Vehicle rear protective fence and braking system

Abstract

The invention provides a vehicle rear protective fence for an off-highway dumper, which comprises a rear protective fence main body, a support and a limiting block, and the support is used for detachably connecting the rear protective fence main body to a frame of the off-highway dumper; at least one end of the rear protective fence main body is rotatably mounted on the support; the limiting block is installed on the support, and when the rear protective fence body is in a vertical state, the rear protective fence body abuts against the limiting block. The rear protective fence is in linkage with a braking system, the braking system can be triggered when the dumper backs up and encounters an obstacle, so that the dumper stops due to braking, important parts at the tail of the dumper can be effectively protected, and meanwhile it can be guaranteed that the rear protective fence cannot be damaged. The invention further discloses a braking system of the off-highway dumper.

Description

Technical Field

[0001] The invention relates to the technical field of off-road dump trucks, and in particular to a rear guardrail and a braking system for off-road dump trucks. Background Art

[0002] Off-road dump trucks are widely used in complex terrain working environments such as mines, construction and large earthworks, and are mainly responsible for the transportation and unloading of heavy-loaded materials. Due to their special working environment, there are risks such as limited rear vision, interference from complex terrain, and easy damage to important rear parts. Therefore, most off-road dump trucks are equipped with rear protection devices to reduce damage to key parts such as the rear axle and brake cylinder during reversing or operation.

[0003] In the related art, the rear guard of off-road dump trucks usually adopts a relatively sturdy structure design to cope with the characteristics of large inertia and strong power of the vehicle. However, in actual use, even if the guard is designed to be thick and sturdy, due to frequent accidental collisions during reversing, the guard will still be greatly deformed, resulting in limited protection effect, and even unable to effectively protect important parts of the vehicle, thereby increasing the cost of equipment maintenance and replacement.

[0004] In addition, although technologies such as radar and reversing cameras have been widely used in the field of passenger cars to assist drivers in reversing safely, the working environment of off-road dump trucks is dusty, the rear is the unloading area, and the working conditions are harsh. Radar and reversing cameras are not effective and reliable in such environments. Therefore, it is difficult to directly apply the reversing assistance technology of passenger cars to off-road dump trucks, which cannot meet the needs of actual operations. Summary of the invention

[0005] In view of this, an object of the present invention is to provide a rear guardrail and a braking system for an off-road dump truck, which can effectively protect important components at the rear of the vehicle while ensuring that the rear guardrail will not be damaged.

[0006] The present invention provides a vehicle rear guardrail for an off-road dump truck, comprising a rear guardrail body, a support and a limit block, wherein the support is used to detachably connect the rear guardrail body to the frame of the off-road dump truck; at least one end of the rear guardrail body is rotatably mounted on the support; the limit block is mounted on the support, and when the rear guardrail body is in a vertical state, the rear guardrail body abuts against the limit block.

[0007] In one embodiment, the rear guardrail body includes a rotating portion and a guarding portion connected to the rotating portion, and first pin shafts are extended from both ends of the rotating portion, and the first pin shafts are rotatably inserted in the support.

[0008] In one embodiment, a bearing seat is provided on the support, and the first pin shaft is inserted into the inner ring of the bearing of the bearing seat.

[0009] In one embodiment, it further comprises an elastic reset member, one end of which is mounted on the support, and the other end of which is connected to the rear guardrail body for driving the rear guardrail body to rotate toward the limit block.

[0010] In one embodiment, the reset member is a torsion spring, and the torsion spring is sleeved on the rotating part.

[0011] In one embodiment, the rotating part has a limiting column, the support is provided with an inserting slot, one end of the torsion spring abuts against the limiting column, and the other end of the torsion spring is inserted into the inserting slot.

[0012] In one embodiment, the reset member is a compression spring, one end of the compression spring is fixed on a support, and the other end of the compression spring is connected to the protection part.

[0013] The present invention also provides a vehicle braking system, including the above-mentioned guardrail, the braking system also includes a brake controller and a brake actuator connected to the brake controller in communication, the push rod of the brake controller is connected to the rear guardrail body, when the brake controller is pushed by the rear guardrail body, the brake actuator is controlled to brake the vehicle.

[0014] In one embodiment, the brake controller includes a second pin shaft, and the rear guardrail body is connected to the push rod of the brake controller via the second pin shaft.

[0015] In one embodiment, a sliding hole is formed on the rear guardrail body, and the second pin shaft is slidably inserted into the sliding hole.

[0016] From the above, the present application links the rear guardrail with the vehicle's braking system. When the dump truck encounters an obstacle while reversing, the rear guardrail will trigger the braking system, causing the dump truck to stop due to braking. This can not only effectively protect important components at the rear of the vehicle, but also ensure that the rear guardrail will not be damaged. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0018] Figure 1FIG. 1 is a schematic structural diagram of a first embodiment of the present invention.

[0019] Figure 2 for Figure 1 A partial enlarged view of area A.

[0020] Figure 3 It is a schematic diagram of the structure of the rotating part and the first pin shaft.

[0021] Figure 4 FIG. 2 is a schematic structural diagram of a second embodiment of the present invention.

[0022] Figure 5 for Figure 4 A partial enlarged view of area B.

[0023] Figure 6 FIG. 4 is a schematic structural diagram of a third embodiment of the present invention.

[0024] Figure 7 FIG. 4 is a schematic structural diagram of a fourth embodiment of the present invention.

[0025] Figure 8 FIG. 5 is a schematic structural diagram of a fifth embodiment of the present invention.

[0026] Fig. 9 FIG. 6 is a schematic structural diagram of a sixth embodiment of the present invention.

[0027] Figure Number:

[0028] 1. Rear guardrail body; 2. Support; 3. Limit block; 4. Torsion spring; 5. Brake controller; 6. Compression spring; 11. Rotating part; 12. Guarding part; 21. Plug-in slot; 22. Bearing seat; 51. Second pin shaft; 61. Connecting block; 111. Limit column; 112. First pin shaft; 121. Sliding hole. DETAILED DESCRIPTION

[0029] The specific embodiments of the present invention will be described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all of the embodiments. Based on the description of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0030] In the description of the present invention, unless otherwise clearly specified and limited, the terms "set", "install", "connection" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.

[0031] The directions or positional relationships indicated by terms such as “upper”, “lower”, “left”, “right”, “front”, “back”, “top”, “bottom”, “inside” and “outside” are based on the directions or positional relationships shown in the accompanying drawings, or are the directions or positional relationships in which the inventive product is usually placed when used. They are only for the convenience of description and simplified description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation on the present invention.

[0032] The terms "first", "second", "third" and the like are merely used to distinguish elements of similar nature, and do not indicate or imply relative importance or a particular order.

[0033] The terms "comprises," "comprising," or any other variations thereof, are intended to cover a non-exclusive inclusion of the elements listed and may also include additional elements not expressly listed.

[0034] First embodiment

[0035] Please refer to Figure 1 to Figure 2 A vehicle rear guardrail provided in the first embodiment of the present invention comprises a rear guardrail body 1, a support 2 and a limit block 3, wherein the support 2 is fixed to the frame of an off-road dump truck by bolts. The rear guardrail body 1 comprises a rotating portion 11 and a protective portion 12. In this embodiment, the rotating portion 11 may be a top crossbeam arranged on the top of the rear guardrail body 1, directly forming a rotational connection with the support 2, or a separate rotation axis may be arranged so that the rear guardrail body 1 and the support 2 are connected through a rotation axis, so that the rear guardrail body 1 can rotate freely relative to the support 2. The protective portion 12 is composed of a bottom crossbeam parallel to the top crossbeam and an end longitudinal beam connected between the two, and its overall shape is a rectangular frame structure. In addition, in order to further enhance the overall rigidity and strength of the guardrail, a number of transverse reinforcement beams and longitudinal reinforcement beams for increasing the structural strength are arranged inside the rectangular frame, so that the rear guardrail body 1 has better impact resistance and deformation resistance when subjected to external forces.

[0036] Since the rear guardrail body 1 can rotate freely relative to the support 2, the rear guardrail body 1 is easily shaken by the body of the dump truck during driving, and even collides with the rear body of the dump truck. In order to ensure that the rear guardrail body 1 is in a stationary state during driving of the dump truck, in this embodiment, a torsion spring 4 is sleeved on the top crossbeam, and one end of the torsion spring 4 is connected to the rear guardrail body 1. The torsion spring 4 can provide a large torque output in a limited space, and because it is sleeved on the top crossbeam, it can save space and maintain the compactness of the overall structure.

[0037] Specifically, the limit block 3 is fixedly mounted on the support 2. Under the action of the torsion spring 4, the rear guardrail body 1 will rotate toward the limit block 3 until it abuts against the limit block 3, thereby being stationary. Figure 1 The vertical position shown. When the dump truck is reversing, the rear guardrail body 1 is in a vertical position and can be ready to deal with possible collisions at any time. The vertical rear guardrail position means that when the vehicle is reversing, the rear guardrail is always in the best state to immediately withstand the impact, and can withstand the obstacles behind in the shortest time, avoiding direct contact between the rear of the dump truck and external objects, and improving the safety during the reversing process.

[0038] In addition, under the action of the limit block 3 and the torsion spring 4, after the external force disappears, the torsion force of the torsion spring 4 will drive the rear guardrail body 1 to rotate until it abuts against the limit block 3 again, so that the rear guardrail body 1 can quickly return to the vertical position, simplifying the operation and ensuring that the rear guardrail body 1 is always in a protective state during the next reversing or operation (that is, the preload force of the torsion spring 4 needs to be overcome to push the rear guardrail body 1), so as to avoid affecting the normal operation of the dump truck.

[0039] Preferably, the stopper 3 is a U-shaped structure. When the rear guardrail body 1 is in a vertical state, the end longitudinal beam of the rear guardrail body 1 is located in the cavity formed by the U-shaped structure. When the rear guardrail body 1 is reset, the stopper 3 of the U-shaped structure can provide multi-directional support at the moment of impact, effectively absorb the impact force, and reduce the impact on the deformation of the rear guardrail body 1. At the same time, the end longitudinal beam is surrounded in the U-shaped cavity, which can evenly distribute the impact force to the three-sided support of the stopper 3, reduce stress concentration, and further improve the impact resistance of the rear guardrail.

[0040] Furthermore, if Figure 3 As shown, first pin shafts 112 are extended at both ends of the top cross beam, and corresponding pin shaft holes are arranged on the support 2. The rear guardrail body 1 is inserted into the pin shaft holes through the first pin shaft 112, thereby realizing the rotation function of the rear guardrail body 1. When the rear body of the dump truck collides or is impacted, the rear guardrail body 1 can rotate quickly when the collision occurs to reduce the damage of the collision force to the body and the rear guardrail. At the same time, the preload force generated by the torsion spring 4 can buffer and absorb part of the impact force generated by the collision, thereby reducing damage to important components at the rear of the dump truck.

[0041] The first embodiment of the present invention also provides a vehicle braking system, including the above-mentioned guardrail, and the braking system also includes a braking controller 5, a thrust sensor, and a braking actuator connected to the braking controller 5. The thrust sensor is installed at the connection between the push rod of the braking controller 5 and the rear guardrail body 1, and is connected to the braking controller 5 for detecting the thrust change generated by the displacement of the rear guardrail body 1 and converting it into a sensing signal. The braking controller 5 determines the displacement according to the sensing signal generated by the thrust sensor, and starts the braking actuator when the preset conditions are met, thereby triggering the braking function of the dump truck. In this way, by using the thrust sensor as a conversion medium, the system can effectively convert the mechanical displacement signal into a control signal, thereby realizing precise control from displacement detection to braking operation.

[0042] Specifically, when the rear guardrail body 1 is impacted or collided during the reversing process, the rear guardrail body 1 rotates around the first pin shaft 112, thereby pushing the push rod of the brake controller 5 connected thereto. As the push rod moves, the thrust sensor detects the corresponding thrust change and converts it into a sensing signal and transmits it to the brake controller 5. When the detected thrust reaches a preset condition, the brake controller 5 immediately activates the brake execution unit to make the dump truck brake urgently to reduce the damage caused by the collision and ensure that the vehicle stops at a safe position.

[0043] In addition, considering the need to protect the safety of people behind the dump truck when reversing, the torque generated by the preload force of the torsion spring 4 should be close to the torque that an ordinary person can easily push with one hand. For example, the height of the rear guardrail in this embodiment is X1 m, and the preset pushing force is Y1N, so the preload torque of the torsion spring 4 should be set to no more than X1Y1NM to ensure that the rear guardrail body 1 can be pushed by the people behind the vehicle in an emergency when reversing, so that it rotates enough to trigger the braking system and prevent them from being rolled under the vehicle and causing serious injuries.

[0044] Second embodiment

[0045] Please refer to Figures 4 to 5 The difference between the vehicle rear guardrail provided by the second embodiment of the present invention and the first embodiment is that, in the present embodiment, a limit column 111 is provided at one end of the top cross beam close to the support 2, and a plug-in slot 21 is provided on the support 2. One end of the torsion spring 4 abuts against the limit column 111, and the other end thereof is plugged into the plug-in slot 21, while the limit block 3 is fixedly arranged on the support 2. Under the action of the torsion spring 4, the rear guardrail body 1 will rotate toward the limit block 3. When the rear guardrail body 1 is in a vertical state, the limit block 3 abuts against the end longitudinal beam, limiting the rear guardrail body 1 at this position.

[0046] like Figure 5As shown, by integrating the limit post 111 on the top cross beam, the overall structure of the rear guardrail is simplified, the number of independent parts is reduced, and the assembly complexity is reduced. Since the limit post 111 is directly connected to the top cross beam, the preload force of the torsion spring 4 can act more directly on the rear guardrail body 1. When the rear guardrail body 1 is hit, the torsion spring 4 can respond quickly and absorb the impact force through its torsional deformation, thereby reducing the impact on the dump truck.

[0047] It should be noted that, in the present embodiment, the limiting column 111 and the top cross beam may be integrally formed, or may be connected by welding, or may be connected by threads, but are not limited to a specific form.

[0048] In this embodiment, by providing the plug-in slot 21 on the support 2, the limited space in the guardrail structure is fully utilized. The torsion spring 4 can be conveniently fixed on the support 2 by plugging, avoiding complex operations such as welding or bolting, saving time and reducing installation errors. Moreover, the plug-in structure is also faster in the later maintenance or replacement process. In addition, since the torsion spring 4 is embedded in the plug-in slot 21 of the support 2, a part of the stress of the torsion spring 4 can be dispersed on the support 2, reducing the stress burden of the torsion spring 4, and reducing the fatigue loss of the torsion spring 4, thereby extending its service life and improving the overall durability of the rear guardrail.

[0049] Third embodiment

[0050] Please refer to Figure 6 The difference between a vehicle rear guardrail provided in the third embodiment of the present invention and the first embodiment is that in this embodiment, the pin hole is replaced by a bearing seat 22, and the rear guardrail body 1 is rotatably connected to the support 2 through the bearing seat 22. The bearing seat 22 is installed on the side of the support 2 close to the rear guardrail body 1, and the first pin 112 is fixedly connected to the inner ring of the bearing in the bearing seat 22, so that the rear guardrail body 1 can rotate freely around the top crossbeam. Compared with the connection through the pin hole, the rolling friction coefficient of the bearing is low, which can significantly reduce the friction resistance during rotation, ensuring that the rear guardrail can respond to the rotation action more flexibly when subjected to external force.

[0051] Since the bearing uses rolling friction instead of the sliding friction of the pin hole during rotation, the wear of the connection is greatly reduced. The pin hole connection is prone to wear and tear, resulting in loosening or failure during long-term use, especially under harsh working conditions, while the bearing seat 22 is more durable, reducing the frequency and cost of subsequent maintenance, thereby extending the service life of the rear guardrail. In addition, the bearing seat 22 can withstand greater radial and axial loads. If an impact or external force occurs when reversing, the bearing structure can better disperse and absorb the impact force and reduce local force concentration. Compared with the pin hole, the bearing seat 22 can provide stronger structural support and reduce deformation or damage to the rear guardrail under heavy load conditions.

[0052] Fourth embodiment

[0053] Please refer to Figure 7 The difference between the vehicle rear guardrail provided by the fourth embodiment of the present invention and the first embodiment is that, in the present embodiment, the torsion spring 4 is replaced by a compression spring 6. Specifically, one end of the compression spring 6 is fixed on the support 2, and the other end of the compression spring 6 is fixedly connected to the rear guardrail body 1, and the compression spring 6 is located at the end of the rear guardrail body 1 away from the limit block 3. In the initial state, the compression spring 6 is in a compressed state, and the elastic force generated by the compression will force the rear guardrail body 1 to move toward the limit block 3, thereby abutting against the limit block 3, and limiting the rear guardrail body 1 to a vertical position.

[0054] Specifically, a connecting block 61 is provided between the compression spring 6 and the rear guardrail body 1. The rear guardrail body 1 is fixedly connected to one end of the compression spring 6 through the connecting block 61. The elastic force of the compression spring 6 can be smoothly transmitted to the rear guardrail body 1 through the connecting block 61. Since the compression spring 6 is arranged on the support 2, the position where the rear guardrail body 1 is connected to the compression spring 6 is located on the end longitudinal beams at both ends. If the end longitudinal beams are directly connected to the compression spring 6, stress concentration may occur, increasing the risk of local stress on the rear guardrail body 1. The connecting block 61 provides a transitional connection interface, making the connection between the compression spring 6 and the rear guardrail body 1 more stable. After the compression spring 6 is fixed by the connecting block 61, it is not easy to loosen or shift. At the same time, it can also disperse the stress in the transmission process and reduce the problem of local stress concentration in the structure.

[0055] Preferably, there is a reinforced connection structure between the connection block 61 and the end longitudinal beam, and the reinforced connection structure can be a reinforcing rib. The reinforcing rib can disperse the load transmitted by the compression spring 6, enhance the rigidity and strength of the connection part, and thus prevent the connection block 61 and the end longitudinal beam from being deformed or broken due to excessive external force. The connection block 61 and the reinforced connection structure work together to ensure that the rear guardrail body 1 will not fail to function due to the weakness of the connection part when subjected to external force.

[0056] In this embodiment, the connection block 61 and the end longitudinal beam may be connected by welding or by bolts, but is not limited thereto.

[0057] Compared with the first embodiment, the use of the compression spring 6 is simpler than the torsion spring 4, and it does not need to be arranged around the rotation axis. When installing, it is only necessary to fix the compression spring 6 on the support 2 and the rear guardrail body 1, which reduces the demand for rotating parts and space, simplifies the assembly process, and reduces the difficulty of maintenance. At the same time, the mechanical properties of the compression spring 6 enable it to generate a stable and linear reaction force when compressed. This force gradually increases with the compression of the spring, and can more accurately push the rear guardrail body 1 to rotate. Compared with the rotational elastic force of the torsion spring 4, the linear elastic force provided by the compression spring 6 is more stable, and can effectively maintain the stability and force uniformity of the rear guardrail body 1 in the vertical position.

[0058] In addition, since the compression spring 6 mainly bears axial pressure, it can more effectively deal with the impact force on the rear guardrail body 1. When the rear guardrail is reversing or colliding, the structure of the compression spring 6 is more solid and can withstand greater impact energy. It also has a longer life and is not prone to failure due to fatigue. Compared with the torsion spring 4, the compression spring 6 is more durable under frequent stress conditions.

[0059] Fifth embodiment

[0060] Please refer to Figure 8 The difference between a vehicle rear guardrail provided in the fifth embodiment of the present invention and the above-mentioned first embodiment is that, in this embodiment, the limit block 3 is columnar, and when the rear guardrail body 1 is in a vertical state, the end longitudinal beam is tangentially abutted against the limit block 3.

[0061] In this embodiment, the limiting column 111 and the support 2 can be connected by welding or by bolts, but the invention is not limited thereto.

[0062] Compared with the first embodiment, the columnar stopper 3 is tangentially in contact with the end longitudinal beam, and the contact area is relatively small. When the rear guardrail body 1 is reset or swung, the friction with the stopper 3 is reduced, thereby reducing wear. At the same time, the point contact characteristics of the columnar stopper 3 enable the rear guardrail body 1 to produce local deformation and slight rotation when impacted, which helps to absorb and disperse the impact force and enhance the buffering capacity of the rear guardrail.

[0063] Sixth embodiment

[0064] Please refer to Figure 2 The vehicle braking system provided in the sixth embodiment of the present invention is different from the first embodiment described above in that, in this embodiment, a second pin shaft 51 is provided at one end of the push rod of the brake controller 5 close to the rear guardrail body 1, and the second pin shaft 51 is passed through the end longitudinal beam.

[0065] Since the push rod of the brake controller 5 can only move in a straight line, and the rear guardrail body 1 rotates around the support 2, the movement trajectories of the two are different, so it is necessary to prevent interference during the movement. Fig. 9 As shown, in this embodiment, a sliding hole 121 is provided on the end longitudinal beam, and when the rear guardrail body 1 rotates, the second pin shaft 51 can move in the sliding hole 121, so that the push rod can move freely, thereby avoiding motion interference between the push rod and the rear guardrail body 1. At the same time, the sliding hole 121 provides a space for free sliding, so that the second pin shaft 51 can adapt to a certain range of motion deviation when the rear guardrail body 1 rotates.

[0066] When the rear guardrail body 1 is hit or subjected to external force, the second pin shaft 51 slides in the sliding hole 121, transmitting the rotational displacement of the rear guardrail body 1 to the push rod, so that the push rod can respond in time and quickly move to a preset stroke position, triggering the brake controller 5 to sense the displacement signal and activate the vehicle's braking system, thereby enhancing the sensitivity of the braking response.

[0067] It should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0068] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the attached claims.

Claims

1. A vehicle rear guardrail for an off-road dump truck, characterized in that: It comprises a rear guardrail body (1), a support (2) and a limit block (3), wherein the support (2) is used to detachably connect the rear guardrail body (1) to the frame of an off-road dump truck; At least one end of the rear guardrail body (1) is rotatably mounted on the support (2); The limit block (3) is mounted on the support (2); when the rear guardrail body (1) is in a vertical state, the rear guardrail body (1) abuts against the limit block (3).

2. The rear guardrail according to claim 1, characterized in that: The rear guardrail body (1) comprises a rotating part (11) and a guarding part (12) connected to the rotating part (11), and first pin shafts (112) are extended from both ends of the rotating part (11), and the first pin shaft (112) is rotatably inserted in the support (2).

3. The rear guardrail according to claim 2, characterized in that: A bearing seat (22) is provided on the support (2), and the first pin shaft (112) is inserted into the inner ring of the bearing of the bearing seat (22).

4. The rear guardrail according to claim 2, characterized in that: It also comprises an elastic reset member, one end of which is mounted on the support (2), and the other end of which is connected to the rear guardrail body (1) and is used to drive the rear guardrail body (1) to rotate towards the limit block (3).

5. The rear guardrail according to claim 4, characterized in that: The reset element is a torsion spring (4), and the torsion spring (4) is sleeved on the rotating part (11).

6. The rear guardrail according to claim 5, characterized in that: The rotating part (11) has a limiting column (111), the support (2) is provided with an inserting slot (21), one end of the torsion spring (4) abuts against the limiting column (111), and the other end of the torsion spring (4) is inserted into the inserting slot (21).

7. The rear guardrail according to claim 4, characterized in that: The reset element is a compression spring (6), one end of the compression spring (6) is fixed on the support (2), and the other end of the compression spring (6) is connected to the protection part (12).

8. A vehicle braking system, comprising the rear guardrail according to any one of claims 1 to 7, characterized in that: The braking system also includes a braking controller (5) and a braking execution unit that is communicatively connected to the braking controller (6); a push rod of the braking controller (5) is connected to a rear guardrail body (1); when the braking controller (5) is pushed by the rear guardrail body (1), the braking execution unit is controlled to brake the vehicle.

9. The braking system according to claim 8, characterized in that The brake controller (5) comprises a second pin shaft (51), and the rear guardrail body (1) is connected to a push rod of the brake controller (5) via the second pin shaft (51).

10. The brake system according to claim 9, characterized in that The rear guardrail body (1) is provided with a sliding hole (121), and the second pin shaft (51) is slidably inserted in the sliding hole (121).

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