a threaded hole, and the second bolt 20232 can be screwed into or out of the threaded hole of the second stopper 20231. The second stopper 20231 is used to block one end of the second spring 2013. The second bolt 20232 is used to adjust the distance between the second stopper 20231 and the second spring 2013.

[0139] The second brake shoe portion 2011 may be an integrally formed structure or a split structure, which is not limited herein and can be selected according to actual usage requirements.

[0140] Specifically, when the second brake shoe portion 2011 is an integrally formed structure, the second brake shoe portion 2011 has the advantage of greater braking effect. When the second brake shoe portion 2011 is a split structure, the second brake shoe portion 2011 has the advantage of high flexibility.

[0141] Specifically, when the second brake shoe portion 2011 is a split structure, the second brake shoe portion 2011 may include two brake shoe carriers 20111 and brake shoes 20112. The two brake shoe carriers 20111 and the brake shoes 20112 can be connected by bolts or pins, etc., and thus two brake shoe carriers 20111 can be used to support the brake shoes 20112.

[0142] One brake shoe carrier 20111, the fifth rod main rod 2021, and the other brake shoe carrier 20111 are hinged through the second pin 2012 at the third preset position of the fifth rod main rod 2021. Thus, the two brake shoe carriers 20111 can be used to transmit the pressure generated by the compressed air received by the driving member 300 to the brake shoes 20112 through the third rod member 104, the fourth rod member 105, the first rod main rod 1021, the connecting rod 400, and the fifth rod main rod 2021.

[0143] The brake shoes 20112 are used to generate braking force through the frictional force between the brake shoes and the wheel rim.

[0144] In one example, before the locomotive starts, by screwing the second bolt 20232 into the threaded hole of the second stopper 20231, the distance between the second bolt 20232 and the end of the second spring 2013 close to the second stopper 20231 can be increased, and thus a third pressure can be applied to the end of the second spring 2013 close to the second stopper 20231.

[0145] After receiving the third pressure, the second spring 2013 lifts upward around the second pin 2012. When the end of the second spring 2013 away from the second stop 20231 lifts upward, it exerts a fourth pressure on the fourth blocking portion 2014;

[0146] After receiving the fourth pressure, the fourth blocking portion 2014 lifts upward. When the fourth blocking portion 2014 lifts upward, it drives the two brake shoe carriers 20111 to rotate upward around the second pin 2012. Furthermore, the two brake shoe carriers 20111 drive the brake shoes 20112 to rotate upward around the second pin 2012.

[0147] It can be understood that by screwing out the second bolt 20232 from the threaded hole of the second stop 20231, the distance between the second bolt 20232 and the end of the second spring 2013 close to the second stop 20231 can be reduced, thereby reducing the third pressure exerted on the end of the second spring 2013 close to the second stop 20231;

[0148] After the third pressure received by the second spring 2013 becomes smaller, it droops downward around the second pin 2012, and thus the fourth pressure exerted on the fourth blocking portion 2014 becomes smaller;

[0149] After the fourth pressure received by the fourth blocking portion 2014 becomes smaller, it drives the two brake shoe carriers 20111 to rotate downward around the second pin 2012. Furthermore, the two brake shoe carriers 20111 drive the brake shoes 20112 to rotate downward around the second pin 2012.

[0150] Before the locomotive starts, by screwing the second bolt 20232 into or out of the threaded hole of the second stop 20231, the third pressure exerted on the end of the second spring 2013 close to the second stop 20231 can be changed, thereby changing the fourth pressure exerted by the other end of the second spring 2013 on the fourth blocking portion 2014. Then, the fourth pressure drives the two brake shoe carriers 20111, and further drives the brake shoes 20112 to rotate upward or downward around the second pin 2012. Therefore, the attitude of the brake shoes 20112 in the second braking portion 201 can be adjusted by upward or downward rotation to make the distance between them and the wheels uniform. Furthermore, when braking the locomotive, greater friction can be further generated, thereby further generating greater braking force.

[0151] In some embodiments of the present embodiment, the connecting rod 400 includes a first connecting portion 401, a second connecting portion 402, and a third connecting portion 403; one end of the first connecting portion 401 is hinged to the first rod member 102, and the other end of the first connecting portion 401 has a first thread; one end of the second connecting portion 402 is hinged to the fifth rod member 202, and the other end of the second connecting portion 402 has a second thread; the third connecting portion 403 has a third thread and a fourth thread, the third thread is connected to the first thread, and the fourth thread is connected to the second thread.

[0152] Exemplarily, as Figure 3 shown, the first connecting portion 401 may include a first connecting sub-portion 4011 and a first connecting sub-portion 4012. One end of the first connecting sub-portion 4011 may be hinged to one end of the first connecting sub-portion 4012. The other end of the first connecting sub-portion 4011 has a first thread, and the other end of the first connecting sub-portion 4012 is hinged to the first rod member 102.

[0153] The second connecting portion 402 may include a second connecting sub-portion 4021 and a second connecting sub-portion 4022. One end of the second connecting sub-portion 4021 may be hinged to one end of the second connecting sub-portion 4022. The other end of the second connecting sub-portion 4021 has a second thread, and the other end of the second connecting sub-portion 4022 is hinged to the fifth rod member 202.

[0154] The third connecting portion 403 may include a third connecting main member 4031. The third connecting main member 4031 has a third thread and a fourth thread. The third thread is connected to the first thread, and the fourth thread is connected to the second thread.

[0155] Wherein, the first thread and the second thread have opposite helix directions, and among the first thread and the third thread, one of them is an internal thread and the other is an external thread; among the second thread and the fourth thread, one of them is an internal thread and the other is an external thread.

[0156] In one example, when the locomotive is not started, by rotating the third connecting part 403, the length between the first connecting sub - part 4011 and the third connecting main part 4031 can be adjusted through the first thread of the first connecting sub - part 4011 and the third thread of the third connecting main part 4031; at the same time, the length between the second connecting sub - part 4021 and the third connecting main part 4031 can be adjusted through the second thread of the second connecting sub - part 4021 and the fourth thread of the third connecting main part 4031; furthermore, the first rod member 102 and the fifth rod member 202 can be driven by the first connecting sub - part 4012 and the second connecting sub - part 4022 respectively to move towards the direction close to the wheel or away from the wheel respectively. Therefore, the gap between the brake shoe 10112 in the first braking part 101 and the brake shoe 20112 in the second braking part 201 can be adjusted to a preset range, avoiding the influence on the driving safety due to insufficient braking force when braking the locomotive because the gap is too large or too small, or causing an emergency brake due to excessive braking force.

[0157] In another example, the third connecting part 403 may further include nuts 4032, 4033, 4034, 4035. Among them, nuts 4032 and 4033 may be sequentially located at one end of the third connecting main part 4031 close to the second connecting sub - part 4021, and nuts 4034 and 4035 may be sequentially located at the other end of the third connecting main part 4031 close to the first connecting sub - part 4011. Furthermore, after adjusting the gap between the brake shoe 10112 in the first braking part and the brake shoe 20112 in the second braking part, the change of the gap can be prevented.

[0158] In some embodiments of the present embodiment, the locomotive braking device includes at least two braking units, which are connected by a synchronization component. The synchronization component includes a first synchronizing member 500 and / or a second synchronizing member 600; the first synchronizing member 500 connects the first braking components 100 in different braking units; the second synchronizing member 600 connects the second braking components 200 in different braking units.

[0159] Exemplarily, as Figure 3 shown, Figure 3 it includes two braking units. The first synchronizing member 500 includes a first synchronizing main part 501, a hanger seat 502, and a hanger seat 503. The first synchronizing main part 501 is respectively hinged to the first rod members 102 in the two braking units through the round pins corresponding to the hanger seat 502 and the round pins corresponding to the hanger seat 503, and the first synchronizing main part 501 is also respectively hinged to the first connecting sub - parts 4012 in the two braking units;

[0160] The second synchronization component 600 includes a second synchronization main component 601 and a hanger 602 and a hanger 603. The second synchronization main component 601 is hinged to the fifth rod components 202 in the two brake units through round pins corresponding to the hanger 602 and round pins corresponding to the hanger 603. The second synchronization main component 601 is also hinged to the second connecting sub-parts 4022 in the two brake units.

[0161] In an example, Figure 3 As shown, when the braking end of the first braking part 101 in a braking unit moves toward the direction close to the corresponding wheel, the first rod member 102 in another connected braking unit is driven to move toward the direction close to the corresponding wheel through the first synchronization main component 501, thereby driving the first braking part 101 connected to the first rod member 102 to move toward the direction close to the corresponding wheel, and / or, when the braking end of the second braking part 201 in a braking unit moves toward the direction close to the corresponding wheel, the fifth rod member 202 in another connected braking unit is driven to move toward the direction close to the corresponding vehicle through the second synchronization main component 601, thereby driving the second braking part 201 connected to the fifth rod member 202 to move toward the direction close to the corresponding wheel, thereby enabling the braking of the corresponding wheels by different braking units to be synchronized, thereby further generating a greater braking force on the locomotive.

[0162] Figure 4 A schematic diagram of a locomotive braking method provided in this application Figure 1 ,like Figure 4 As shown, the method includes:

[0163] S401, the driving component is used to control the first braking part in the first braking assembly to move in a direction away from the wheel when receiving compressed air.

[0164] In one example, a locomotive braking device includes: at least one brake unit, the brake unit is mounted on a frame, the brake unit includes a first brake assembly, a second brake assembly, and a drive member, the first brake assembly and the second brake assembly are connected by a connecting rod; the first brake assembly and the second brake assembly are located on both sides of the wheel of the frame; the first brake assembly includes a first brake part, and the second brake assembly includes a second brake part; the braking end of the first brake part and the braking end of the second brake part face opposite to each other; the drive member is connected to the first brake assembly.

[0165] The execution subject of each method embodiment in the present application can be the locomotive braking device.

[0166] In one example, the driving member includes a piston and a connecting rod connected to the piston, and the connecting rod is connected to the first braking assembly. The locomotive may also include a brake valve and a secondary air reservoir; the secondary air reservoir is used to store compressed air; the secondary air reservoir is connected to the driving member.

[0167] Exemplarily, as Figure 1 shown, when the brake valve of the locomotive is in the braking position, the secondary air reservoir can deliver compressed air to the driving member 300. The driving member 300 uses the compressed air to push the connecting rod connected to the piston to extend in a direction away from the wheel 10. When the connecting rod extends, it drives the lower end of the first braking assembly 100 to move in a direction away from the wheel 10. When the lower end of the first braking assembly 100 moves, it drives the first braking portion 101 to move in a direction away from the wheel 10.

[0168] S402. When the first braking assembly moves in a direction away from the wheel, it controls the second braking portion in the second braking assembly to move in a direction close to the wheel through a connecting rod.

[0169] Exemplarily, as Figure 1 shown, when the lower end of the first braking assembly 100 moves in a direction away from the wheel 10, it drives the lower end of the second braking assembly 200 to move in a direction close to the wheel 10 through the connecting rod 400. Further, when the lower end of the second braking assembly 200 moves, it drives the second braking portion 201 to move in a direction close to the wheel 10 until the braking end of the second braking portion 201 is completely attached to the rim of the wheel 10, and a braking force is generated by the frictional force between the braking end of the second braking portion 201 and the rim.

[0170] S403. The driving member is further configured to control the first braking portion in the first braking assembly to move in a direction close to the wheel when the braking end of the second braking portion abuts against the wheel.

[0171] Exemplarily, as Figure 1 shown, when the braking end of the second braking portion 201 is completely attached to the rim, it controls the second braking assembly 200 not to move, drives the connecting rod 400 not to move, and drives the lower end of the first braking assembly 100 not to move.

[0172] At this time, the driving member 300 still uses the compressed air to push the connecting rod to continue extending in a direction away from the wheel 10. When the connecting rod extends, it drives the upper end of the first braking assembly 100 to move in a direction close to the wheel 10. When the upper end of the first braking assembly 100 moves and the lower end of the first braking assembly 100 does not move, it drives the first braking portion 101 to move in a direction close to the wheel 10 until the braking end of the first braking portion 101 is completely attached to the rim of the wheel 10, and a braking force is generated by the frictional force between the braking end of the first braking portion 101 and the rim.

[0173] In the locomotive braking method provided by the embodiment of the present application, when the driving member receives compressed air, it is used to push the piston rod in the driving member to extend in a direction away from the wheel, and when the piston rod extends, it drives the first braking portion in the first braking assembly to move in a direction away from the wheel; the first braking assembly is used such that when the lower end of the first braking assembly moves in a direction away from the wheel, it drives the second braking portion in the second braking assembly to move in a direction close to the wheel through a connecting rod until the braking end of the second braking portion is completely attached to the rim of the wheel, and a braking force is generated by the frictional force between the braking end of the second braking portion and the rim; the driving member is further used such that when the braking end of the second braking portion abuts against the wheel, the piston rod continues to extend, driving the first braking portion in the first braking assembly to move in a direction close to the wheel until the braking end of the first braking portion is completely attached to the rim of the wheel, and a braking force is generated by the frictional force between the braking end of the first braking portion and the rim. Therefore, bilateral braking can be performed on the wheel, thereby improving the braking force on the locomotive and enhancing the driving safety of the locomotive.

[0174] Figure 5 The flow diagram of a locomotive braking method provided by the present application Figure 2 , as Figure 5 shown, based on the Figure 4 embodiment, the locomotive braking method is described in detail. The method includes:

[0175] S501. When the driving member receives compressed air, it is used to control the third rod member to rotate around the second preset position.

[0176] In one example, the braking unit further includes a third rod member and a fourth rod member.

[0177] In one example, the piston rod in the driving member is connected to the third rod member in the first braking assembly.

[0178] Exemplarily, as Figure 3 shown, when the brake valve of the locomotive is in the braking position, the auxiliary air cylinder can supply compressed air to the driving member 300. The driving member 300 uses the compressed air to push the piston rod connected to the piston to extend in a direction away from the wheel. When the piston rod extends, it drives the third rod member 104 to rotate around the second preset position. Among them, the second preset position can be the position where the round pin 1042 is located.

[0179] S502. The third rod member is used to control the fourth rod member to move in a direction close to the wheel when rotating.

[0180] Exemplarily, as Figure 3As shown, when the third rod member 104 rotates about the pivot pin 1042 as the center of rotation, it drives the fourth rod member 105 to move towards the direction close to the wheel.

[0181] S503. The fourth rod member is configured to control the first rod member and the second rod member to rotate about the upper end of the second rod member when moving.

[0182] In one example, the first braking assembly includes a first rod member and a second rod member.

[0183] Exemplarily, as Figure 3 shown, when the fourth rod member 105 moves towards the direction close to the wheel, it drives the upper end of the first rod member 102 to move towards the direction close to the wheel, and drives the lower end of the first rod member 102 and the lower end of the second rod member 103 to rotate about the upper end of the second rod member 103.

[0184] S504. The first rod member and the second rod member are configured to control the first braking portion to move away from the wheel when rotating.

[0185] Exemplarily, as Figure 3 shown, when the lower end of the first rod member 102 and the lower end of the second rod member 103 rotate about the upper end of the second rod member 103, they drive the lower end of the first rod member 102 and the lower end of the second rod member 103 to move away from the wheel. When the lower end of the first rod member 102 and the lower end of the second rod member 103 are moving, they drive the first braking portion 101 to move away from the wheel.

[0186] S505. The first braking assembly is configured to control the second braking portion in the second braking assembly to move towards the direction close to the wheel through the connecting rod when moving away from the wheel.

[0187] Exemplarily, as Figure 3 shown, when the lower end of the first rod member 102 in the first braking assembly 100 moves away from the wheel, it drives the lower end of the second braking assembly 200 to move towards the direction close to the wheel through the connecting rod 400. Then, when the lower end of the second braking assembly 200 is moving, it drives the second braking portion 201 to move towards the direction close to the wheel until the braking end of the second braking portion 201 is fully attached to the rim of the wheel, and braking force is generated through the frictional force between the braking end of the second braking portion 201 and the rim.

[0188] S506. The driving member is further configured to control the third rod member to rotate about the second preset position when the braking end of the second braking portion abuts against the wheel; the third rod member is configured to control the fourth rod member to move towards the direction close to the wheel when rotating.

[0189] Exemplarily, as Figure 3 shown, when the braking end of the second braking part 201 is fully attached to the rim of the wheel, the driving part 300 still uses the compressed air to push the piston rod to extend further in the direction away from the wheel. When the piston rod extends, it drives the third rod member 104 to rotate around the round pin 1042 as the rotation center; when the third rod member 104 rotates, it drives the fourth rod member 105 to move in the direction close to the wheel.

[0190] S507. The fourth rod member is used to control the upper end of the first rod member to move in the direction close to the wheel when moving.

[0191] Exemplarily, as Figure 3 shown, when the fourth rod member 105 moves in the direction close to the wheel, it drives the upper end of the first rod member 102 to move in the direction close to the wheel.

[0192] S508. The first rod member is used to control the second rod member to rotate in the direction close to the wheel around the upper end of the second rod member when the upper end of the first rod member moves.

[0193] Exemplarily, as Figure 3 shown, when the braking end of the second braking part 201 is fully attached to the rim of the wheel, the second braking part 201 is controlled not to move; when the second braking part 201 cannot move, it drives the second braking assembly 200 not to move; when the second braking assembly 200 cannot move, it drives the connecting rod 400 not to move; when the connecting rod 400 cannot move, it drives the lower end of the first rod member 102 not to move.

[0194] When the upper end of the first rod member 102 moves in the direction close to the wheel and the lower end of the first rod member 102 cannot move, it drives the lower end of the second rod member 103 to rotate in the direction close to the wheel around the upper end of the second rod member 103.

[0195] S509. The second rod member is used to control the first braking part to move in the direction close to the wheel when rotating.

[0196] Exemplarily, as Figure 3 shown, when the lower end of the second rod member 103 rotates in the direction close to the wheel around the upper end of the second rod member 103, it drives the first braking part 101 to move in the direction close to the wheel until the braking end of the first braking part 101 is attached to the rim of the wheel, and braking force is generated by the frictional force between the braking end of the first braking part 101 and the rim.

[0197] Through the transmission connection among the third rod member 104, the fourth rod member 105, the first rod member 102, the second rod member 103, the connecting rod 400, and the second braking assembly 200, the braking ends of the second braking portion 201 and the first braking portion 101 are respectively brought into contact with the rim of the wheel, and the braking ratio can also be increased, thereby further increasing the braking force on the locomotive and improving the safety of train operation.

[0198] S510. When one of the braking units brakes the corresponding wheel, through the first synchronizing member, the first braking assembly of the connected braking unit is controlled to perform a braking operation, and / or, through the second synchronizing member, the second braking assembly of the connected braking unit is controlled to perform a braking operation.

[0199] In one example, the locomotive braking device includes at least two braking units, and different braking units are connected through a synchronizing assembly, and the synchronizing assembly includes a first synchronizing member and / or a second synchronizing member.

[0200] Exemplarily, as Figure 3 shown, Figure 3 the locomotive braking device in

[0201] includes two braking units. The first synchronizing member 500 includes a first synchronizing main member 501 and suspension seats 502, 503. The first synchronizing main member 501 is respectively hinged to the first rod members 102 in the two braking units through the round pins corresponding to the suspension seats 502 and the round pins corresponding to the suspension seats 503, and the first synchronizing main member 501 is also respectively hinged to the first connection sub-parts 4012 in the two braking units;

[0202] Exemplarily, as Figure 3As shown, when the braking end of the first braking part 101 in a braking unit moves towards the direction close to its corresponding wheel, through the first synchronous main part 501, the first rod member 102 in the other connected braking unit is driven to move towards the direction close to its corresponding wheel, and further drives the first braking part 101 connected to the first rod member 102 to move towards the direction close to its corresponding wheel. And / or, when the braking end of the second braking part 201 in a braking unit moves towards the direction close to its corresponding wheel, through the second synchronous main part 601, the fifth rod member 202 in the other connected braking unit is driven to move towards the direction close to its corresponding vehicle, and further drives the second braking part 201 connected to the fifth rod member 202 to move towards the direction close to its corresponding wheel. Thus, the braking of different braking units on their corresponding wheels can be synchronized, and further a greater braking force can be generated on the locomotive.

[0203] It should be noted that step S510 can be implemented or not, and there is no limitation on this. It can be determined whether to implement it according to actual needs.

[0204] Figure 6 The figure is a schematic flow chart of a method for adjusting the attitude of a first braking part provided by this application. As Figure 6 shown, the method includes:

[0205] S601. The first blocking part is used to apply a first pressure to the first spring.

[0206] In an example, the first rod member has a first blocking part; the first braking part includes a first brake shoe part, a first pin and a first spring. The first blocking part may include a first stop block and a first bolt; wherein, the first stop block includes a threaded hole, and the first bolt can be screwed into or out of the threaded hole of the first stop block. The first brake shoe part may include two brake shoe carriers and brake shoes.

[0207] Exemplarily, as Figure 3 shown, before the locomotive starts, by screwing the first bolt 10222 into the threaded hole of the first stop block 10221, the distance between the first bolt 10222 and one end of the first spring 1013 close to the first stop block 10221 can be increased, and further a first pressure is applied to one end of the first spring 1013 close to the first stop block 10221.

[0208] S602. The first spring is used to lift upwards around the first pin after receiving the first pressure from the first blocking part, and apply a second pressure to the second blocking part.

[0209] Exemplarily, as Figure 3As shown, after the first spring 1013 receives the first pressure at one end close to the first stopper 10221, it lifts upward around the first pin 1012. When the end of the first spring 1013 away from the first stopper 10221 lifts upward, it exerts a second pressure on the second blocking portion 1014.

[0210] S603. The second blocking portion is configured to control the first brake shoe portion to rotate around the first pin after receiving the second pressure.

[0211] Exemplarily, as Figure 3 shown, after the second blocking portion 1014 receives the second pressure, it lifts upward. When the second blocking portion 1014 lifts upward, it drives the two brake shoe carriers 10111 to perform a tilting rotation around the first pin 1012. Further, the two brake shoe carriers 10111 drive the brake shoes 10112 to perform a tilting rotation around the first pin 1012.

[0212] It can be understood that by screwing out the first bolt 10222 from the threaded hole of the first stopper 10221, the distance between the first bolt 10222 and the end of the first spring 1013 close to the first stopper 10221 can be reduced. Further, the first pressure applied to the end of the first spring 1013 close to the first stopper 10221 can be reduced.

[0213] After the first pressure received by the first spring 1013 becomes smaller, it droops downward around the first pin 1012. Further, the second pressure applied to the second blocking portion 1014 becomes smaller.

[0214] After the second pressure received by the second blocking portion 1014 becomes smaller, it drives the two brake shoe carriers 10111 to perform a drooping rotation around the first pin 1012. Further, the two brake shoe carriers 10111 drive the brake shoes 10112 to perform a drooping rotation around the first pin 1012.

[0215] Before the locomotive starts, by screwing the first bolt 10222 into or out of the threaded hole of the first stopper 10221, the first pressure applied to the end of the first spring 1013 close to the first stopper 10221 can be changed. Further, the second pressure applied by the other end of the first spring 1013 to the second blocking portion 1014 can be changed. Then, the two brake shoe carriers 10111 are driven by the second pressure, and further the brake shoes 10112 are driven to perform a tilting rotation or a drooping rotation around the first pin 1012. Therefore, the attitude of the brake shoes 10112 in the first braking portion 101 can be adjusted by tilting rotation or drooping rotation to make the distance between them and the wheels uniform. Further, a greater frictional force can be generated during the braking of the locomotive, and thus a greater braking force can be generated.

[0216] Figure 7Schematic flow diagram of an attitude adjustment method for a second braking part provided in this application, as Figure 7 shown, the method includes:

[0217] S701. The third blocking part is used to apply a third pressure to the second spring.

[0218] In one example, the second braking assembly includes a fifth rod member; the fifth rod member has a third blocking part; the second braking part includes a second brake shoe part, a second pin, and a second spring. The third blocking part may include a second stop block and a second bolt; wherein, the second stop block includes a threaded hole, and the second bolt can be screwed into or out of the threaded hole of the second stop block; the second brake shoe part may include two brake shoe carriers and brake shoes.

[0219] Exemplarily, as Figure 3 shown, before the locomotive starts, by screwing the second bolt 20232 into the threaded hole of the second stop block 20231, the distance between the second bolt 20232 and the end of the second spring 2013 close to the second stop block 20231 can be increased, thereby realizing applying a third pressure to the end of the second spring 2013 close to the second stop block 20231.

[0220] S702. The second spring is used to lift upward around the second pin after receiving the third pressure from the third blocking part, and apply a fourth pressure to the fourth blocking part.

[0221] Exemplarily, as Figure 3 shown, after the second spring 2013 receives the third pressure, it lifts upward around the second pin 2012. When the end of the second spring 2013 away from the second stop block 20231 lifts upward, it applies a fourth pressure to the fourth blocking part 2014.

[0222] S703. The fourth blocking part is used to control the second brake shoe part to rotate around the second pin after receiving the fourth pressure.

[0223] Exemplarily, as Figure 3 shown, after the fourth blocking part 2014 receives the fourth pressure, it lifts upward. When the fourth blocking part 2014 lifts upward, it drives the two brake shoe carriers 20111 to perform a pitching rotation around the second pin 2012, and further the two brake shoe carriers 20111 drive the brake shoes 20112 to perform a pitching rotation around the second pin 2012.

[0224] It can be understood that by screwing the second bolt 20232 out of the threaded hole of the second stop block 20231, the distance between the second bolt 20232 and the end of the second spring 2013 close to the second stop block 20231 can be reduced, thereby realizing reducing the third pressure applied to the end of the second spring 2013 close to the second stop block 20231;

[0225] After the third pressure received by the second spring 2013 becomes smaller, it droops downward around the second pin 2012, and then the fourth pressure applied to the fourth blocking portion 2014 becomes smaller;

[0226] After the fourth pressure received by the fourth blocking portion 2014 becomes smaller, it drives the two brake shoe carriers 20111 to droop and rotate around the second pin 2012, and then the two brake shoe carriers 20111 drive the brake shoes 20112 to droop and rotate around the second pin 2012.

[0227] Before the locomotive starts, by screwing the second bolt 20232 into or out of the threaded hole of the second stopper 20231, the third pressure applied to one end of the second spring 2013 close to the second stopper 20231 can be changed, and then the fourth pressure applied by the other end of the second spring 2013 to the fourth blocking portion 2014 can be changed. Then, the two brake shoe carriers 20111 are driven by the fourth pressure, and then the brake shoes 20112 are driven to tilt upward or droop and rotate around the second pin 2012. Therefore, the attitude of the brake shoes 20112 in the second braking portion 201 can be adjusted by tilting upward or drooping and rotating to make the distance from the wheels uniform, and further greater friction can be generated when braking the locomotive, thereby further generating greater braking force.

[0228] Figure 8 It is a schematic flow chart of a method for adjusting the gap between a first braking portion and a second braking portion provided by this application, as Figure 8 shown, the method includes:

[0229] S801. Adjust the length between the first connecting portion and the third connecting portion through the first thread of the first connecting portion and the third thread of the third connecting portion.

[0230] In one example, the connecting rod includes a first connecting portion, a second connecting portion, and a third connecting portion; the first connecting portion has a first thread; the second connecting portion has a second thread; the third connecting portion has a third thread and a fourth thread.

[0231] In one example, the second braking assembly includes a fifth rod member.

[0232] In one example, as Figure 3 shown, the first connecting portion 401 may include a first connecting sub-portion 4011 and a first connecting sub-portion 4012. One end of the first connecting sub-portion 4011 may be hinged to one end of the first connecting sub-portion 4012. The other end of the first connecting sub-portion 4011 has a first thread, and the other end of the first connecting sub-portion 4012 is hinged to the first rod member 102.

[0233] The second connecting part 402 may include a second connecting sub-part 4021 and a second connecting sub-part 4022. One end of the second connecting sub-part 4021 may be hinged to one end of the second connecting sub-part 4022. The other end of the second connecting sub-part 4021 has a second thread, and the other end of the second connecting sub-part 4022 is hinged to the fifth rod member 202.

[0234] The third connecting part 403 may include a third connecting main part 4031. The third connecting main part 4031 has a third thread and a fourth thread. The third thread is connected to the first thread, and the fourth thread is connected to the second thread. The first thread and the second thread have opposite helix directions.

[0235] Exemplarily, as Figure 3 shown, before the locomotive starts, by rotating the third connecting part 403, through the first thread of the first connecting sub-part 4011 and the third thread of the third connecting main part 4031, the first connecting sub-part 4011 can be driven to move towards the direction close to the wheel or towards the direction away from the wheel, and thus the length between the first connecting sub-part 4011 and the third connecting main part 4031 can be adjusted.

[0236] When the first connecting sub-part 4011 moves towards the direction close to the wheel or towards the direction away from the wheel, the first rod member 102 can be driven to move by the first connecting sub-part 4012. When the first rod member 102 moves, the first braking part 101 can be driven to move towards the direction close to the wheel or towards the direction away from the wheel.

[0237] S802. Adjust the length between the second connecting part and the third connecting part through the second thread of the second connecting part and the fourth thread of the third connecting part.

[0238] Exemplarily, as Figure 3 shown, by rotating the third connecting part 403, through the second thread of the second connecting sub-part 4021 and the fourth thread of the third connecting main part 4031, the second connecting sub-part 4021 can also be driven to move towards the direction close to the wheel or towards the direction away from the wheel, and thus the length between the second connecting sub-part 4021 and the third connecting main part 4031 can be adjusted.

[0239] When the second connecting sub-part 4021 moves towards the direction close to the wheel or towards the direction away from the wheel, the fifth rod member 202 can be driven to move by the second connecting sub-part 4022. When the fifth rod member 202 moves, the second braking part 201 can be driven to move towards the direction close to the wheel or towards the direction away from the wheel.

[0240] Moreover, since the first thread and the second thread have opposite helix directions, when the third connecting portion 403 is rotated, the first braking portion 101 and the second braking portion 201 can move towards the wheel or away from the wheel simultaneously, so that the gap between the brake shoe 10112 in the first braking portion 101 and the brake shoe 20112 in the second braking portion 201 can be adjusted to a preset range, avoiding the influence on train operation safety due to insufficient braking force or emergency braking caused by excessive braking force due to too large or too small of this gap.

[0241] Figure 9 Flow schematic of a locomotive braking method provided by this application Figure 3 , as Figure 9 shown, this embodiment combines Figure 5 embodiment, Figure 6 embodiment, Figure 7 embodiment, Figure 8 embodiment of the locomotive braking method. This method includes:

[0242] S901. The first blocking portion is used to apply a first pressure to the first spring.

[0243] Exemplarily, steps S901 - S903 are the implementation manners for adjusting the posture of the brake shoe in the first braking portion. Steps S904 - S906 are the implementation manners for adjusting the posture of the brake shoe in the second braking portion. Steps S907 - S908 are the implementation manners for adjusting the gap between the brake shoe in the first braking portion and the brake shoe in the second braking portion.

[0244] It should be noted that steps S901 - S903, steps S904 - S906, and steps S907 - S908 are all implemented before the locomotive starts. Among the three parts, one part or multiple parts can be implemented. This embodiment does not limit the implementation order of each part, and all parts can also not be implemented. The implementation manner can be determined according to actual needs.

[0245] Among them, the implementation manner of step S901 is similar to that of step S601. For details, reference can be made to the description in step S601, which will not be elaborated here.

[0246] S902. After receiving the first pressure from the first blocking portion, the first spring is used to lift upwards around the first pin and apply a second pressure to the second blocking portion.

[0247] Exemplarily, the implementation manner of step S902 is similar to that of step S602. For details, reference can be made to the description in step S602, which will not be elaborated here.

[0248] S903. The second blocking part is used to control the first brake shoe part to rotate around the first pin after receiving the second pressure.

[0249] Exemplarily, the implementation manner of step S903 is similar to that of step S603. For details, reference can be made to the description in step S603 and will not be elaborated here.

[0250] S904. The third blocking part is used to apply a third pressure to the second spring.

[0251] Exemplarily, the implementation manner of step S904 is similar to that of step S701. For details, reference can be made to the description in step S701 and will not be elaborated here.

[0252] S905. The second spring is used to lift upward around the second pin after receiving the third pressure from the third blocking part, and apply a fourth pressure to the fourth blocking part.

[0253] Exemplarily, the implementation manner of step S905 is similar to that of step S702. For details, reference can be made to the description in step S702 and will not be elaborated here.

[0254] S906. The fourth blocking part is used to control the second brake shoe part to rotate around the second pin after receiving the fourth pressure.

[0255] Exemplarily, the implementation manner of step S905 is similar to that of step S703. For details, reference can be made to the description in step S703 and will not be elaborated here.

[0256] S907. Adjust the length between the first connecting part and the third connecting part through the first thread of the first connecting part and the third thread of the third connecting part.

[0257] Exemplarily, the implementation manner of step S907 is similar to that of step S801. For details, reference can be made to the description in step S801 and will not be elaborated here.

[0258] S908. Adjust the length between the second connecting part and the third connecting part through the second thread of the second connecting part and the fourth thread of the third connecting part.

[0259] Exemplarily, the implementation manner of step S908 is similar to that of step S802. For details, reference can be made to the description in step S802 and will not be elaborated here.

[0260] S909. The driving part is used to control the third rod member to rotate around the second preset position when receiving the compressed air.

[0261] Exemplarily, the implementation manner of step S909 is similar to that of step S501. For details, reference can be made to the description in step S501, which will not be elaborated here.

[0262] S910. The third rod member is used to control the fourth rod member to move towards the direction close to the wheel when rotating.

[0263] Exemplarily, the implementation manner of step S910 is similar to that of step S502. For details, reference can be made to the description in step S502, which will not be elaborated here.

[0264] S911. The fourth rod member is used to control the first rod member and the second rod member to rotate around the upper end of the second rod member when moving.

[0265] Exemplarily, the implementation manner of step S911 is similar to that of step S503. For details, reference can be made to the description in step S503, which will not be elaborated here.

[0266] S912. The first rod member and the second rod member are used to control the first braking part to move away from the wheel when rotating.

[0267] Exemplarily, the implementation manner of step S912 is similar to that of step S504. For details, reference can be made to the description in step S504, which will not be elaborated here.

[0268] S913. When the first braking assembly moves away from the wheel, the second braking part in the second braking assembly is controlled to move towards the wheel through the connecting rod.

[0269] Exemplarily, the implementation manner of step S913 is similar to that of step S505. For details, reference can be made to the description in step S505, which will not be elaborated here.

[0270] S914. The driving member is further used to control the third rod member to rotate around the second preset position when the braking end of the second braking part abuts against the wheel; the third rod member is used to control the fourth rod member to move towards the wheel when rotating.

[0271] Exemplarily, the implementation manner of step S914 is similar to that of step S506. For details, reference can be made to the description in step S506, which will not be elaborated here.

[0272] S915. The fourth rod member is used to control the upper end of the first rod member to move towards the wheel when moving.

[0273] Exemplarily, the implementation manner of step S915 is similar to that of step S507. For details, reference can be made to the description in step S507, which will not be elaborated here.

[0274] S916. The first rod member is configured to control the second rod member to rotate in a direction approaching the wheel with the upper end of the second rod member as the rotation center when the upper end of the first rod member moves.

[0275] Exemplarily, the implementation of step S916 is similar to that of step S508. For details, reference can be made to the description in step S508 and will not be elaborated here.

[0276] S917. The second rod member is configured to control the first braking portion to move in a direction approaching the wheel when rotating.

[0277] Exemplarily, the implementation of step S917 is similar to that of step S509. For details, reference can be made to the description in step S509 and will not be elaborated here.

[0278] S918. When one of the braking units brakes the corresponding wheel, the first braking component of the connected braking unit is controlled to perform a braking operation through the first synchronizing member, and / or the second braking component of the connected braking unit is controlled to perform a braking operation through the second synchronizing member.

[0279] Exemplarily, the implementation of step S918 is similar to that of step S510. For details, reference can be made to the description in step S510 and will not be elaborated here.

[0280] It should be noted that step S918 may or may not be implemented, and there is no limitation in this regard. It can be determined whether to implement it according to actual requirements.

[0281] An embodiment of the present application provides a locomotive, which includes a frame and any one of the locomotive braking devices provided in the above embodiments, and the locomotive braking device is installed on the frame. Among them, the structures and technical effects of the locomotive braking devices are similar and will not be elaborated here.

[0282] Those skilled in the art will readily conceive of other embodiments of the present application after considering the specification and practicing the invention disclosed herein. The present application is intended to cover any variations, uses, or adaptations of the present application, which follow the general principles of the present application and include the common general knowledge or conventional technical means in the technical field not disclosed in the present application. The specification and embodiments are only regarded as exemplary, and the true scope and spirit of the present application are pointed out by the following claims.

[0283] It should be understood that the present application is not limited to the exact structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present application is only limited by the appended claims.

Claims

1. A locomotive braking device, characterized in that, The device comprises: At least one brake unit, the brake unit being mounted on a vehicle frame, the brake unit comprising a first brake assembly (100), a second brake assembly (200), and a driving member (300), the first brake assembly (100) and the second brake assembly (200) being transmission-connected via a connecting rod (400), the first brake assembly (100) and the second brake assembly (200) being located on both sides of a wheel (10) of the vehicle frame; The first brake assembly (100) comprises a first brake part (101), the second brake assembly (200) comprises a second brake part (201), and the brake end of the first brake part (101) and the brake end of the second brake part (201) face oppositely; The driving member (300) is connected to the first brake assembly (100).

2. The locomotive braking device according to claim 1, characterized in that, The first end of the driving member (300) is fixed to the vehicle frame, and the second end of the driving member (300) is connected to the first brake assembly (100).

3. The locomotive braking device according to claim 1, characterized in that, The first brake assembly (100) comprises a first rod member (102) and a second rod member (103); The upper end of the first rod member (102) is connected to the second end of the driving member (300), and the lower end of the first rod member (102) is connected to the connecting rod (400); The upper end of the second rod member (103) is hinged to the vehicle frame, and the lower end of the second rod member (103) is hinged through the first brake part (101) at a first preset position of the first rod member (102).

4. The locomotive braking device according to claim 3, characterized in that, The brake unit further comprises a third rod member (104) and a fourth rod member (105); One end of the third rod member (104) is hinged to one end of the fourth rod member (105); the third rod member (104) is hinged to the vehicle frame at a second preset position; The other end of the fourth rod member (105) is hinged to the upper end of the first rod member (102), and the other end of the third rod member (104) is hinged to the second end of the driving member (300).

5. The locomotive braking device according to claim 3, characterized in that, The first rod member (102) has a first blocking portion (1022); The first braking part (101) comprises a first brake shoe part (1011), a first pin (1012) and a first spring (1013); The first brake shoe portion (1011) is hinged to the lower end of the second rod member (103) through the first pin (1012); the first brake shoe portion (1011) has a second blocking portion (1014); One end of the first spring (1013) abuts against the bottom of the first blocking portion (1022), and the other end of the first spring (1013) abuts against the bottom of the second blocking portion (1014). The first spring (1013) surrounds the first pin (1012) from the bottom of the first blocking portion (1022) to the bottom of the second blocking portion (1014).

6. The locomotive braking device according to claim 1, characterized in that, The second brake assembly (200) includes a fifth rod member (202); The upper end of the fifth rod component (202) is hinged to the vehicle frame, the lower end of the fifth rod component (202) is connected to the connecting rod (400), and the third preset position of the fifth rod component (202) is hinged to the second braking part (201).

7. The locomotive braking device according to claim 6, characterized in that, The fifth rod member (202) has a third blocking portion (2023); The second braking part (201) comprises a second brake shoe part (2011), a second pin (2012) and a second spring (2013); The second brake shoe portion (2011) is hinged to the third preset position via the second pin (2012); the second brake shoe portion (2011) has a fourth blocking portion (2014); One end of the second spring (2013) abuts against the bottom of the third blocking portion (2023), and the other end abuts against the bottom of the fourth blocking portion (2014), and the second spring (2013) surrounds the second pin (2012) from the bottom of the third blocking portion (2023) to the bottom of the fourth blocking portion (2014).

8. The locomotive braking device according to claim 6, wherein, The connecting rod (400) comprises a first connecting portion (401), a second connecting portion (402), and a third connecting portion (403); One end of the first connecting portion (401) is hinged to the first rod member (102), and the other end of the first connecting portion (401) has a first thread; One end of the second connecting portion (402) is hinged to the fifth rod member (202), and the other end of the second connecting portion (402) has a second thread; The third connection portion (403) has a third thread and a fourth thread, the third thread is connected to the first thread, and the fourth thread is connected to the second thread.

9. The locomotive braking device according to any one of claims 1-8, characterized in that, The locomotive braking device comprises at least two braking units, and different braking units are connected via a synchronization component, wherein the synchronization component comprises a first synchronization component (500) and / or a second synchronization component (600); The first synchronizer (500) is connected to first brake assemblies (100) in different brake units; The second synchronizer (600) is connected to a second brake assembly (200) in a different brake unit.

10. A locomotive braking method, characterized in that, The method is performed by a locomotive brake device according to any one of claims 1 to 9; the locomotive brake device comprises: at least one brake unit, the brake unit is mounted on a vehicle frame, the brake unit comprises a first brake assembly, a second brake assembly, and a drive member, the first brake assembly and the second brake assembly are connected by a connecting rod; the first brake assembly and the second brake assembly are located on both sides of the wheel of the vehicle frame; the first brake assembly comprises a first brake part, and the second brake assembly comprises a second brake part; the brake end of the first brake part and the brake end of the second brake part face oppositely; the drive member is connected to the first brake assembly; The method comprises: the driving member is used to control the first braking part in the first braking assembly to move in a direction away from the wheel when receiving compressed air; The first braking assembly is configured to control the second braking portion in the second braking assembly to move toward the wheel when moving in a direction away from the wheel through the connecting rod. The driving member is further configured to control the first braking portion in the first braking assembly to move toward the wheel when the braking end of the second braking portion abuts against the wheel.

11. The locomotive braking method according to claim 10, characterized in that, The first braking assembly includes a first rod member and a second rod member; the braking unit further includes a third rod member and a fourth rod member. When receiving compressed air, the driving member is configured to control the first braking portion in the first braking assembly to move away from the wheel, including: When receiving compressed air, the driving member is configured to control the third rod member to rotate about the second preset position. The third rod member is configured to control the fourth rod member to move toward the wheel when rotating. The fourth rod member is configured to control the first rod member and the second rod member to rotate about the upper end of the second rod member when moving. The first rod member and the second rod member are configured to control the first braking portion to move away from the wheel when rotating.

12. The locomotive braking method according to claim 11, wherein, When the braking end of the second braking portion abuts against the wheel, the driving member is further configured to control the first braking portion in the first braking assembly to move toward the wheel, including: When the braking end of the second braking portion abuts against the wheel, the driving member is further configured to control the third rod member to rotate about the second preset position; the third rod member is configured to control the fourth rod member to move toward the wheel when rotating. The fourth rod member is configured to control the upper end of the first rod member to move toward the wheel when moving. The first rod member is configured to control the second rod member to rotate toward the wheel about the upper end of the second rod member when the upper end of the first rod member moves. The second rod member is configured to control the first braking portion to move toward the wheel when rotating.

13. The locomotive braking method according to claim 11, characterized in that, The first rod member has a first blocking portion; the first braking portion includes a first brake shoe portion, a first pin, and a first spring. The method further includes: the first blocking portion is configured to apply a first pressure to the first spring. The first spring is configured to lift upward around the first pin after receiving the first pressure from the first blocking portion and apply a second pressure to the second blocking portion. The second blocking portion is configured to control the first brake shoe portion to rotate about the first pin after receiving the second pressure.

14. The locomotive braking method according to claim 10, characterized in that, The second braking assembly includes a fifth rod member; the fifth rod member has a third blocking portion; the second braking portion includes a second brake shoe portion, a second pin, and a second spring. The method further includes: the third blocking portion is configured to apply a third pressure to the second spring. The second spring is configured to lift upward around the second pin after receiving the third pressure from the third blocking portion, so as to apply a fourth pressure to the fourth blocking portion; The fourth blocking portion is configured to control the second brake shoe portion to rotate about the second pin after receiving the fourth pressure.

15. The locomotive braking method according to claim 10, wherein, The connecting rod includes a first connecting portion, a second connecting portion, and a third connecting portion; the first connecting portion has a first thread; the second connecting portion has a second thread; the third connecting portion has a third thread and a fourth thread; The method further includes: adjusting the length between the first connecting portion and the third connecting portion through the first thread of the first connecting portion and the third thread of the third connecting portion; Adjusting the length between the second connecting portion and the third connecting portion through the second thread of the second connecting portion and the fourth thread of the third connecting portion.

16. The locomotive braking method according to claim 10, characterized in that, The locomotive braking device includes at least two braking units, and different braking units are connected through a synchronization component, and the synchronization component includes a first synchronizing member and / or a second synchronizing member; The method further includes: when one of the braking units brakes the corresponding wheel, controlling the first braking component of the connected braking unit to perform a braking operation through the first synchronizing member, and / or controlling the second braking component of the connected braking unit to perform a braking operation through the second synchronizing member.

17. A locomotive, characterized in that, It includes a frame and the locomotive braking device according to any one of claims 1-9, and the locomotive braking device is installed on the frame.

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