Two-stage tensioning control device

Abstract

The invention discloses a two-stage tensioning control device which comprises a pull rod, a first-stage pre-tensioning mechanism, a second-stage stress application mechanism and a pneumatic control system. Wherein the first-stage pre-stretching mechanism comprises a driving source; the secondary stress application mechanism comprises a stress application module and a locking module; the driving source is connected with the pull rod and used for driving the pull rod to move axially, the pneumatic control system is at least communicated with the stress application module and the locking module, the locking module is arranged between the pull rod and the stress application module, and when the locking module is in a locking state, the stress application module transmits stress application force to the pull rod through the locking module. The device is particularly suitable for railway vehicles, it can be ensured that the vehicle parking braking force cannot be attenuated due to wheel tile spacing or time passing, and the parking braking effect and safety are improved.

Description

Technical Field

[0001] This invention specifically relates to a two-stage tension control device. Background Technology

[0002] Railway vehicle parking brake refers to the braking method used when a vehicle is stationary with no wind pressure, and its purpose is to prevent the vehicle from rolling away on its own.

[0003] Trains running on railways consist of a locomotive at the front and carriages coupled to the rear. All carriages use compressed air to drive mechanical brakes for braking, deceleration, or stopping. Specifically, the train air pipe connects to auxiliary air cylinders via distribution valves on each carriage, and the auxiliary air cylinders, in turn, connect to brake cylinders via distribution valves. The output of the brake cylinders is connected to the brake shoes via the mechanical brake system. During braking, the compressed air in the auxiliary air cylinders drives the brake cylinders, which in turn causes the brake shoes to engage with the wheels via the mechanical brake system. However, because the carriages coupled to the rear cannot generate compressed air themselves, the locomotive must sequentially supply compressed air to the auxiliary air cylinders of each carriage via the train air pipes before the brake cylinders of the rear carriages can generate braking force. When the locomotive separates from the carriages, the braking force of the rear carriages is maintained by the compressed air remaining within them. However, if a carriage is separated from the locomotive for an extended period, the compressed air remaining in the carriage's air brake system will naturally leak, causing the carriage to gradually lose braking force. If a vehicle is parked on a slope without taking anti-rollover measures, it may roll away on its own, causing serious accidents such as damaging switches, collisions, hitting people, or even overturning.

[0004] Ordinary parking brake devices with parking springs have problems due to the inherent characteristics of railway vehicles, such as large gaps between brake shoes and wheels and long strokes of brake cylinder piston rods. The method of pulling out the brake cylinder piston rod to implement parking brake has the following problems: the release length of the compressed parking spring is too long, the elastic force is severely weakened, the required parking spring size is too large and long, the weight is too heavy, and the pressure air consumption is large, making installation and maintenance very inconvenient. Summary of the Invention

[0005] To solve the above-mentioned technical problems, the present invention provides a two-stage tension control device, which is particularly suitable for railway vehicles. It can ensure that the braking force of the vehicle when parked will not decrease due to the wheel bearing spacing or the passage of time, thereby improving the parking braking effect and safety.

[0006] The technical solution adopted in this invention is: A two-stage tension control device includes a pull rod, a primary pre-tensioning mechanism, a secondary force-applying mechanism, and a pneumatic control system; wherein the primary pre-tensioning mechanism includes a drive source; and the secondary force-applying mechanism includes a force-applying module and a locking module. The drive source is connected to the pull rod and is used to drive the pull rod to move along the pull rod axis. The pneumatic control system is connected to at least the force-applying module and the locking module. The locking module is located between the pull rod and the force-applying module. When the locking module is locked, the force-applying module transmits the applied pressure to the pull rod through the locking module to apply axial force to the pull rod. When the locking module is unlocked, the force-applying module cannot apply pressure to the pull rod through the locking module.

[0007] This dual-stage tension control device is configured such that: first, the pull rod is moved to the extreme position through the first-stage pre-tensioning mechanism, and then the pull rod is forceped through the second-stage force-applying mechanism to achieve the output tension force of the pull rod.

[0008] Preferably, the locking module includes a locking force-applying sleeve and a locking component. The locking force-applying sleeve is connected to the force-applying module and sleeved on the pull rod. The locking component is disposed on the locking force-applying sleeve and is used to axially lock or unlock the pull rod and the locking force-applying sleeve. The force-adding module includes a force-adding cylinder body, a force-adding piston inside the force-adding cylinder body, a force-adding spring between the force-adding piston and one end wall inside the force-adding cylinder body, and a third vent on the force-adding cylinder body connected to the pneumatic control system. The locking force-applying sleeve includes a hollow force-applying cylinder, which is sleeved on the pull rod. One end of the hollow force-applying cylinder passes through the force-applying cylinder and connects to the force-applying piston. A locking component is disposed on the hollow force-applying cylinder and is used to lock or unlock the hollow force-applying cylinder and the pull rod. The pull rod passes through the force-applying cylinder and the force-applying piston inside it along the axial direction and slides with the force-applying cylinder. The force-applying cylinder and the pull rod are coaxially arranged.

[0009] Preferably, the locking module includes a locking force-applying sleeve and a locking component. The locking force-applying sleeve is connected to the force-applying module and sleeved on the pull rod. The locking component is disposed on the locking force-applying sleeve and is used to axially lock or unlock the pull rod and the locking force-applying sleeve. The force-adding module includes a force-adding cylinder and a motion conversion mechanism. The force-adding cylinder is arranged along the second axis. A force-adding piston is slidably fitted inside the cavity of the force-adding cylinder. The force-adding piston is connected to a force-adding rod. A force-adding spring is provided between the force-adding piston and one end wall of the force-adding cylinder. The force-adding cylinder is provided with a third vent hole connected to the pneumatic control system. The tie rod is set along the first axis; the first axis and the second axis are not on the same axis. The locking force-applying slide includes a locking slide seat; the locking slide seat is sleeved on the pull rod, and the outer end of the force-applying rod passes through the force-applying cylinder and is connected to the locking slide seat through a motion conversion mechanism. The motion conversion mechanism is used to convert the movement of the force-applying rod along the second axis into the movement of the pull rod along the first axis. The locking component is disposed on the locking slide seat.

[0010] Preferably, the first axis and the second axis are not parallel; the motion conversion mechanism includes a frame, a limiting base, and a motion transmission component, the outer end of the force bar is fixedly connected to the frame, the frame is sleeved around the locking slide, and the inner wall of the frame and the outer wall of the locking slide form a sliding fit. One side of the frame has a bearing surface parallel to the second axis, which abuts against the motion support member of the limiting base. The motion support member is used to abut against the bearing surface and limit the frame to move back and forth only along the second axis. The other side has a slide groove inclined relative to the first axis. The side of the locking slide has a motion transmission member arranged opposite to the slide groove. The motion transmission member is set in the slide groove and can slide along the slide groove. The two sides of the slide groove serve as the force application surface and the reset surface, respectively. The force application piston drives the force application rod and the frame to move back and forth along the second axis. When the frame moves in the positive direction along the second axis, the force application surface abuts against the motion transmission member and moves relative to the slide groove, thereby driving the locking slide to move in one direction along the first axis through the force application surface. When the frame moves in the opposite direction along the second axis, the reset surface abuts against the motion transmission member and moves relative to the slide groove, thereby driving the locking slide to move in the other direction along the first axis through the reset surface.

[0011] Motion transmission components include pins or pin sleeves, or pins fitted with rolling bearings.

[0012] The frame has sliding grooves on both the left and right sides. There are two motion transmission components, which are respectively set on the left and right sides of the locking slide. The two motion transmission components are respectively set in the two sliding grooves of the frame.

[0013] Preferably, the first axis and the second axis are not parallel; The motion conversion mechanism includes a frame, a limiting base, and motion transmission components. The outer end of the force-applying rod is fixedly connected to the frame. The frame is sleeved around the locking slide, and the inner wall of the frame and the outer wall of the locking slide form a sliding fit. One side of the frame is provided with a bearing surface parallel to the second axis. The bearing surface abuts against the motion support member of the limiting base. The motion support member is used to abut against the bearing surface and limit the frame to move back and forth only along the second axis. The other side is provided with a force-applying surface that is inclined relative to the first axis. The side of the locking slide is provided with a motion transmission member arranged opposite to the force-applying surface. The motion transmission member can slide along the force-applying surface. A thrust spring is provided between the locking slide and the external fixed component to provide a biasing force to the locking slide towards the force application surface, so that the motion transmission component always abuts against the force application surface; The force-applying piston drives the force-applying rod and frame to move back and forth along the second axis. When the frame moves in the positive direction along the second axis, the force-applying surface abuts against the motion transmission component and moves relative to it. This pushes the locking slide along one direction of the first axis and compresses the thrust spring. When the frame moves in the opposite direction along the second axis, the thrust spring pushes the locking slide, causing the motion transmission component to abut against the force-applying surface and move. This pushes the locking slide along the other direction of the first axis.

[0014] Furthermore, the limiting base is connected to the external fixing components; The left and right sides of the frame extend into the limiting base; The bearing surfaces on the left and right sides of the frame abut against the motion support members on the limiting base that are perpendicular to the first axis. The motion support members are used to bear the reaction force generated by the tension force on the tie rod. The outer surfaces of the left and right sides of the frame, parallel to the second axis, cooperate with the corresponding inner walls of the limiting base to restrict the rotational freedom of the frame around the second axis. The tie rod axially penetrates the limiting base.

[0015] The motion support component includes a pin or pin sleeve, or a pin equipped with a rolling bearing.

[0016] Preferably, the first axis intersects or is parallel to the second axis; the motion conversion mechanism includes a mounting base and a force-applying lever, and force-applying levers are provided on both the inner and outer sides of the locking slide, with the inner walls of the inner and outer force-applying levers forming a sliding fit with the outer wall of the locking slide; Both the inner and outer force levers are hinged to the mounting base via the first transmission pin. The first transmission pin serves as the fulcrum for the inner and outer force levers. The force rod is connected to the locking slide via the inner and outer force levers. The inner and outer force levers are respectively hinged to the force rod via the third transmission pin and to the locking slide via the second transmission pin.

[0017] Preferably, the locking assembly includes a radially movable stop element, an engaging portion that cooperates with the stop element, and an actuating mechanism that drives the stop element to move radially so that it engages or disengages from the engaging portion; the engaging portion is disposed on the pull rod. The locking assembly has a locked state and an unlocked state; in the locked state, the stop element engages with the engagement part, axially locking the pull rod and the hollow power-adding cylinder; in the unlocked state, the stop element disengages from the engagement part, allowing the pull rod to move axially relative to the hollow power-adding cylinder. The locking assembly is a ball lock structure, wherein the stopping element is a ball, the engaging part is a number of annular grooves distributed axially on the outer wall of the pull rod, and the actuation mechanism includes a locking cylinder, a locking piston, a locking clasp, and a locking spring; The side wall of the hollow booster cylinder has a through hole, and a movable ball is installed inside the through hole; The locking cylinder is located outside the power-adding cylinder. The locking cylinder has a chamber, and a locking piston is located inside the chamber. The locking piston is fixedly connected to the locking sleeve. The locking sleeve is coaxially fitted on the outside of the hollow power-adding cylinder and forms a sliding pair with the outer wall of the hollow power-adding cylinder. The inner wall of the locking cylinder is provided with a relief groove for accommodating the ball; A locking spring is provided in the chamber of the locking cylinder; the two ends of the locking spring abut against one end of the chamber and the locking piston, respectively. Under normal conditions, the locking spring drives the locking piston to the left extreme locking position, so that the inner wall of the locking cylinder presses the ball into the annular groove to achieve axial locking of the pull rod; when the locking piston moves to the right extreme unlocking position and compresses the locking spring, the relief groove corresponds to the through hole, the ball falls into the relief groove, and does not press the annular groove, thus achieving axial unlocking of the pull rod. The locking cylinder is equipped with an unlocking hole and a fourth vent hole. The unlocking hole is connected to the pneumatic control system, and the fourth vent hole is connected to the atmosphere. The pneumatic control system controls the air pressure changes in the locking cylinder to make the locking piston and locking cylinder move axially along the pull rod.

[0018] The locking cylinder is configured to: introduce pressurized air through the unlocking hole to drive the locking cylinder to move to the right extreme unlocking position against the spring force of the locking spring; and exhaust air through the unlocking hole to drive the locking cylinder back to the left extreme locking position by the spring force of the locking spring.

[0019] Preferably, the locking assembly includes a radially movable stop element, an engaging portion that cooperates with the stop element, and an actuating mechanism that drives the stop element to move radially so that it engages or disengages from the engaging portion; the engaging portion is disposed on the pull rod. The locking assembly has a locked state and an unlocked state; in the locked state, the stop element engages with the engagement part, axially locking the pull rod and the hollow power-adding cylinder; in the unlocked state, the stop element disengages from the engagement part, allowing the pull rod to move axially relative to the hollow power-adding cylinder. The locking assembly is a ball lock structure, wherein the stopping element is a ball, the engaging part is a number of annular grooves distributed axially on the outer wall of the pull rod, the locking slide has a chamber, and the actuation mechanism includes a locking piston, a locking cylinder and a locking spring disposed in the chamber; A hollow force-adding sleeve is mounted on the tie rod; The side wall of the hollow booster cylinder has a through hole, and a ball is placed inside the through hole; The locking piston can move back and forth in the chamber along the axis of the pull rod. The locking piston is fixedly connected to the locking sleeve. The locking sleeve is coaxially fitted on the outside of the hollow power-adding cylinder and forms a sliding pair with the outer wall of the hollow power-adding cylinder. The inner wall of the locking cylinder is provided with a relief groove for accommodating the ball; The locking slide has a locking spring inside its chamber; the two ends of the locking spring abut against one end of the locking slide chamber and the locking piston, respectively. Under normal conditions, the locking spring drives the locking piston to the left extreme locking position, so that the inner wall of the locking cylinder presses the ball into the annular groove to achieve axial locking of the pull rod; when the locking piston moves to the right extreme unlocking position and compresses the locking spring, the relief groove corresponds to the through hole, the ball falls into the relief groove, and the pull rod is axially unlocked without pressing the annular groove. The locking slide is provided with an unlocking hole and a fourth vent hole that communicate with its inner cavity. The unlocking hole and the fourth vent hole are respectively arranged on both sides of the locking piston. The unlocking hole is connected to the pneumatic control system, and the fourth vent hole is connected to the atmosphere. The pneumatic control system moves the locking piston and locking cylinder along the pull rod axis by controlling the air pressure change in the chamber of the locking slide.

[0020] Preferably, the locking assembly further includes a manual unlocking mechanism; the manual unlocking mechanism includes a slip ring slidably disposed outside the locking cylinder body, a push rod connected to the slip ring, and a first pulling member connected to the slip ring; The push rod extends into the locking cylinder to push the locking piston and locking cylinder to the unlock position; A transmission wheel is provided on the outer side of the locking cylinder. The outer end of the first pulling member extends to the outside after passing around the transmission wheel and is connected to the first handle. Pulling the first pull member moves the push rod via the slip ring, thereby pushing the locking piston and locking cylinder to the right extreme unlock position.

[0021] An anti-loosening stop is fixed on the first pull member near the first handle end. The first pull member passes through the stop seat, which is fixed to the outside. The stop seat has an inner hole with a diameter larger than the outer dimensions of the anti-loosening stop. The inner hole is connected to a slot with a width larger than the outer diameter of the first pull member but smaller than the outer dimensions of the anti-loosening stop.

[0022] Preferably, the locking assembly is disposed on the locking force-applying sleeve, and the locking assembly includes a radially movable stop element, a meshing part that cooperates with the stop element, and an actuation mechanism that drives the stop element to move radially so that it engages or disengages with the meshing part; the meshing part is disposed on the pull rod. The locking assembly has a locked state and an unlocked state; in the locked state, the stop element engages with the engagement part, axially locking the pull rod with the locking force-applying sleeve; in the unlocked state, the stop element disengages from the engagement part, allowing the pull rod to move axially relative to the locking force-applying sleeve.

[0023] The actuation mechanism includes a locking cylinder body connected to the pneumatic control system via a pipe. The locking cylinder body has a chamber, and a locking piston is located in the chamber. The locking piston is connected to a locking rod. A locking spring is connected to one end of the locking piston and the chamber. One end of the locking rod extends out of the chamber. The locking piston drives the locking rod to move back and forth along the locking cylinder body to drive the stop element. The locking cylinder is equipped with a manual unlocking mechanism.

[0024] Preferably, the locking assembly is a threaded lock structure, wherein the stopping element includes a locking rod, and the engaging part includes a hollow threaded sleeve sleeved between the locking force-applying sleeve and the pull rod, and a hollow threaded sleeve tooth groove provided on the outer wall of the hollow threaded sleeve; or the engaging part includes a hollow threaded sleeve sleeved between the locking force-applying sleeve and the pull rod, an annular gear sleeved on the outer wall of the hollow threaded sleeve, and an annular gear tooth groove provided on the outer wall of the annular gear. The hollow threaded sleeve and the annular gear rotate synchronously, and the two can slide relative to each other axially. The actuation mechanism includes a locking cylinder that is connected to the pneumatic control system via a pipe. A locking piston is provided inside the locking cylinder. A locking spring is connected to one end of the locking piston inside the locking cylinder. One end of the locking rod passes through the locking cylinder and is connected to the locking piston inside. The other end of the locking rod is provided with a head for engaging with a tooth groove. The head of the locking rod is located outside the locking cylinder. The head of the locking rod and the locking rod can be integral or separate parts that are movably connected. The pneumatic control system moves the locking piston inside the locking cylinder by controlling the air pressure change inside the locking cylinder, thereby driving the locking rod and the head to engage and disengage with the hollow threaded sleeve tooth groove of the engagement part or the ring gear tooth groove of the engagement part. The hollow threaded sleeve is mounted in the locking force-adding sleeve via a bearing and engages with the pull rod via a non-self-locking thread pair. The ring gear is mounted outside the force-adding cylinder via a bearing, and the hollow threaded sleeve drives the ring gear to rotate via a hollow cylinder.

[0025] The threaded lock structure is configured as one of the following schemes: (I) Direct locking structure, The locking cylinder is radially mounted on the periphery of the hollow booster cylinder; the head of the locking rod can selectively engage with the tooth groove of the hollow threaded sleeve, and the hollow booster cylinder is configured not to rotate relative to the booster cylinder. or (II) Indirect locking structure, The hollow threaded sleeve is connected to a ring gear, and the locking cylinder is installed on the axial end face of the force-applying cylinder; the head of the locking rod can selectively mesh with the tooth groove of the ring gear. The locking cylinder is configured to: drive the locking piston to move against the elastic force of the locking spring by introducing pressurized air into the chamber, thereby causing the locking rod and head to retract toward the locking cylinder; and drive the locking rod and head to move away from the locking cylinder by discharging pressurized air and the elastic force of the locking spring.

[0026] The locking rod and the head are connected in a separate movable manner to avoid the hollow threaded sleeve groove or ring gear groove of the meshing part from forming a bending moment on the locking rod, preventing the locking rod from getting stuck due to bending, and improving the sealing effect of the locking cylinder. Preferably, the locking assembly is a latch lock structure, wherein the stopping element includes a latch, the engaging part includes a plurality of axially distributed tooth grooves provided on the outer wall of the pull rod, and the actuating mechanism includes a locking cylinder body connected to the pneumatic control system through a pipe. A locking piston is provided in the locking cylinder body, and a locking rod is connected to the locking piston. One end of the locking rod extends out of the locking cylinder body and is connected to the latch. The locking rod and the latch can be fixedly connected or movably connected. The movable connection allows the latch to swing appropriately relative to the locking rod, which facilitates the engagement of the protruding teeth on the latch with the tooth grooves on the pull rod, while avoiding the locking rod from bearing bending moment and improving the sealing performance of the locking cylinder body. The locking cylinder has a chamber; a locking spring is installed in the chamber, which drives the locking rod to move out of the locking cylinder. The pneumatic control system controls the change of air pressure in the chamber of the locking cylinder to drive the locking piston and locking rod to move in the locking cylinder, thereby driving the locking tongue to engage and disengage with the tooth groove of the engagement part. The locking tongue is radially slidably disposed on the inner ring of the locking force-applying sleeve, and the inner side of the locking tongue is provided with protruding teeth that are adapted to the tooth groove; The locking cylinder is radially mounted on the outer periphery of the locking force-applying sleeve.

[0027] The locking cylinder is configured to: drive the locking piston to move against the elastic force of the locking spring by introducing pressurized air into the chamber, thereby causing the locking rod and locking tongue to retract into the locking cylinder; and drive the locking rod and locking tongue to move out of the locking cylinder by discharging pressurized air and the elastic force of the locking spring.

[0028] Preferably, the manual unlocking mechanism includes a hollow sleeve disposed outside the locking cylinder and a hollow rotating sleeve sleeved outside the hollow sleeve. One end of the locking rod passes through the inner hole of the hollow sleeve, and the locking rod is provided with an unlocking stop, which is disposed outside the hollow sleeve. The outer wall of the hollow sleeve is provided with a second non-self-locking external thread; The inner wall of the hollow rotating sleeve is provided with a second non-self-locking internal thread, which meshes with the second non-self-locking external thread on the hollow sleeve to form a helical transmission pair. The outer wall of the hollow rotating sleeve is at least hinged with a second pulling member that can drive the hollow rotating sleeve to rotate around the hollow sleeve, and the second pulling member is connected to the second handle; When the second pulling element is pulled to rotate the hollow rotating sleeve, the hollow rotating sleeve moves axially along the hollow sleeve and pushes the unlocking stop fixed on the locking rod to drive the locking rod and the head to the unlocking position, thus forming a manual unlocking function. Preferably, the manual unlocking mechanism includes a hollow sleeve fixed to the outside of the locking cylinder and a hollow sliding sleeve sleeved to the outside of the hollow sleeve; One end of the locking rod passes through the inner hole of the hollow sleeve. The locking rod is equipped with an unlocking stop, which is located on the outside of the hollow sleeve. The hollow sleeve and the hollow sliding sleeve are in sliding fit. The hollow sliding sleeve is hinged with a second pulling member. Pulling the second pulling component drives the hollow sliding sleeve to push the unlocking stop, which in turn moves the locking lever to the unlocking position, thus enabling manual unlocking. The second pull member has an anti-loosening stop fixed near the end of the second handle. The second pull member passes through the stop seat, which is fixed to the outside. The stop seat has an inner hole with a diameter larger than the outer dimensions of the anti-loosening stop. The inner hole is connected to a slot with a width larger than the outer diameter of the second pull member but smaller than the outer dimensions of the anti-loosening stop. The second pull member can pass through the inner hole and the slot, and the anti-loosening stop can pass through the inner hole along with the second pull member but cannot pass through the slot.

[0029] Preferably, the driving source is the output end of an external actuator; the end of the pull rod is driven and hinged to the output end of the external actuator.

[0030] Preferably, the drive source includes a traction cylinder and a traction piston disposed within the traction cylinder; the tie rod is fixedly connected to the traction piston; and the pneumatic control system is connected to the traction cylinder.

[0031] Preferably, the pneumatic control system includes a first check valve, a second check valve, a tensioning timing control device, and an air source. The output end of the air source is connected to one end of a first air pipe, and the other end of the first air pipe is connected to the inlet end of the first check valve, the inlet end of the second check valve, and the tensioning timing control device. The outlet end of the first check valve is connected to the force-applying module and the tensioning timing control device via pipes, and the outlet end of the second check valve is connected to the locking assembly and the tensioning timing control device via pipes. This system is suitable for situations where an external actuator drives the pull rod, eliminating the need for a traction cylinder and connecting pipes.

[0032] Preferably, the pneumatic control system includes a first check valve, a second check valve, a tensioning timing control device, and an air source; the output end of the air source is connected to one end of a first air pipe, and the other end of the first air pipe is connected to the inlet end of the first check valve, the inlet end of the second check valve, and the tensioning timing control device, respectively; the outlet end of the first check valve is connected to the force-applying module and the tensioning timing control device through a pipe, and the outlet end of the second check valve is connected to the locking component and the tensioning timing control device through a pipe, respectively; a first vent hole at the right end of the traction cylinder is connected to the first air pipe; the pressurized air entering through the first vent hole of the traction cylinder pushes the traction piston to the left; a traction spring is connected between the traction piston and one end of the traction cylinder; when the traction piston in the traction cylinder moves left by air pressure and moves right by the traction spring, the traction cylinder is only provided with the first vent hole.

[0033] Preferably, the pneumatic control system includes a first check valve, a second check valve, a tensioning timing control device, and an air source; the output end of the air source is connected to one end of a first air pipe, and the other end of the first air pipe is connected to the inlet end of the first check valve, the inlet end of the second check valve, and the tensioning timing control device, respectively; the outlet end of the first check valve is connected to the force-applying module and the tensioning timing control device through a pipe, and the outlet end of the second check valve is connected to the locking assembly and the tensioning timing control device through a pipe, respectively; a first vent hole provided at the right end of the traction cylinder is connected to the first air pipe, and the pressurized air entering through the first vent hole of the traction cylinder pushes the traction piston to move to the left; One end of the tensioning timing control device is connected to the first air pipe through the ninth air pipe, the air reservoir, and the third check valve. The second vent hole on the left end of the traction cylinder is connected to the other end of the tensioning timing control device. The pressurized air entering through the second vent hole of the traction cylinder pushes the traction piston to the right. When the left and right movements of the traction piston in the traction cylinder are both driven by air pressure, the first vent hole and the second vent hole need to be provided on both sides of the traction cylinder. The first vent hole is connected to the first air pipe, and the second vent hole is connected to the tensioning timing control device.

[0034] Preferably, the tensioning timing control device includes a second two-position three-way reversing valve and a third two-position three-way reversing valve; The air inlet of the second two-position three-way reversing valve is connected to the outlet of the second check valve and the unlocking hole of the locking cylinder through the eleventh air pipe. The air inlet of the third two-way three-way reversing valve is connected to the third vent hole on the boost cylinder of the boost module and the outlet of the first check valve through the twelfth air pipe. When the thrust at the control end of the second two-position three-way directional valve is less than the spring force of its second reset spring, the valve core of the second two-position three-way directional valve changes from the second position to the first position. When the control end thrust of the third two-position three-way directional valve is less than the spring force of its third reset spring, the valve core of the third two-position three-way directional valve changes from the second position to the first position. The tensioning timing control device is configured such that the valve cores of the second two-position three-way directional valve and the third two-position three-way directional valve switch from the second position to the first position in the following order: the second two-position three-way directional valve switches before the third two-position three-way directional valve.

[0035] Preferably, the tensioning timing control device further includes a fourth check valve, a delay air cylinder, and a resistance element; the first air pipe is also connected to one end of the thirteenth air pipe, and the other end of the thirteenth air pipe is connected to the second control end and the third control end via the fourteenth air pipe and the fourth check valve, respectively; a branch is connected in parallel between the two ends of the fourth check valve, and the resistance element is installed on the branch. The resistive element includes a first throttling element and / or a pressure regulating valve; The delay air cylinder is positioned between the second and third control terminals and the resistive element.

[0036] When the pneumatic control system does not have a traction cylinder (corresponding to the use of an external actuator to drive the pull rod) or the traction cylinder only has a first vent hole (the traction piston in the traction cylinder moves left by air pressure and moves right by a traction spring), the tensioning timing control device is correspondingly equipped with a second two-position three-way reversing valve and a third two-position three-way reversing valve.

[0037] Preferably, the tensioning timing control device further includes a fourth two-position three-way reversing valve, a fourth check valve, a delay air cylinder, and a resistance element; the first air pipe is connected to one end of the thirteenth air pipe, the other end of the thirteenth air pipe is connected to the inlet end of the fourth check valve and the fourth control end of the fourth two-position three-way reversing valve, the outlet end of the fourth check valve is connected to one end of the fifteenth air pipe and one end of the branch pipe, the branch pipe is equipped with a resistance element, the other end of the branch pipe is connected to the air inlet of the fourth two-position three-way reversing valve, and the other end of the fifteenth air pipe is connected to the second control end and the third control end respectively; The resistive element includes a first throttling element and / or a pressure regulating valve; The delay air cylinder is positioned between the second and third control terminals and the resistive element.

[0038] Preferably, the tensioning timing control device further includes a second throttling element and a third throttling element, the first air pipe is connected to one end of the thirteenth air pipe, the other end of the thirteenth air pipe is connected to the second control end via the seventeenth air pipe, and is connected to the third control end via the eighteenth air pipe; The seventeenth trachea is equipped with a second throttling element, and the eighteenth trachea is equipped with a third throttling element.

[0039] Preferably, the tensioning timing control device includes a first two-position three-way reversing valve, a second two-position three-way reversing valve, and a third two-position three-way reversing valve; The air inlet of the first two two-position three-way reversing valve is connected to the air storage cylinder through the ninth air pipe, and the working port is connected to the second vent of the traction cylinder through the tenth air pipe. The air inlet of the second two-position three-way reversing valve is connected to the outlet of the second check valve and the unlocking hole of the locking cylinder through the eleventh air pipe. The air inlet of the third two-way three-way reversing valve is connected to the third vent hole on the boost cylinder of the boost module and the outlet of the first check valve through the twelfth air pipe. When the thrust at the control end of the first two-position three-way directional valve is less than the spring force of its first reset spring, the valve core of the first two-position three-way directional valve changes from the second position to the first position. When the thrust at the control end of the second two-position three-way directional valve is less than the spring force of its second reset spring, the valve core of the second two-position three-way directional valve changes from the second position to the first position. When the control end thrust of the third two-position three-way directional valve is less than the spring force of its third reset spring, the valve core of the third two-position three-way directional valve changes from the second position to the first position. The tensioning timing control device is configured such that the valve cores of the first two-position three-way directional valve, the second two-position three-way directional valve, and the third two-position three-way directional valve switch from the second position to the first position in the following order: the first two-position three-way directional valve switches before the second two-position three-way directional valve, and the second two-position three-way directional valve switches before the third two-position three-way directional valve.

[0040] When the traction piston in the traction cylinder moves left and right using pneumatic drive, and the traction cylinder has a first vent and a second vent on each side, or when the traction piston moves right using pneumatic drive and moves left using a traction spring, and the traction cylinder only has a second vent, the tensioning timing control device is equipped with a first two-position three-way reversing valve, a second two-position three-way reversing valve, and a third two-position three-way reversing valve. The air inlet of the first two-position three-way reversing valve is connected to the first air pipe through the air reservoir and the third check valve, and the working port of the first two-position three-way reversing valve is connected to the second vent of the traction cylinder.

[0041] Preferably, the tensioning timing control device further includes a fourth check valve, a delay air cylinder, and a resistance element; the first air pipe is also connected to one end of the thirteenth air pipe, and the other end of the thirteenth air pipe is connected to the first control end, the second control end, and the third control end via the fourteenth air pipe and the fourth check valve, respectively; a branch is connected in parallel between the two ends of the fourth check valve, and the resistance element is installed on the branch. The resistive element includes a first throttling element and / or a pressure regulating valve; The delay air cylinder is positioned between the first control terminal, the second control terminal, and the third control terminal and the resistive element.

[0042] Preferably, the tensioning timing control device further includes a fourth two-position three-way reversing valve, a fourth check valve, a delay air cylinder, and a resistance element; the first air pipe is connected to one end of the thirteenth air pipe, the other end of the thirteenth air pipe is connected to the inlet end of the fourth check valve and the fourth control end of the fourth two-position three-way reversing valve, the outlet end of the fourth check valve is connected to one end of the fifteenth air pipe and one end of the branch pipe, the branch pipe is equipped with a resistance element, the other end of the branch pipe is connected to the air inlet of the fourth two-position three-way reversing valve, and the other end of the fifteenth air pipe is connected to the first control end, the second control end, and the third control end respectively; The resistive element includes a first throttling element and / or a pressure regulating valve; The delay air cylinder is positioned between the first control terminal, the second control terminal, and the third control terminal and the resistive element.

[0043] Preferably, the tensioning timing control device further includes a second throttling element and a third throttling element, the first air pipe is connected to one end of the thirteenth air pipe, the other end of the thirteenth air pipe is connected to the first control end via the sixteenth air pipe, connected to the second control end via the seventeenth air pipe, and connected to the third control end via the eighteenth air pipe; The seventeenth trachea is equipped with a second throttling element, and the eighteenth trachea is equipped with a third throttling element.

[0044] Preferably, the tensioning timing control device further includes a resistance element; the first air pipe is connected to one end of the thirteenth air pipe, the other end of the thirteenth air pipe is connected to the first control terminal, the working port of the first two-position three-way reversing valve is connected to one end of the fifteenth air pipe, the other end of the fifteenth air pipe is connected to one end of the tenth air pipe and one end of the sixteenth air pipe respectively, the other end of the sixteenth air pipe is provided with an exhaust port open to the atmosphere, a resistance element is provided between one end of the sixteenth air pipe and the exhaust port, the air inlet of the first two-position three-way reversing valve is connected to one end of the fourteenth air pipe, the other end of the fourteenth air pipe is connected to the second control terminal via the seventeenth air pipe and to the third control terminal via the eighteenth air pipe; The resistive element includes a first throttling element and / or a pressure regulating valve.

[0045] Preferably, the dual-stage tension control device further includes a manual tensioning mechanism; the manual tensioning mechanism includes a hollow screw, a hollow cylindrical rod, and a transmission mechanism; the hollow screw is sleeved on the pull rod, and the hollow screw and pull rod are axially slidably connected, restricting only axial sliding along the pull rod and preventing rotation relative to the pull rod; the inner hole of the hollow cylindrical rod is fitted onto the hollow screw, and the hollow cylindrical rod and the hollow screw are threaded together; a push stop is fixedly installed on the pull rod on one side of the hollow screw, and the push stop is pushed by the hollow screw; the hollow cylindrical rod is connected to a torsion device through the transmission mechanism; The transmission mechanism includes a worm wheel, a worm, and a drive rod. The worm wheel is fixedly sleeved on the hollow cylindrical rod and meshes with the worm. One end of the worm is connected to the drive rod, and the other end of the drive rod is connected to the torsion device.

[0046] The transmission mechanism includes a first helical gear, a second helical gear, and a drive rod. The second helical gear is fixedly sleeved on the hollow cylindrical rod. The first helical gear and the second helical gear form a vertical transmission gear meshing pair. The first helical gear is connected to one end of the drive rod, and the other end of the drive rod is connected to the torsion device.

[0047] The worm gear (or the second helical gear) is coaxially and fixedly connected to the hollow cylinder rod, and meshes with the worm (or the first helical gear); the worm (or the first helical gear) and the worm gear (or the second helical gear) are rotatably supported on the power-adding cylinder body or external fixed components; A tie rod is axially inserted through the inner hole of the hollow screw, and the worm gear (or second helical gear), hollow cylinder rod, hollow screw and tie rod are coaxial; The hollow screw and the tie rod are fitted by a keyway, allowing the screw to move axially relative to the tie rod but not to rotate. A drive rod extends axially from the worm (or the first helical gear), and a torsion device is provided at the end of the drive rod. Rotating the torsion device can drive the worm (or the first helical gear) and sequentially drive the worm wheel (or the second helical gear) and the hollow cylinder rod to rotate, thereby driving the hollow screw to move axially and push the push stop, thus driving the pull rod to move axially.

[0048] Preferably, the pull rod is a hollow rod with a core rod inside. One end of the hollow rod is provided with a swing head seat, which has a swing hole communicating with the inner hole of the hollow rod. The rear end of the core rod passes through the swing hole of the swing head seat, and a swing head is fixedly provided at the rear end of the core rod. The swing head is located in the swing hole of the swing head seat, and a swing gap is left between the core rod and the inner wall of the hollow rod.

[0049] Alternatively, a movable joint can be installed on the outer circumference or end of the tie rod near the tensioned component. The movable joint connects to the tensioned component to prevent the tie rod from being subjected to bending moment when the tensioned component and the tie rod are not concentric, thus avoiding bending deformation of the tie rod.

[0050] The beneficial effects of this invention are: This invention uses a locking module to axially lock the force-applying module and the pull rod, allowing the force-applying module to apply axial force to the pull rod. The pull rod is driven to move axially via a drive source. During tensioning, the invention first pulls the pull rod via the drive source to eliminate free travel, then locks the pull rod at the pre-tensioned extreme position before releasing the force-applying module. This ensures that the external tension force is not weakened by the free travel of the pull rod or attenuated by compressed air leakage. When applied to anti-runaway systems on railway vehicles, it ensures that the vehicle's parking braking force does not decrease due to wheel shoe spacing or time, improving parking braking effect and safety. It achieves a small release of the compressed parking spring, independent of the brake shoe, wheel clearance, and brake cylinder piston rod stroke. The parking spring is small, lightweight, and consumes little compressed air, ensuring the vehicle's parking braking force requirements are met and that the parking braking force does not decrease over time, providing a vehicle parking braking technology solution with guaranteed parking braking effect and safety. Attached image description: Figure 1 This is a schematic diagram of the structure of the two-stage tension control device in Embodiment 1 of the present invention.

[0051] Figure 2 yes Figure 1 A magnified view of a portion at point K.

[0052] Figure 3 This is a schematic diagram of the structure of the two-stage tension control device in Embodiment 4 of the present invention.

[0053] Figure 4This is a schematic diagram of the two-stage tension control device with a direct locking structure in Embodiment 2 of the present invention.

[0054] Figure 5 yes Figure 4 A magnified view of a portion at point K.

[0055] Figure 6 This is a schematic diagram of the structure of the two-stage tension control device with indirect locking structure in Embodiment 2 of the present invention.

[0056] Figure 7 yes Figure 6 A magnified view of a portion at point K.

[0057] Figure 8 This is a schematic diagram of the structure of the two-stage tension control device in Embodiment 3 of the present invention.

[0058] Figure 9 yes Figure 8 A magnified view of a portion at point K.

[0059] Figure 10 This is a schematic diagram of the tensioning timing control device in Embodiment 7 of the present invention.

[0060] Figure 11 This is a schematic diagram of the tensioning timing control device in Embodiment 8 of the present invention.

[0061] Figure 12 This is a schematic diagram of the tensioning timing control device in Embodiment 9 of the present invention.

[0062] Figure 13 This is a schematic diagram of the tensioning timing control device in Embodiment 11 of the present invention.

[0063] Figure 14 This is a perspective view of the direct-connection manual unlocking mechanism in Embodiment 2 of the present invention.

[0064] Figure 15 This is a perspective view of the earring-connected manual unlocking mechanism in Embodiment 2 of the present invention.

[0065] Figure 16 This is a perspective view of the manual unlocking mechanism in Embodiment 1 of the present invention.

[0066] Figure 17 This is a schematic diagram of the structure of the pull rod with a core rod in Embodiment 12 of the present invention.

[0067] Figure 18 This is a cross-sectional view of the dual-stage tension control device in Embodiment 15 of the present invention.

[0068] Figure 19 yes Figure 18 A magnified view of a portion at point K.

[0069] Figure 20 This is a cross-sectional view of the dual-stage tension control device in Embodiment 16 of the present invention.

[0070] Figure 21 yes Figure 20 A magnified view of a portion at point K.

[0071] Figure 22 This is a cross-sectional view of the dual-stage tension control device in Embodiment 17 of the present invention.

[0072] Figure 23 yes Figure 22 A magnified view of a portion at point K.

[0073] Figure 24 This is a perspective view of the dual-stage tension control device in Embodiment 15 of the present invention.

[0074] Figure 25 This is a perspective view of the dual-stage tension control device in Embodiment 18 of the present invention.

[0075] Figure 26 This is a cross-sectional view of the force-adding cylinder body above the force-adding piston in Embodiment 15 of the present invention.

[0076] Figure 27 This is a cross-sectional view of the force-adding cylinder body below the force-adding piston in Embodiment 15 of the present invention.

[0077] Figure 28 This is a perspective view of the dual-stage tension control device in Embodiment 17 of the present invention.

[0078] Figure 29 This is a cross-sectional view of the dual-stage tension control device in Embodiment 19 of the present invention.

[0079] Figure 30 yes Figure 29 A magnified view of a portion at point K.

[0080] Figure 31 This is a cross-sectional view of the dual-stage tension control device in Embodiment 20 of the present invention.

[0081] Figure 32 yes Figure 31 A magnified view of a portion at point K.

[0082] Figure 33 This is a cross-sectional view of the dual-stage tension control device in Embodiment 21 of the present invention.

[0083] Figure 34 yes Figure 33 A magnified view of a portion at point K.

[0084] Figure 35 This is a perspective view of the dual-stage tensioning control device in Embodiment 22 of the present invention when the force-applying cylinder and the locking slide are located on the same side.

[0085] Figure 36 This is a perspective view of the dual-stage tensioning control device when the force-applying cylinder and the locking slide are located on opposite sides in Embodiment 22 of the present invention.

[0086] Figure 37 This is a perspective view of the dual-stage tensioning control device in Embodiment 23 of the present invention when the force-applying cylinder and the locking slide are on opposite sides.

[0087] Figure 38 This is a perspective view of the dual-stage tensioning control device in Embodiment 23 of the present invention when the force-applying cylinder and the locking slide are located on the same side.

[0088] Figure 39 This is a cross-sectional view of the dual-stage tensioning control device in Embodiment 19 of the present invention when the force-applying cylinder and the locking slide are on opposite sides.

[0089] Figure 40 This is a perspective view of the dual-stage tensioning control device when the force-applying cylinder and the locking slide are located on the same side in Embodiment 19 of the present invention.

[0090] Figure 41 This is a perspective view of the dual-stage tension control device in Embodiment 24 of the present invention.

[0091] Figure 42 This is a perspective view of the dual-stage tension control device in embodiment 20 or 21 of the present invention.

[0092] In the diagram: traction cylinder 101, traction piston 102, traction spring 103, force-adding cylinder 104, force-adding piston 105, force-adding spring 106, pull rod 107, hollow force-adding cylinder 108, locking slide 109, tensioning frame 110, transmission component 111, core rod 112, swing head seat 113, swing hole 114, swing head 115, indicator 116, observation window 117, first axis 151, second axis 152, first inner end wall 153, second inner end wall 154, support seat 155, frame 156, force-adding surface 157, bearing surface 158, reset surface 159, motion transmission component 160, limiting base 161, motion support component 162, thrust spring 163, mounting seat 180, first transmission pin 181, and so on. Second transmission pin 182, third transmission pin 183, force lever 184, force rod 185, ball 201, locking cylinder 202, locking spring 203, annular groove 204, through hole 205, locking position 206, unlocking position 207, relief groove 208, slip ring 209, slide cylinder 210, push rod 211, first pulling member 212, transmission wheel 213, first handle 214, anti-loosening stop 215, stop seat 216, stop hole 217, stop groove 218, locking cylinder 219, locking piston 220, limit stop 221, hollow threaded sleeve 301, hollow threaded sleeve tooth groove 302, locking rod 303, chamber 304, first non-self-locking external thread 305, first non-self-locking internal thread 306, hollow cylinder 307, ring Shaped gear 308, ring gear tooth groove 309, locking tongue 401, convex tooth 402, tooth groove 403, rear cover 404, hollow sleeve 405, hollow rotating sleeve 406, unlocking stop 407, second non-self-locking external thread 408, second non-self-locking internal thread 409, second pulling member 410, second handle 411, hollow sliding sleeve 412, hollow sliding sleeve pin 413, earring 414, first air pipe 501, second air pipe 502, third air pipe 503, fourth air pipe 504, fifth air pipe 505, sixth air pipe 506, seventh air pipe 507, eighth air pipe 508, ninth air pipe 509, tenth air pipe 510, eleventh air pipe 511, twelfth air pipe 512, thirteenth air pipe 513, fourteenth air pipe 514, fifteenth air pipe Tracheal tube 515, sixteenth tracheal tube 516, seventeenth tracheal tube 517, eighteenth tracheal tube 518, first vent 551, second vent 552, third vent 553, unlocking hole 554, fourth vent 555, tensioning timing control device 600, first two-position three-way reversing valve 601, first return spring 601-S, first control terminal 601-C, second two-position three-way reversing valve 602, second return spring 602-S, second control terminal 602-C, third two-position three-way reversing valve 603, third return spring 603-S, third control terminal 603-C, fourth two-position three-way reversing valve 604, fourth return spring 604-S, fourth control terminal 604-C, first check valve 701, second check valve 702.Third check valve 703, fourth check valve 704, first throttling element 705, air storage cylinder 706, delay air cylinder 707, pressure regulating valve 708, air supply plug 709, filter 710, air source 711, manual exhaust plug 712, second throttling element 713, third throttling element 714, worm gear 801, worm 802, hollow screw 803, hollow cylindrical rod 804, internal thread 805, external thread 806, push stop 807, key 808, keyway 809, external fixing component 810, drive rod 811, torsion device 812. Detailed implementation method: 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.

[0093] In the description of this invention, it should be understood that if terms such as "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, they are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of the stated features. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0094] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a mechanical connection or an electrical connection. They can refer to a direct connection or an indirect connection through an intermediate medium, and they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in this invention can be understood according to the specific circumstances.

[0095] Example 1 A two-stage tension control device includes a pull rod 107, a primary pre-tensioning mechanism, a secondary force-applying mechanism, and a pneumatic control system; wherein the primary pre-tensioning mechanism includes a drive source; and the secondary force-applying mechanism includes a force-applying module and a locking module. The locking module is located between the pull rod 107 and the force-applying module. The drive source of the first-stage pre-tensioning mechanism is connected to the pull rod 107 and drives the pull rod 107 to move axially along the pull rod 107. The pneumatic control system is connected to at least the force-applying module and the locking module. When the locking module is in the locked state, the force-applying module of the second-stage force-applying mechanism transmits the applied pressure to the pull rod 107 through the locking module to drive the pull rod 107 to output tension force.

[0096] I. Structure: The locking module includes a locking component and a locking force-applying sleeve. The locking force-applying sleeve is fitted onto the pull rod 107. The force-applying module is connected to the locking force-applying sleeve. The locking component is disposed on the locking force-applying sleeve. The locking component is used to axially lock or unlock the pull rod 107 and the locking force-applying sleeve.

[0097] This embodiment provides a locking assembly with a ball lock structure and a two-stage tensioning control device with an integrated pneumatic drive source. Its core structure is shown below. Figures 1-2 As shown; 1.1 The force-applying module includes a force-applying cylinder body 104, within which a force-applying piston 105 is disposed. A pre-compressed force-applying spring 106 is disposed between the force-applying piston 105 and the end wall of the force-applying cylinder body 104 away from the drive source. A hollow force-applying cylinder 108 extends axially from the force-applying piston 105. A third vent 553 connected to the pneumatic control system is provided on the force-applying cylinder body 104.

[0098] 1.2 The drive source is an integrated pneumatic drive structure, including a traction cylinder 101 and a traction piston 102 slidably disposed within its inner cavity. The traction cylinder 101 is relatively fixed to the outside environment, such as... Figure 1 As shown.

[0099] 1.3 The tie rod 107 axially passes through the booster cylinder 104, the booster piston 105 and the hollow booster cylinder 108, and slides with the booster cylinder 104.

[0100] One end of the pull rod 107 is fixedly connected to the traction piston 102 and extends axially out of the traction cylinder 101. By inflating and deflating the cavity of the traction cylinder 101 through the pneumatic control system, the traction piston 102 can be driven to slide axially along the pull rod 107 as a whole.

[0101] The front end of the pull rod 107 is connected to the drive end of the vehicle's mechanical braking device via a chain, rope, or slotted guide frame.

[0102] The installation direction of the parking brake device on railway vehicles must meet the following requirements: the direction in which the lever 107 retracts backward is the direction in which the vehicle's mechanical braking device is tightened, the brake shoes grip the wheels, and the vehicle applies parking brake; conversely, the direction in which parking brake is released is the direction in which parking brake is applied.

[0103] 1.4 The locking assembly is located on the hollow power cylinder 108 and is a ball lock structure. It includes a locking cylinder 219, a ball 201, a locking piston 220, and a locking cylinder 202.

[0104] The outer wall of the tie rod 107 is machined with several annular grooves 204 distributed along the axial direction.

[0105] The hollow booster cylinder 108 has a through hole 205 on its side wall, and the ball 201 is placed in the through hole 205.

[0106] The locking cylinder 219 is fixedly mounted on the booster cylinder 104 or an external base. Its inner hole and the outer wall of the locking piston 220 form a sliding pair. The locking piston 220 is fixedly connected to the locking sleeve 202. The locking sleeve 202 is coaxially fitted on the outside of the hollow booster cylinder 108 and also forms a sliding pair with the outer wall of the hollow booster cylinder 108.

[0107] The inner wall of the locking cylinder 202 is machined with a relief groove 208.

[0108] A locking spring 203 is installed inside the locking cylinder 219.

[0109] The inner cavity of the locking cylinder 219 defines two extreme positions of the locking cylinder 202: the locked position 206 and the unlocked position 207. The unlocked position 207 is defined by a limit stop 221 provided on the inner wall of the locking cylinder 219.

[0110] Under normal conditions, the locking spring 203 drives the locking piston 220 to the locked position 206. In this position, the inner wall of the locking sleeve 202 presses the ball 201 into the annular groove 204 of the pull rod 107, thereby locking and preventing the pull rod 107 from moving axially.

[0111] When the locking piston 220 moves to the unlocked position 207 against the spring force, the relief groove 208 on the inner wall of its locking cylinder 202 corresponds to the through hole 205 on the hollow force-adding cylinder 108, providing radial relief space for the ball 201, allowing the ball 201 to fall into the relief groove 208, thereby releasing the lock on the pull rod 107 and allowing the pull rod 107 to move axially.

[0112] The locking cylinder 202 slides within the locking cylinder 219 along with the locking piston 220, and can control the inner and outer positions of the ball 201. When the locking cylinder 202 slides to the unlock position 207, the relief groove 208 corresponds to the through hole 205 (i.e., the ball 201 can enter the relief groove 208). Due to the axial movement of the pull rod 107 under the reaction force of the vehicle's mechanical braking device, the ball 201 is partially pushed outward by the annular groove 204 into the relief groove 208 and separates from the annular groove 204. At this time, the relative position of the pull rod 107 and the hollow booster cylinder 108 can be changed, which is the unlocked state. When the locking cylinder 202 slides to the locking position 206, the relief groove 208 and the through hole 205 are axially misaligned. The ball 201 is partially pushed inward by the locking cylinder 202 into the annular groove 204 and separates from the relief groove 208. At this time, the ball 201 fixes the relative position of the pull rod 107 and the hollow booster cylinder 108, which is the locked state.

[0113] Here, "inward" refers to the side facing the axis of the hollow power cylinder 108, and "outward" refers to the side facing away from the axis of the hollow power cylinder 108.

[0114] The locking cylinder 219 is provided with an unlocking hole 554 and a fourth vent hole 555. The unlocking hole 554 is connected to the pneumatic control system, and the fourth vent hole 555 is used to eliminate the back pressure of the locking piston 220.

[0115] Pressurized air is introduced through the unlocking hole 554 to drive the locking piston 220 and locking cylinder 202 to move to the unlocking position 207 against the elastic force of the locking spring 203; and air is vented through the unlocking hole 554, so that the locking piston 220 and locking cylinder 202 are driven back to the locking position 206 by the elastic force of the locking spring 203. II. Principle of Parking Braking: This device is used to output a continuous, stable and long-lasting tension force, and can be controlled automatically or manually. When the locking assembly locks the lever 107 and the drive source does not drive the lever 107, when the force spring 106 drives the force piston 105 to move the hollow force cylinder 108 backward, the movement of the hollow force cylinder 108 drives the lever 107 to move backward synchronously through the locking assembly in the locked state, outputting a tensioning force.

[0116] When this device is used as a parking brake for railway vehicles, it is tightened after the air brakes have been applied and the brake shoes have pressed against the wheels. During tightening, the drive source first moves the pull rod 107 to the right, straightening the chain or rope connecting the pull rod 107 to the vehicle's mechanical braking device, or pulling the grooved guide frame to its extreme position to eliminate free-running clearance. Since the traction cylinder 101 has a small and continuous thrust, it can only generate a small pulling force on the vehicle's mechanical braking device. Therefore, after locking the position of the pull rod 107 using the locking assembly, the force-applying spring 106 is released, causing it to push the force-applying piston 105. The force-applying piston 105 then moves the hollow force-applying cylinder 108 backward synchronously. Because the locking assembly has already connected the hollow force-applying cylinder 108 to the pull rod 107... Since the axial direction is fixed, the force-applying piston 105 applies the elastic force of the force-applying spring 106 to the pull rod 107. Because the elastic force stored in the force-applying spring 106 before release is much greater than the pulling force of the drive source on the pull rod 107, the elastic force of the force-applying spring 106 will push the pull rod 107 to continue to move backward a certain distance, tightening the drive end of the vehicle's mechanical braking device. As the force-applying spring 106 extends, its elastic force gradually decreases until it matches the reaction force of the vehicle wheel on the brake shoe. Then, the force-applying spring 106 stops extending, and the pull rod 107 stops moving backward. The remaining spring force of the force-applying spring 106 continues to act on the pull rod 107 through the locking component, and the vehicle's mechanical braking device continuously presses the brake shoe against the wheel, realizing the automatic braking effect after the vehicle is parked and preventing it from slipping.

[0117] The traction piston 102 pulls the pull rod 107 backward, which is the first stage of pre-tension relative to the pull rod 107. Its function is to straighten the chain or rope connecting the pull rod 107 to the vehicle's mechanical braking device, or to pull the grooved guide frame to the extreme position. This prevents the idle travel distance (the idle travel distance formed by the chain, rope, or grooved guide frame) from being too large when the force spring 106 is in action. If the force spring 106 releases too much, the thrust of the force spring 106 on the pull rod 107 will be too small, and the pressure of the brake shoe on the wheel will be too small, which will not meet the braking force requirements for preventing the vehicle from slipping on steep slopes. After the first stage of pre-tension, the position of the pull rod 107 is fixed by the locking component. Then, the elastic force of the force spring 106 is added to the pull rod 107 to push the pull rod 107 to continue to move backward, which is the second stage of tension relative to the pull rod 107.

[0118] After the first-stage pre-tensioning and subsequent second-stage tensioning, the brake shoes can exert strong pressure on the wheels, thereby generating powerful braking force to ensure that railway vehicles stopped on steep slopes do not slip. Compared to the first-stage tensioning scheme where the force-adding spring 106 directly pushes the tie rod 107 to tighten the basic braking device, this method not only provides stronger braking force but also significantly reduces the size and weight of the force-adding spring 106.

[0119] Therefore, the pulling force output by the parking brake device is provided by the drive source before the locking assembly is locked. After the lever 107 is locked to the hollow force-applying cylinder 108 and the drive source thrust is removed, it is provided by the force-applying spring 106. So after the parking brake lever 107 moves backward and is locked, the continuous tension force output is the remaining elastic force of the force-applying spring 106 after partial release. When the locking assembly is released from the lever 107, the force-applying spring 106 no longer applies force to the lever 107. The drive source pushes the lever 107 forward, and the force-applying spring 106 no longer applies force to the lever 107. The lever 107 extends forward and no longer outputs tension force. The tension constraint of the vehicle's mechanical braking device is naturally released.

[0120] III. On-site inspection method for parking brake tension: When the force-adding piston 105 compresses the force-adding spring 106 to the extreme position, the distance to the bottom of the non-spring end of the force-adding cylinder 104 is set as distance A. If, when parking brake is applied, the distance that the force-adding piston 105 moves under the push of the force-adding spring 106 is less than distance A, it indicates that the force-adding piston 105 is hindered by the axial movement of the pull rod 107. The force-adding spring 106 applies a force to the pull rod 107 through the force-adding piston 105, the hollow force-adding cylinder 108, and the locking mechanism. Two indicators 116 are axially spaced at intervals on the exposed portion of the hollow booster cylinder 108 or hollow cylinder 307, with the axial distance between the two indicators 116 being less than distance A; an observation window 117 is provided on the fixed component radially outward corresponding to the two indicators 116 (see...). Figure 1 (as shown) After the parking brake is applied, the number of indicators 116 inside can be observed through the observation window 117 to determine whether the force spring 106 has applied force to the pull rod 107. If only one indicator 116 can be observed in the observation window 117, it indicates that the locking component is locked in place and the force spring 106 applies force to the pull rod 107; If neither indicator 116 can be observed in the observation window 117, it indicates that the hollow power cylinder 108 or hollow cylinder 307 has moved too much, the locking assembly has not locked the pull rod 107, and the power spring 106 has directly pushed the power piston 105 to the bottom of the cylinder without applying any force to the pull rod 107. If two indicators 116 can be observed simultaneously in the observation window 117, it indicates that the force-applying spring 106 is in a compressed state.

[0121] The two-stage nature of this invention refers to the process by which the pull rod 107 outputs tension force, which is divided into a first-stage pre-tensioning process, pulled by the traction piston 102 (or an external actuator) to eliminate free travel, and a second-stage tensioning process, pushed by the force-adding piston 105. The tensioning of this invention refers to the ability of the pull rod 107 to output a continuous tensioning force. IV. Pneumatic Control System: like Figure 1 The pneumatic circuit diagram shown: The pneumatic control system includes a first check valve 701, a second check valve 702, a third check valve 703, a tensioning timing control device 600, and an air storage cylinder 706. Unlock hole 554 (e.g.) Figure 2 (as shown) is connected to the sixth air pipe 506, the sixth air pipe 506 is connected to the eleventh air pipe 511 and the fifth air pipe 505 respectively, the eleventh air pipe 511 is connected to the tension timing control device 600, and the fifth air pipe 505 is connected to the first air pipe 501 through the second check valve 702 and the fourth air pipe 504. The first air pipe 501 is connected to the air source 711 through the filter 710 and the air supply plug 709; The first air pipe 501 is connected to the tensioning timing control device 600 through the seventh air pipe 507, the third check valve 703, the eighth air pipe 508, the air storage cylinder 706, and the ninth air pipe 509. The first air pipe 501 is connected to the tensioning timing control device 600 via the thirteenth air pipe 513; The first trachea 501 is connected to the first vent 551 via the second trachea 502; The first air pipe 501 is connected to the third air pipe 503 and the twelfth air pipe 512 through the first check valve 701, wherein the twelfth air pipe 512 is connected to the tensioning timing control device 600; the third air pipe 503 is connected to the third vent 553; The tensioning timing control device 600 is connected to the second vent 552 via the tenth air pipe 510; The first check valve 701 only allows pressurized air from the first air pipe 501 to flow to the third air pipe 503 and the twelfth air pipe 512; the second check valve 702 only allows pressurized air from the fourth air pipe 504 to flow to the fifth air pipe 505. The third check valve 703 only allows pressurized air from the seventh air pipe 507 to flow to the eighth air pipe 508.

[0122] V. Pneumatic control process: Note: The pressurization, depressurization and venting of the train pipe used as air source 711 are all caused by human manipulation.

[0123] 5.1 Initial / Locked State: At this time, the train pipe serving as the air source 711 is depressurized, and the air storage cylinder 706 is depressurized. Therefore, the unlocking hole 554 is depressurized, and the locking piston 220 is in the locked position 206 under the action of the locking spring 203, locking the pull rod 107. The traction piston 102 inside the traction cylinder 101 is in the right extreme position, and the pull rod 107 is also in the right extreme position along with the traction piston 102. The force-adding spring 106 pushes the force-adding piston 105 to the right end.

[0124] 5.2 Air supply system for train 711: air filling and parking relief. When air is manually supplied to the train pipe 711 as the air source, the following air supply path is formed: The train pipe, air supply plug 709, filter 710, and first air pipe 501 are divided into 5 routes: 5.2.1 Fourth air pipe 504, second check valve 702, fifth air pipe 505; divided into two routes: 5.2.1.1 The sixth air pipe 506 and the unlocking hole 554 enter the locking cylinder 219 to push the locking piston 220 to compress the locking spring 203. The pressurized air pushes the locking piston 220 to the unlocking position 207, so that the locking cylinder 202's relief groove 208 corresponds to the ball 201. Under the push of the inclined surface of the annular groove 204 of the pull rod 107, part of the ball 201 enters the relief groove 208, and the pull rod 107 is unlocked. 5.2.1.2 Eleventh air tube 511, tensioning timing control device 600 (see the principle introduction of tensioning timing control device 600 in Examples 7, 8, 9 and 10); The second check valve 702 is configured for two purposes: first, to prevent the pressurized air in chamber 304 from flowing back into the train pipe 711 when the pressurized air in the train pipe 711 is manually discharged; and second, to ensure that the fourth air pipe 504 and the fifth air pipe 505 are not connected before the air pressure reaches the set unlocking pressure when the train pipe 711 is pressurized, thus preventing the locking cylinder 202 from unlocking. This configuration ensures that the parking brake device is released only after the pressure in the train pipe 711 has risen to a safe set value and has air braking capability. This prevents the parking brake device from being released prematurely when the pressure in the train pipe 711 is insufficient and the vehicle does not yet have air braking capability, which could cause the parked vehicle to slip and prevent the air braking from being applied. 5.2.2 The second air pipe 502 and the first vent 551 enter the right side of the traction cylinder 101, push the traction piston 102 and drive the pull rod 107 to move to the left, so as to release the parking brake device; 5.2.3 First check valve 701; divided into two paths: 5.2.3.1 The third air pipe 503 and the third vent 553 enter the booster cylinder 104, pushing the booster piston 105 to move and compressing the booster spring 106; 5.2.3.2 Twelfth air tube 512, tensioning timing control device 600 (see the principle introduction of tensioning timing control device 600 in Examples 7, 8, 9 and 10); The first check valve 701 is set to prevent the pressurized air in the booster cylinder 104 from flowing back into the train pipe that serves as the air source 711 when the pressurized air in the train pipe is manually discharged. 5.2.4 Seventh air pipe 507, third check valve 703, eighth air pipe 508, air reservoir 706, ninth air pipe 509, tensioning timing control device 600 (see the principle introduction of tensioning timing control device 600 in Examples 7, 8, 9, and 10); The third check valve 703 is set to prevent the pressurized air in the air reservoir 706 from flowing back into the train pipe that serves as the air source 711 when the pressurized air in the train pipe is manually discharged as the air source 711. 5.2.5 Thirteenth air tube 513, tensioning timing control device 600; 5.3 Train pipe evacuation and parking brake as air source 711 When the pressurized air in the train pipe, which serves as the air source 711, is manually vented, the following ventilation path is formed: 5.3.1 As described in 5.2.2 above, the pressurized air entering the right side of the traction cylinder 101 is discharged into the train pipe that serves as the air source 711 through the first vent 551, the second air pipe 502, and the first air pipe 501. 5.3.2 Tensioning Timing Control Device 600 (Specific structure is described in Examples 7, 8, 9, and 10): The tensioning timing control device 600 is equipped with three progressively decreasing air pressure sections, which constitute three pathways. 5.3.2.1 When the air pressure drops to the first air pressure level, the tensioning timing control device 600 first automatically connects the ninth air pipe 509 and the tenth air pipe 510. The pressurized air from the air reservoir 706 enters the left side of the traction cylinder 101 through the ninth air pipe 509, the tenth air pipe 510, and the second vent 552, pushing the traction piston 102 to move the pull rod 107 to the right, straightening the connecting chain or rope between the pull rod 107 and the vehicle's basic braking device; 5.3.2.2 When the air pressure drops to the second air pressure level, the tensioning timing control device 600 automatically connects the eleventh air pipe 511 to the atmospheric passage, so that the pressurized air that entered the locking cylinder 219 in 5.2.1.1 passes through the unlocking hole 554, the sixth air pipe 506, the eleventh air pipe 511, and the atmosphere. The locking spring 203 pushes the locking piston 220 to the locking position 206, causing the relief groove 208 and the ball 201 to be axially misaligned. Under the push of the inclined surface of the relief groove 208, part of the ball 201 enters the annular groove 204 of the pull rod 107, locking the pull rod 107. 5.3.2.3 When the air pressure drops to the third air pressure level, the timing control device 600 automatically connects the twelfth air pipe 512 to the atmospheric passage, so that the pressurized air that entered the booster cylinder 104 in 5.2.3.1 passes through the third vent 553, the third air pipe 503, the twelfth air pipe 512, and the atmosphere. The booster spring 106 pushes the booster piston 105 and the hollow booster cylinder 108 to pull the ball 201 and the pull rod 107 to the right, so that the pull rod 107 drives the chain or rope to tighten the vehicle's basic braking device, so that the vehicle's basic braking device can still maintain the pressure of the brake shoes on the wheels after the air brake cylinder pressurized air leaks out.

[0125] If the aforementioned locking piston 220 slides to the locking position 206 under the push of the locking spring 203, and the through hole 205 is misaligned with the annular groove 204, the ball 201 is not pushed into the annular groove 204, and the locking piston 220 does not slide to the locking position 206, then as the hollow force-adding cylinder 108 moves backward (i.e., the hollow force-adding cylinder 108 and the pull rod 107 move relative to each other axially), the through hole 205 and one of the annular grooves 204 gradually align. The ball 201 enters the annular groove 204 under the push of the locking clip 202, thus locking the pull rod 107. At the same time, the force-adding spring 106 transmits the remaining elastic force to the pull rod 107 through the force-adding piston 105, the hollow force-adding cylinder 108, and the ball 201, so that the pull rod 107 outputs tension force, thereby realizing the parking brake on the vehicle.

[0126] The air supply plug 709 is installed to facilitate the manual cutting off of the pressurized air passage from the train pipe, which serves as the air source 711, to this device when the parking brake device malfunctions; the filter 710 is installed to prevent debris in the train pipe, which serves as the air source 711, from entering the air pipeline of this device.

[0127] VI. Manual unlocking mechanism (corresponding to the ball lock structure locking component): The locking cylinder 219 is equipped with a manual unlocking mechanism, such as... Figure 2 and Figure 16 As shown; The manual unlocking mechanism includes a slip ring 209, a push rod 211 connected to the slip ring 209, a first pulling member 212 connected to the slip ring 209, a transmission wheel 213, and a first handle 214; There are two ways to set up slip ring 209 and push rod 211: 6.1 The locking cylinder 219 extends axially with a slide cylinder 210, and a slip ring 209 is fitted on the outer surface of the slide cylinder 210 and forms an axial sliding pair with it; At least one push rod 211 is fixedly connected to the inner side of the slip ring 209. A guide hole is opened on the end wall of the locking cylinder 219. The push rod 211 passes through the guide hole and extends into its inner cavity. In the initial state, the end face of the push rod 211 and the driving end face of the locking piston 220 maintain a preset distance. When the axial external force drives the slip ring 209 to slide along the slide cylinder 210, the push rod 211 moves synchronously to contact the locking piston 220; then, the push rod 211 pushes the locking piston 220 to slide to the unlock position 207 to abut against the limit stop 221, and simultaneously compresses the locking spring 203. 6.2 The end wall of the force-adding cylinder 104 is provided with a guide hole. The push rod 211 passes through the guide hole of the force-adding cylinder 104 and extends into its inner cavity to directly connect with the locking cylinder 202. The slip ring 209 is fitted on the outer surface of the locking cylinder 219 and slides with the locking cylinder 219. When the axial external force drives the slip ring 209 to slide axially along the locking cylinder 219, the push rod 211 pushes the locking cylinder 202 to slide synchronously to the unlock position 207 to abut against the limit stop 221 and compress the locking spring 203. The slip ring 209 is connected to the first pull member 212. The locking cylinder 219 or the force-applying cylinder 104 is provided with a corresponding transmission wheel 213. The first pull member 212 passes around the transmission wheel 213 and is connected to the first handle 214. The manual unlocking mechanism is decoupled from the pneumatic automatic unlocking function (i.e., the pneumatic control system is connected to the unlocking hole 554 on the locking cylinder 219, and the pneumatic control system automatically supplies air to the unlocking hole 554 to unlock). When the pneumatic unlocking fails, pulling the first handle 214 will move the slip ring 209 and the push rod 211 through the first pulling member 212. The push rod 211 will directly push the locking piston 220 or the locking cylinder 202 to the unlocking position 207, realizing mechanical emergency unlocking.

[0128] The transmission wheel 213 can be a fixed pulley, a movable pulley, or a pulley block; when a fixed pulley is used, the transmission direction changes but the pulling force remains the same; when a movable pulley or a pulley block is used, the pulling force required to operate the first handle 214 can be reduced, thus improving human-machine efficiency.

[0129] An anti-loosening stop 215 is fixed on the first pull member 212 near the end of the first handle 214, and the first pull member 212 passes through and is fixed to the stop seat 216 in the outside. The stop seat 216 is provided with a stop hole 217, the diameter of which is larger than the outer dimensions of the anti-loosening stop 215. The side wall of the stop hole 217 is provided with a stop groove 218, the width of which is larger than the outer diameter of the first pulling member 212 but smaller than the outer dimensions of the anti-loosening stop 215. The first pulling member 212 can drive the anti-loosening stop 215 through the stop hole 217. When the first pulling member 212 is moved into the stop groove 218, the anti-loosening stop 215 can be stuck into the stop groove 218 area, and the anti-loosening stop 215 is blocked and limited by the side wall.

[0130] Manually pulling the first handle 214 can pull the first pulling member 212 and drive the slip ring 209 to push the push rod 211 to push the locking piston 220 or the locking cylinder 202 to slide towards the unlock position 207 and compress the locking spring 203. When the locking cylinder 202 slides to the unlock position 207 (i.e., in contact with the limit stop 221), the first pulling member 212 is manually placed in the stop groove 218. The stop groove 218 is used to block the anti-loosening stop 215 and the first pulling member 212 from retracting, thereby fixing the locking cylinder 202 in the unlock position 207. When the first handle 214 is moved manually, and the first pulling member 212 is moved from the stop groove 218 into the stop hole 217, the locking spring 203 pushes the locking piston 220 to slide towards the locking position 206. The driving end face of the locking piston 220 or the locking cylinder 202 pushes the push rod 211, causing the push rod 211 to push the slip ring 209 to retract the first pulling member 212. As a result, the locking cylinder 202 slides to the locking position 206.

[0131] The first pulling element 212 can be a rope, chain, or other component that can bypass the transmission wheel 213 to drive the slip ring 209 to slide along the axial direction of the slide cylinder 210.

[0132] To facilitate on-site manual vehicle maintenance or manual relocation, a manual unlocking and locking component is required to relieve the vehicle's braking system, allowing the brake shoes to disengage from the wheels and cease applying braking force. Therefore, this invention is equipped with a manual unlocking mechanism.

[0133] By manually pulling the first handle 214, the push rod 211 can be driven to push the locking piston 220 or the locking cylinder 202 to touch the limit stop 221, so that the locking cylinder 202 reaches the unlock position 207, and the relief groove 208 corresponds to the through hole 205 (that is, the ball 201 can enter the relief groove 208). Because the pull rod 107 moves axially under the reaction force of the vehicle's mechanical braking device, the ball 201 is pushed outward by the annular groove 204 and partially enters the relief groove 208 and separates from the annular groove 204. At this time, the relative position of the pull rod 107 and the hollow force-adding cylinder 108 can be changed, realizing the unlocking of the pull rod 107. After the unlocking is completed, the first handle 214 is manually released, and under the action of the locking spring 203, the manual unlocking mechanism returns to the non-unlocking position.

[0134] VII. Manual tensioning mechanism This device also includes a manual tensioning mechanism as an emergency backup in case of pneumatic system failure. Its structure and installation location are detailed below. Figure 1 and Figure 16 As shown.

[0135] Its transmission mechanism can be a worm gear 801 and a worm 802 transmission, or it can be set as a vertical meshing transmission of helical gear pairs. The following is an introduction to the worm gear 801 and worm 802 transmission as an example. The manual tensioning mechanism includes a hollow screw 803, a hollow cylindrical rod 804, a worm 802, a worm wheel 801, and a push stop 807. The worm wheel 801 is coaxially fixed with the hollow cylindrical rod 804 and meshes with the worm 802. The worm-worm wheel mechanism is supported on the force-applying cylinder 104 or an external fixed component 810. The hollow cylindrical rod 804 has an internal thread 805 in its inner hole, and the hollow screw 803 has an external thread 806 on its outer wall. The hollow cylindrical rod 804 and the hollow screw 803 are threaded together. The hollow screw 803 is sleeved on the pull rod 107 and can move axially but cannot rotate relative to each other through the engagement of a key 808 and a keyway 809. A push stop 807 is fixed on the pull rod 107, and a torsion device 812 extends from the end of the worm 802.

[0136] External fixing components 810 may be, for example, a force-adding cylinder 104, a traction cylinder 101, the device body, or a fixing seat mounted on the vehicle body; The torsion device 812 can be a handwheel, handle, torsion bar, or interface for connecting rotary tools (such as electric wrenches, pneumatic wrenches, hydraulic wrenches).

[0137] Working principle: 7.1 Manual parking braking operation procedures: 7.1.1 Unlock lever 107 Manually pull the first handle 214 to the extreme position to unlock the locking component pull rod 107 and place the first pulling member 212 in the stop groove 218 of the stop seat 216, and prevent the first pulling member 212 from retracting by the anti-loosening stop 215; 7.1.2 Implement manual parking braking The torsion device 812 drives the drive rod 811 to rotate, which in turn drives the worm 802 and worm wheel 801 to rotate, causing the hollow screw 803 to move backward and push the push stop 807 to follow the hollow screw 803 to move backward. The push stop 807 drives the pull rod 107 to move backward synchronously, pulling the vehicle's mechanical braking device to make the brake shoes press against the wheels. 7.1.3 Locking lever 107 After the torsion device 812 rotates to its limit position and can no longer rotate, the first handle 214 is manually moved to move the first pulling member 212 out of the stop groove 218 of the stop seat 216. Under the push of the locking spring 203, the pull rod 107 is automatically locked. 7.1.4 Hollow Screw 803 Return to Extreme Position Reverse rotation of drive rod 811 reverses the worm gear 802 and worm wheel 801, moving hollow screw 803 forward to its extreme position. This is to prevent the parking brake from failing to release automatically when the train pipe, acting as the air source 711, is filled with air to release the parking brake, as the hollow screw 803, remaining in its rear extreme position, would obstruct the forward movement of push-stop 807 and pull rod 107.

[0138] 7.2 Manual implementation of parking mitigation procedures: After manually pulling the first handle 214 to the extreme position, the lever 107 is unlocked, and the first pulling member 212 is moved from the stop hole 217 of the stop seat 216 to the stop groove 218 and fixed to prevent retraction. Under the reaction force of the vehicle's mechanical braking device, the lever 107 automatically moves forward a certain distance, so that the brake shoe no longer presses against the wheel, thus achieving manual parking relief.

[0139] The purpose of setting up a manual tensioning mechanism is to allow vehicles to be positioned at the designated location or to repair or replace brake shoes during on-site operations. After manually unlocking the parking brake device, in the absence of pressurized air as a power source, the lever 107 can be moved backward by manually rotating the torsion device 812, which will drive the parking brake device to press the brake shoes against the wheels and prevent the vehicle from slipping.

[0140] Example 2: In Embodiment 2, the force-applying module, drive source, and pull rod 107 are the same as in Embodiment 1; the difference lies in the locking assembly. This embodiment provides a two-stage tensioning control device employing a threaded lock structure locking assembly and an integrated pneumatic drive source. Its core structure is described below. Figures 4-5 , Figures 6-7 , Figure 14 , Figure 15 As shown; I. Structure: In Embodiment 2, the locking assembly is disposed on the hollow force-applying cylinder 108, specifically a threaded lock structure. It includes a hollow threaded sleeve 301, a locking rod 303, and a locking cylinder 219; A locking piston 220 is provided inside the locking cylinder 219. The locking piston 220 is connected to a locking rod 303. A locking spring 203 is connected to one end of the locking piston 220 inside the locking cylinder 219. The locking rod 303 is provided with a head for engaging with a toothed groove. The head of the locking rod 303 is located outside the locking cylinder 219. The head and the body of the locking rod 303 can be integral or separate parts that are movably connected. The locking piston 220 drives the locking rod 303 and the head to move back and forth along the locking cylinder 219. The hollow threaded sleeve 301 is supported in the hollow force-adding cylinder 108 by a bearing. The outer wall of the pull rod 107 is provided with a first non-self-locking external thread 305, and the inner wall of the hollow threaded sleeve 301 is provided with a first non-self-locking internal thread 306. The hollow threaded sleeve 301 and the pull rod 107 form a helical transmission pair through the first non-self-locking external thread 305 and the first non-self-locking internal thread 306. The axial movement of the pull rod 107 drives the hollow threaded sleeve 301 to rotate. The locking cylinder 219 is radially fixed to the periphery of the hollow booster cylinder 108 (direct locking, and the locking cylinder 219 is connected to the pneumatic control system by a hose) or the end face of the booster cylinder 104 (indirect locking).

[0141] There are two locking methods for the hollow center threaded sleeve 301, and either one can be chosen: 1.1 Direct locking structure: such as Figures 4-5 As shown, the hollow threaded sleeve 301 has a hollow threaded sleeve tooth groove 302 on its outer wall; by directly inserting the locking rod 303 into the hollow threaded sleeve tooth groove 302 to prevent the hollow threaded sleeve 301 from rotating, the axial movement of the pull rod 107 is locked. 1.2 Indirect locking structure: such as Figures 6-7 As shown, a hollow threaded sleeve 301 extends axially to form a hollow cylinder 307. A ring gear 308 is fitted onto the hollow cylinder 307. The ring gear 308 and the hollow cylinder 307 achieve synchronous rotation and axial sliding guidance through the meshing of a key and a keyway. The ring gear 308 is rotatably supported at the end of the force-applying cylinder 104 by a bearing assembly. The outer wall of the ring gear 308 is provided with a ring gear tooth groove 309. A locking rod 303 is inserted into the ring gear tooth groove 309 to indirectly prevent the hollow threaded sleeve 301 from rotating and the pull rod 107 from moving axially, thereby locking the pull rod 107.

[0142] When the hollow booster cylinder 108 moves axially with the booster piston 105, it also drives the hollow threaded sleeve 301 and the hollow cylinder 307 to move axially synchronously. Since the ring gear 308 is axially fixed to the booster cylinder 104, the hollow cylinder 307 moves axially relative to the ring gear 308 through the meshing of the key and keyway. This assembly relationship must ensure that the hollow cylinder 307 does not separate axially from the ring gear 308 to ensure the reliability of the operation.

[0143] Both schemes rely on the axial movement of the pull rod 107 to drive the hollow threaded sleeve 301 to rotate, and the locking spring 203 provides a continuous locking force. When the pull rod 107 and the hollow threaded sleeve 301 move axially relative to each other, the hollow threaded sleeve 301, the hollow cylinder 307 and the ring gear 308 rotate synchronously.

[0144] Direct locking structures are suitable for compact space scenarios; The indirect locking structure solves the problem of increased locking torque in scenarios where locking cylinder 219 and connected air hose need to move or even rotate synchronously with hollow power cylinder 108, which may cause air hose to rub or even become entangled.

[0145] The head of the locking rod 303 and the locking rod 303 are connected in a separate movable manner to avoid the hollow threaded sleeve groove 302 or the ring gear groove 309 of the meshing part from forming a bending moment on the locking rod 303, preventing the locking rod 303 from getting stuck due to bending, and at the same time improving the sealing effect of the locking cylinder 219. II. Parking braking principle: Same as in Example 1.

[0146] III. On-site inspection method for parking brake tension: Same as in Example 1, see... Figure 5 , Figure 7 As shown.

[0147] IV. Pneumatic Control System: Same as in Example 1, see Figure 4 , Figure 6 As shown.

[0148] V. Pneumatic control process: (The pressurization, depressurization and evacuation of the train pipe, which serves as the air source 711, are all caused by human operation.) 5.1 Initial / Locked State: At this time, the train pipe serving as the air source 711 is depressurized, the air storage cylinder 706 is depressurized, and the unlocking hole 554 is depressurized. The locking rod 303 is in the locked position 206 under the action of the locking spring 203, locking the pull rod 107. The traction piston 102 inside the traction cylinder 101 is in the right extreme position, and the force spring 106 pushes the pull rod 107 to the tensioned stop state in the rear extreme position through the force piston 105 and the hollow force cylinder 108.

[0149] 5.2 Air supply system for train 711: air filling and parking relief. When air is manually supplied to the train pipe 711 as the air source, the following air supply path is formed: The train pipe, air supply plug 709, filter 710, and first air pipe 501 are divided into 5 routes: 5.2.1 Fourth air pipe 504, second check valve 702, fifth air pipe 505; divided into two lines: 5.2.1.1 The sixth air pipe 506 and the unlocking hole 554 enter the chamber 304 of the locking cylinder 219, pushing the locking piston 220 and the locking rod 303 to move, compressing the locking spring 203, causing the head of the locking rod 303 to leave the hollow threaded sleeve groove 302 (or the ring gear groove 309), and the pull rod 107 to unlock; 5.2.1.2 Eleventh air tube 511, tensioning timing control device 600 (see the principle introduction of tensioning timing control device 600 in Examples 7, 8, 9 and 10); The second check valve 702 serves two purposes: first, it prevents the pressurized air in chamber 304 from flowing back into the train pipe 711 when the pressurized air in the train pipe 711 is manually discharged; second, it ensures that the fourth air pipe 504 and the fifth air pipe 505 are not connected before the air pressure reaches the set unlocking pressure during the pressurization of the train pipe 711, thus preventing the locking lever 303 from unlocking. This design ensures that the parking brake is released only after the pressure in the train pipe 711 has risen to a safe set value and is capable of air braking. This prevents the parking brake from being released prematurely when the pressure in the train pipe 711 is insufficient and the vehicle is not yet capable of air braking, which could cause the parked vehicle to slip and prevent the air braking from being applied. 5.2.2 The second air pipe 502 and the first vent 551 enter the right side of the traction cylinder 101, push the traction piston 102 and drive the pull rod 107 to move to the left, so as to release the parking brake device; 5.2.3 First check valve 701; divided into two paths: 5.2.3.1 The third air pipe 503 and the third vent 553 enter the booster cylinder 104, pushing the booster piston 105 to move and compressing the booster spring 106; 5.2.3.2 Twelfth air tube 512, tensioning timing control device 600 (see the principle introduction of tensioning timing control device 600 in Examples 7, 8, 9 and 10); The first check valve 701 is set to prevent the pressurized air in the booster cylinder 104 from flowing back into the train pipe that serves as the air source 711 when the pressurized air in the train pipe is manually discharged. 5.2.4 Seventh air pipe 507, third check valve 703, eighth air pipe 508, air reservoir 706, ninth air pipe 509, tensioning timing control device 600; The third check valve 703 is set to prevent the pressurized air in the air reservoir 706 from flowing back into the train pipe that serves as the air source 711 when the pressurized air in the train pipe is manually discharged as the air source 711. 5.2.5 Thirteenth air tube 513, tensioning timing control device 600 (see the principle introduction of tensioning timing control device 600 in Examples 7, 8, 9 and 10); 5.3 Train pipe evacuation and parking brake as air source 711 When the pressurized air in the train pipe, which serves as the air source 711, is manually vented, the following ventilation path is formed: 5.3.1 As described in 5.2.2 above, the pressurized air entering the right side of the traction cylinder 101 is discharged into the train pipe that serves as the air source 711 through the first vent 551, the second air pipe 502, and the first air pipe 501. 5.3.2 Tensioning Timing Control Device 600 (See the principle description of tensioning timing control device 600 in Examples 7, 8, 9, and 10) The tensioning timing control device 600 is equipped with three progressively decreasing air pressure sections, which constitute three pathways. 5.3.2.1 When the air pressure drops to the first air pressure level, the tensioning timing control device 600 first automatically connects the ninth air pipe 509 and the tenth air pipe 510. The pressurized air from the air reservoir 706 enters the left side of the traction cylinder 101 through the ninth air pipe 509, the tenth air pipe 510, and the second vent 552, pushing the traction piston 102 to move the pull rod 107 to the right, straightening the connecting chain or rope between the pull rod 107 and the vehicle's basic braking device; 5.3.2.2 When the air pressure drops to the second air pressure level, the tensioning timing control device 600 automatically connects the eleventh air pipe 511 to the atmospheric passage, so that the pressurized air that entered the locking cylinder 219 in 5.2.1.1 passes through the unlocking hole 554, the sixth air pipe 506, the eleventh air pipe 511, and the atmosphere. The locking spring 203 pushes the locking piston 220 to drive the locking rod 303 to slide towards the locking end, so that the head of the locking rod 303 inserts into the hollow threaded sleeve tooth groove 302 (or the ring gear tooth groove 309), locking the pull rod 107. 5.3.2.3 When the air pressure drops to the third air pressure level, the timing control device 600 automatically connects the twelfth air pipe 512 to the atmospheric passage, so that the pressurized air that entered the booster cylinder 104 in 5.2.3.1 passes through the third vent 553, the third air pipe 503, the twelfth air pipe 512, and the atmosphere. The booster spring 106 pushes the booster piston 105 and the hollow booster cylinder 108 to pull the hollow screw sleeve 301 and the pull rod 107 to the right, so that the pull rod 107 drives the chain or rope to tighten the vehicle's basic braking device, so that the vehicle's basic braking device can still maintain the pressure of the brake shoes on the wheels after the air brake cylinder pressurized air leaks out.

[0150] As the air pressure behind the force-applying piston 105 decreases, the force-applying spring 106 pushes the force-applying piston 105 and the hollow force-applying cylinder 108 to move backward together. If the aforementioned locking piston 220, under the push of the locking spring 203, causes the locking rod 303 to slide towards the locking end, and if the head of the locking rod 303 is misaligned with the toothed groove 302 of the hollow threaded sleeve (see...) Figure 5 (as shown), or misaligned with the ring gear tooth groove 309 (see...) Figure 7As shown), the locking rod 303 failed to enter the groove, and the head of the locking rod 303 did not insert into the hollow threaded sleeve tooth groove 302 (or the ring gear tooth groove 309). Therefore, the locking rod 303 did not lock the pull rod 107. At this time, as the hollow force-adding cylinder 108 moves backward, that is, the hollow force-adding cylinder 108 and the pull rod 107 move axially relative to each other, causing the hollow threaded sleeve 301 to gradually rotate (if a hollow cylinder 307 and a ring gear 308 are provided, then the hollow cylinder 307 and the ring gear 308 rotate synchronously with the hollow threaded sleeve 301), causing the locking rod 303 to gradually align with the hollow threaded sleeve tooth groove 302 (see...). Figure 5 (as shown), or gradually aligned with the ring gear tooth groove 309 (see) Figure 7 As shown), under the push of the locking spring 203, the head of the locking rod 303 inserts into the toothed groove 302 of the hollow threaded sleeve (see...). Figure 5 (as shown), or ring gear tooth groove 309 (see) Figure 7 As shown, the axial locking of the tie rod 107 is achieved. At the same time, the force-adding spring 106 transmits the remaining spring force to the tie rod 107 through the force-adding piston 105, the hollow force-adding cylinder 108 and the threaded lock structure locking assembly, so that the tie rod 107 outputs tension force, thereby realizing the parking brake of the vehicle. The air supply plug 709 is installed to facilitate the manual cutting off of the pressurized air passage from the train pipe, which serves as the air source 711, to this device when the parking brake device malfunctions; the filter 710 is installed to prevent debris in the train pipe, which serves as the air source 711, from entering the air pipeline of this device.

[0151] VI. Manual unlocking mechanism (corresponding to the screw sleeve locking assembly): The locking cylinder 219 is equipped with a manual unlocking mechanism (see...) Figure 5 , Figure 7 , Figure 14 , Figure 15 As shown, the manual unlocking mechanism is decoupled from the pneumatic automatic unlocking function (i.e., the pneumatic control system is connected to the unlocking hole 554 on the traction cylinder 101, and the pneumatic control system automatically supplies air to the unlocking hole 554 to unlock). When the pneumatic unlocking fails, pulling the second handle 411 causes the hollow rotating sleeve 406 to rotate around the hollow sleeve 405 via the second pulling component 410. The hollow rotating sleeve 406 pushes the locking rod 303 to the unlocking position 207, realizing mechanical emergency unlocking.

[0152] There are two options for the manual unlocking mechanism: Option 1 includes: hollow sleeve 405, hollow rotating sleeve 406, and second pulling component 410; see Figure 5 , Figure 7 , Figure 14 As shown; A hollow sleeve 405 extends axially from the outer side of the rear cover 404 of the locking cylinder 219, and the hollow sleeve 405 is fixedly connected to the rear cover 404. The outer wall of the hollow sleeve 405 is provided with a second non-self-locking external thread 408; A hollow rotating sleeve 406 is fitted on the hollow sleeve 405, and the hollow rotating sleeve 406 can rotate relative to the axis of the hollow sleeve 405. The inner wall of the hollow rotating sleeve 406 is provided with a second non-self-locking internal thread 409; The second non-self-locking internal thread 409 and the second non-self-locking external thread 408 form a helical drive pair; When the hollow rotating sleeve 406 rotates around the hollow sleeve 405, it also moves along the axial direction of the hollow sleeve 405 at the same time. The hollow rotating sleeve 406 has at least one second pulling member 410 hinged to its outer wall, which can drive the hollow rotating sleeve 406 to rotate around the hollow sleeve 405; The locking rod 303 extends axially and passes through the inner hole of the hollow sleeve 405; The locking rod 303 is fixed with an unlocking stop 407 at the end outside the hollow sleeve 405. The diameter of the unlocking stop 407 is larger than the outer diameter of the hollow rotating sleeve 406. The unlocking stop 407 and the end face of the hollow rotating sleeve 406 away from the rear cover 404 are axially adjacent. When the hollow rotating sleeve 406 is driven by the second pulling member 410 to rotate away from the rear cover 404, its end face facing the unlocking stop 407 presses against the unlocking stop 407, thereby driving the locking rod 303 to move axially. The lower part of the locking rod 303 retracts into the locking cylinder 219. Conversely, when the second pull handle 411 is released, the locking spring 203 pushes the locking piston 220, the locking rod 303 and the unlocking stop 407 to move towards the locking position 206. The unlocking stop 407 pushes the hollow rotating sleeve 406 to move axially along the hollow sleeve 405 towards the rear cover 404. At the same time, the hollow rotating sleeve 406 rotates in the opposite direction around the hollow sleeve 405, and the lower part of the locking rod 303 extends outward from the locking cylinder 219.

[0153] Option 2 includes: hollow sliding sleeve 412 and second pulling component 410; see Figure 15 As shown; A hollow sleeve 405 is fixed to the outside of the locking cylinder 219. One end of the locking rod 303 passes through the inner hole of the hollow sleeve 405. The locking rod 303 is provided with an unlocking stop 407, which is located on the outer side of the hollow sleeve 405. A hollow sliding sleeve 412 is axially sleeved on the outside of the hollow sleeve 405. The hollow sleeve 405 and the hollow sliding sleeve 412 are slidably engaged. Hollow sliding sleeve pins 413 are symmetrically arranged on the outside of the hollow sliding sleeve 412. Earrings 414 that can rotate around the hollow sliding sleeve pins 413 are rotatably engaged on the left and right hollow sliding sleeve pins 413. The earrings 414 are hinged to the second pull member 410. Pulling the second pulling element 410 drives the hollow sliding sleeve 412 to push the unlocking stop 407, which in turn moves the locking lever 303 to the unlocking position 207, thus forming the manual unlocking function. This structure is not only simple, but also, when the second pulling member 410 is not manually tightened, the second pulling member 410, on the side near the earring 414, causes the earring 414 to droop naturally due to its own weight (as shown in the image). Figure 15 (As shown in the figure) automatically avoids the extension path of the unlock stop 407, preventing the earring 414 from blocking the normal extension of the unlock stop 407 under the air-filled condition; One end of the second pull member 410 is connected to the second handle 411. The second pull member 410 is fixed with an anti-loosening stop 215 near the second handle 411. The second pull member 410 passes through and is fixed to the stop seat 216 in the outside. The stop seat 216 is provided with a stop hole 217, the diameter of which is larger than the outer dimensions of the anti-loosening stop 215. A stop groove 218 is provided on the side wall of the stop hole 217. The width of the stop groove 218 is larger than the outer diameter of the second pull member 410 but smaller than the outer dimensions of the anti-loosening stop 215. The second pulling member 410 can drive the anti-loosening stop 215 through the stop hole 217. When the second pulling member 410 is moved into the stop groove 218 by a person, the anti-loosening stop 215 is blocked and limited by the side wall of the stop groove 218.

[0154] The second pulling member 410 can be a rope, chain, lever 107, or other component that can drive the hollow rotating sleeve 406 to rotate around the hollow sleeve 405, or pull the earring 414 to move the hollow sliding sleeve 412.

[0155] VII. The manual tensioning mechanism is the same as in Example 1, see... Figure 1 , Figure 16 As shown.

[0156] Example 3 Compared with Example 1, Example 3 has the same force-applying module, drive source, and pull rod 107. The difference lies in the locking component. This example provides a two-stage tensioning control device that adopts a locking tongue structure and an integrated pneumatic drive source. Its core structure is shown in [link to core structure]. Figures 8-9 As shown.

[0157] I. Structure: The locking cylinder 219 of the locking assembly in Embodiment 3 has the same internal structure and channel logic as the locking cylinder 219 of the locking assembly in Embodiment 2. The difference is that it has an additional locking tongue 401 connected to the lower part of the locking rod 303. The locking assembly is a latch lock structure, including a latch 401, a locking rod 303, and a locking cylinder 219; The outer wall of the tie rod 107 is provided with several axially distributed toothed grooves 403; Tooth groove 403 can be a planar groove or an arc-shaped groove, and its axial cross-sectional shape can be triangular tooth, ratchet tooth, square tooth, arc-shaped tooth, trapezoidal tooth (see...). Figure 8 and Figure 9 Any of the following (as shown) can mesh with each other to achieve a locking structure for the lever 107.

[0158] The locking tongue 401 is radially slidably disposed within the side wall hole of the hollow force-adding cylinder 108, and its inner side is provided with a protruding tooth 402 that matches the tooth groove 403 on the outer wall of the pull rod 107; the protruding tooth 402 can be a planar tooth or an arc-shaped tooth, and its axial cross-sectional shape can be a triangular tooth, ratchet tooth, square tooth, arc-shaped tooth, or trapezoidal tooth that matches the tooth groove 403 (see Figure 8 , Figure 9 (As shown) and other structures that can mesh with each other to achieve locking of the lever 107.

[0159] The locking rod 303 is connected to the locking tongue 401. The locking rod 303 and the locking tongue 401 can be fixedly connected or movably connected. The movable connection allows the locking tongue 401 to swing appropriately relative to the locking rod 303, which facilitates the engagement of the protruding teeth 402 on the locking tongue 401 with the tooth grooves 403 on the pull rod 107. At the same time, it avoids the locking rod 303 from bearing bending moment and improves the sealing performance of the locking cylinder 219. The hollow booster cylinder 108 is provided with at least one locking cylinder 219, and the locking cylinder 219 is connected to the pneumatic control system via a flexible hose.

[0160] When there are two or more locking cylinders 219, the relative arrangement of the protrusions 402 and grooves 403 of the two locking tongues 401 arranged opposite to each other can be aligned or staggered. The "inner end" here refers to the side facing the axis of tie rod 107.

[0161] A single locking cylinder 219 on the hollow force-adding cylinder 108 can drive the locking tongue 401 to move radially through the locking rod 303, causing the protruding teeth 402 to engage with the tooth grooves 403 of the pull rod 107, thus achieving mechanical locking of the pull rod 107. However, the single locking tongue 401 structure results in the radial locking force being concentrated at a single point, leading to localized stress concentration on the locking tongue 401 or tooth grooves 403, increased wear, and increased susceptibility to tooth breakage. Furthermore, the locking function completely fails when the locking tongue 401 is stuck, endangering system safety. Therefore, to improve reliability, two or more locking cylinders 219 with coordinated action can be provided. If two or more locking cylinders 219 are arranged in alignment, the axial positions of the protrusions 402 of each locking tongue 401 are aligned; each locking tongue 401 can simultaneously engage the same groove 403 of the pull rod 107, which can distribute the radial locking force and reduce the risk of single-point failure; if one locking cylinder 219 fails due to spring fatigue fracture, the remaining locking cylinders 219 can still maintain the locking force, ensuring the safety of the railway vehicle parking braking device. If two or more locking cylinders 219 are arranged with staggered teeth, the protruding teeth 402 of each locking tongue 401 are staggered axially by a certain tooth pitch from the tooth groove 403 of the pull rod 107. When locking is performed, if no locking tongue 401 is embedded in the tooth groove 403, the hollow force-applying cylinder 108 only needs to synchronously drive each locking cylinder 219 to move less than one full tooth pitch, and the locking tongue 401 will automatically embed in the tooth groove 403 to complete the locking. The release amount of the force-applying spring 106 will also be reduced from the full tooth pitch (when two locking cylinders 219 are arranged symmetrically or a single locking cylinder 219 is used, if the protruding teeth 402 of the locking tongue 401 are not aligned with the tooth groove 403, it will be necessary to move at most nearly one full tooth distance to realign the teeth) to less than one full tooth pitch. This reduces the release amount of the force-applying spring 106 during idle movement, and more potential energy of the force-applying spring 106 can be converted into axial thrust on the pull rod 107.

[0162] II. Parking braking principle: Same as in Example 1.

[0163] III. On-site inspection method for parking brake tension: Same as in Example 1, see... Figure 8 As shown.

[0164] IV. Pneumatic Control System: Same as in Example 1, see Figure 8 As shown.

[0165] V. Pneumatic control process: Basically the same as in Example 2. The difference is that when locking, in this example, the locking rod 303 drives the locking tongue 401 to engage with the toothed groove 403 on the pull rod 107, and when unlocking, the locking rod 303 drives the locking tongue 401 to disengage from the toothed groove 403 on the pull rod 107.

[0166] VI. The manual unlocking mechanism (corresponding to the locking component of the latch lock structure) is the same as in Example 2, see... Figure 9 , Figure 14 , Figure 15 As shown.

[0167] VII. The manual tensioning mechanism is the same as in Example 1, see... Figure 1 , Figure 16 As shown.

[0168] Example 4 The difference between Embodiment 4 and Embodiment 1 lies in the driving source. The driving source is the output end of an external actuator; the end of the pull rod 107 is hinged to the output end of the external actuator, such as... Figure 3As shown, the pneumatic control system is also simplified accordingly due to the change in the drive source.

[0169] I. Structure: This device includes a force-adding cylinder 104, a pull rod 107, a ball lock structure locking assembly, and a pneumatic control system. This embodiment does not require the integrated pneumatic drive source (traction cylinder 101, traction piston 102) as in Embodiment 1.

[0170] 1.1 Force-adding module: Its structure and principle are the same as those in 1.1 of Example 1; 1.2 Driver Source: The difference from 1.1 of Embodiment 1 is that the driving source is an external actuator, namely a railway vehicle mechanical braking transmission device. Its hinged connection method can be: the head of the pull rod 107 of this device is connected to a tension frame 110, which is fitted onto the transmission component 111 (including a transmission lever or transmission pin) of the railway vehicle mechanical braking transmission device. When this external actuator drives the vehicle mechanical braking transmission device to move, it drives the pull rod 107 to move axially through the tension frame 110. 1.3 Tie rod 107: The difference from Embodiment 1 is that the extension and retraction of the lever 107 is driven by the aforementioned external actuator, rather than by the traction piston 102 in Embodiment 1.

[0171] 1.4 Locking Components: Its structure and working principle are exactly the same as those in Example 1.

[0172] II. Principle of Parking Braking: The difference from Example 1 is as follows: The first-level preload is provided by an external actuator, that is, while the push rod of the railway vehicle brake cylinder pushes the mechanical brake transmission device to make the brake shoe contact the wheel, the tension frame 110 pushes the pull rod 107 of this device to move to the extreme position. When the train pipe, which serves as the air source 711, is filled with air, the push rod of the railway vehicle brake cylinder retracts, and its mechanical brake transmission device drives the brake shoe to leave the wheel, and through the tension frame 110, it drives the pull rod 107 to move forward to the extreme position. III. On-site inspection method for parking brake tension: Same as in Example 1, see Figure 1 As shown.

[0173] IV. Pneumatic Control System: The difference from Embodiment 1 is that the second air duct 502 and the first ventilation hole 551 connected to the first air duct 501 are removed, the passage of the second ventilation hole 552 connected from the tenth air duct 510 to the traction cylinder 101 is removed, and the seventh air duct 507, the third check valve 703, the eighth air duct 508, the air storage cylinder 706, and the air duct 509 are removed.

[0174] V. Pneumatic control process: The difference between this embodiment and embodiment 1 is that the entire process does not involve any control of the traction piston 102, and the "first-stage pre-tension" or forward movement of its pull rod 107 is completed by an external actuator. 5.1 Initial / Locked State: Similar to the state in Section 5.1 of Example 1, the lever 107 is in the right extreme tensioned and locked state; 5.2 Air supply to the train pipes as air source 711 (parking relief process): The difference between this process and Section 5.2 of Example 1 is that the forward movement of the pull rod 107 is driven by an external actuator (i.e., the mechanical braking transmission device of the railway vehicle); 5.3 Air purging from train pipe 711 (during parking and braking process): This process is consistent with the control logic in 5.3 of Example 1, but omits the steps involving the traction cylinder 101, 5.3.2.1, the rest are the same.

[0175] VI. Manual unlocking mechanism (corresponding to the ball lock structure locking component): Its structure and operation are the same as the manual unlocking mechanism in Example 1.

[0176] VII. Manual tensioning mechanism: Same as in Example 1, see Figure 1 , Figure 16 As shown.

[0177] Example 5 This embodiment 5 uses an external actuator. The difference from embodiment 2 lies in the drive source. The pneumatic control system is also simplified accordingly due to the change in the drive source. Its external actuator and pneumatic control system are the same as those in embodiment 4. For details of the external actuator and pneumatic control system, please refer to [link / reference needed]. Figure 3 As shown.

[0178] I. Structure: The device includes a force-applying cylinder 104, a pull rod 107, a threaded locking assembly, and a pneumatic control system. This embodiment does not require the integrated pneumatic drive source (traction cylinder 101, traction piston 102) as in Embodiment 2.

[0179] 1.1 Force-applying mechanism: Its structure and principle are the same as those in Example 2; 1.2 Driver Source: The difference from Embodiment 2 is that the driving source of this embodiment is an external actuator, namely a railway vehicle mechanical braking transmission device. Its hinge method can be: the head of the pull rod 107 is connected to a tension frame 110, which is fitted on the transmission component 111 (including transmission lever or transmission pin) of the railway vehicle mechanical braking transmission device. When the external actuator drives the vehicle mechanical braking transmission device to move, the tension frame 110 drives the pull rod 107 to move axially. 1.3 Tie rod 107: The difference from Embodiment 2 is that the extension and retraction of the lever 107 is driven by the aforementioned external actuator, rather than by the traction piston 102 in Embodiment 2.

[0180] 1.4 Locking Components: Its structure and working principle are exactly the same as those in Example 2.

[0181] II. Principle of Parking Braking: The difference from Example 2 is as follows: The first-level preload is provided by an external actuator, that is, while the railway vehicle brake cylinder pushes the mechanical brake transmission device to make the brake shoes press against the wheel, the tension frame 110 pushes the pull rod 107 of this device to move to the extreme position. When the train pipe, which serves as the air source 711, is filled with air, the mechanical braking transmission device of the railway vehicle drives the brake shoe to leave the wheel, and through the tension frame 110, drives the pull rod 107 to move forward to the extreme position. III. On-site inspection method for parking brake tension: Same as in Example 2, see Figure 5 , Figure 7 As shown.

[0182] IV. Pneumatic Control System The difference from Embodiment 2 is that the second air duct 502 and the first ventilation hole 551 connected to the first air duct 501 are removed, the passage of the second ventilation hole 552 connected from the tenth air duct 510 to the traction cylinder 101 is removed, and the seventh air duct 507, the third check valve 703, the eighth air duct 508, the air storage cylinder 706, and the air duct 509 are removed.

[0183] V. Pneumatic control process: The difference from Example 2 is that the entire process does not involve any control of the traction piston 102, and the "first-stage pre-tension" or forward movement of its pull rod 107 is completed by an external actuator; 5.1 Initial / Locked State: Similar to the state in Section 5.1 of Example 2, the pull rod 107 is in the right extreme tensioned and locked state; 5.2 Air supply to the train pipes as air source 711 (parking relief process): The difference from Example 2, Section 5.2 is that the forward movement of the pull rod 107 is driven by an external actuator (i.e., a mechanical braking transmission device for railway vehicles).

[0184] 5.3 Air purging from train pipe 711 (during parking and braking process): The core logic is consistent with that of Example 2, Section 5.3, but step 5.3.2.1 involving the traction cylinder 101 is omitted, and the rest is the same.

[0185] VI. Manual unlocking mechanism (corresponding to the threaded lock structure locking component): Its structure and operation are the same as the manual unlocking mechanism in Example 2.

[0186] VII. Manual tensioning mechanism: Same as in Example 2, see Figure 1 , Figure 16 As shown.

[0187] Example 6: This embodiment 6 uses an external actuator. The difference from embodiment 3 lies in the drive source. The pneumatic control system is also simplified accordingly due to the change in the drive source. Its external actuator and pneumatic control system are the same as those in embodiment 4. For details on the external actuator and pneumatic control system, please refer to... Figure 3 As shown.

[0188] I. Structure: This device includes a force-adding cylinder 104, a pull rod 107, a locking assembly with a locking tongue structure, and a pneumatic control system. This embodiment does not require the integrated pneumatic drive source (traction cylinder 101, traction piston 102) as in Embodiment 3.

[0189] 1.1 Force-applying mechanism: Its structure and principle are the same as those in Example 3; 1.2 Driver Source: The difference from Embodiment 3 is that the driving source in this embodiment is an external actuator, namely a railway vehicle mechanical braking transmission device. Its hinged connection method can be: the head of the pull rod 107 is connected to a tension frame 110, which is fitted onto the transmission component 111 (including a transmission lever or transmission pin) of the railway vehicle mechanical braking transmission device. When this external actuator drives the vehicle mechanical braking transmission device to move, it drives the pull rod 107 to move axially through the tension frame 110. 1.3 Tie rod 107: The difference from Embodiment 3 is that the extension and retraction of the lever 107 is driven by the aforementioned external actuator, rather than by the traction piston 102 in Embodiment 3.

[0190] 1.4 Locking component: exactly the same as in Example 3.

[0191] II. Principle of Parking Braking: The difference from Example 3 is as follows: The first-level preload is provided by an external actuator, that is, while the railway vehicle brake cylinder pushes the mechanical brake transmission device to make the brake shoes press against the wheel, the tension frame 110 pushes the pull rod 107 of this device to move to the extreme position. When the train pipe, which serves as the air source 711, is filled with air, the mechanical braking transmission device of the railway vehicle drives the brake shoe to leave the wheel, and through the tension frame 110, drives the pull rod 107 to move forward to the extreme position. III. On-site inspection method for parking brake tension: Same as in Example 3, see... Figure 8 As shown.

[0192] IV. Pneumatic Control System: The difference from Embodiment 3 is that the second air duct 502 connecting the traction cylinder 101 and the second ventilation hole 552 connecting the tenth air duct 510 to the traction cylinder 101 are cancelled, and the seventh air duct 507, the third check valve 703, the eighth air duct 508, the air storage cylinder 706, and the air duct 509 are cancelled.

[0193] V. Pneumatic control process: The difference from Example 3 is that the entire process does not involve any control of the traction piston 102, and the "first-stage pre-tension" or forward movement of its pull rod 107 is completed by an external actuator. VI. Manual unlocking mechanism (corresponding to the locking component of the bolt lock structure): Its structure and operation are the same as the manual unlocking mechanism in Example 3, see Figure 9 , Figure 14 , Figure 15 As shown.

[0194] VII. Manual tensioning mechanism: Same as in Example 3, see Figure 1 , Figure 16 As shown.

[0195] Example 7 This embodiment 7 further refines the tensioning timing control device 600 based on embodiments 1-3. The tensioning timing control device 600 is a delayed control scheme, and its core structure is shown below. Figure 10 As shown; Tensioning timing control device 600 (the installation location of tensioning timing control device 600 in the general drawing is shown in the figure). Figure 1 , Figure 3 , Figure 4 , Figure 6 , Figure 8 , Figure 18 , Figure 20 , Figure 22 , Figure 29 , Figure 31 , Figure 33As shown, it includes a first two-position three-way directional valve 601, a second two-position three-way directional valve 602, a third two-position three-way directional valve 603, a fourth check valve 704, and a delay control device. The delay control device includes a delay air cylinder 707 and a resistance element. Note: The first two-position three-way reversing valve 601, the second two-position three-way reversing valve 602, and the third two-position three-way reversing valve 603 can also be integrated four-position seven-way control valves, which have one air inlet P, three working ports A, and three exhaust ports R. The first two-position three-way reversing valve 601 is provided with an air inlet P, a working port A, an exhaust port R, a first control terminal 601-C, and a first return spring 601-S; The air inlet P is connected to one end of the ninth air pipe 509; The working port A connects to the other end of the tenth trachea 510; The exhaust port R is open to the atmosphere; The second two-position three-way reversing valve 602 is provided with an air inlet P, an exhaust port R, a second control terminal 602-C, and a second return spring 602-S; The air inlet P is connected to one end of the eleventh air pipe 511; The exhaust port R is open to the atmosphere; The third two-position three-way reversing valve 603 is equipped with an air inlet P, an exhaust port R, a third control terminal 603-C, and a third return spring 603-S; The air inlet P is connected to one end of the twelfth air pipe 512; The exhaust port R is connected to the atmosphere; The first control terminal 601-C, the second control terminal 602-C, and the third control terminal 603-C are all connected to the delay air cylinder 707 via an interface of the manual exhaust plug 712. Within the first control terminal 601-C, the second control terminal 602-C, and the third control terminal 603-C, when the thrust generated by the pressurized air is less than the respective return spring force, the valve core moves to the first position; when the thrust generated by the pressurized air is greater than the respective return spring force, the valve core moves to the second position.

[0196] The force of the first return spring 601-S is greater than that of the second return spring 602-S, which is greater than that of the third return spring 603-S. This creates three different pressure switching sections: a first two-position three-way directional valve 601, a second two-position three-way directional valve 602, and a third two-position three-way directional valve 603. The first two-position three-way directional valve 601 switches from the second position to the first position in the first pressure section; the second two-position three-way directional valve 602 switches from the second position to the first position in the second pressure section; and the third two-position three-way directional valve 603 switches from the second position to the first position in the third pressure section. The pressure in the first pressure section is greater than the pressure in the second pressure section, which is greater than the pressure in the third pressure section.

[0197] One port of the delayed air cylinder 707 is connected to one end of the fifteenth air pipe 515, the other end of the fifteenth air pipe 515 is connected to the outlet end of the fourth check valve 704, the inlet end of the fourth check valve 704 is connected to one end of the fourteenth air pipe 514, and the other end of the fourteenth air pipe 514 is connected to the train pipe serving as the air source 711 through the thirteenth air pipe 513 and the first air pipe 501. The fourth check valve 704 is configured to allow airflow only from its inlet end to its outlet end. A branch is provided in parallel with the fourth check valve 704. The branch is equipped with a resistance element, including a first throttling element 705 and / or a pressure regulating valve 708. One end of the branch is connected to the outlet end of the fourth check valve 704, and the other end is connected to the inlet end of the fourth check valve 704. The delay control device is configured as follows: 1.1 When the air pressure of the train pipe serving as the air source 711 is higher than the air pressure of the delay cylinder 707, the pressurized air of the train pipe serving as the air source 711 passes through the first air pipe 501, the thirteenth air pipe 513, the fourteenth air pipe 514, the fourth check valve 704, the fifteenth air pipe 515, the delay cylinder 707, and the manual exhaust plug 712, and then passes through the sixteenth air pipe 516, the seventeenth air pipe 517, and the eighteenth air pipe 518 respectively to enter the first control terminal 601-C, the second control terminal 602-C, and the third control terminal 603-C. 1.1.1 When the thrust of the first control end 601-C is greater than the elastic force of the first reset spring 601-S, the valve core moves to the second position, so that the working port A is isolated from the air inlet P, that is, the tenth air pipe 510 is isolated from the ninth air pipe 509. At the same time, the working port A is connected to the exhaust port R, and the tenth air pipe 510 is connected to the atmosphere. 1.1.2 The thrust of the second control end 602-C is greater than the elastic force of the second return spring 602-S. The air inlet P is isolated from the exhaust port R, that is, the eleventh air pipe 511 is isolated from the atmosphere. 1.1.3 The thrust of the third control terminal 603-C is greater than the elastic force of the third return spring 603-S. The air inlet P is isolated from the exhaust port R, that is, the twelfth air pipe 512 is isolated from the atmosphere.

[0198] 1.2 When the air pressure in the train pipe serving as the air source 711 is lower than the air pressure in the delay cylinder 707, the pressurized air in the delay cylinder 707 is discharged into the train pipe serving as the air source 711 through the fifteenth air pipe 515, the resistive element, the fourteenth air pipe 514, the thirteenth air pipe 513, and the first air pipe 501, so as to achieve a slow decrease in the air pressure of the delay cylinder 707. 1.2.1 Due to the decrease in air pressure in the delayed air cylinder 707, reaching the first air pressure segment, the thrust of the first control terminal 601-C is lower than the elastic force of the first reset spring 601-S, triggering the valve core of the first two-position three-way reversing valve 601 to switch to the first position, so that the working port A is connected to the air inlet P, that is, the tenth air pipe 510 is connected to the ninth air pipe 509, and at the same time the working port A is disconnected from the exhaust port R, that is, the tenth air pipe 510 is disconnected from the atmosphere; 1.2.2 As the air pressure of the delayed air cylinder 707 further decreases and reaches the second air pressure stage, the thrust of the second control end 602-C is lower than the elastic force of the second reset spring 602-S, triggering the valve core of the second two-position three-way reversing valve 602 to switch to the first position, so that the air inlet P is connected to the air outlet R, that is, the eleventh air pipe 511 is connected to the atmosphere. 1.2.3 As the air pressure of the delayed air cylinder 707 further decreases and reaches the third air pressure stage, when the thrust of the third control terminal 603-C is lower than the elastic force of the third reset spring 603-S, the valve core of the third two-position three-way reversing valve 603 is triggered to switch to the first position, so that the air inlet P is connected to the air outlet R, that is, the twelfth air pipe 512 is connected to the atmosphere.

[0199] The purpose of setting up the delay air cylinder 707 is to prolong the time for the air pressure to drop at the first control terminal 601-C, the second control terminal 602-C, and the third control terminal 603-C when the air from the train pipe, which serves as the air source 711, is depressurized. The purpose of setting up the pressure regulating valve 708 is to reduce the air pressure flowing into the first throttling element 705 from the delay air cylinder 707, which also further prolongs the time for the air pressure to drop from the delay air cylinder 707.

[0200] The purpose of setting a delay control is twofold: first, to prevent the air braking force from overlapping with the parking braking force when the train pipe (serving as the air source 711) is emptied before the railway vehicle has stopped, resulting in excessive braking force that could lock the rotating wheels, causing wheel slippage, extending the braking distance, and damaging the vehicle's tread surface; second, to set a switching interval for the reversing valve, ensuring that after the first two-position three-way reversing valve 601 switches, sending the pressurized air from the air reservoir 706 into the traction cylinder 101, causing the traction piston 102 to move the pull rod 107 to the right extreme position, the second two-position three-way reversing valve 601 switches. The reversing valve 602 switches to lock the lever 107, and then the third two-position three-way valve 603 switches to apply force to the lever 107 by the force-applying module, ensuring that the parking brake device operates in sequence and realizes the parking brake function; thirdly, it maintains the air pressure at the control end to prevent insufficient air pressure at the first control end 601-C, the second control end 602-C, and the third control end 603-C due to short-term and small-volume exhaust and pressure reduction of the train pipe, which is the air source 711, causing the parking brake device to erroneously switch to the parking brake state.

[0201] After the delay control device is set up, when the train pipe, which serves as the air source 711, experiences a small amount of normal artificial ventilation and pressure reduction in a short period of time, the air pressure in the delay cylinder 707 only decreases temporarily and slowly, and the pressure reduction is small. However, the air pressure thrust of the first control terminal 601-C, the second control terminal 602-C, and the third control terminal 603-C is still greater than the corresponding spring forces of the first return spring 601-S, the second return spring 602-S, and the third return spring 603-S, respectively. After the short-term ventilation and pressure reduction of the train pipe, which serves as the air source 711, ends and the air filling and pressurization state is restored, the air pressure of the delay cylinder 707 is quickly restored through the fourth check valve 704. That is, the delay control device can keep the valve cores of the first two-position three-way reversing valve 601, the second two-position three-way reversing valve 602, and the third two-position three-way reversing valve 603 in the second position during normal operation of the railway vehicle.

[0202] Only when the railway vehicle has been stationary for a relatively long time, and the train pipe serving as the air source 711 has exhausted a large amount of air and has been in a state of no air pressure for a long time, will the air pressure of the delayed air cylinder 707 gradually decrease to the first air pressure stage. First, the thrust of the first control end 601-C will be lower than the elastic force of the first return spring 601-S. As the air pressure further decreases to the second air pressure stage, the thrust of the second control end 602-C will be lower than the elastic force of the second return spring 602-S. Then, as the air pressure continues to decrease, the thrust of the third control end 603-C will be lower than the elastic force of the third return spring 603-S. This will cause the valve cores of the first two-position three-way reversing valve 601, the second two-position three-way reversing valve 602, and the third two-position three-way reversing valve 603 to switch to the first position in sequence. This achieves the discharge of the pressurized air from the eleventh air pipe 511 after a certain delay after the tenth air pipe 510 is filled with air, and then the discharge of the pressurized air from the twelfth air pipe 512 after a certain delay. Only after the pressurized air from the twelfth air pipe 512 is finally discharged will the railway vehicle parking brake device activate the parking brake to prevent slippage.

[0203] The purpose of setting up the manual exhaust valve 712 is to manually remove the pressurized air in the delay cylinder 707 and the first control terminal 601-C, the second control terminal 602-C, and the third control terminal 603-C when there is a malfunction of the blocking component (such as blockage of the first throttling element 705) or when one does not want to wait for a long time for the air pressure of the delay cylinder 707 to slowly decrease, so that the vehicle parking brake device can quickly implement the parking brake.

[0204] In addition, to prevent the first throttling element 705 from becoming clogged, a series combination structure of multi-stage large-aperture throttling elements and multi-stage delay cylinders 707 can be adopted to achieve the step-by-step delay switching of the valve cores of the first two-position three-way reversing valve 601, the second two-position three-way reversing valve 602, and the third two-position three-way reversing valve 603.

[0205] The delay cylinder 707 or pressure regulating valve 708 can be removed according to the actual delay requirements on site, and the delay function can be achieved by using only the first throttling element 705. The delay cylinder 707 can also be set on the branch connected in parallel with the fourth check valve 704.

[0206] Example 8 The difference between Embodiment 8 and Embodiment 7 is that Embodiment 8 adds a fourth two-position three-way directional valve 604; its core structure is shown in [link to core structure]. Figure 11 As shown; The fourth two-position three-way reversing valve 604 is provided with an air inlet P, an exhaust port R, a fourth control terminal 604-C and a fourth return spring 604-S; The air inlet P is connected to the air outlet end of the resistive element; The exhaust port R is open to the atmosphere; The fourth control terminal 604-C is connected to the other end of the fourteenth trachea 514; One end of the fourteenth trachea 514 is connected to the inlet end of the fourth check valve 704; The fourteenth trachea 514 is also connected to the first trachea 501 via the thirteenth trachea 513; When the thrust generated by the train pipe pressurized air, which serves as the air source 711, at the fourth control terminal 604-C is less than the elastic force of the fourth return spring 604-S, the valve core moves to the first position; when the thrust generated by the train pipe pressurized air, which serves as the air source 711, at the fourth control terminal 604-C is greater than the elastic force of the fourth return spring 604-S, the valve core is in the second position. After the fourth two-position three-way reversing valve 604 is set up, when the train pipe, which serves as the air source 711, experiences normal artificial small-scale exhaust pressure reduction in a short period of time, the fourth control terminal 604-C still has residual pressurized air to support it. The fourth two-position three-way reversing valve 604 will not switch to the first position and will not connect the passage from the delay cylinder 707, the first control terminal 601-C, the second control terminal 602-C, the third control terminal 603-C to the atmosphere, thus improving the working stability of the first two-position three-way reversing valve 601, the second two-position three-way reversing valve 602, and the third two-position three-way reversing valve 603. Only when the train pipe, which serves as the air source 711, exhausts a large amount of air will the valve core of the fourth two-position three-way reversing valve 604 switch to the first position. After a relatively long delay (according to the design principle of the railway vehicle air braking system, the railway vehicle has already stopped at this time), the first two-position three-way reversing valve 601, the second two-position three-way reversing valve 602, and the third two-position three-way reversing valve 603 will sequentially switch to the first position. This achieves the discharge of pressurized air from the eleventh air pipe 511 after a certain delay following the filling of the tenth air pipe 510, and then the discharge of pressurized air from the twelfth air pipe 512 after another certain delay.

[0207] When the train pipe, which serves as the air source 711, is normally charged and pressurized, the pressurized air first causes the fourth two-position three-way reversing valve 604 to switch from the first position to the second position. Then, it passes through the fourth check valve 704, the fifteenth air pipe 515, the delay air cylinder 707, the manual exhaust plug 712, the sixteenth air pipe 516, the seventeenth air pipe 517, the eighteenth air pipe 518, and enters the first control terminal 601-C, the second control terminal 602-C, and the third control terminal 603-C, respectively realizing the switching of the valve cores of the first two-position three-way reversing valve 601, the second two-position three-way reversing valve 602, and the third two-position three-way reversing valve 603 from the first position to the second position.

[0208] The fourth two-position three-way reversing valve 604 can prevent the air pressure in the delay cylinder 707 and the first control terminal 601-C, second control terminal 602-C, and third control terminal 603-C from dropping during railway vehicle operation due to normal manual application of a small amount of exhaust braking to the train pipe, which serves as the air source 711. This reduces the consumption of pressurized air in the train pipe, which serves as the air source 711. At the same time, it also prevents the pressurized air from the delay cylinder 707 to the first control terminal 601-C, second control terminal 602-C, and third control terminal 603-C from flowing back into the train pipe, which serves as the air source 711, thus improving the stability of the vehicle's air braking.

[0209] Example 9 The difference between Embodiment 9 and Embodiment 7 is that Embodiment 9 omits the delayed air cylinder 707, the fourth check valve 704, and the resistance element, and adds a second throttling element 713 to the seventeenth air pipe 517 and a third throttling element 714 to the eighteenth air pipe 518; its core structure is shown in [reference needed]. Figure 12 As shown; One end of the thirteenth trachea 513 is connected to the first trachea 501, and the other end is connected to the sixteenth trachea 516, the seventeenth trachea 517, and the eighteenth trachea 518 through the manual exhaust valve 712. The orifice diameter of the second throttling element 713 on the seventeenth trachea 517 is larger than the orifice diameter of the third throttling element 714 on the eighteenth trachea 518. When the train pipe 711 is filled with air, the pressurized air passes through the first air pipe 501, the thirteenth air pipe 513, and the manual exhaust valve 712, and is then divided into the following three paths: 1. It enters the first control terminal 601-C directly through the sixteenth trachea 516; 2. It enters the second control terminal 602-C through the seventeenth trachea 517 and the second throttling element 713; 3. It enters the third control terminal 603-C through the eighteenth trachea 518 and the third throttling element 714; The valve cores of the first two-position three-way directional valve 601, the second two-position three-way directional valve 602, and the third two-position three-way directional valve 603 are respectively switched to the second position; When the train pipe serving as air source 711 is depressurized by exhausting air, a small amount of pressurized air from the first control terminal 601-C is directly discharged into the train pipe serving as air source 711. Because the orifice diameter of the second throttling element 713 is larger than that of the third throttling element 714, the air pressure at the second control terminal 602-C decreases faster than that at the third control terminal 603-C. This allows the valve cores of the first two-position three-way reversing valve 601, the second two-position three-way reversing valve 602, and the third two-position three-way reversing valve 603 to switch from the second position to the first position in sequence. Furthermore, the switching pressure values ​​set by the first two-position three-way reversing valve 601, the second two-position three-way reversing valve 602, and the third two-position three-way reversing valve 603 are lower than the remaining pressure value after normal small-volume exhaust pressure reduction of the train pipe serving as air source 711. Therefore, when the train pipe serving as air source 711 is normally subjected to small-volume exhaust pressure reduction, it will not cause the valve cores of the first two-position three-way reversing valve 601, the second two-position three-way reversing valve 602, and the third two-position three-way reversing valve 603 to switch to the first position. Moreover, only a very limited amount of pressurized air from the first control end 601-C, the second control end 602-C, and the third control end 603-C is discharged to the train pipe serving as air source 711. This avoids the problem of a large amount of pressurized air flowing back to the train pipe serving as air source 711 due to the use of the delayed air cylinder 707, thus ensuring the working stability of the train air brake and greatly reducing the consumption of pressurized air in the train pipe serving as air source 711. Only when the train pipe, which serves as the air source 711, exhausts a large amount of air, and its air pressure is lower than the set switching pressure value, will the first two-position three-way reversing valve 601, the second two-position three-way reversing valve 602, and the third two-position three-way reversing valve 603 sequentially switch to the first position. This achieves the discharge of pressurized air from the eleventh air pipe 511 after a certain delay following the filling of the tenth air pipe 510, and then the discharge of pressurized air from the twelfth air pipe 512 after another certain delay.

[0210] When the train pipe, which serves as the air source 711, is normally charged and pressurized, the first two-position three-way reversing valve 601 first achieves the conversion from the first position to the second position. Then, the pressurized air passes through the second throttling element 713 and the third throttling element 714, respectively, to achieve the conversion from the first position to the second position of the second two-position three-way reversing valve 602 and the third two-position three-way reversing valve 603.

[0211] With this setup, since the delayed air cylinder 707 is eliminated, when a large amount of exhaust is discharged from the train pipe, which serves as the air source 711, and the air pressure drops below the set conversion pressure value, the vehicle will apply the parking brake.

[0212] In addition, to extend the switching interval time of the valve core of each two-position three-way directional valve from the second position to the first position, a small air chamber can be set at the control end of each two-position three-way directional valve, and the second return spring 602-S of the second two-position three-way directional valve 602 and the third return spring 603-S of the third two-position three-way directional valve 603 can be set such that the elastic force of the second return spring 602-S is greater than that of the third return spring 603-S, thereby extending the switching interval time of each two-position three-way directional valve respectively.

[0213] Example 10 The difference between this embodiment 10 and embodiments 7, 8, and 9 is that this embodiment 10 omits the first two-position three-way reversing valve 601 and the ninth air pipe 509, tenth air pipe 510, and sixteenth air pipe 516 connected to the first two-position three-way reversing valve 601; its core structure is as follows: Figure 10 See also Figure 11 See also Figure 12 As shown; This embodiment 10 is applicable to the case where the driving source is an external actuator (see embodiments 4, 5, and 6) and the traction cylinder 101 is connected to the first air pipe 501 only through the first vent 551 (see embodiment 13). That is, the traction cylinder 101 is not connected to the tenth air pipe 510, and the rightward movement of the traction piston 102 is pushed by the traction spring 103, which is located on the left side of the traction piston 102 and communicates with the inner wall of one end of the traction cylinder 101.

[0214] Example 11 The difference between this embodiment 11 and embodiment 7 is that this embodiment 11 omits the delay cylinder 707 and the check valve 704, and incorporates the delay function of the delay cylinder 707 into the air storage cylinder 706. Its core structure is shown below. Figure 13 As shown; The thirteenth trachea 513 is connected at one end to the first trachea 501 and at the other end to the first control terminal 601-C; The second control terminal 602-C is connected to the fourteenth trachea 514 through the seventeenth trachea 517. The third control terminal 603-C is connected to one end of the fourteenth trachea 514 through the eighteenth trachea 518. The other end of the fourteenth trachea 514 is connected to the ninth trachea 509. The working port A of the first two-position three-way reversing valve 601 is connected to one end of the fifteenth air pipe 515. The other end of the fifteenth air pipe 515 is connected to one end of the tenth air pipe 510 and the sixteenth air pipe 516. The other end of the sixteenth air pipe 516 is provided with an exhaust port that is open to the atmosphere. A blocking element is provided between one end of the sixteenth air pipe 516 and the exhaust port. The blocking element includes a first throttling element 705 and / or a pressure regulating valve 708. A manual exhaust plug 712 is provided on the tenth air pipe 510. The second return spring 602-S of the second two-position three-way directional valve 602 has a higher elastic force than the third return spring 603-S of the third two-position three-way directional valve 603. When the train pipe, which serves as the air source 711, is normally pressurized, the pressurized air passes through the first air pipe 501 (see Example 1) and the thirteenth air pipe 513 to the first control terminal 601-C, causing the valve core of the first two-position three-way reversing valve 601 to switch from the first position to the second position. This connects the tenth air pipe 510, the sixteenth air pipe 516, and the fifteenth air pipe 515 to the exhaust port R passage of the first two-position three-way reversing valve 601, discharging the internal pressurized air and disconnecting the passage between the ninth air pipe 509 and the fifteenth air pipe 515. At the same time, the pressurized air in the ninth air pipe 509 (see Example 1) passes through the fourteenth air pipe 514, the seventeenth air pipe 517, and the eighteenth air pipe 518 to enter the second control terminal 602-C and the third control terminal 603-C, respectively, realizing the switching of the valve cores of the second two-position three-way reversing valve 602 and the third two-position three-way reversing valve 603 from the first position to the second position. When the train pipe serving as air source 711 is undergoing normal exhaust and pressure reduction, a small amount of pressurized air from the first control terminal 601-C is directly discharged into the train pipe serving as air source 711. However, because the switching pressure value set by the first two-position three-way reversing valve 601 is lower than the remaining pressure value after the normal small amount of exhaust and pressure reduction of the train pipe serving as air source 711, the first two-position three-way reversing valve 601 will not switch to the first position. At the same time, it avoids the backflow of pressurized air into the train pipe serving as air source 711 caused by the use of the delayed air cylinder 707. While ensuring the working stability of the train air brake, it also greatly reduces the consumption of pressurized air in the train pipe serving as air source 711. When the train pipe, which serves as the air source 711, exhausts a large amount of air until the pressure is lower than the switching pressure value set by the first two-position three-way reversing valve 601, the first two-position three-way reversing valve 601 switches from the second position to the first position and connects the ninth air pipe 509 and the fifteenth air pipe 515. This allows the pressurized air in the ninth air pipe 509 to simultaneously enter the sixteenth air pipe 516 and the tenth air pipe 510 through the fifteenth air pipe 515. The pressurized air entering the tenth air pipe 510 pushes the traction piston 102 to move the pull rod 107 backward. The pressurized air entering the sixteenth air pipe 516 is slowly discharged to the atmosphere through the first throttling element 705 and / or the pressure regulating valve 708. At the same time, the pressurized air in the eighteenth air pipe 518, the seventeenth air pipe 517, and the fourteenth air pipe 514 also slowly decreases synchronously with the ninth air pipe 509. Since the spring force of the second return spring 602-S is greater than that of the third return spring 603-S, as the air pressure at the second control terminal 602-C and the third control terminal 603-C gradually decreases synchronously, the valve core of the second two-position three-way directional valve 602 first changes from the second position to the first position, and then the valve core of the third two-position three-way directional valve 603 changes from the second position to the first position. This enables the sequential switching of the valve cores of the first two-position three-way reversing valve 601, the second two-position three-way reversing valve 602, and the third two-position three-way reversing valve 603. That is, after the tenth air pipe 510 is filled with air, the pressurized air of the eleventh air pipe 511 is discharged after a certain delay, and then the pressurized air of the twelfth air pipe 512 is discharged after a certain delay.

[0215] The manual exhaust valve 712 is set on the tenth air pipe 510 (or on the fifteenth air pipe 515 or other places that can achieve the same function). The purpose is to manually remove the pressurized air in the air reservoir 706, traction air cylinder 101 and the second control terminal 602-C and the third control terminal 603-C when the blocking element fails (such as the first throttling element 705 is blocked) or when one does not want to wait for the air pressure to drop slowly for a long time, so that the vehicle parking brake device can quickly apply the parking brake. This delay design eliminates the delay cylinder 707, thus reducing the consumption of pressurized air in the train pipe that serves as the air source 711, and also reduces the amount of pressurized air returning to the train pipe that serves as the air source 711, resulting in less interference with the vehicle's original air braking system.

[0216] Example 12 The difference between this embodiment 12 and embodiments 1-6, 15-17, and 19-21 is that: In this embodiment 12, the pull rod 107 is provided with a universal core rod 112 (see...) installed within the pull rod 107. Figure 17 As shown), the tie rod 107 structure applicable to each embodiment is specifically implemented as follows: The pull rod 107 is a hollow rod with a core rod 112 inside. There is a swing gap between the core rod 112 and the inner wall of the hollow rod. The inner wall of the hollow rod is provided with a swing head seat 113. The swing head seat 113 is provided with a swing hole 114 that communicates with the inner hole of the hollow rod. The rear end of the core rod 112 passes through the swing hole 114. The rear side of the swing head seat 113 is provided with a swing head 115 that is fixed to the rear end of the core rod 112. The rear part of the core rod 112 is provided with a stop to prevent the core rod 112 from moving backward.

[0217] The front end of the core rod 112 is connected to the drive end of the vehicle's mechanical braking device via a chain, rope, or slotted guide frame.

[0218] A core rod 112 is installed inside the tie rod 107. When the core rod 112 tightens the drive end of the vehicle's mechanical brake device, it can automatically adjust its deflection angle within the hollow rod to follow the up, down, left, and right position changes of the drive end, ensuring that it remains concentric with the drive end. Alternatively, a movable joint can be installed on the outer circumference or end of the tie rod 107 near the drive end of the vehicle's mechanical brake device. One end of the movable joint is installed at the end of the tie rod 107, and the other end is connected to the drive end of the vehicle's mechanical brake device. This prevents the tie rod 107 from being subjected to bending moment and bending deformation due to misalignment between the drive end of the vehicle's mechanical brake device and the tie rod 107 during tightening. It also reduces the positional accuracy requirements relative to the drive end of the vehicle's mechanical brake device when installing the parking brake device, facilitating on-site installation.

[0219] Example 13 The difference between this embodiment 13 and any one of embodiments 1 to 3 is that: the driving source in this embodiment 13 includes a single-acting traction cylinder 101, and the difference from the integrated driving source in embodiments 1 to 3 is that a traction spring 103 is provided to push the traction piston 102 backward. The drive source also includes a first vent 551 connected to the pneumatic control system and disposed on the traction cylinder 101 for pushing the traction piston 102 to slide forward, and a traction spring 103 disposed between the traction piston 102 and the inner end face of the traction cylinder 101 for pushing the traction piston 102 to slide backward. The first vent 551 is connected to the first air pipe 501 through the second air pipe 502. The tenth air pipe 510, the seventh air pipe 507, the third check valve 703, the eighth air pipe 508, the air storage cylinder 706, the ninth air pipe 509, and the first two-position three-way reversing valve 601 and connecting pipeline in the tensioning timing control device 600, which are connected to the traction cylinder 101 in Embodiments 1, 2, and 3, are cancelled. The corresponding second two-position three-way reversing valve 602 and third two-position three-way reversing valve 603 are directly controlled by the air pressure of the train pipe, which serves as the air source 711. In this design, the forward movement of the traction piston 102 is driven by compressed air, and the backward movement is driven by the traction spring 103.

[0220] Example 14 Compared with Example 13, the difference in Example 14 is that the position of the traction spring 103 in the drive source is different. The difference from the integrated drive source in Examples 1 to 3 is that a traction spring 103 is provided to push the traction piston 102 forward. The driving source includes a traction spring 103 disposed between the traction piston 102 and the inner end face of the traction cylinder 101 for pushing the traction piston 102 to slide forward, a second vent 552 disposed on the traction cylinder 101 for pushing the traction piston 102 to slide backward, and a pneumatic control system. The second vent 552 is connected to the tenth air pipe 510, and the second air pipe 502 in Embodiments 1, 2 and 3 is cancelled; In this design, the forward movement of the traction piston 102 is driven by the traction spring 103, and the backward movement is driven by compressed air.

[0221] Example 15 The difference between Embodiment 15 and Embodiment 1 lies in the force-applying module and the locking module, such as... Figures 18-19 and Figure 24 As shown, in this embodiment 15, the force-applying module is a force-applying structure of force-applying cylinder 104 through frame 156, and the locking component is a ball lock locking structure. The specific scheme is as follows; The force-adding module includes a force-adding cylinder 104 and a motion conversion mechanism. The force-adding cylinder 104 is arranged along the second axis 152. A force-adding piston 105 is slidably fitted inside the cavity of the force-adding cylinder 104. A force-adding rod 185 is connected to the force-adding piston 105. A force-adding spring 106 is provided between the force-adding piston 105 and one end wall of the inner cavity of the force-adding cylinder 104. The force-adding cylinder 104 is provided with a third vent 553 connected to the pneumatic control system. The tie rod 107 is arranged along the first axis 151; The locking force-applying slide includes a locking slide 109; the locking slide 109 is sleeved on the pull rod 107, and the outer end of the force-applying rod 185 passes through the force-applying cylinder 104 and is connected to the locking slide 109 through a motion conversion mechanism. The motion conversion mechanism is used to transfer the movement of the force-applying rod 185 along the second axis 152 into the movement of the pull rod 107 along the first line 151. The locking component is disposed on the locking slide 109.

[0222] The locking force-applying sleeve also includes a hollow force-applying cylinder 108, which is sleeved between the locking slide 109 and the pull rod 107, and is fixedly connected to the locking slide 109.

[0223] The first axis 151 intersects with the second axis 152; The motion conversion mechanism includes a frame 156, a limiting base 161, and a motion transmission component 160. The outer end of the force-applying rod 185 is fixedly connected to the frame 156. The frame 156 is sleeved around the locking slide 109, and the inner wall of the frame 156 and the outer wall of the locking slide 109 form a sliding fit. The motion conversion mechanism also includes a support base 155, and the outer body of the locking slide 109 passes through the support base 155, such as... Figure 24 As shown, the support base 155 is fixed to the outside. The support base 155 supports and guides the locking slide 109, so that the axis of the locking slide 109 is collinear with the first axis 151.

[0224] The frame 156 has a bearing surface 158 parallel to the second axis 152 on one side. The bearing surface 158 abuts against the limiting base 161. The limiting base 161 is used to abut against the bearing surface 158 and limit the frame 156 to move back and forth only along the second axis 152. The other side has a force-applying surface 157 inclined relative to the first axis 151. The side of the locking slide 109 has a motion transmission member 160 arranged opposite to the force-applying surface 157. The motion transmission member 160 can slide along the force-applying surface 157. A thrust spring 163 is provided between the locking slide 109 and the external fixed component to provide a biasing force to the locking slide 109 toward the force application surface 157, so that the motion transmission component 160 always abuts against the force application surface 157. The force-applying piston 105 drives the force-applying rod 185 and the frame 156 to move back and forth along the second axis 152. When the frame 156 moves in the positive direction along the second axis 152, the force-applying surface 157 abuts against the motion transmission member 160 and moves relative to it. Thus, the force-applying surface 157 pushes the locking slide 109 to move in one direction along the first axis 151 and compresses the thrust spring 163. When the frame 156 moves in the opposite direction along the second axis 152, the thrust spring 163 pushes the locking slide 109 to make the motion transmission member 160 abut against the force-applying surface 157 and move. Thus, the locking slide 109 is pushed to move in the other direction along the first axis 151.

[0225] The limiting base 161 is provided with a motion support member 162 that moves and cooperates with the bearing surface 158 and supports the frame 156 along the first axis 151. Figure 28 As shown, the motion support member 162 can be a pin, or a pin sleeve that can rotate relative to the pin, or a bearing that can rotate relative to the pin and is fitted on the pin. The motion transmission component 160 and the force application surface 157 are kinematically coordinated, such as... Figure 24 As shown, the motion transmission component 160 can be a pin, a pin sleeve that can rotate relative to the pin, or a bearing that can rotate relative to the pin and is fitted on the pin.

[0226] The force-applying surface 157 is a wedge-shaped inclined surface, and the inclination direction of the force-applying surface 157 can be configured in two ways: Option 1: Along the direction away from the force-applying piston 105, the vertical distance between it and the bearing surface 158 gradually increases. A corresponding force-applying spring 106 is positioned between the force-applying piston 105 and the first inner end wall 153. A third vent 553 is positioned on the side of the second inner end wall 154. When the force-applying piston 105 moves towards the second inner end wall 154, the force-applying surface 157 outputs a pushing force. Figure 26 As shown, please note: Figure 26 Only the booster cylinder 104 is shown in cross-section; the frame 156 is not sectioned.

[0227] Option 2: Along the direction away from the force-applying piston 105, the vertical distance between it and the bearing surface 158 gradually decreases. A corresponding force-applying spring 106 is positioned between the force-applying piston 105 and the second inner end wall 154. A third vent 553 is located on the side of the first inner end wall 153. When the force-applying piston 105 moves towards the first inner end wall 153, the force-applying surface 157 outputs a pushing force. Figure 27 As shown, please note: Figure 27 Only the booster cylinder 104 is shown in cross-section; the frame 156 is not sectioned.

[0228] On-site inspection method for parking brake tension: The principle is the same as in Example 1, see Figure 1 , Figure 5 , Figure 7 , Figure 8 As shown, marks are made at the corresponding locations of the movable frame 156 or the force-applying rod 185 and the fixed component. When tightened, the movement of the frame 156 or the force-applying rod 185 relative to the fixed component is observed to determine whether the force-applying piston 105 has contacted the bottom of the cylinder and whether the force-applying spring 106 has applied force to the pull rod 107.

[0229] The dual-stage tension control device in this embodiment 15 also includes a manual unlocking mechanism, the specific structure of which is the same as the manual unlocking mechanism in embodiment 1, such as... Figure 19 , Figure 25 As shown.

[0230] The dual-stage tension control device in this embodiment 15 also includes a manual tensioning mechanism, the specific structure of which is the same as the manual tensioning mechanism in embodiment 1, such as... Figure 1 , Figure 28 As shown.

[0231] Example 16 The difference between Embodiment 16 and Embodiment 15 lies in the locking component and the locking force-applying sliding sleeve, such as Figures 20-21 As shown; in this embodiment 16, the locking force-applying sleeve does not include the hollow force-applying cylinder 108, and the locking component is a threaded lock structure; The locking assembly is disposed on the locking force-applying sleeve. The locking assembly includes a radially movable stop element, a meshing part that cooperates with the stop element, and an actuation mechanism that drives the stop element to move radially so that it engages or disengages with the meshing part; the meshing part is disposed on the pull rod 107. The locking assembly has a locked state and an unlocked state; in the locked state, the stop element engages with the engagement part, so that the pull rod 107 is axially locked with the locking force-applying sleeve; in the unlocked state, the stop element disengages from the engagement part, allowing the pull rod 107 to move axially relative to the locking force-applying sleeve.

[0232] The locking component is a threaded lock structure with a direct locking structure, as shown in Embodiment 2. The stopping element includes a locking rod 303, and the engaging part includes a hollow threaded sleeve 301 sleeved on the pull rod 107 and a hollow threaded sleeve tooth groove 302 provided on the outer wall of the hollow threaded sleeve 301. The actuation mechanism includes a locking cylinder 219 connected to a pneumatic control system via a pipe. A locking piston 220 is located inside the locking cylinder 219. A locking spring 203 is connected to one end of the locking piston 220 within the locking cylinder 219. One end of a locking rod 303 passes through the locking cylinder 219 and connects to the locking piston 220. The other end of the locking rod 303 has a head for engaging with a toothed groove. The head of the locking rod 303 is located outside the locking cylinder 219. The head of the locking rod 303 and the locking rod 303 can be integral or separately connected. The locking spring 203 pushes the locking rod 303 and its head away from the locking cylinder 219 via the locking piston 220. The head of the locking rod 303 and the locking rod 303 are connected in a separate manner to avoid the hollow threaded sleeve groove 302 of the meshing part from forming a bending moment on the locking rod 303, preventing the locking rod 303 from getting stuck due to bending, and improving the sealing effect of the locking cylinder 219. Hollow threaded sleeve 301 is mounted in locking force-applying sleeve via bearing and engages with pull rod 107 via non-self-locking thread pair.

[0233] The dual-stage tension control device in this embodiment 16 also includes a manual unlocking mechanism, the specific structure of which is the same as the manual unlocking mechanism in embodiment 2, such as... Figure 15 , Figure 21 , Figure 28 As shown.

[0234] The dual-stage tension control device in this embodiment 16 also includes a manual tensioning mechanism, the specific structure of which is the same as the manual tensioning mechanism in embodiment 1, such as... Figure 1 , Figure 28 As shown.

[0235] Example 17 The difference between Embodiment 17 and Embodiment 16 is that the locking component, such as... Figures 22-23 and Figure 28 As shown, in this embodiment 17, the locking component is a latch lock structure; The stopping element includes a locking tongue 401, the engaging part includes a plurality of axially distributed toothed grooves 403 provided on the outer wall of the pull rod 107, and the actuation mechanism includes a locking cylinder 219 connected to the pneumatic control system through a pipe. The locking cylinder 219 is provided with a locking piston 220, and the locking piston 220 is connected to a locking rod 303. One end of the locking rod 303 passes through the locking cylinder 219 and is connected to the locking tongue 401. One end of the locking piston 220 and the locking cylinder 219 is in contact with a locking spring 203. The locking spring 203 pushes the locking rod 303 to extend out of the locking cylinder 219 through the locking piston 220. The locking rod 303 and the locking tongue 401 can be fixedly connected or movably connected. The movable connection allows the locking tongue 401 to swing appropriately relative to the locking rod 303, which facilitates the engagement of the protruding teeth 402 on the locking tongue 401 with the tooth grooves 403 on the pull rod 107, while avoiding the locking rod 303 from bearing bending moment and improving the sealing performance of the locking cylinder 219. The locking tongue 401 is radially slidably disposed in the side wall hole of the locking force-applying sleeve, and the inner side of the locking tongue 401 is provided with protruding teeth 402 that are adapted to the tooth grooves 403. The locking cylinder 219 is radially mounted on the periphery of the locking force-applying sleeve.

[0236] In this embodiment, the tooth groove 403 and the convex tooth 402 can be planar tooth grooves or arc-shaped tooth grooves. Their axial cross-sectional shape can be any one of triangular teeth, ratchet teeth, square teeth, arc teeth, trapezoidal teeth, etc., which can mesh with each other to achieve the locking structure of the pull rod 107.

[0237] The hollow booster cylinder 108 is provided with at least one locking cylinder 219, and the locking cylinder 219 is connected to the pneumatic control system via a flexible hose. When there are two or more locking cylinders 219, the relative arrangement of the protrusions 402 and grooves 403 of the two locking tongues 401 arranged opposite to each other can be aligned or staggered.

[0238] The dual-stage tension control device in this embodiment 17 also includes a manual unlocking mechanism, the specific structure of which is the same as the manual unlocking mechanism in embodiment 2, such as... Figure 15 , Figure 23 , Figure 28 As shown.

[0239] The dual-stage tension control device in this embodiment 17 also includes a manual tensioning mechanism, the specific structure of which is the same as the manual tensioning mechanism in embodiment 1, such as... Figure 1 , Figure 28 As shown.

[0240] Example 18 The difference between Embodiment 18 and Embodiment 15 lies in the motion conversion mechanism, such as... Figure 25 As shown.

[0241] The motion conversion mechanism includes a frame 156, a limiting base 161, and a motion transmission component 160. The outer end of the force-applying rod 185 is fixedly connected to the frame 156. The frame 156 is sleeved around the locking slide 109, and the inner wall of the frame 156 and the outer wall of the locking slide 109 form a sliding fit. One end of each side of the frame 156 is provided with a bearing surface 158 parallel to the second axis 152. The bearing surface 158 abuts against the limiting base 161, which is used to abut against the bearing surface 158 to limit the frame 156 to move back and forth only along the second axis 152. The other end is provided with a sliding groove inclined relative to the first axis 151. The side of the locking slide 109 is provided with a motion transmission member 160 arranged opposite to the sliding groove. The motion transmission member 160 is disposed in the sliding groove and can slide along the sliding groove. The two sides of the sliding groove serve as a force application surface 157 and a reset surface 159, respectively. Force application piston 105 drives the force-applying rod 185 and the frame 156 to move back and forth along the second axis 152. When the frame 156 moves in the positive direction along the second axis 152, the motion transmission component 160 abuts against the force-applying surface 157 and moves relative to the slide groove, thereby driving the locking slide 109 to move along one direction of the first axis 151 through the force-applying surface 157. When the frame 156 moves in the opposite direction along the second axis 152, the motion transmission component 160 abuts against the reset surface 159 and moves relative to the slide groove, thereby driving the locking slide 109 to move along the other direction of the first axis 151 through the reset surface 159.

[0242] Example 19 The difference between Example 19 and Example 15 is that the force-adding module, such as... Figures 29-30 , Figures 39-40 As shown, in this embodiment 19, the force-adding module is a force-adding cylinder 104 that drives the locking slide 109 through a force-adding lever 184; The first axis 151 is parallel to the second axis 152; The motion conversion mechanism includes a mounting base 180 and a force-applying lever 184. The upper end of the force-applying lever 184 is hinged to the mounting base 180 via a first transmission pin 181, which serves as the fulcrum of the force-applying lever 184. The middle part of the force-applying lever 184 is hinged to the locking slide 109 via a second transmission pin 182. The lower end of the force-applying lever 184 is hinged to the force-applying rod 185 via a third transmission pin 183.

[0243] exist Figure 29 The middle-load cylinder 104 is located below the locking slide 109 and is on the same side as the locking slide 109 on the load lever 184.

[0244] The corresponding force-applying piston 105 is installed between the force-applying spring 106 and the second inner end wall 154 (the force-applying cylinder 104 has a first inner end wall 153 and a second inner end wall 154 opposite to the first inner end wall 153). The third vent hole 553 is provided at the end of the second inner end wall 154. When the force-applying spring 106 pushes the force-applying piston 105 to move toward the second inner end wall 154, the force-applying rod 185 applies an axial thrust to the locking slide 109 through the force-applying lever 184.

[0245] exist Figure 39 The middle-load cylinder 104 is located below the locking slide 109 and is located on the opposite side of the load lever 184.

[0246] The corresponding force-applying piston 105 is installed between the force-applying spring 106 and the first inner end wall 153 (the force-applying cylinder 104 has a first inner end wall 153 and a second inner end wall 154 opposite to the first inner end wall 153). The third vent hole 553 is provided at the end of the first inner end wall 153. When the force-applying spring 106 pushes the force-applying piston 105 to move toward the first inner end wall 153, the force-applying rod 185 applies an axial thrust to the force-applying lever 184.

[0247] On-site inspection method for parking brake tension: The principle is the same as in Example 1, see Figure 1 , Figure 5 , Figure 7 , Figure 8 As shown, marks are made at the corresponding locations of the movable force-applying rod 185 and the fixed component. When tightening, the movement of the force-applying rod 185 relative to the fixed component is observed to determine whether the force-applying piston 105 has contacted the bottom of the cylinder and whether the force-applying spring 106 has applied force to the pull rod 107.

[0248] The dual-stage tension control device in this embodiment 19 also includes a manual unlocking mechanism, the specific structure of which is the same as the manual unlocking mechanism in embodiment 1, such as... Figure 30 , Figure 40 As shown.

[0249] The two-stage tension control device in this embodiment 19 also includes a manual tensioning mechanism, the specific structure of which is the same as the manual tensioning mechanism in embodiment 1, such as... Figure 1 , Figure 42 As shown.

[0250] Example 20 The difference between Embodiment 20 and Embodiment 16 is that the force-adding module, such as... Figures 31-32 As shown, in this embodiment 20, the force-adding module is a force-adding cylinder 104 that drives the locking slide 109 through a force-adding lever 184.

[0251] The first axis 151 is parallel to the second axis 152; The motion conversion mechanism includes a mounting base 180 and a force-applying lever 184. The upper end of the force-applying lever 184 is hinged to the mounting base 180 via a first transmission pin 181, which serves as the fulcrum of the force-applying lever 184. The locking slide 109 is hinged to the middle of the force-applying lever 184 via a second transmission pin 182. The lower end of the force-applying lever 184 is hinged to one end of the force-applying rod 185 via a third transmission pin 183.

[0252] exist Figure 31 The middle-load cylinder 104 is located below the locking slide 109 and is on the same side as the locking slide 109 on the load lever 184.

[0253] The corresponding force-applying piston 105 is installed between the force-applying spring 106 and the second inner end wall 154 (the force-applying cylinder 104 has a first inner end wall 153 and a second inner end wall 154 opposite to the first inner end wall 153). The third vent hole 553 is provided at the end of the second inner end wall 154. When the force-applying spring 106 pushes the force-applying piston 105 to move toward the second inner end wall 154, the force-applying rod 185 applies an axial thrust to the locking slide 109 through the force-applying lever 184.

[0254] The dual-stage tension control device in this embodiment 20 also includes a manual unlocking mechanism, the specific structure of which is the same as the manual unlocking mechanism in embodiment 2, such as... Figure 15 , Figure 32 , Figure 42 As shown.

[0255] The dual-stage tension control device in this embodiment 20 also includes a manual tensioning mechanism, the specific structure of which is the same as the manual tensioning mechanism in embodiment 2, such as... Figure 1 , Figure 42 As shown.

[0256] Example 21 The difference between Embodiment 21 and Embodiment 17 is that the force-adding module, such as... Figures 33-34 As shown, in this embodiment 21, the force-adding module is a force-adding cylinder 104 that drives the locking slide 109 through a force-adding lever 184.

[0257] The first axis 151 is parallel to the second axis 152; The motion conversion mechanism includes a mounting base 180 and a force-applying lever 184. The upper end of the force-applying lever 184 is hinged to the mounting base 180 via a first transmission pin 181, which serves as the fulcrum of the force-applying lever 184. The locking slide 109 is hinged to the middle of the force-applying lever 184 via a second transmission pin 182. The lower end of the force-applying lever 184 is hinged to one end of the force-applying rod 185 via a third transmission pin 183.

[0258] exist Figure 33The middle-load cylinder 104 is located below the locking slide 109 and is on the same side as the locking slide 109 on the load lever 184.

[0259] The corresponding force-applying piston 105 is installed between the force-applying spring 106 and the second inner end wall 154 (the force-applying cylinder 104 has a first inner end wall 153 and a second inner end wall 154 opposite to the first inner end wall 153). The third vent hole 553 is provided at the end of the second inner end wall 154. When the force-applying spring 106 pushes the force-applying piston 105 to move toward the second inner end wall 154, the force-applying rod 185 applies an axial thrust to the locking slide 109 through the force-applying lever 184.

[0260] The dual-stage tension control device in this embodiment 21 also includes a manual unlocking mechanism, the specific structure of which is the same as the manual unlocking mechanism in embodiment 3, such as... Figure 15 , Figure 34 , Figure 42 As shown.

[0261] The dual-stage tension control device in this embodiment 21 also includes a manual tensioning mechanism, the specific structure of which is the same as the manual tensioning mechanism in embodiment 3, such as... Figure 1 , Figure 42 As shown.

[0262] Example 22 The difference between this embodiment 22 and embodiments 19, 20, and 21 is that the positions of the force-applying cylinder 104 and the locking slide 109 relative to the force-applying lever 184 are different. Figures 35-36 As shown; The motion conversion mechanism includes a mounting base 180 and a force-applying lever 184. The upper end of the force-applying lever 184 is hinged to the mounting base 180 via a first transmission pin 181, which serves as the fulcrum of the force-applying lever 184. The middle part of the force-applying lever 184 is hinged to the force-applying rod 185 via a third transmission pin 183. The lower end of the force-applying lever 184 is hinged to the locking slide 109 via a second transmission pin 182.

[0263] exist Figure 35 The intermediate force-applying cylinder 104 is located above the locking slide 109 and on the same side as the force-applying lever 184. The corresponding force-applying piston 105 is installed between the force-applying spring 106 and the second inner end wall 154 (the force-applying cylinder 104 has a first inner end wall 153 and a second inner end wall 154 opposite to the first inner end wall 153). The third vent hole 553 is located at the end of the second inner end wall 154. When the force-applying spring 106 pushes the force-applying piston 105 to move toward the second inner end wall 154, the force-applying rod 185 applies an axial thrust to the locking slide 109 through the force-applying lever 184.

[0264] exist Figure 36The intermediate force-applying cylinder 104 is located above the locking slide 109 and on the opposite side of the force-applying lever 184. The corresponding force-applying piston 105 is installed between the force-applying spring 106 and the first inner end wall 153 (the force-applying cylinder 104 has a first inner end wall 153 and a second inner end wall 154 opposite to the first inner end wall 153). The third vent hole 553 is located at the end of the first inner end wall 153. When the force-applying spring 106 pushes the force-applying piston 105 toward the first inner end wall 153, the force-applying lever 185 applies an axial thrust to the locking slide 109 through the force-applying lever 184.

[0265] Example 23 The difference between this embodiment 23 and embodiment 22 is that the positions of the force-applying cylinder 104 and the locking slide 109 relative to the force-applying lever 184 are different, such as... Figure 37 and Figure 38 As shown.

[0266] The motion conversion mechanism includes a mounting base 180 and a force-applying lever 184. The upper end of the force-applying lever 184 is hinged to a locking slide 109 via a second transmission pin 182. The middle part of the force-applying lever 184 is hinged to the mounting base 180 via a first transmission pin 181, which serves as the fulcrum of the force-applying lever 184. The lower end of the force-applying lever 184 is hinged to a force-applying rod 185 via a third transmission pin 183. exist Figure 37 The intermediate force-applying cylinder 104 is located below the locking slide 109 and on the opposite side of the force-applying lever 184. The corresponding force-applying piston 105 is installed between the force-applying spring 106 and the second inner end wall 154 (the force-applying cylinder 104 has a first inner end wall 153 and a second inner end wall 154 opposite to the first inner end wall 153). The third vent hole 553 is located at the end of the second inner end wall 154. When the force-applying spring 106 pushes the force-applying piston 105 to move toward the second inner end wall 154, the force-applying lever 185 applies an axial thrust to the locking slide 109 through the force-applying lever 184.

[0267] exist Figure 38 The intermediate force-applying cylinder 104 is located below the locking slide 109 and on the same side as the force-applying lever 184. The corresponding force-applying piston 105 is installed between the force-applying spring 106 and the first inner end wall 153 (the force-applying cylinder 104 has a first inner end wall 153 and a second inner end wall 154 opposite to the first inner end wall 153). The third vent hole 553 is located at the end of the first inner end wall 153. When the force-applying spring 106 pushes the force-applying piston 105 toward the first inner end wall 153, the force-applying rod 185 applies an axial thrust to the locking slide 109 through the force-applying lever 184.

[0268] Example 24 The difference between this embodiment 24 and embodiments 19-23 lies in the different positions of the force-applying cylinder 104 and the locking slide 109 relative to the force-applying lever 184, and the intersection of the first axis 151 and the second axis 152. Figure 41 As shown.

[0269] Suitable for situations where installation space is limited.

[0270] It should be noted that: The throttling element described in this invention is a commonly used component in the field. It can be a plug with a fixed orifice diameter, an orifice plate, a fixed damper, or an adjustable throttling element, such as a throttling valve, a needle valve, or a regulating valve. Its function is to reduce the flow rate of pressurized air and make it pass through slowly.

[0271] The 502 air duct can be equipped with a throttling element. The purpose is to delay the leftward movement of the traction piston 102 and the pull rod 107 when the train pipe, which serves as the air source 711, is filled with air, so that the locking cylinder 219 is filled with air first to unlock the locking component. After the locking component is unlocked, the traction piston 102 pushes the pull rod 107 to move to the left, thus avoiding the problem of the locking component being stuck and unable to unlock when the locking component and the pull rod 107 move at the same time.

[0272] In this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, without necessarily requiring or implying any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0273] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0274] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. A two-stage tension control device, characterized in that: It includes a pull rod (107), a primary pre-tensioning mechanism, a secondary force-applying mechanism, and a pneumatic control system; wherein the primary pre-tensioning mechanism includes a drive source; the secondary force-applying mechanism includes a force-applying module and a locking module; The drive source is connected to the pull rod (107) and is used to drive the pull rod (107) to move along the axial direction of the pull rod (107). The pneumatic control system is connected to at least the force-applying module and the locking module. The locking module is located between the pull rod (107) and the force-applying module. When the locking module is in the locked state, the force-applying module transmits the applied force to the pull rod (107) through the locking module.

2. The dual-stage tension control device as described in claim 1, characterized in that: The locking module includes a locking force-applying sleeve and a locking component. The locking force-applying sleeve is connected to the force-applying module and sleeved on the pull rod (107). The locking component is disposed on the locking force-applying sleeve and is used to axially lock or unlock the pull rod (107) and the locking force-applying sleeve. The force-adding module includes a force-adding cylinder (104), a force-adding piston (105) is provided inside the force-adding cylinder (104), a force-adding spring (106) is provided between the force-adding piston (105) and one end wall inside the force-adding cylinder (104), and a third vent (553) connected to the pneumatic control system is provided on the force-adding cylinder (104). The locking force-applying sleeve includes a hollow force-applying cylinder (108), which is sleeved on the pull rod (107). One end of the hollow force-applying cylinder (108) passes through the force-applying cylinder body (104) and is connected to the force-applying piston (105). The locking component is disposed on the hollow force-applying cylinder (108) and is used to lock or unlock the hollow force-applying cylinder (108) and the pull rod (107). The force-applying cylinder body (104) and the pull rod (107) are coaxially arranged.

3. The dual-stage tension control device as described in claim 1, characterized in that: The locking module includes a locking force-applying sleeve and a locking component. The locking force-applying sleeve is connected to the force-applying module and sleeved on the pull rod (107). The locking component is disposed on the locking force-applying sleeve and is used to axially lock or unlock the pull rod (107) and the locking force-applying sleeve. The force-adding module includes the force-adding cylinder (104) and a motion conversion mechanism. The force-adding cylinder (104) is arranged along the second axis (152). The force-adding piston (105) is slidably fitted in the inner cavity of the force-adding cylinder (104). The force-adding piston (105) is connected to the force-adding rod (185). The force-adding spring (106) is provided between the force-adding piston (105) and one end wall of the inner cavity of the force-adding cylinder (104). The force-adding cylinder (104) is provided with the third vent (553) connected to the pneumatic control system. The tie rod (107) is arranged along the first axis (151); The first axis (151) and the second axis (152) are not on the same axis; The locking force-applying sleeve includes a locking slide (109); the locking slide (109) is sleeved on the pull rod (107), and the outer end of the force-applying rod (185) passes through the force-applying cylinder (104) and is connected to the locking slide (109) through a motion conversion mechanism. The motion conversion mechanism is used to convert the movement of the force-applying rod (185) along the second axis (152) into the movement of the pull rod (107) along the first axis (151). The locking component is disposed on the locking slide (109).

4. The dual-stage tension control device as described in claim 3, characterized in that: The first axis (151) is not parallel to the second axis (152); The motion conversion mechanism includes a frame (156), a limiting base (161), and a motion transmission component (160). The outer end of the force-adding rod (185) is fixedly connected to the frame (156). The frame (156) is sleeved around the locking slide (109), and the inner wall of the frame (156) and the outer wall of the locking slide (109) form a sliding fit. One side of the frame (156) is provided with a bearing surface (158) parallel to the second axis (152). The bearing surface (158) abuts against the limiting base (161). The limiting base (161) is used to abut against the bearing surface (158) and limit the frame (156) to move back and forth along the second axis (152). The other side is provided with a sliding groove inclined relative to the first axis (151). The side of the locking slide (109) is provided with the motion transmission member (160) arranged opposite to the sliding groove. The motion transmission member (160) is disposed in the sliding groove and can slide along the sliding groove. The two sides of the sliding groove are respectively used as the force application surface (157) and the reset surface (159). The force application piston (105) drives the force application piston (157) to move the locking slide (158). The rod (185) and the frame (156) move back and forth along the second axis (152). When the frame (156) moves in the positive direction along the second axis (152), the force-applying surface (157) abuts against the motion transmission member (160) and moves relative to the slide groove, thereby driving the locking slide (109) to move in one direction along the first axis (151) through the force-applying surface (157). When the frame (156) moves in the opposite direction along the second axis (152), the reset surface (159) abuts against the motion transmission member (160) and moves relative to the slide groove, thereby driving the locking slide (109) to move in the other direction along the first axis (151) through the reset surface (159).

5. The dual-stage tension control device as described in claim 3, characterized in that: The first axis (151) is not parallel to the second axis (152); The motion conversion mechanism includes the frame (156), the limiting base (161), and the motion transmission component (160). The outer end of the force bar (185) is fixedly connected to the frame (156). The frame (156) is sleeved around the locking slide (109), and the inner wall of the frame (156) and the outer wall of the locking slide (109) form a sliding fit. The frame (156) has a bearing surface (158) on one side that is parallel to the second axis (152). The bearing surface (158) abuts against the limiting base (161). The limiting base (161) is used to abut against the bearing surface (158) and limit the frame (156) to move back and forth only along the second axis (152). The other side has a force-applying surface (157) that is inclined relative to the first axis (151). The locking slide (109) has a motion transmission member (160) arranged opposite to the force-applying surface (157) on its side. The motion transmission member (160) can slide along the force-applying surface (157). A thrust spring (163) is provided between the locking slide (109) and the external fixing component to provide a biasing force to the locking slide (109) towards the force application surface (157), so that the motion transmission component (160) always abuts against the force application surface (157). The force-applying piston (105) drives the force-applying rod (185) and the frame (156) to move back and forth along the second axis (152). When the frame (156) moves in the positive direction along the second axis (152), the force-applying surface (157) abuts against the motion transmission member (160) and moves relative to it. Thus, the force-applying surface (157) pushes the locking slide (109) to move along one direction of the first axis (151) and compresses the thrust spring (163). When the frame (156) moves in the opposite direction along the second axis (152), the thrust spring (163) pushes the locking slide (109) to make the motion transmission member (160) abut against the force-applying surface (157) and move, thus pushing the locking slide (109) to move along the other direction of the first axis (151).

6. The dual-stage tension control device as described in claim 3, characterized in that: The motion conversion mechanism includes a mounting base (180) and a force-applying lever (184); The force-applying lever (184) is hinged to the mounting base (180) via a first transmission pin (181), with the first transmission pin (181) serving as the fulcrum of the force-applying lever (184). The force-applying rod (185) is connected to the locking slide (109) via the force-applying lever (184). The force-applying lever (184) is hinged to the force-applying rod (185) via a third transmission pin (183) and to the locking slide (109) via a second transmission pin (182).

7. The dual-stage tension control device as described in claim 2, characterized in that: The locking assembly includes a radially movable stop element, an engagement portion that engages with the stop element, and an actuation mechanism that drives the stop element to move radially so that it engages or disengages from the engagement portion; the engagement portion is disposed on the pull rod (107). The locking assembly has a locked state and an unlocked state; in the locked state, the stop element engages with the engagement part, thereby axially locking the pull rod (107) and the hollow power cylinder (108); in the unlocked state, the stop element disengages from the engagement part, allowing the pull rod (107) to move axially relative to the hollow power cylinder (108); The locking assembly is a ball lock structure, wherein the stopping element is a ball (201), the engaging part is a plurality of annular grooves (204) arranged axially on the outer wall of the pull rod (107), and the actuation mechanism includes a locking cylinder (219), a locking piston (220), a locking cylinder (202), and a locking spring (203). The hollow booster cylinder (108) has a through hole (205) on its side wall, and the ball (201) is provided in the through hole (205); The locking cylinder (219) is located outside the power-adding cylinder (104). The locking cylinder (219) has a chamber (304) inside, and the locking piston (220) is located inside the chamber (304). The locking piston (220) is fixedly connected to the locking sleeve (202). The locking sleeve (202) is coaxially fitted outside the hollow power-adding cylinder (108) and forms a sliding pair with the outer wall of the hollow power-adding cylinder (108). The inner wall of the locking cylinder (202) is provided with a relief groove (208) for accommodating the ball (201); The locking cylinder (219) is provided with a locking spring (203) in the chamber (304); the two ends of the locking spring (203) are respectively connected to one end of the chamber (304) of the locking cylinder (219) and the locking piston (220); Under normal conditions, the locking spring (203) drives the locking piston (220) to the locked position (206), so that the inner wall of the locking cylinder (202) presses the ball (201) into the annular groove (204) to achieve axial locking of the pull rod (107); when the locking piston (220) moves to the unlocked position (207) and compresses the locking spring (203), the relief groove (208) corresponds to the through hole (205), the ball (201) falls into the relief groove (208), does not press the annular groove (204), and achieves axial unlocking of the pull rod (107); The locking cylinder (219) is provided with an unlocking hole (554) and a fourth vent hole (555). The unlocking hole (554) is connected to the pneumatic control system, and the fourth vent hole (555) is connected to the atmosphere. The pneumatic control system controls the change in air pressure inside the locking cylinder (219) to make the locking piston (220) and the locking cylinder (202) move axially along the pull rod (107).

8. The dual-stage tension control device as described in claim 3, characterized in that: The locking force-applying sleeve also includes the hollow force-applying cylinder (108), which is sleeved between the locking slide (109) and the pull rod (107), and the hollow force-applying cylinder (108) is fixedly connected to the locking slide (109); The locking assembly includes a radially movable stop element, an engagement portion that engages with the stop element, and an actuation mechanism that drives the stop element to move radially so that it engages or disengages from the engagement portion; the engagement portion is disposed on the pull rod (107). The locking assembly has a locked state and an unlocked state; in the locked state, the stop element engages with the engagement part, thereby axially locking the pull rod (107) and the hollow power cylinder (108); in the unlocked state, the stop element disengages from the engagement part, allowing the pull rod (107) to move axially relative to the hollow power cylinder (108); The locking assembly is a ball lock structure, wherein the stopping element is the ball (201), the engaging part is a plurality of annular grooves (204) arranged axially on the outer wall of the pull rod (107), the locking slide (109) is provided with a chamber (304), and the actuation mechanism includes the locking piston (220), the locking cylinder (202) and the locking spring (203) arranged in the chamber (304); The hollow force-adding cylinder (108) is sleeved on the pull rod (107); The hollow booster cylinder (108) has a through hole (205) on its side wall, and the ball (201) is provided in the through hole (205); The locking piston (220) can move back and forth in the chamber (304) along the axial direction of the pull rod (107). The locking piston (220) is fixedly connected to the locking sleeve (202). The locking sleeve (202) is coaxially fitted on the outside of the hollow power cylinder (108) and forms a sliding pair with the outer wall of the hollow power cylinder (108). The inner wall of the locking cylinder (202) is provided with the relief groove (208) for accommodating the ball (201); The locking spring (203) is provided in the chamber (304) of the locking slide (109); the two ends of the locking spring (203) are respectively connected to one end of the chamber (304) of the locking slide (109) and the locking piston (220); Under normal conditions, the locking spring (203) drives the locking piston (220) to the locked position (206), so that the inner wall of the locking sleeve (202) presses the ball (201) into the annular groove (204) to achieve axial locking of the pull rod (107); when the locking piston (220) moves to the unlocked position (207) and compresses the locking spring (203), the relief groove (208) corresponds to the through hole (205), the ball (201) falls into the relief groove (208), and the pull rod (107) is axially unlocked without pressing the annular groove (204); The locking slide (109) is provided with an unlocking hole (554) and a fourth vent (555) communicating with its chamber (304). The unlocking hole (554) is connected to the pneumatic control system, and the fourth vent (555) is connected to the atmosphere. The pneumatic control system controls the change in air pressure in the chamber (304) of the locking slide (109) to make the locking piston (220) and the locking cylinder (202) move axially along the pull rod (107).

9. The two-stage tension control device as described in claim 7 or 8, characterized in that: The locking assembly also includes a manual unlocking mechanism; the manual unlocking mechanism includes a slip ring (209) slidably disposed outside the locking cylinder (219), a push rod (211) connected to the slip ring (209), and a first pull member (212) connected to the slip ring (209); The push rod (211) extends into the locking cylinder (219) to push the locking piston (220) and the locking cylinder (202) to the unlocking position (207); A transmission wheel (213) is provided on the outside of the locking cylinder (219). The outer end of the first pulling member (212) passes around the transmission wheel (213) and is connected to the first handle (214). Pulling the first pull member (212) causes the push rod (211) to move via the slip ring (209), thereby pushing the locking piston (220) and the locking cylinder (202) to the unlock position (207).

10. The two-stage tension control device as described in claim 2 or 3, characterized in that: The locking assembly is disposed on the locking force-applying sleeve. The locking assembly includes a radially movable stop element, a meshing part that cooperates with the stop element, and an actuation mechanism that drives the stop element to move radially so that it engages or disengages with the meshing part; the meshing part is disposed on the pull rod (107). The locking assembly has a locked state and an unlocked state; in the locked state, the stop element engages with the engagement part, so that the pull rod (107) is axially locked with the locking force-applying sleeve; in the unlocked state, the stop element disengages from the engagement part, allowing the pull rod (107) to move axially relative to the locking force-applying sleeve. The actuation mechanism includes a locking cylinder (219) connected to a pneumatic control system via a pipe. The locking cylinder (219) has a chamber (304) inside, and a locking piston (220) is provided inside the chamber (304). The locking piston (220) is connected to a locking rod (303). One end of the locking piston (220) and the chamber (304) of the locking cylinder (219) is connected to a locking spring (203). One end of the locking rod (303) extends out from the locking cylinder (219). The locking piston (220) drives the locking rod (303) to move back and forth along the locking cylinder (219) to drive the stop element. The locking cylinder (219) is equipped with a manual unlocking mechanism.

11. The dual-stage tension control device as described in claim 10, characterized in that: The locking assembly is a threaded lock structure, wherein the stopping element includes the locking rod (303), and the engaging part includes a hollow threaded sleeve (301) sleeved between the locking force-applying slide sleeve and the pull rod (107), and a hollow threaded sleeve tooth groove (302) provided on the outer wall of the hollow threaded sleeve (301), or the engaging part includes the hollow threaded sleeve (301) sleeved between the locking force-applying slide sleeve and the pull rod (107), an annular gear (308) sleeved on the outer wall of the hollow threaded sleeve (301), and an annular gear tooth groove (309) provided on the outer wall of the annular gear (308). The hollow threaded sleeve (301) and the annular gear (308) rotate synchronously, and the two can slide relative to each other axially. The hollow threaded sleeve (301) is mounted in the locking force-adding sleeve via a bearing and engages with the pull rod (107) via a non-self-locking thread pair. The ring gear (308) is mounted outside the force-adding cylinder (104) via a bearing. The hollow threaded sleeve (301) drives the ring gear (308) to rotate via the hollow cylinder (307).

12. The dual-stage tension control device as described in claim 10, characterized in that: The locking assembly is a latch lock structure, wherein the stopping element includes a latch (401), and the engaging part includes a plurality of axially distributed toothed grooves (403) disposed on the outer wall of the pull rod (107); One end of the locking rod (303) passes through the locking cylinder (219) and is connected to the locking tongue (401). The locking tongue (401) is radially slidably disposed in the side wall hole of the locking force-applying sleeve. The inner end of the locking tongue (401) is provided with a protruding tooth (402) that matches the tooth groove (403). The locking cylinder (219) is radially mounted on the periphery of the locking force-applying sleeve.

13. The dual-stage tension control device as described in claim 10, characterized in that: The manual unlocking mechanism includes a hollow sleeve (405) disposed outside the locking cylinder (219) and a hollow rotating sleeve (406) sleeved outside the hollow sleeve (405). One end of the locking rod (303) passes through the inner hole of the hollow sleeve (405), and the locking rod (303) is provided with an unlocking stop (407), which is disposed on the outside of the hollow sleeve (405). The outer wall of the hollow sleeve (405) is provided with a second non-self-locking external thread (408); The inner wall of the hollow rotating sleeve (406) is provided with a second non-self-locking internal thread (409), which meshes with the second non-self-locking external thread (408) on the hollow sleeve (405) to form a helical transmission pair; The outer wall of the hollow rotating sleeve (406) is at least hinged with a second pulling member (410) that can drive the hollow rotating sleeve (406) to rotate around the hollow sleeve (405), and the second pulling member (410) is connected to the second handle (411); When the second pulling member (410) is pulled to rotate the hollow rotating sleeve (406), the hollow rotating sleeve (406) moves axially along the hollow sleeve (405) and drives the locking rod (303) to the unlock position (207) by pushing the unlock stop (407) fixed on the locking rod (303), thus forming a manual unlocking function.

14. The dual-stage tension control device as described in claim 10, characterized in that: The manual unlocking mechanism includes a hollow sleeve (405) fixed outside the locking cylinder (219) and a hollow sliding sleeve (412) sleeved outside the hollow sleeve (405). One end of the locking rod (303) protrudes from the inner hole of the hollow sleeve (405). The locking rod (303) is provided with the unlocking stop (407), which is located on the outside of the hollow sleeve (405). The hollow sleeve (405) is slidably engaged with the hollow sliding sleeve (412), and the hollow sliding sleeve (412) is hinged to the second pulling member (410). Pulling the second pull member (410) drives the hollow sliding sleeve (412) to push the unlocking stop (407), which in turn moves the locking rod (303) to the unlocking position (207), thus forming a manual unlocking function.

15. The dual-stage tension control device as described in claim 1, characterized in that: The drive source is the output end of an external actuator; the end of the pull rod (107) is hinged to the output end of the external actuator.

16. The dual-stage tension control device as described in claim 1, characterized in that: The drive source includes the traction cylinder (101) and the traction piston (102) disposed in the traction cylinder (101); the pull rod (107) is fixedly connected to the traction piston (102); and the pneumatic control system is connected to the traction cylinder.

17. The dual-stage tension control device as described in claim 15, characterized in that: The pneumatic control system includes a first check valve (701), a second check valve (702), a tensioning timing control device (600), and an air source (711). The output end of the air source (711) is connected to one end of a first air pipe (501). The other end of the first air pipe (501) is connected to the inlet end of the first check valve (701), the inlet end of the second check valve (702), and the tensioning timing control device (600), respectively. The outlet end of the first check valve (701) is connected to the force-applying module and the tensioning timing control device (600) through a pipe, respectively. The outlet end of the second check valve (702) is connected to the locking component and the tensioning timing control device (600) through a pipe, respectively.

18. The two-stage tension control device as described in claim 16, characterized in that: The pneumatic control system includes a first check valve (701), a second check valve (702), a tensioning timing control device (600), and an air source (711). The output end of the air source (711) is connected to one end of a first air pipe (501), and the other end of the first air pipe (501) is connected to the inlet end of the first check valve (701), the inlet end of the second check valve (702), and the tensioning timing control device (600), respectively. The outlet end of the first check valve (701) is connected to the force-applying module and the tensioning timing control device (600) through a pipe. The control device (600) is connected, and the outlet end of the second check valve (702) is connected to the locking assembly and the tensioning timing control device (600) respectively through the pipe; the first vent hole (551) provided at the right end of the traction cylinder is connected to the first air pipe (501); the pressurized air entering through the first vent hole (551) of the traction cylinder (101) pushes the traction piston (102) to move to the left, and a traction spring (103) is connected between the traction piston (102) and one end of the traction cylinder (101) inside the traction cylinder (101).

19. The two-stage tension control device as described in claim 16, characterized in that: The pneumatic control system includes a first check valve (701), a second check valve (702), a tensioning timing control device (600), and an air source (711). The output end of the air source (711) is connected to one end of a first air pipe (501). The other end of the first air pipe (501) is connected to the inlet end of the first check valve (701), the inlet end of the second check valve (702), and the tensioning timing control device (600). The outlet end of the first check valve (701) is connected to the force-adding module and the tensioning timing control device (600) through a pipe. The outlet end of the second check valve (702) is connected to the locking assembly and the tensioning timing control device (600) through a pipe. A first vent hole (551) at the right end of the traction cylinder is connected to the first air pipe (501). The pressurized air entering through the first vent hole (551) of the traction cylinder (101) pushes the traction piston (102) to move to the left. One end of the tensioning timing control device (600) is connected to the first air pipe (501) via the ninth air pipe (509), the air reservoir (706), and the third check valve (703). The second vent (552) provided at the left end of the traction cylinder (101) is connected to the other end of the tensioning timing control device (600). The pressurized air entering through the second vent (552) of the traction cylinder (101) pushes the traction piston (102) to move to the right.

20. The two-stage tension control device as described in claim 17 or 18, characterized in that: The tensioning timing control device (600) includes a second two-position three-way reversing valve (602) and a third two-position three-way reversing valve (603). The air inlet P of the second two-position three-way reversing valve (602) is connected to the outlet end of the second check valve (702) and the unlocking hole (554) of the locking cylinder (219) respectively through the eleventh air pipe (511); The air inlet P of the third two-position three-way reversing valve (603) is connected to the third vent hole (553) on the power-up cylinder body (104) of the power-up module and the outlet end of the first check valve (701) through the twelfth air pipe (512); When the thrust of the control end (602-C) of the second two-position three-way directional valve (602) is less than the elastic force of its second return spring (602-S), the valve core of the second two-position three-way directional valve (602) changes from the second position to the first position; When the thrust of the control end (603-C) of the third two-position three-way directional valve (603) is less than the elastic force of its third return spring (603-S), the valve core of the third two-position three-way directional valve (603) changes from the second position to the first position; The tensioning timing control device (600) is configured such that the valve cores of the second two-position three-way reversing valve (602) and the third two-position three-way reversing valve (603) switch from the second position to the first position in the following order: the second two-position three-way reversing valve (602) switches before the third two-position three-way reversing valve (603).

21. The two-stage tension control device as described in claim 20, characterized in that: The tensioning timing control device (600) also includes a fourth check valve (704), a delay air cylinder (707), and a resistance element; the first air pipe (501) is also connected to one end of the thirteenth air pipe (513), and the other end of the thirteenth air pipe (513) is connected to the second control terminal (602-C) and the third control terminal (603-C) via the fourteenth air pipe (514) and the fourth check valve (704), respectively. A branch is connected in parallel between the two ends of the fourth check valve (704), and the resistance element is set on the branch. The resistive element includes a first throttling element (705) and / or a pressure regulating valve (708). The delayed air cylinder (707) is disposed between the second control terminal (602-C) and the third control terminal (603-C) and the resistive element.

22. The dual-stage tension control device as described in claim 20, characterized in that: The tensioning timing control device (600) further includes a fourth two-position three-way reversing valve (604), a fourth check valve (704), a delay air cylinder (707), and a resistance element; the first air pipe (501) is connected to one end of the thirteenth air pipe (513), the other end of the thirteenth air pipe (513) is connected to the inlet end of the fourth check valve (704) and the fourth control terminal (604-C) of the fourth two-position three-way reversing valve (604), the outlet end of the fourth check valve (704) is connected to one end of the fifteenth air pipe (515) and one end of the branch pipe, the branch pipe is provided with the resistance element, the other end of the branch pipe is connected to the air inlet P of the fourth two-position three-way reversing valve (604), and the other end of the fifteenth air pipe (515) is connected to the second control terminal (602-C) and the third control terminal (603-C) respectively; The resistance element includes the first throttling element (705) and / or the pressure regulating valve (708). The delayed air cylinder (707) is disposed between the second control terminal (602-C) and the third control terminal (603-C) and the resistive element.

23. The two-stage tension control device as described in claim 20, characterized in that: The tensioning timing control device (600) further includes a second throttling element (713) and a third throttling element (714). The first air pipe (501) is connected to one end of the thirteenth air pipe (513). The other end of the thirteenth air pipe (513) is connected to the second control terminal (602-C) via the seventeenth air pipe (517) and to the third control terminal (603-C) via the eighteenth air pipe (518). The seventeenth trachea (517) is provided with the second throttling element (713), and the eighteenth trachea (518) is provided with the third throttling element (714).

24. The dual-stage tension control device as described in claim 19, characterized in that: The tensioning timing control device (600) includes a first two-position three-way reversing valve (601), a second two-position three-way reversing valve (602), and a third two-position three-way reversing valve (603). The air inlet P of the first two-position three-way reversing valve (601) is connected to the air storage cylinder (706) through the ninth air pipe (509), and the working port A is connected to the second vent hole (552) of the traction cylinder body (101) through the tenth air pipe (510). The air inlet P of the second two-position three-way reversing valve (602) is connected to the outlet end of the second check valve (702) and the unlocking hole (554) of the locking cylinder (219) respectively through the eleventh air pipe (511); The air inlet P of the third two-position three-way reversing valve (603) is connected to the third vent hole (553) on the power-up cylinder body (104) of the power-up module and the outlet end of the first check valve (701) through the twelfth air pipe (512); When the thrust of the control end (601-C) of the first two-position three-way directional valve (601) is less than the spring force of its first return spring (601-S), the valve core of the first two-position three-way directional valve (601) changes from the second position to the first position. When the thrust of the control end (602-C) of the second two-position three-way directional valve (602) is less than the elastic force of its second return spring (602-S), the valve core of the second two-position three-way directional valve (602) changes from the second position to the first position; When the thrust of the control end (603-C) of the third two-position three-way directional valve (603) is less than the elastic force of its third return spring (603-S), the valve core of the third two-position three-way directional valve (603) changes from the second position to the first position; The tensioning timing control device (600) is configured such that the valve cores of the first two-position three-way reversing valve (601), the second two-position three-way reversing valve (602), and the third two-position three-way reversing valve (603) switch from the second position to the first position in the following order: the first two-position three-way reversing valve (601) precedes the second two-position three-way reversing valve (602), and the second two-position three-way reversing valve (602) precedes the third two-position three-way reversing valve (603).

25. The dual-stage tension control device as described in claim 24, characterized in that: The tensioning timing control device (600) also includes a fourth check valve (704), a delay air cylinder (707), and a resistance element; the first air pipe (501) is also connected to one end of the thirteenth air pipe (513), and the other end of the thirteenth air pipe (513) is connected to the first control terminal (601-C), the second control terminal (602-C), and the third control terminal (603-C) respectively via the fourteenth air pipe (514) and the fourth check valve (704); a branch is connected in parallel at both ends of the fourth check valve (704), and the resistance element is disposed on the branch; The resistive element includes a first throttling element (705) and / or a pressure regulating valve (708). The delayed air cylinder (707) is disposed between the first control terminal (601-C), the second control terminal (602-C), and the third control terminal (603-C) and the resistive element.

26. The two-stage tension control device as described in claim 24, characterized in that: The tensioning timing control device (600) further includes a fourth two-position three-way reversing valve (604), a fourth check valve (704), a delay air cylinder (707), and a resistance element; the first air pipe (501) is connected to one end of the thirteenth air pipe (513), the other end of the thirteenth air pipe (513) is connected to the inlet end of the fourth check valve (704) and the fourth control end (604-C) of the fourth two-position three-way reversing valve (604), the outlet end of the fourth check valve (704) is connected to one end of the fifteenth air pipe (515) and one end of the branch pipe, the branch pipe is provided with the resistance element, the other end of the branch pipe is connected to the air inlet P of the fourth two-position three-way reversing valve (604), and the other end of the fifteenth air pipe (515) is connected to the first control end (601-C), the second control end (602-C), and the third control end (603-C) respectively; The resistance element includes the first throttling element (705) and / or the pressure regulating valve (708). The delayed air cylinder (707) is disposed between the first control terminal (601-C), the second control terminal (602-C), and the third control terminal (603-C) and the resistive element.

27. The dual-stage tension control device as described in claim 24, characterized in that: The tensioning timing control device (600) further includes a second throttling element (713) and a third throttling element (714). The first air pipe (501) is connected to one end of the thirteenth air pipe (513). The other end of the thirteenth air pipe (513) is connected to the first control terminal (601-C) via the sixteenth air pipe (516), to the second control terminal (602-C) via the seventeenth air pipe (517), and to the third control terminal (603-C) via the eighteenth air pipe (518). The seventeenth trachea (517) is provided with the second throttling element (713), and the eighteenth trachea (518) is provided with the third throttling element (714).

28. The two-stage tension control device as described in claim 24, characterized in that: The tensioning timing control device (600) further includes the resistance element; the first air pipe (501) is connected to one end of the thirteenth air pipe (513), the other end of the thirteenth air pipe (513) is connected to the first control terminal (601-C), the working port A of the first two-position three-way reversing valve (601) is connected to one end of the fifteenth air pipe (515), and the other end of the fifteenth air pipe (515) is connected to the tenth air pipe (510) and the sixteenth air pipe (516) respectively. The sixteenth air pipe (516) is provided with an exhaust port open to the atmosphere at the other end. The sixteenth air pipe (516) is provided with a resistance element between one end and the exhaust port. The air inlet P of the first two-position three-way reversing valve (601) is connected to one end of the fourteenth air pipe (514). The other end of the fourteenth air pipe (514) is connected to the second control terminal (602-C) via the seventeenth air pipe (517) and to the third control terminal (603-C) via the eighteenth air pipe (518). The resistance element includes the first throttling element (705) and / or the pressure regulating valve (708).

29. The dual-stage tension control device as described in claim 1, characterized in that: The dual-stage tensioning control device further includes a manual tensioning mechanism; the manual tensioning mechanism includes a hollow screw (803), a hollow cylindrical rod (804), and a transmission mechanism; the hollow screw (803) is sleeved on the pull rod (107), the hollow screw (803) and the pull rod (107) are axially slidably connected, the inner hole of the hollow cylindrical rod (804) is fitted onto the hollow screw (803), and the hollow cylindrical rod (804) and the hollow screw (803) are threadedly engaged; a push stop (807) is fixedly provided on the pull rod (107) on one side of the hollow screw (803), the push stop (807) is used to be pushed by the hollow screw (803); the hollow cylindrical rod (804) is connected to a torsion device (812) through the transmission mechanism. The torsion device (812) drives the hollow cylinder rod (804) to rotate via the transmission mechanism.

30. The dual-stage tension control device as described in claim 1, characterized in that: The pull rod (107) is a hollow rod, and a core rod (112) is provided inside the hollow rod. A swing head seat (113) is provided at one end of the hollow rod. The swing head seat (113) is provided with a swing hole (114) communicating with the inner hole of the hollow rod. The rear end of the core rod (112) passes through the swing hole (114) of the swing head seat (113). A swing head (115) is fixedly provided at the rear end of the core rod (112). The swing head (115) is provided in the swing hole (114) at the rear of the swing head seat (113). A swing gap is left between the core rod (112) and the inner wall of the hollow rod.

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