Anti-collapse automobile cargo fixing tensioner

Abstract

The application relates to the technical field of automobile cargo fixing, in particular to a prevent breaking automobile cargo fixing tensioner, which comprises a bearing frame, a tension adjusting assembly, a safety protection assembly and a dynamic buffering assembly. The tension adjusting assembly drives a transmission gear disc to rotate through a driving unit, so that the belt body tension is accurately adjusted; the safety protection assembly absorbs stress through an elastic piece and activates a warning module through a trigger rod, a standby bearing path provides double protection; the dynamic buffering assembly absorbs impact load through a damping spring and a buffer pad, and reduces the fatigue damage risk. The application can solve the problems of easy breaking, no emergency bearing capacity and poor impact resistance of the existing tensioner, and significantly improves the transportation safety and reliability.

Description

Technical Field

[0001] This utility model belongs to the technical field of automobile cargo fixing devices, specifically an anti-breakage automobile cargo fixing tensioner. Background Technology

[0002] With the development of the automotive transportation sector, the secure fastening of goods during transport has become increasingly important. Tensioners, as key devices for achieving stable cargo binding, are widely used in logistics and transportation industries. However, existing tensioners still suffer from problems in practical use, such as susceptibility to strap breakage, insufficient fatigue resistance, and a high risk of collapse under sudden impact loads, seriously affecting transportation safety. Especially under complex road conditions or heavy loads, traditional tensioners, due to insufficient material strength or structural design flaws, can easily cause cargo to loosen or even fall off, posing significant safety hazards.

[0003] A search revealed a method for preparing a tensioner belt, publication number CN108677322B, dated March 16, 2021. This method involves adding polypropylene and molten zinc to the braided belt, dissolving the materials in the flat filaments to improve the strength and tensile strength of the tensioner belt. The molten zinc also helps prevent oxidation by isolating the belt from air, extending its service life. This method improves the mechanical properties and corrosion resistance of the belt at the material level, offering some anti-breakage improvement. However, this method focuses only on the material modification of the belt itself and does not address the safety redundancy design of the overall tensioner structure. If the belt experiences localized wear or sudden overload during use, it lacks an effective stress release or secondary protection mechanism, failing to fundamentally prevent cascading failures caused by belt breakage. Furthermore, it does not consider fatigue fracture under dynamic impact, making it unsuitable for the high-frequency vibration and instantaneous impact conditions encountered in automotive transportation.

[0004] A search revealed a "Dual-Speed ​​Release Tightening Device" with publication number CN101733729B, published on November 21, 2012. This tensioner utilizes a cam, locking mechanism, and side plate linkage to achieve both rapid and gradual release modes, improving operational convenience and safety. Its structural design optimizes release efficiency, avoiding the time-consuming issue of sequential release using traditional ratchet mechanisms. However, this technology focuses on improving the release function but does not effectively enhance the belt's stress safety and anti-breakage capability under tension. Its core structure still relies on a single ratchet locking system, which is prone to tooth wear or jamming under long-term high tension, and lacks overload protection or breakage warning mechanisms. When sudden braking or bumps cause a sudden surge in tension, it cannot automatically adjust tension or provide an alternative load-bearing path, posing a risk of sudden belt or component failure, thus failing to achieve a true "breakage prevention" function.

[0005] The aforementioned problems indicate that existing tensioners either improve strength solely from a material perspective or optimize operational convenience, lacking systematic measures to address the risks of high dynamic loads, fatigue damage, and sudden fractures under automotive transportation conditions. Particularly regarding the core safety indicator of preventing belt breakage, a comprehensive solution integrating material reinforcement, structural redundancy, and dynamic protection has not yet been developed. Therefore, there is an urgent need for an automotive cargo securing tensioner with anti-breakage functionality to improve safety and reliability during transportation.

[0006] This utility model aims to provide a car cargo fixing tensioner that prevents breakage. Through structural innovation and the design of multiple protection mechanisms, it solves the technical defects of existing tensioners, such as easy breakage under high-intensity use, lack of emergency load-bearing capacity, and poor impact resistance. This effectively avoids cargo displacement or safety accidents caused by tensioner failure, and meets the actual needs of modern automobile transportation for high safety and high reliability. Utility Model Content

[0007] This utility model relates to an anti-breakage vehicle cargo securing tensioner, comprising a load-bearing frame, a tension adjustment component, a safety protection component, and a dynamic buffer component. The tension adjustment component is installed within the load-bearing frame, the safety protection components are symmetrically installed on both sides of the load-bearing frame, and the dynamic buffer component is fixedly connected to one outer wall of the load-bearing frame.

[0008] The tension adjustment assembly includes a drive unit, a transmission gear plate, a threaded rod, a sliding block, a limiting groove, a connecting arm, and a locking mechanism. A threaded rod is symmetrically rotatably connected within the support frame. One end of the threaded rod is fixedly connected to a transmission gear plate, and a chain is meshed between the transmission gear plates. A drive unit is embedded in the inner wall of one side of the support frame, and the top end of the output shaft of the drive unit is fixedly connected to the outer wall of one of the transmission gear plates. A sliding block is positioned correspondingly on the threaded rod, and the sliding block has a threaded hole matching the threaded rod. A limiting groove is symmetrically fixed to the outer wall of one side of the sliding block, and one side of the limiting groove is slidably connected to the inner wall of the support frame. A connecting arm is fixedly connected to the top end of the sliding block, and a locking mechanism is installed at the top end of the connecting arm. Slots are distributed on the outer wall of one side of the locking mechanism.

[0009] Preferably, guide rails are symmetrically fixed to the inner walls of both sides of the bearing frame, and a sliding protrusion is provided on the outer wall of one side of the sliding block, with one side of the sliding protrusion slidably connected to the inner wall of the guide rail.

[0010] The safety protection components include an elastic element, a pressure plate, a trigger rod, a warning module, and a backup load-bearing path. Pressure plates are symmetrically installed on both sides of the load-bearing frame. An elastic element is fixedly connected to the outer wall of one side of each pressure plate, and the other end of the elastic element is fixedly connected to the inner wall of the load-bearing frame. A trigger rod is symmetrically fixed to the outer wall of one side of each pressure plate. One end of the trigger rod penetrates the outer wall of the load-bearing frame and extends to the outside; a warning module is installed at one end of the trigger rod. A backup load-bearing path is symmetrically arranged on the outer wall of the other side of each pressure plate. One end of the backup load-bearing path is connected to the inner wall of the load-bearing frame via a connector.

[0011] The dynamic buffer assembly includes shock-absorbing springs, buffer pads, energy-absorbing plates, and adjustment knobs. An energy-absorbing plate is fixed to one outer wall of the supporting frame. Shock-absorbing springs are evenly distributed on one outer wall of the energy-absorbing plate. One end of each shock-absorbing spring is fixed to a buffer pad, and one outer wall of the buffer pad has friction textures. Adjustment knobs are symmetrically arranged on one outer wall of the energy-absorbing plate, with one end of each knob penetrating the energy-absorbing plate and connecting to the support of the shock-absorbing spring.

[0012] The supporting frame has a belt inlet on one side and a belt outlet on the other side, with the outlet located above the inlet. Support columns are symmetrically fixed to one outer wall of the supporting frame, and an operation panel is mounted on one end of each support column. Control buttons are distributed on one outer wall of the operation panel.

[0013] The elastic element is sleeved on the outer wall of the trigger rod, and there are four elastic elements. The pressure plate and the backup bearing path are arranged perpendicularly to each other, and there are two backup bearing paths.

[0014] This invention employs a tension adjustment component. A drive unit rotates a transmission gear disc, causing a sliding block on the threaded rod to move along a limiting groove, thereby achieving precise adjustment of the belt tension. The sliding block's movement trajectory is constrained by a guide rail, ensuring smooth operation and preventing uneven force distribution due to deviation. A locking mechanism engages with the belt through a slot, providing additional fixing points to prevent slippage of the belt under high tension.

[0015] This invention employs a safety protection component. When the belt is subjected to excessive tension, the pressure plate absorbs part of the stress through an elastic element, and a trigger rod activates the warning module to remind the operator to take timely measures. The backup load-bearing path automatically intervenes when the main load-bearing path fails, forming a dual protection mechanism that effectively distributes the load and avoids the risk of overall collapse due to single-point failure.

[0016] This invention employs a dynamic buffer assembly, which absorbs instantaneous impact loads through shock-absorbing springs and buffer pads, reducing the risk of fatigue damage to the belt under complex road conditions. The energy-absorbing plate allows adjustment of the shock-absorbing spring preload via a knob, adapting to different load requirements and further enhancing the device's adaptability. The friction texture on the buffer pad surface increases the contact area with the belt, reducing localized stress concentration.

[0017] Through the above-mentioned structural design, this utility model solves the problems of existing tensioners being prone to breakage under high-intensity use, lacking emergency load-bearing capacity, and having poor impact resistance, thus significantly improving the safety and reliability during transportation. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of the present invention, showing the layout relationship of the load-bearing frame, tension adjustment component, safety protection component and dynamic buffer component, as well as the positions of the belt inlet and belt outlet.

[0019] Figure 2 for Figure 1 A magnified diagram of region A.

[0020] Figure 3 This is a schematic diagram of the dynamic buffer component.

[0021] Figure 4 This is a schematic diagram of the operation panel.

[0022] The attached diagram is labeled as follows: 1. Bearing frame; 2. Tension adjustment assembly; 3. Safety protection assembly; 4. Dynamic buffer assembly; 5. Drive unit; 6. Transmission gear plate; 7. Threaded rod; 8. Sliding block; 9. Limiting groove; 10. Connecting arm; 11. Locking mechanism; 12. Guide rail; 13. Pressure plate; 14. Elastic element; 15. Trigger rod; 16. Warning module; 17. Backup bearing path; 18. Shock-absorbing spring; 19. Buffer pad; 20. Energy-absorbing plate; 21. Adjustment knob; 22. Belt inlet; 23. Belt outlet; 24. Support column; 25. Operation panel. Detailed Implementation

[0023] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.

[0024] Specific implementation examples are given below.

[0025] like Figures 1 to 4As shown, the anti-breakage car cargo securing tensioner of this utility model includes a load-bearing frame 1, a tension adjustment component 2, a safety protection component 3, and a dynamic buffer component 4. The load-bearing frame 1 is the core supporting component of the overall structure, and the tension adjustment component 2 is installed inside it. The safety protection components 3 are symmetrically arranged on both sides, and the dynamic buffer component 4 is fixed to one outer wall. The specific implementation methods of each component, their connection relationships, and operating principles are described in detail below with reference to the accompanying drawings.

[0026] The main body of the support frame 1 is a rectangular frame structure, with a belt inlet 22 at the top and a belt outlet 23 at the bottom, with the outlet 23 located above the inlet 22. Guide rails 12 are symmetrically fixed to the inner wall of the support frame 1 to constrain the movement trajectory of the sliding block 8. Support columns 24 are symmetrically fixed to one outer wall of the support frame 1, with an operation panel 25 mounted on the top of each column. Control buttons are distributed on the operation panel 25 to control the start and stop of the drive unit 5 and the operation of the adjustment knob 21. Mounting grooves are provided on the inner walls of both sides of the support frame 1 for fixing the elastic element 14 and the spare support path 17.

[0027] The tension adjustment assembly 2 includes a drive unit 5, a transmission gear 6, a threaded rod 7, a sliding block 8, a limiting groove 9, a connecting arm 10, and a locking mechanism 11. The drive unit 5 is embedded in the inner wall of one side of the support frame 1, and its output shaft is fixedly connected to the outer wall of one of the transmission gear 6. There are two transmission gear 6, each rotatably connected to the inner wall of the support frame 1 via bearings, and the two transmission gear 6 are connected by a chain. There are two threaded rods 7, each coaxially fixedly connected to one of the two transmission gear 6, and rotatably connected to the inner wall of the support frame 1 via bearings. A sliding block 8 is provided at a corresponding position on the threaded rod 7. The center of the sliding block 8 has a threaded hole matching the threaded rod 7, and a sliding protrusion is provided on one side of the outer wall of the sliding block 8, which is slidably connected to the guide rail 12. A limiting groove 9 is symmetrically fixed on the other side of the outer wall of the sliding block 8, and one side of the limiting groove 9 is slidably connected to the inner wall of the support frame 1 to further constrain the movement trajectory of the sliding block 8. A connecting arm 10 is fixedly connected to the top of the sliding block 8. A locking mechanism 11 is installed at the top of the connecting arm 10. Slots are distributed on one side of the outer wall of the locking mechanism 11 to cooperate with the belt body to achieve the fixing function.

[0028] When belt tension needs adjustment, the drive unit 5 is activated via the control buttons on the operation panel 25. The drive unit 5 rotates the transmission gear 6, which in turn drives another transmission gear 6 via a chain, causing the threaded rod 7 to rotate synchronously. Since the sliding block 8 has a threaded hole matching the threaded rod 7, the rotation of the threaded rod 7 drives the sliding block 8 to move axially along the threaded rod 7. The movement trajectory of the sliding block 8 is constrained by both the guide rail 12 and the limiting groove 9, ensuring smooth operation. The movement of the sliding block 8 is transmitted to the locking mechanism 11 via the connecting arm 10, thereby achieving precise adjustment of the belt tension.

[0029] The safety protection component 3 includes a pressure plate 13, an elastic element 14, a trigger rod 15, a warning module 16, and a backup load-bearing path 17. Two pressure plates 13 are symmetrically installed on the inner walls of both sides of the load-bearing frame 1. An elastic element 14 is fixedly connected to the outer wall of one side of the pressure plate 13, and the elastic element 14 is sleeved on the outer wall of the trigger rod 15, with the other end of the elastic element 14 fixed to the inner wall of the load-bearing frame 1. One end of the trigger rod 15 penetrates the outer wall of the load-bearing frame 1 and extends to the outside; the warning module 16 is installed at the outer end of the trigger rod 15. Backup load-bearing paths 17 are symmetrically arranged on the outer wall of the other side of the pressure plate 13, with one end of each backup load-bearing path 17 connected to the inner wall of the load-bearing frame 1 via a connector.

[0030] Under normal conditions, the pressure plate 13 is held in its initial position by the elastic element 14. When the belt is subjected to excessive tension, the pressure plate 13 is subjected to pressure, the elastic element 14 is compressed, the pressure plate 13 moves inward and pushes the trigger rod 15 outward. When the extension of the trigger rod 15 reaches a preset value, the trigger rod 15 activates the warning module 16, which emits an audible and visual signal to remind the operator to take timely measures. If the main load-bearing path fails, the backup load-bearing path 17 automatically intervenes, forming a dual protection mechanism to effectively distribute the load and avoid the risk of overall collapse due to single-point failure.

[0031] The dynamic buffer assembly 4 includes shock-absorbing springs 18, buffer pads 19, energy-absorbing plates 20, and adjustment knobs 21. The energy-absorbing plate 20 is fixed to one outer wall of the supporting frame 1. Shock-absorbing springs 18 are evenly distributed on one outer wall of the energy-absorbing plate 20, and one end of each shock-absorbing spring 18 is fixed to a buffer pad 19. Friction textures are provided on one outer wall of the buffer pad 19 to increase the contact area with the belt and reduce localized stress concentration. Adjustment knobs 21 are symmetrically arranged on one outer wall of the energy-absorbing plate 20, with one end of each knob passing through the energy-absorbing plate 20 and connected to the support of the shock-absorbing springs 18.

[0032] During transportation, when the vehicle travels on complex road conditions, the belt may be subjected to instantaneous impact loads. At this time, the dynamic buffer assembly 4 comes into play; the shock-absorbing spring 18 absorbs the impact energy through its elastic deformation, reducing the risk of fatigue damage to the belt. The buffer pad 19, through its surface friction texture, makes close contact with the belt, further dispersing stress. By rotating the adjustment knob 21, the preload of the shock-absorbing spring 18 can be adjusted to adapt to different load requirements, improving the adaptability of the device.

[0033] The specific application scenario of this utility model is in the field of securing automotive cargo. In actual use, the belt enters through the belt inlet 22 of the load-bearing frame 1, is fixed by the locking mechanism 11 of the tension adjustment component 2, and then exits through the belt outlet 23 to secure the cargo. The operator starts the drive unit 5 through the control buttons on the operation panel 25. The drive unit 5 drives the transmission gear plate 6 to rotate, causing the sliding block 8 to move along the threaded rod 7, thereby adjusting the tension of the belt. When the belt is subjected to excessive tension, the pressure plate 13 in the safety protection component 3 absorbs part of the stress through the elastic element 14 and activates the warning module 16 through the trigger rod 15 to remind the operator. If the main load-bearing path fails, the backup load-bearing path 17 automatically intervenes to distribute the load. The dynamic buffer component 4 absorbs instantaneous impact loads through the shock-absorbing spring 18 and the buffer pad 19, reducing the risk of fatigue damage to the belt.

[0034] This utility model, through the above-described structural design, solves the problems of existing tensioners being prone to breakage under high-intensity use, lacking emergency load-bearing capacity, and having poor impact resistance, significantly improving safety and reliability during transportation. To better enable those skilled in the art to fully understand and implement this utility model, the specific implementation principle is further explained below in conjunction with a specific application scenario.

[0035] In actual transportation, the belt is first inserted into the belt inlet 22 of the supporting frame 1 and fixed by the locking mechanism 11 in the tension adjustment assembly 2. Then, the belt exits from the belt outlet 23 and completes the initial fixing operation around the goods. At this time, the operator can start the drive unit 5 via the control buttons on the operation panel 25. The drive unit 5 drives the transmission gear 6 to rotate. Since the two transmission gears 6 are connected by a chain mesh, the rotation of one transmission gear 6 will synchronously drive the other transmission gear 6 to rotate, thus causing the threaded rod 7 to rotate synchronously. The rotation of the threaded rod 7 drives the sliding block 8 to move along its axial direction. The movement trajectory of the sliding block 8 is doubly constrained by the guide rail 12 and the limiting groove 9, ensuring smooth and precise operation. The movement of the sliding block 8 is transmitted to the locking mechanism 11 through the connecting arm 10, thereby achieving precise adjustment of the belt tension.

[0036] When the belt is subjected to excessive tension due to complex road conditions or heavy loads during transportation, the pressure plate 13 in the safety protection component 3 begins to function. Under pressure, the elastic element 14 of the pressure plate 13 is compressed and moves inward, simultaneously pushing the trigger rod 15 outward. When the extension of the trigger rod 15 reaches a preset value, the warning module 16 is activated and emits an audible and visual signal, reminding the operator to take timely measures to reduce belt tension. If the main load-bearing path fails due to overload, the backup load-bearing path 17 automatically intervenes, forming a dual protection mechanism. The backup load-bearing path 17, designed to be perpendicular to the pressure plate 13, distributes the load in multiple directions, effectively avoiding the risk of overall collapse due to single-point failure.

[0037] Meanwhile, the dynamic buffer assembly 4 remains operational throughout vehicle operation. When the vehicle traverses bumpy sections, the belt may be subjected to instantaneous impact loads. In this case, the damping spring 18 absorbs the impact energy through its elastic deformation, reducing the risk of fatigue damage to the belt. The friction texture on the surface of the buffer pad 19 increases the contact area with the belt, further dispersing stress concentration. Furthermore, the operator can rotate the adjustment knob 21 to adjust the preload of the damping spring 18 according to actual load requirements, thereby optimizing the device's adaptability under different operating conditions.

[0038] Through the above steps and structural design, this invention achieves precise adjustment of belt tension, emergency protection under high tension conditions, and effective absorption of instantaneous impact loads. These functions are achieved through the coordinated operation of the various components: the tension adjustment component 2 ensures the accuracy of tension adjustment through threaded transmission and guiding constraints; the safety protection component 3 provides multiple safety guarantees through the elastic element 14, trigger rod 15, and backup load-bearing path 17; and the dynamic buffer component 4 enhances impact resistance through the combined design of the shock-absorbing spring 18 and the buffer pad 19. Ultimately, this invention significantly improves the safety and reliability of the tensioner under high-intensity use conditions, solving problems such as easy breakage, lack of emergency load-bearing capacity, and poor impact resistance in existing technologies.

[0039] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and the inventive concept of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. A car cargo securing tensioner to prevent breakage, characterized in that, It includes a load-bearing frame (1), a tension adjustment component (2), a safety protection component (3) and a dynamic buffer component (4). The tension adjustment component (2) is installed inside the load-bearing frame (1). The safety protection components (3) are symmetrically installed on both sides of the load-bearing frame (1). The dynamic buffer component (4) is fixed to one side of the outer wall of the load-bearing frame (1).

2. The anti-breakage car cargo fixing tensioner according to claim 1, characterized in that, The tension adjustment assembly (2) includes a drive unit (5), a transmission gear plate (6), a threaded rod (7), a sliding block (8), a limiting groove (9), a connecting arm (10), and a locking mechanism (11). The threaded rod (7) is symmetrically rotatably connected inside the bearing frame (1). One end of the threaded rod (7) is fixedly connected to the transmission gear plate (6). A chain is meshed between the transmission gear plates (6). The drive unit (5) is embedded in the inner wall of one side of the bearing frame (1), and the top end of the output shaft of the drive unit (5) is fixedly connected to one of the transmission gear plates. On the outer wall of the gear disc (6), a sliding block (8) is provided at a corresponding position on the threaded rod (7). The sliding block (8) has a threaded hole that matches the threaded rod (7). A limiting groove (9) is symmetrically fixed on one side of the outer wall of the sliding block (8). One side of the limiting groove (9) is slidably connected to the inner wall of the bearing frame (1). A connecting arm (10) is fixedly connected to the top of the sliding block (8). A locking mechanism (11) is installed on the top of the connecting arm (10). Slots are distributed on one side of the outer wall of the locking mechanism (11).

3. The anti-breakage car cargo fixing tensioner according to claim 2, characterized in that, Guide rails (12) are symmetrically fixed to the inner walls of both sides of the bearing frame (1). A sliding protrusion is provided on one side of the outer wall of the sliding block (8), and one side of the sliding protrusion is slidably connected to the inner wall of the guide rail (12).

4. The anti-breakage car cargo fixing tensioner according to claim 1, characterized in that, The safety protection component (3) includes a pressure plate (13), an elastic element (14), a trigger rod (15), a warning module (16), and a spare bearing path (17). The pressure plates (13) are symmetrically installed on both sides of the bearing frame (1). An elastic element (14) is fixedly connected to one side of the outer wall of the pressure plate (13), and the other end of the elastic element (14) is fixedly connected to the inner wall of the bearing frame (1). A trigger rod (15) is symmetrically fixed to one side of the outer wall of the pressure plate (13). One end of the trigger rod (15) penetrates the outer wall of the bearing frame (1) and extends to the outside. A warning module (16) is installed at one end of the trigger rod (15). A spare bearing path (17) is symmetrically arranged on the other side of the outer wall of the pressure plate (13). One end of the spare bearing path (17) is connected to the inner wall of the bearing frame (1) through a connector.

5. The anti-breakage car cargo fixing tensioner according to claim 4, characterized in that, The elastic element (14) is sleeved on the outer wall of the trigger rod (15), and there are four elastic elements (14). The pressure plate (13) and the backup bearing path (17) are arranged perpendicularly to each other, and there are two backup bearing paths (17).

6. The anti-breakage car cargo fixing tensioner according to claim 1, characterized in that, The dynamic buffer assembly (4) includes a shock-absorbing spring (18), a buffer pad (19), an energy-absorbing plate (20), and an adjustment knob (21). An energy-absorbing plate (20) is fixed to one side of the outer wall of the supporting frame (1). Shock-absorbing springs (18) are evenly distributed on one side of the outer wall of the energy-absorbing plate (20). One end of the shock-absorbing spring (18) is fixed to a buffer pad (19). Friction textures are provided on one side of the outer wall of the buffer pad (19). An adjustment knob (21) is symmetrically arranged on one side of the outer wall of the energy-absorbing plate (20). One end of the adjustment knob (21) passes through the energy-absorbing plate (20) and is connected to the support seat of the shock-absorbing spring (18).

7. The anti-breakage car cargo fixing tensioner according to claim 1, characterized in that, The support frame (1) has a belt inlet (22) on one side and a belt outlet (23) on the other side, with the belt outlet (23) located above the belt inlet (22).

8. The anti-breakage car cargo fixing tensioner according to claim 1, characterized in that, Support columns (24) are symmetrically fixed to one side of the outer wall of the load-bearing frame (1). An operation panel (25) is installed at one end of the support column (24). Control buttons are distributed on one side of the outer wall of the operation panel (25).

9. The anti-breakage car cargo fixing tensioner according to claim 2, characterized in that, The locking mechanism (11) has slots distributed on one side of its outer wall, which are used to cooperate with the belt to achieve a fixing function.

10. The anti-breakage car cargo fixing tensioner according to claim 6, characterized in that, The friction texture on one side of the outer wall of the buffer pad (19) is used to increase the contact area with the belt.

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