Hand braking device fastener and hand braking method

Abstract

The invention discloses a hand braking device fastener and a hand braking method. The hand braking device fastener comprises a shell, a rotatable worm is arranged in the shell, a worm gear is arranged on the worm in a matched mode, a threaded rod is screwed in the worm gear through threads, and the end of the threaded rod penetrates out of the shell and is rotatably connected with a hook through a connector. The rotary motion of the screw rod or the worm can be converted into the linear motion of the screw rod so as to tension the chain to realize braking; the shell is further connected with an installation base used for being installed on a vehicle body. The fastener is hung on a vehicle body through the mounting seat and is fixed at a fixed pulley seat of the vehicle; a hand braking chain of the vehicle is hooked by the hook; through meshing transmission of the worm and the worm gear and / or threaded transmission matching of the worm gear and the screw rod, rotary motion is converted into linear motion of the screw rod, and the hook is driven to move and tension the hand braking chain so as to achieve braking. The rail wagon anti-slip device can be operated on the ground and can provide large pulling force so as to improve the safety and reliability of anti-slip work of rail wagons.

Description

Technical Field

[0001] This invention relates to a handbrake device fastener and a handbrake method, belonging to the field of vehicle braking technology. Background Technology

[0002] In the operation and maintenance of railway freight cars, anti-runaway is a crucial aspect of ensuring railway transportation safety. Anti-runaway refers to the use of technical means to prevent freight cars from accidentally sliding or running away during parking, shunting operations, or on slopes. Practice shows that once a freight car runs away, it may collide with other trains, vehicles, or fixed facilities at high speeds, leading to derailments, overturning, or even explosions, posing a serious threat to the lives of railway staff, passengers, and the surrounding public. Simultaneously, it can cause damage to cargo, tracks, signaling systems, and other railway equipment, significantly impacting the overall economic efficiency of railway transportation. Furthermore, such accidents are often accompanied by secondary disasters such as environmental pollution and traffic paralysis, severely disrupting social order.

[0003] To prevent vehicles or trains from accidentally sliding or slipping, it is usually necessary to operate the handbrake. However, the handbrake of most railway freight cars is currently installed high up, requiring operators to climb onto the vehicle via a ladder to operate it. This is not only cumbersome and inconvenient, but the climbing operation itself also poses certain safety risks, easily leading to accidents such as falls.

[0004] In the existing technology, the fasteners used to assist handbrakes mostly adopt a single thread transmission structure. This structure has the inherent defect of small output force, which makes it difficult to meet the braking force requirements of railway freight cars under complex working conditions. This results in insufficient handbrake stopping ability and reliability, further increasing the potential risk of freight cars slipping. Summary of the Invention

[0005] The purpose of this invention is to address the problems of inconvenient operation, high safety risks, and insufficient output force of existing railway freight car handbrakes, by providing a handbrake device fastener and handbrake method that can be operated on the ground and can provide greater pulling force, thereby improving the safety and reliability of railway freight car anti-runaway operations.

[0006] The technical solution adopted in this invention is as follows: A handbrake device fastener includes a housing, within which a rotatable worm gear is disposed. A worm wheel is fitted onto the worm gear, and a screw is threaded into the worm wheel. The end of the screw protrudes from the housing and is rotatably connected to a hook via a connector. The rotational motion of the screw or worm gear can be converted into linear motion of the screw to tighten the chain and achieve braking. The housing is also connected to a mounting bracket for mounting on a vehicle body.

[0007] Alternatively, one end of the mounting base is provided with a first groove for attaching to the vehicle body, and the other end of the mounting base is connected to the outer shell.

[0008] Alternatively, a plate that can be slidably connected to the mounting base is also included, the plate having a second groove, the second groove and the first groove being arranged opposite each other along the translational direction of the plate, and the plate being fixed to the vehicle by adjusting the distance between the second groove and the first groove.

[0009] Alternatively, the screw may have a continuous thread; one end of the screw may have a mating structure that mates with a connector, and the other end may have a first interface; both ends of the screw may extend out of the housing.

[0010] Alternatively, the worm gear has a threaded hole at its center that mates with the screw, and the outer cylindrical surface of the worm gear has helical teeth that mesh with the worm; the two ends of the worm gear have shoulders, and the shoulders are provided with thrust bearings.

[0011] Alternatively, both ends of the worm gear are fixed to the housing via bearing seats, and one end of the worm gear is provided with a second interface, and the housing has a through hole corresponding to the position of the second interface.

[0012] Alternatively, the outer shell may be two hollow shells, with corresponding connecting seats on the outer sides of the two hollow shells, and the two shells may be connected into an integral structure through the connecting seats.

[0013] Alternatively, the hook portion is tapered, and the end of the hook is provided with a boss; the outer periphery of the connector is cylindrical, and the interior of the connector has a first inner diameter that matches the boss and a second inner diameter that matches the screw.

[0014] A handbrake method includes the following steps: Step 1: Attach the fastener to the vehicle body via the mounting bracket and fix it to the fixed pulley seat of the vehicle; Step 2: Hook the hook onto the vehicle's handbrake chain; Step 3: Through the meshing transmission between the worm and the worm wheel and / or the threaded transmission between the worm wheel and the screw, the rotational motion is converted into the linear motion of the screw, which drives the hook to move and tighten the hand brake chain to achieve braking.

[0015] When braking is achieved through the threaded transmission between the worm gear and the screw, the first interface of the screw is connected by a manual handle or a conventional power tool, and the rotational motion is input. The worm gear remains stationary under the action of the worm gear, and the screw converts the torque into linear tension through its own thread. When braking is achieved through the meshing transmission between the worm and the worm wheel, a manual handle or conventional power tool is used to connect to the second interface of the worm, input rotational motion, lock the screw to prevent it from rotating, the worm drives the worm wheel to rotate, and the worm wheel drives the screw to generate a linear tension through the central thread; When braking is achieved through the meshing transmission between the worm and worm wheel, and the threaded transmission between the worm wheel and the screw, rotational motion is simultaneously input through the first interface of the screw and the second interface of the worm. These two transmission methods work together to convert the rotational motion into the linear motion of the screw.

[0016] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are: 1. The handbrake device fastener and handbrake method provided by this invention, through ground operation design, allow operators to brake without climbing the vehicle, eliminating the safety risks of climbing operations and significantly improving operational convenience. It achieves the effect of converting two types of rotational input into screw translation: translation can be directly driven by the screw's own rotation, meeting the needs of rapid operation; or translation can be indirectly driven by the worm gear driving the worm wheel's rotation, utilizing the deceleration and force-increasing characteristics of the worm gear to obtain greater pulling force. Both methods are based on the same screw and worm wheel mating structure, requiring no additional complex components, yet solving the problems of low output force and single operation method in existing technologies, significantly improving the adaptability and braking efficiency of the device, demonstrating outstanding ingenuity.

[0017] 2. The handbrake device fastener and handbrake method provided by this invention, with its mating structure of mounting base and movable clamping plate, can stably adapt to different vehicle models, ensuring the device remains stable during braking and preventing loosening from affecting the braking effect. The rotatable connection design of the hook and connector ensures the reliability of chain hooking and the smoothness of force transmission, reducing the risk of disengagement or force transmission loss. Attached Figure Description

[0018] Figure 1 This is the main view of the invention in use.

[0019] Figure 2 This is a side view of the present invention in use.

[0020] Figure 3 This is an exploded view of the present invention.

[0021] The markings in the diagram are: 1-Hook, 2-Connector, 3-Screw, 4-Housing, 5-Bearing seat, 6-Worm gear, 7-Clamping plate, 9-Mounting base, 9-Thrust bearing, 10-Worm. Detailed Implementation

[0022] The present invention will now be described in detail with reference to the accompanying drawings.

[0023] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0024] A handbrake device fastener, such as Figure 1-3 As shown, the device includes a housing 4, inside which is a rotatable worm gear 10. A worm wheel 6 is fitted onto the worm gear 10, and a screw 3 is threaded into the worm wheel 6. The end of the screw 3 protrudes from the housing 4 and is rotatably connected to a hook 1 via a connector 2. The rotational motion of the screw 3 or the worm gear 10 can be converted into linear motion of the screw 3 to tighten the chain and achieve braking. The housing 4 is also connected to a mounting base 9 for mounting on the vehicle body.

[0025] The mounting base 9 stably connects the device to the vehicle body, providing basic support for overall operation. The outer shell 4 houses core components such as the worm gear 10 and worm wheel 6, forming a protective and positioning structure to ensure the orderly operation of internal transmission components. The worm gear 10 is rotatable and engages with the worm wheel 6, serving as a key link in power transmission to achieve effective transmission of motion and force. The worm wheel 6 engages with the screw 3 through its central thread, receiving power from the worm gear 10 and converting rotational motion into linear motion of the screw 3. The screw 3 is the component that directly generates braking force. Its thread engages with the worm wheel 6, allowing it to move linearly under the drive of the worm wheel 6 and also directly receive rotational power through its interface to achieve linear motion. The end protrudes from the outer shell 4 and is rotatably connected to the hook 1 through the connector 2. The hook 1 facilitates hooking the handbrake chain, while the connector 2 allows the hook 1 to rotate, adapting to the hooking angle and stably bearing the pulling force. The conversion of the rotational motion of the screw 3 or worm gear 10 into linear motion achieves chain tightening and braking.

[0026] Through the combined action of worm gear 6 and worm 10 transmission and thread transmission, the rotational motion of screw 3 or worm 10 is converted into linear motion of screw 3: when rotational power is input from the interface of screw 3, worm 10 does not rotate under the action of worm gear 6, and screw 3 converts its own thread into tension; when rotational power is input from the interface of worm 10, the locked screw 3 generates linear motion under the drive of worm gear 6; in addition, the two methods can be combined to generate force synergistically. The linear motion of screw 3 is transmitted to hook 1 through connector 2, hook 1 hooks the chain and tightens it, ultimately achieving hand braking. The meshing method of worm gear 6 and worm 10 has a significant speed reduction and force amplification effect. Worm 10 usually has fewer teeth and acts as the driving element, while worm gear 6 has more teeth and acts as the driven element. This tooth ratio forms a large transmission ratio. When power is input through worm 10, the rotation of worm 10 drives worm gear 6 to rotate. While the speed decreases, the torque is amplified accordingly according to the transmission ratio, that is, a small input torque can output a large force through worm gear 6. During the process, the outer casing 4 ensures that the transmission axes of the worm 10, worm wheel 6, and screw 3 are aligned, ensuring smooth meshing and thread engagement; the rotatable characteristics of the hook 1 are adapted to the chain angle to avoid tension loss.

[0027] This solution offers greater convenience and safety. The device is fixed in a low position, and the rotatable hook 1 allows operators to perform hook 1 and braking operations from the ground, eliminating the need to climb the vehicle. This solves the operational inconvenience caused by the high position of traditional handbrakes and reduces climbing risks. It offers stronger output force and adaptability. The composite transmission of worm gear 6, worm 10, and thread provides greater pulling force compared to existing single thread transmissions, solving the problem of low output force. The two input interfaces can obtain different pulling forces and speeds through different driving methods, adapting to different working conditions such as rapid initial braking or strong stable braking. It also offers higher reliability. The composite transmission mechanism reduces operational intensity; it can be driven manually or with conventional power tools. The cooperative structure of each component ensures stable transmission, improving the stopping capability and safety performance of railway freight car handbrakes.

[0028] In another specific implementation, one end of the mounting base 9 is provided with a first groove for attaching to the vehicle body, and the other end of the mounting base 9 is connected to the outer shell 4. The first groove at one end of the mounting base 9 is specifically designed for attaching to the vehicle body, and its shape is adapted to the corresponding part of the vehicle body, which can quickly achieve the initial positioning of the device and the vehicle body, avoid the device from shifting or shaking during installation, and provide a foundation for subsequent fixing steps. This attachment method allows the device to remain relatively stable before it is fully fixed, making it easier for the operator to free up their hands to complete the subsequent tightening operation and improve installation efficiency. The other end of the mounting base 9 is connected to the outer shell 4, forming a rigid connection between the outer shell 4 and the core transmission components such as the worm gear 10, worm wheel 6, and screw 3 inside and the vehicle body, ensuring that the pulling force generated during braking can be transmitted to the vehicle body through the mounting base 9, and preventing the outer shell 4 and internal components from shifting relative to the vehicle body due to force.

[0029] As another specific implementation, it also includes a clamping plate 7 that can be slidably connected to the mounting base 9. The clamping plate 7 has a second groove, which is opposite to the first groove along the translational direction of the clamping plate 7. The distance between the second groove and the first groove is adjusted to fix it to the vehicle. The clamping plate 7 is slidably connected to the mounting base 9, and the second groove on it is opposite to the first groove of the mounting base 9 along the translational direction. The core function of this structure is to create a clamping space that adapts to different car body structures by adjusting the distance between the two. When the clamping plate 7 is slidably moved, the distance between the second groove and the first groove can be flexibly adjusted to ensure that the two grooves firmly clamp the car body from both sides, while conforming to car body parts of different thicknesses or shapes, preventing the device from sliding or shifting due to force during braking. There is no need to design separate installation components for differences in car body structure, which greatly improves the adaptability to different railway freight car models.

[0030] In another specific embodiment, the screw 3 is provided with a continuous thread; one end of the screw 3 has a mating structure that engages with the connector 2, and the other end has a first interface. Both ends of the screw 3 extend out of the outer shell 4. The continuous thread matches the worm gear 6, stably converting the rotational motion of the worm gear 6 into the linear motion of the screw 3. Simultaneously, the continuous design ensures that the screw 3 maintains thread engagement with the worm gear 6 during axial movement, providing sufficient travel for braking and ensuring the chain can be continuously tightened to meet the needs of different braking levels. The mating structure engages with the connector 2, providing a suitable basis for the connection between the screw 3 and the connector 2, allowing them to be stably assembled into a whole, ensuring that the linear motion of the screw 3 can be directly transmitted to the connector 2. The first interface is a direct power input interface, which can be quickly connected to a manual handle or conventional power tool, facilitating direct input of rotational power by the operator. Both ends protrude through the outer shell 4, which not only exposes the first interface for easy connection of the drive tool, but also places the connection between the mating structure and the connector 2 outside the outer shell 4, ensuring that external operation and internal transmission do not interfere with each other; at the same time, the round hole at the end of the outer shell 4 guides the protruding screw 3, restricts its radial sway, ensures the accuracy of the linear movement of the screw 3, and maintains the stability and efficiency of the transmission.

[0031] In another specific implementation, the worm gear 6 has a threaded hole at its center that mates with the screw 3, and its outer cylindrical surface has helical teeth that mesh with the worm 10. The worm gear 6 has shoulders at both ends, and thrust bearings 9 are mounted on these shoulders. The threaded hole at the center of the worm gear 6 mates with the screw 3, forming the core structure for motion conversion. When the worm gear 6 rotates, the threaded hole meshes with the screw 3, converting its rotational motion into the axial linear motion of the screw 3. The helical teeth on the outer cylindrical surface of the worm gear 6 mesh with the worm 10. The helical tooth design ensures tight meshing with the worm 10, allowing the rotational power of the worm 10 to be stably transmitted to the worm gear 6. Simultaneously, utilizing the deceleration and force-increasing characteristics of the worm gear 6 and worm 10 transmission, the smaller input torque is converted into a larger output force, providing sufficient power for the subsequent linear motion of the screw 3 and meeting the requirements of high-tension braking. The shoulders at both ends of the worm gear 6 provide a stable mounting reference for the thrust bearing 9, preventing axial displacement of the thrust bearing 9 during the rotation of the worm gear 6 and ensuring that the bearing is always in the preset position, providing structural support for the smooth rotation of the worm gear 6. The thrust bearing 9 on the shoulder is mainly used to bear axial force. When the worm gear 6 drives the screw 3 to make linear motion, the screw 3 will generate a reverse axial force on the worm gear 6. The thrust bearing 9 can effectively bear this force, reduce the friction between the worm gear 6 and the housing 4, ensure the flexible rotation of the worm gear 6, reduce energy loss during transmission, and improve the overall transmission efficiency and service life of the device.

[0032] In another specific implementation, the worm 10 is fixed to the housing 4 at both ends by bearing seats 5, and one end of the worm 10 is provided with a second interface, and the housing 4 has a through hole corresponding to the position of the second interface. The bearing can reduce the frictional resistance when the worm 10 rotates, making the worm 10 rotate more smoothly, while limiting the radial displacement of the worm 10 and ensuring the stability of its axial position. In this solution, a bushing can be provided between the bearing and the shaft. The second interface is a key structure for power input, which can be connected to a manual handle or power tool to receive external rotational power and transmit it to the worm 10, providing driving force for the rotation of the worm wheel 6. Through the transmission characteristics of the worm wheel 6 and worm 10, speed reduction and force amplification are achieved to meet the device's requirements for high-pulling braking. The through hole allows the second interface to protrude out of the housing 4 and be exposed, making it convenient for operators to quickly connect the drive tool. At the same time, the edge of the through hole can provide a certain degree of protection for the interface, avoiding damage to the interface due to external collisions, without affecting the normal rotation of the worm 10, making power input operation more convenient.

[0033] In another specific implementation, the outer shell 4 consists of two hollow shells, each with a corresponding connecting seat on its outer side. These connecting seats connect the two shells into a single structure. The design of the outer shell 4 as two hollow shells facilitates the installation of internal components. The split structure allows for separate operation of the two shells when assembling core transmission components such as the worm gear 10, worm wheel 6, and screw 3. This avoids the entire shell obstructing the internal space, facilitating precise placement and adjustment of components, reducing assembly difficulty, and improving operational efficiency during production or maintenance. The corresponding connecting seats ensure precise alignment of the two shells during docking, preventing misalignment from affecting the overall structural accuracy. After the two shells are fixed together as a whole by connecting parts passing through the connecting seats, a stable closed structure is formed, providing a solid support frame for the internal components.

[0034] In another specific embodiment, the hook portion of the hook 1 is conical, and the end of the hook 1 is provided with a boss; the outer periphery of the connector 2 is cylindrical, and the interior of the connector 2 has a first inner diameter that matches the boss and a second inner diameter that matches the screw 3. The conical surface guides the handbrake chain to slide quickly into the hook, reducing the difficulty of alignment when hooking the hook 1, allowing operators to easily hook the chain on the ground and improving operational efficiency. The double inner diameter design allows the connector 2 to simultaneously connect the screw 3 and the hook 1, ensuring that the force transmission path goes directly from the screw 3 through the connector 2 to the hook 1, reducing force loss in intermediate links, and enabling axial positioning.

[0035] A handbrake method includes the following steps: Step 1: Attach the fastener to the vehicle body via mounting base 9, fixing it to the fixed pulley seat. Specifically, after attaching the fastener to the vehicle body via the first groove of mounting base 9, adjust the sliding contact plate 7 connected to mounting base 9 so that the second groove of plate 7 aligns with the first groove to clamp the vehicle body. Secure the distance between plate 7 and mounting base 9 with a nut, thus firmly fixing the fastener to the fixed pulley seat. The attachment and fixation via mounting base 9 ensures that the device will not shift relative to the vehicle body under load, providing stable support for subsequent power transmission and pulling force output, and preventing transmission failure or reduced braking effect due to device wobbling.

[0036] Step 2: Hook 1 onto the vehicle's handbrake chain. Specifically, the conical surface of hook 1 guides the handbrake chain into the hook, ensuring reliable engagement. Hook 1, through its end boss and connector 2, can rotate flexibly with the chain angle, ensuring stable engagement. This reliable engagement of hook 1 and chain ensures that the linear tension generated by screw 3 is effectively transmitted to the chain, a crucial step in transferring force from the device to the braking system, preventing loss of braking force.

[0037] Step 3: Through the meshing transmission of the worm 10 and the worm wheel 6, and / or the threaded transmission of the worm wheel 6 and the screw 3, the rotational motion is converted into the linear motion of the screw 3, which drives the hook 1 to move and tighten the hand brake chain to achieve braking. The combination of the two transmission methods can achieve rapid braking through the threaded transmission alone, or obtain greater pulling force through the meshing transmission of the worm 10 and the worm wheel 6, and can also work together to improve efficiency, realizing the flexibility and adaptability of power transmission.

[0038] The device is stabilized through installation and fixation. A force transmission path is established via hook 1, and the combined transmission of worm gear 10, worm wheel 6, and thread converts rotational motion into linear tension, ultimately tightening the chain to achieve braking. This process, from installation to power transmission to execution, forms a complete and controllable braking chain. Ground installation and connection to hook 1 avoid the inconvenience and safety risks associated with climbing operations required by traditional handbrakes due to their high position. Combining two transmission methods achieves diverse conversions from rotational to linear motion, meeting both rapid operation needs and providing greater tension; simultaneously, it shifts the operation to the ground, solving the safety and convenience issues of traditional operations through reasonable installation and connection steps.

[0039] As another specific implementation, when braking is achieved through the threaded transmission between the worm gear 6 and the screw 3, a manual handle or conventional power tool is used to connect the first interface of the screw 3 to input rotational motion. The worm 10 remains stationary under the action of the worm gear 6, and the screw 3 converts the torque into linear tension through its own thread. When braking is achieved through the meshing transmission between the worm 10 and the worm wheel 6, a manual handle or conventional power tool is used to connect to the second interface of the worm 10, input rotational motion, lock the screw 3 so that it does not rotate, the worm 10 drives the worm wheel 6 to rotate, and the worm wheel 6 drives the screw 3 to generate a linear tension through the central thread; When braking is achieved through the meshing transmission between the worm 10 and the worm wheel 6 and the threaded transmission between the worm wheel 6 and the screw 3, rotational motion is simultaneously input through the first interface of the screw 3 and the second interface of the worm 10. The two transmission methods work together to convert the rotational motion into the linear motion of the screw 3.

[0040] When braking is achieved through the threaded transmission between the worm gear 6 and the screw 3, the first interface of the screw 3 receives the rotational power from a manual or power tool. At this time, the worm 10 remains stationary due to the action of the worm gear 6. The screw 3, through its own thread and the threaded engagement with the worm gear 6, directly converts the rotational torque into axial linear tension. This method eliminates the intermediate transmission of the worm 10 and worm gear 6, resulting in a shorter power transmission path and enabling the hook 1 to quickly tighten the chain. It is suitable for initial braking scenarios requiring rapid response and meets the braking efficiency requirements in emergency situations.

[0041] When braking is achieved through the meshing transmission between the worm 10 and the worm wheel 6, the second interface of the worm 10 receives rotational power, locking the screw 3 in place. The worm 10 drives the worm wheel 6 to rotate through the helical gear meshing with it, and the worm wheel 6 then drives the screw 3 to generate a linear tension through its central thread. The meshing of the worm 10 and the worm wheel 6 has a speed reduction and force amplification characteristic, which can amplify a small input torque, allowing the screw 3 to obtain a larger axial tension. This is suitable for scenarios requiring strong braking and solves the problem of insufficient output force in existing single-threaded transmissions.

[0042] When the two transmission methods work together, the first interface of the screw 3 and the second interface of the worm gear 10 simultaneously input rotational motion. The direct rotation of the screw 3 and the driving rotation of the worm wheel 6 form a resultant force, jointly propelling the screw 3 to perform linear motion. This synergy retains the speed of the screw 3 transmission while enhancing the pulling force through the transmission of the worm gear 10 and worm wheel 6. The input ratio of the two forces can be flexibly adjusted according to actual braking requirements to achieve a balance between speed and pulling force, adapting to diverse braking needs under complex working conditions.

[0043] The combination of these three methods creates a flexible and efficient braking system. Each individual transmission method has its own emphasis, with rapid response and powerful output complementing each other; the synergistic transmission achieves functional superposition, breaking through the performance limitations of a single transmission. Compared to the fixed mode that relies solely on threaded transmission in existing technologies, this multi-path transmission design not only expands the adaptability of braking operation, but also improves output force and operational convenience through the combined action of the worm gear 6, worm 10, and thread. It solves the problems of inconvenient operation and low output force of traditional handbrake devices, demonstrating innovative optimization of transmission logic and possessing significant practical value.

[0044] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. The invention extends to any new features or combinations disclosed in this specification, and any modifications, equivalent substitutions, and improvements made within the spirit and principles of the invention should be included within the scope of protection of the invention. It is obvious to those skilled in the art that the invention is not limited to the details of the above exemplary embodiments, and that detailed technical features not disclosed in this embodiment, such as specific structures, are all prior art and can be obtained by those skilled in the art from the prior art. The connection method can be a fixed connection, a detachable connection, or an integral part; it can be a fixed connection, a movable connection, or a hinged connection; it can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific manner of the above terms in the embodiments of the present invention according to the specific circumstances, and this disclosure does not specifically limit this aspect.

Claims

1. A handbrake device fastener, characterized in that: Includes a housing (4), inside which is a rotatable worm (10), on which a worm wheel (6) is fitted, and inside the worm wheel (6) is a screw (3) threaded in. The end of the screw (3) protrudes from the housing (4) and is rotatably connected to a hook (1) through a connector (2). The rotational motion of the screw (3) or the worm (10) can be converted into the linear motion of the screw (3) to tighten the chain and achieve braking. The housing (4) is also connected to a mounting base (9) for mounting on the vehicle body.

2. The handbrake device fastener according to claim 1, characterized in that, One end of the mounting base (9) is provided with a first groove for attaching to the vehicle body, and the other end of the mounting base (9) is connected to the outer shell (4).

3. The handbrake device fastener according to claim 2, characterized in that, It also includes a card plate (7) that can be slidably connected to the mounting base (9), the card plate (7) having a second groove, the second groove and the first groove being arranged opposite to each other along the translation direction of the card plate (7), and the distance between the second groove and the first groove being adjusted to fix it to the vehicle.

4. The handbrake device fastener according to claim 1, characterized in that, The screw (3) is provided with a continuous thread; one end of the screw (3) has a mating structure that mates with the connector (2), and the other end is provided with a first interface; both ends of the screw (3) extend out of the outer shell (4).

5. The handbrake device fastener according to claim 1, characterized in that, The worm wheel (6) has a threaded hole at its center that mates with the screw (3), and the outer cylindrical surface of the worm wheel (6) has helical teeth that mesh with the worm (10); the two ends of the worm wheel (6) have shoulders, and the shoulders are provided with thrust bearings (9).

6. The handbrake device fastener according to claim 1, characterized in that, The worm (10) is fixed to the outer shell (4) at both ends by bearing seats (5), and one end of the worm (10) is provided with a second interface, and the outer shell (4) has a through hole corresponding to the position of the second interface.

7. The handbrake device fastener according to claim 1, characterized in that, The outer shell (4) consists of two hollow shells, and corresponding connecting seats are provided on the outer sides of the two hollow shells. The two shells are connected into an integral structure through the connecting seats.

8. The handbrake device fastener according to claim 1, characterized in that, The hook (1) has a conical hook and a boss at the end of the hook (1); the outer periphery of the connector (2) is cylindrical and the interior of the connector (2) has a first inner diameter that matches the boss and a second inner diameter that matches the screw (3).

9. A handbrake method, using a handbrake device fastener as described in any one of claims 1-8, characterized in that, Includes the following steps: Step 1: Hang the fastener on the vehicle body through the mounting bracket (9) and fix it at the fixed pulley seat of the vehicle; Step 2: Hook (1) onto the vehicle's handbrake chain; Step 3: Through the meshing transmission between the worm (10) and the worm wheel (6) and / or the threaded transmission between the worm wheel (6) and the screw (3), the rotational motion is converted into the linear motion of the screw (3), which drives the hook (1) to move and tighten the hand brake chain to achieve braking.

10. The handbrake method according to claim 9, characterized in that, When braking is achieved through the threaded transmission between the worm gear (6) and the screw (3), the first interface of the screw (3) is connected by a manual handle or a conventional power tool, and the rotational motion is input. The worm (10) remains stationary under the action of the worm gear (6), and the screw (3) converts the torque into a linear tension through its own thread. When braking is achieved through the meshing transmission between the worm (10) and the worm wheel (6), a manual handle or conventional power tool is used to connect the second interface of the worm (10), input rotational motion, lock the screw (3) so that it does not rotate, the worm (10) drives the worm wheel (6) to rotate, and the worm wheel (6) drives the screw (3) to generate linear tension through the central thread; When braking is achieved through the meshing transmission of the worm (10) and the worm wheel (6) and the threaded transmission of the worm wheel (6) and the screw (3), rotational motion is simultaneously input through the first interface of the screw (3) and the second interface of the worm (10). The two transmission methods work together to convert the rotational motion into the linear motion of the screw (3).

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