Automatic braking rail flat car

Abstract

The utility model relates to an automatic braking track flat car, which belongs to the technical field of transportation and comprises a car body and wheels. The brake mechanism comprises a driving assembly, a transmission assembly and a locking assembly, and the driving assembly drives the locking assembly to move towards the wheel body or move away from the wheel body through the transmission assembly so as to lock or release the wheel body; the driving assembly comprises an operating part which rotates relative to the vehicle body under the control of external force so as to drive the transmission assembly to move and / or the vehicle body to move. When located at the release position, the locking assembly is separated from the wheel body to release the wheel body, and the operating piece can push the vehicle body to move under the control of external force; when the external force is removed, the operating piece rotates towards the wheel body to the locking position under the action of the gravity of the operating piece, then the locking assembly is driven to be clamped with the wheel body so as to lock the wheel body, namely, the operating piece is in a toppling state at the moment, the locking assembly is clamped with the wheel body so as to lock the wheel body at the moment, and the braking purpose is achieved. In this way, the production safety can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of transportation, in particular to an automatic brake rail flatbed vehicle. Background Art

[0002] The rail automatic brake rail flatbed car is a rail-mounted in-plant transport vehicle. It has the advantages of simple structure, easy use, easy maintenance, large carrying capacity, and less pollution. It is widely used in machine manufacturing and metallurgical factories to cooperate with cranes to transport heavy objects across the span within the workshop.

[0003] For safety purposes, rail automatic brake track flatbed vehicles are generally equipped with a brake structure. When the rail automatic brake track flatbed vehicle is in an unsuitable state, it is necessary to brake it to prevent the automatic brake track flatbed vehicle from slipping and causing related accidents and losses. However, the braking method of the rail automatic brake track flatbed vehicle in the existing technology is relatively laborious and complicated. For example, after using the rail automatic brake track flatbed vehicle, the operator needs to step on the brake pedal to stop the rail automatic brake track flatbed vehicle. However, there are still many operators who forget to step on the brake pedal and walk away directly, which still causes related accidents and losses. Utility Model Content

[0004] In order to solve the above-mentioned problems in the prior art, the present invention provides an automatic brake rail flatbed vehicle, comprising:

[0005] The vehicle body comprises a vehicle body and a wheel body rotatably connected to the vehicle body;

[0006] a brake mechanism mounted on the vehicle body; the brake mechanism includes a drive assembly, a transmission assembly connected to the drive assembly, and a locking assembly connected to the transmission assembly and disposed proximate to the wheel body, wherein the transmission assembly is adapted to convert the rotational motion of the drive assembly into linear motion to drive the locking assembly toward or away from the wheel body to lock or release the wheel body;

[0007] In which, the driving assembly includes an operating member, which is configured to be able to rotate relative to the vehicle body under external force manipulation to drive the transmission assembly to move and / or drive the vehicle body to move; the operating member has a locking position and a release position. When it is in the release position, the locking assembly is separated from the wheel body to release the wheel body, and the operating member can push the vehicle body to move under external force manipulation; when the external force is removed, the operating member rotates toward the wheel body under the action of its own gravity to rotate from the release position to the locking position, and then drives the locking assembly to clamp the wheel body to lock the wheel body.

[0008] Furthermore, the operating member is fixedly connected to the transmission assembly to have a fixed connection point, and the distance between the fixed connection point and the vehicle body is less than half the length of the operating member, so that the operating member is in the locked position under the action of its own gravity.

[0009] Furthermore, the length of the operating member is greater than or equal to one quarter of the length of the vehicle body and less than or equal to one half of the length of the vehicle body.

[0010] Furthermore, the vehicle body also includes a stop member provided on the vehicle body, and the stop member is provided on a side of the vehicle body close to the operating member; when the operating member is located at the locking position, the operating member abuts against the stop member.

[0011] Furthermore, the operating member includes a rod body and a gripping portion connected to the rod body.

[0012] Furthermore, the locking assembly includes a locking housing connected to the vehicle body, a locking member passing through the locking housing and movable relative to the locking housing, and the locking member is connected to the transmission assembly to move under the drive of the drive assembly through the transmission assembly.

[0013] Furthermore, the locking member is a latch, and the wheel body is provided with a socket that cooperates with the latch, and the sockets are distributed along the circumferential direction of the wheel body.

[0014] Furthermore, the locking member includes a locking portion that cooperates with the wheel body, a connecting portion that passes through the locking housing and is connected to the transmission assembly, and a supporting portion that connects the locking portion and the connecting portion. The locking assembly also includes an elastic member arranged in the locking housing, and the elastic member is sleeved on the connecting portion so that one end of the elastic member abuts against the locking housing and the other end abuts against the supporting portion.

[0015] Furthermore, the transmission assembly includes a rotating shaft fixedly connected to the operating member, a gear fixedly connected to the rotating shaft, and a rack arranged along the length direction of the vehicle body and meshing with the gear. The rack is connected to the locking assembly through a connecting member to drive the locking assembly to move along the length direction of the vehicle body.

[0016] Furthermore, the transmission assembly also includes a slide rail fixedly connected to the vehicle body, and the rack is slidably connected to the slide rail.

[0017] The beneficial effect of the present invention is that, by providing a driving assembly, a transmission assembly and a locking assembly, the transmission assembly can convert the rotary motion of the driving assembly into a linear motion, and then the driving assembly can drive the locking assembly to move toward or away from the wheel body through the transmission assembly, and then lock or release the wheel body to achieve the purpose of braking or walking; at the same time, the driving assembly includes an operating member, which has a locking position and a release position. When it is in the release position, the locking assembly is separated from the wheel body to release the wheel body, and the operating member can push the vehicle body to move under the control of an external force; when the external force is removed, the operating member is in its Under the action of its own gravity, it rotates toward the wheel body, so as to rotate from the release position to the locking position, and then drives the locking assembly to clamp the wheel body to lock the wheel body, that is, the operating part is in a tilted state at this time, and the locking assembly is clamped with the wheel body to lock the wheel body, thereby achieving the braking purpose; through the above method, when the operator does not operate the automatic braking rail flatbed car, he only needs to release the operating part, so that the operating part rotates to the locking position under the action of its own gravity, thereby achieving the locking of the wheel body and then achieving the braking purpose, without the need for additional operation, reducing the incidence of accidents and thereby improving production safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is a schematic diagram of the structure of the automatic brake rail flatbed vehicle provided by the utility model;

[0019] Figure 2 for Figure 1 Schematic diagram of some structures in ;

[0020] Figure 3 for Figure 1 Schematic diagram of some structures in ;

[0021] Figure 4 This is a cross-sectional schematic diagram of the automatic brake rail flatbed vehicle provided by the present invention;

[0022] Figure 5 for Figure 4 Schematic diagram of part of the structure;

[0023] Figure 6 This is a schematic diagram of the cooperation between the brake mechanism and the wheel body of the automatic brake rail flatbed vehicle provided by the present invention;

[0024] Figure 7 for Figure 6 Schematic diagram of part of the structure;

[0025] Figure 8 This is a structural diagram of the operating member of the present invention separating the locking assembly from the wheel body;

[0026] Figure 9 This is another structural schematic diagram of the automatic brake rail flatbed vehicle provided by the utility model;

[0027] Figure 10 for Figure 9 Schematic diagram of part of the structure.

[0028] Reference numerals:

[0029] 10-track; 20-automatic brake track flatbed car;

[0030] 1-car body; 11-car body; 12-wheel body; 121-socket; 13-slide rail;

[0031] 2-brake mechanism; 21-drive assembly; 211-operating member; 212-fixed connection point; 213-gripping portion; 22-transmission assembly; 221-gear; 222-rack; 23-locking assembly; 231-locking housing; 232-locking member; 2321-connecting portion; 2322-locking portion; 2323-holding portion; 233-elastic member; 24-connecting member; 3-stop member; 4-rotating shaft. DETAILED DESCRIPTION

[0032] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0033] Example 1:

[0034] Reference Figures 1-10 In a preferred embodiment of the present invention, an automatic brake track flatbed vehicle 20 can move on flat ground or along a track 10, which is not specifically limited here and depends on the actual situation. In this embodiment, the automatic brake track flatbed vehicle 20 moving on the track 10 is taken as an example for specific description.

[0035] Specifically, the automatic brake track flatbed trolley 20 includes a body 1 and a brake mechanism 2. The brake mechanism 2 can stop the body 1 from moving, thereby meeting corresponding production requirements. For example, when the automatic brake track flatbed trolley 20 is used to transport a target object to a destination and needs to keep the automatic brake track flatbed trolley 20 stationary to unload the target object, the automatic brake track flatbed trolley 20 moves along the track 10, and the track 10 is generally paved with steel materials, resulting in a small friction between the wheel body 12 of the automatic brake track flatbed trolley 20 and the track 10. In order to reduce the occurrence of safety accidents, the automatic brake track flatbed trolley 20 needs to be braked as a whole by the brake mechanism 2, thereby ensuring the safety and convenience of unloading the target object.

[0036] The vehicle body 1 includes a vehicle body 11 and a wheel body 12 rotatably connected to the vehicle body 11. The vehicle body 11 is flat, and at least two wheel bodies 12 are provided, which are respectively installed on one side of the vehicle body 11 close to the track 10. In this embodiment, in order to ensure the stability and convenience of the transportation of the vehicle body 11, four wheel bodies 12 are provided. The four wheel bodies 12 are respectively arranged at the four corners of the vehicle body 11 and slide with the track 10. Among them, along the length direction of the automatic brake track flatbed trolley 20, the central axes of the two wheel bodies 12 on the same side are located in a coincident position; along the width direction of the automatic brake track flatbed trolley 20, the orthographic projections of the two wheel bodies 12 on the same side along the width direction are coincident. The length direction of the above-mentioned automatic brake track flatbed trolley 20 is perpendicular to the track 10, and the width direction of the automatic brake track flatbed trolley 20 is parallel to the track 10.

[0037] The brake mechanism 2 is mounted on the vehicle body 11. The brake mechanism 2 includes a drive assembly 21, a transmission assembly 22 connected to the drive assembly 21, and a locking assembly 23 connected to the transmission assembly 22 and disposed near the wheel body 12. The transmission assembly 22 is adapted to convert the rotational motion of the drive assembly 21 into linear motion, thereby driving the locking assembly 23 toward or away from the wheel body 12 to lock or release the wheel body 12.

[0038] Specifically, the drive assembly 21 includes an operating member 211, which is configured to rotate relative to the vehicle body 1 under the control of an external force to drive the transmission assembly 22 to move and / or drive the vehicle body 11 to move. The external force mentioned above can be human power or mechanical force. When the external force is mechanical force, the operating member 211 can be driven by a mechanical arm or a motor to rotate and / or drive the vehicle body 11 to move; when the external force is human power, it can be driven by an operator to rotate and / or drive the vehicle body 11 to move. In this embodiment, the external force is human power for specific explanation.

[0039] The conventional braking method of the track 10 automatic brake track trolley 20 is laborious and complicated. For example, after using the track 10 automatic brake track trolley 20, the operator needs to step on the brake pedal to stop the track 10 automatic brake track trolley 20. However, many operators still forget to step on the brake pedal and walk away, which still causes related accidents and losses.

[0040] To solve the above problem, the operating member 211 in this embodiment has a locking position and a release position. When in the release position, the locking assembly 23 separates from the wheel body 12 to release the wheel body 12, and the operating member 211 can push the vehicle body 1 to move under external force. When the external force is removed, the operating member 211 rotates toward the wheel body 12 under its own weight, rotating from the release position to the locking position, and then drives the locking assembly 23 to engage with the wheel body 12 to lock the wheel body 12. That is, at this time, the operating member 211 is in a tilting state, and at this time, the locking assembly 23 engages with the wheel body 12 to lock the wheel body 12, achieving the purpose of braking. Through the above method, when the operator does not use the automatic brake rail flatbed vehicle 20, he only needs to release the operating member 211 so that the operating member 211 is in the locking position under the action of gravity, and then drives the locking assembly 23 to lock the wheel body 12 to achieve braking. This is more convenient and quick, and there is no possibility of forgetting to step on the brake mechanism 2, thereby improving production safety.

[0041] The operating member 211 is fixedly connected to the transmission assembly 22 to have a fixed connection point 212, and the distance between the fixed connection point 212 and the vehicle body 11 is less than half the length of the operating member 211, so that the operating member 211 is in a locked position under the action of its own weight. The purpose of this arrangement is that when the operator releases the operating member 211, the operating member 211 can rotate toward one side of the automatic brake track flatbed vehicle 20 under the action of its own weight, thereby placing the operating member 211 in a locked position, so as to drive the locking assembly 23 through the transmission assembly 22 to lock the wheel body 12. In this embodiment, the fixed connection point 212 is located at one end of the operating member 211, which not only ensures that the center of gravity of the operating member 211 is close to the vehicle body 11 so that the operating member 211 can tilt downward under the action of its own weight, but also facilitates the operator's manipulation of the operating member 211.

[0042] Preferably, the length of the operating member 211 is greater than or equal to one-quarter of the length of the vehicle body 11 and less than or equal to one-half of the length of the vehicle body 11. In this embodiment, the length of the operating member 211 is greater than one-quarter of the length of the vehicle body 11 and less than one-half of the length of the vehicle body 11, which facilitates operation and handling by the operator.

[0043] The vehicle body 1 further includes a stopper 3 disposed on the vehicle body 11. The stopper 3 is disposed on a side of the vehicle body 11 near the operating member 211. When the operating member 211 is in the locked position, the operating member 211 abuts against the stopper 3. The stopper 3 prevents the operating member 211 from colliding with the track 10 when the operating member 211 rotates toward the locked position when the operator releases the operating member 211, thereby damaging the track 10 and / or the operating member 211.

[0044] The distance between the stopper 3 and the fixed connection point 212 is shorter than the length of the operating member 211, so as to facilitate contact with the operating member 211. In addition, the stopper 3 can be made of silicone, soft plastic, etc. to reduce damage caused by collision between the operating member 211 and the stopper 3.

[0045] To facilitate operator manipulation, the operating member 211 includes a rod portion and a grip portion 213 connected to the rod portion. The rod portion is rotationally connected to the vehicle body 11 and fixedly connected to the transmission assembly 22. The grip portion 213 is provided for the operator to grasp. Silicone can be provided on the grip portion 213 to increase friction between the grip portion 213 and the operator's hand, thereby enhancing the operator's hand comfort during operation.

[0046] In order to brake the automatic braking rail flatbed vehicle 20 more smoothly, in this embodiment, two locking assemblies 23 are provided. The two locking assemblies 23 are respectively provided on one side of the wheel body 12 distributed along the length direction of the vehicle body 11 to lock or release the wheel body 12.

[0047] Specifically, the locking assembly 23 includes a locking housing 231 connected to the vehicle body 11, and a locking member 232 that passes through the locking housing 231 and is movable relative to the locking housing 231. The locking member 232 is connected to the transmission assembly 22 so as to be moved by the drive assembly 21 via the transmission assembly 22. In this embodiment, the locking member 232 is a latch, and the wheel body 12 is provided with a receptacle 121 that mates with the latch. The receptacles 121 are distributed along the circumference of the wheel body 12. In other embodiments, the locking member 232 may also be a locking plate, etc., which abuts and rubs against the wheel body 12 to lock the wheel body 12. This is not specifically limited here and depends on actual circumstances.

[0048] The locking member 232 includes a locking portion 2322 that cooperates with the wheel body 12, a connecting portion 2321 that passes through the locking shell 231 and is connected to the transmission assembly 22, and a supporting portion 2323 that connects the locking portion 2322 and the connecting portion 2321. The locking portion 2322, the connecting portion 2321 and the supporting portion 2323 are integrally formed to simplify the production process and enhance the overall strength of the locking member 232.

[0049] The locking assembly 23 also includes an elastic member 233 disposed within the locking housing 231. The elastic member 233 is sleeved over the connecting portion 2321 so that one end of the elastic member 233 abuts the locking housing 231 and the other end abuts the abutting portion 2323. Due to the provision of the elastic member 233, when the operating member 211 is in the locked position, the locking portion 2322 of the locking member 232, under the elastic force of the elastic member 233, engages with the receptacle 121 of the wheel body 12, thereby locking the wheel body 12. When the operating member 211 rotates from the locked position to the released position, the locking member 232, under the action of the transmission assembly 22, moves away from the wheel body 12, thereby compressing the elastic member 233.

[0050] In this embodiment, the elastic member 233 is a spring. In other embodiments, the elastic member 233 may also be silicone, etc., which is not specifically limited here and is determined according to actual conditions.

[0051] The transmission assembly 22 includes a rotating shaft 4 fixedly connected to the operating member 211, a gear 221 fixedly connected to the rotating shaft 4, and a rack 222 arranged along the length of the vehicle body 1 and meshing with the gear 221. The rack 222 is connected to the locking assembly 23 via a connecting member 24, thereby driving the locking assembly 23 to move along the length of the vehicle body 11. In this embodiment, the other end of the connecting member 24 is connected to the locking member 232, and the connecting member 24 is connected to the telescopic cable. In other embodiments, the connecting member 24 can also be a connecting rod, etc., which is not specifically limited here and depends on actual circumstances.

[0052] As can be seen from the foregoing, two locking assemblies 23 are provided, and correspondingly, two racks 222 are also provided, with the two racks 222 being located on the upper and lower sides of the gear 221 in the height direction. When the operating member 211 rotates from the locked position to the released position, the drive shaft 4 and the gear 221 rotate, which in turn drives the two racks 222 disposed above and meshing with the gear 221 to move closer to each other. This, in turn, drives the locking members 232 of the two locking assemblies 23 via the connecting member 24 to move away from the wheel body 12, thereby releasing the wheel body 12.

[0053] In order to further ensure the movement stability of the rack 222 so that the locking member 232 is separated from the wheel body 12 to release the wheel body 12, the transmission assembly 22 also includes a slide rail 13 fixedly connected to the vehicle body 11, and the rack 222 is slidably connected to the slide rail 13.

[0054] The implementation process of the present invention is as follows: when the operating member 211 is not operated, the operating member 211 is engaged with the stop member 3 to be in the locked position. At this time, the locking member 232 is engaged with the wheel body 12 under the elastic force of the elastic member 233 to lock the wheel body 12. When the operating member 211 is operated to rotate from the locked position to the released position, it drives the gear 221 to rotate, and then drives the two racks 222 meshing with the gear 221 to move closer to each other, driving the locking member 232 to move away from the wheel body 12, thereby separating from the wheel body 12 and releasing the wheel body 12. The operator can then push the operating member 211 in the released position to move along the track 10 to drive the vehicle body 1 to move.

[0055] In summary, by providing the driving assembly 21, the transmission assembly 22 and the locking assembly 23, the transmission assembly 22 can convert the rotational motion of the driving assembly 21 into a linear motion, and then the driving assembly 21 can drive the locking assembly 23 to move toward or away from the wheel body 12 through the transmission assembly 22, and then lock or release the wheel body 12 to achieve the purpose of braking or walking; at the same time, the driving assembly 21 includes an operating member 211, which has a locking position and a release position. When it is in the release position, the locking assembly 23 is separated from the wheel body 12 to release the wheel body 12, and the operating member 211 can push the vehicle body 1 to move under the control of an external force; when the external force is removed, the operating member 211 is released. 11 rotates toward the wheel body 12 under the action of its own gravity, so as to rotate from the release position to the locking position, and then drives the locking component 23 to engage with the wheel body 12 to lock the wheel body 12, that is, at this time the operating member 211 is in a tilted state, and at this time the locking component 23 is engaged with the wheel body 12 to lock the wheel body, thereby achieving the braking purpose; through the above method, when the operator does not operate the automatic braking rail flatbed trolley 20, it is only necessary to release the operating member 211 so that the operating member 211 rotates to the locking position under the action of its own gravity, thereby achieving the locking of the wheel body 12 and then achieving the braking purpose, without the need for additional operation, reducing the incidence of accidents and thereby improving production safety.

[0056] In the description of the embodiments of the present invention, it should be understood that the terms "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "center", "top", "bottom", "top", "bottom", "inside", "outside", "inner side", "outer side" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. Among them, "inside" refers to an internal or enclosed area or space. "Periphery" refers to the area surrounding a specific component or specific area.

[0057] In the description of the embodiments of the present invention, the terms "first," "second," "third," and "fourth" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Therefore, a feature specified as "first," "second," "third," or "fourth" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

[0058] In the description of the embodiments of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "install," "connect," "connect," and "assemble" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to direct connections, indirect connections through an intermediate medium, or internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0059] In the description of the embodiments of the present invention, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0060] In the description of the embodiments of the present invention, it should be understood that "-" and "~" represent a range between two values, and the range includes the endpoints. For example, "AB" represents a range greater than or equal to A and less than or equal to B. "A~B" represents a range greater than or equal to A and less than or equal to B.

[0061] In the description of the embodiments of the present invention, the term "and / or" is used herein to describe a relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone. Furthermore, the character " / " generally indicates that the associated objects are in an "or" relationship.

[0062] Although the embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations may be made to these embodiments without departing from the principles and spirit of the present invention, and the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. An automatic brake rail flatbed vehicle, characterized in that: include: The vehicle body comprises a vehicle body and a wheel body rotatably connected to the vehicle body; a brake mechanism mounted on the vehicle body; the brake mechanism includes a drive assembly, a transmission assembly connected to the drive assembly, and a locking assembly connected to the transmission assembly and disposed proximate to the wheel body, wherein the transmission assembly is adapted to convert the rotational motion of the drive assembly into linear motion to drive the locking assembly toward or away from the wheel body to lock or release the wheel body; In which, the driving assembly includes an operating member, which is configured to be able to rotate relative to the vehicle body under external force manipulation to drive the transmission assembly to move and / or drive the vehicle body to move; the operating member has a locking position and a release position. When it is in the release position, the locking assembly is separated from the wheel body to release the wheel body, and the operating member can push the vehicle body to move under external force manipulation; when the external force is removed, the operating member rotates toward the wheel body under the action of its own gravity to rotate from the release position to the locking position, and then drives the locking assembly to clamp the wheel body to lock the wheel body.

2. The automatic brake rail flatbed vehicle according to claim 1, characterized in that: The operating member is fixedly connected to the transmission assembly to have a fixed connection point, and the distance between the fixed connection point and the vehicle body is less than half the length of the operating member, so that the operating member is in the locked position under the action of its own weight.

3. The automatic brake rail flatbed vehicle according to claim 1, characterized in that: The length of the operating member is greater than or equal to one quarter of the length of the vehicle body and less than or equal to one half of the length of the vehicle body.

4. The automatic brake rail flatbed vehicle according to claim 3, characterized in that: The vehicle body further comprises a stopper provided on the vehicle body, wherein the stopper is provided on a side of the vehicle body close to the operating member; when the operating member is located at the locking position, the operating member abuts against the stopper.

5. The automatic brake rail flatbed vehicle according to any one of claims 1 to 4, characterized in that: The operating member includes a rod body and a gripping portion connected to the rod body.

6. The automatic brake rail flatbed vehicle according to any one of claims 1 to 4, characterized in that: The locking assembly includes a locking housing connected to the vehicle body, a locking member passing through the locking housing and movable relative to the locking housing, and the locking member is connected to the transmission assembly to move under the drive of the driving assembly through the transmission assembly.

7. The automatic brake rail flatbed vehicle according to claim 6, characterized in that: The locking member is a latch, and the wheel body is provided with a socket matched with the latch, and the sockets are distributed along the circumferential direction of the wheel body.

8. The automatic brake rail flatbed vehicle according to claim 6, characterized in that: The locking member includes a locking portion that cooperates with the wheel body, a connecting portion that passes through the locking housing and is connected to the transmission assembly, and a supporting portion that connects the locking portion and the connecting portion. The locking assembly also includes an elastic member arranged in the locking housing, and the elastic member is sleeved on the connecting portion so that one end of the elastic member abuts against the locking housing and the other end abuts against the supporting portion.

9. The automatic brake rail flatbed vehicle according to any one of claims 1 to 4, characterized in that: The transmission assembly includes a rotating shaft fixedly connected to the operating member, a gear fixedly connected to the rotating shaft, and a rack arranged along the length direction of the vehicle body and meshing with the gear. The rack is connected to the locking assembly through a connecting member to drive the locking assembly to move along the length direction of the vehicle body.

10. The automatic brake rail flatbed vehicle according to claim 9, characterized in that: The transmission assembly further comprises a slide rail fixedly connected to the vehicle body, and the rack is slidably connected to the slide rail.

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