Vehicle emergency braking system

Abstract

The invention discloses a vehicle emergency braking system which comprises a vehicle frame, a mounting arm, a mud blocking seat, a locking part and two wheels. The two wheels are rotationally mounted on the frame respectively, and are arranged at an interval in the driving direction of the vehicle; the mounting arm is mounted on the frame and can move up and down relative to the frame; the mud blocking seat is mounted on the mounting arm, located between the two wheels and provided with two mud blocking end faces, the two mud blocking end faces face the two wheels respectively and can abut against the adjacent wheels when moving downwards along with the mounting arm, and the friction force between the two mud blocking end faces and the two wheels is different; and the locking part is mounted on the frame and is used for locking or unlocking the moved mounting arm. According to the scheme, during emergency braking, the mud blocking seat can be stably located at the position where the mud blocking end face abuts against the wheel, it is guaranteed that the mud blocking seat can stably conduct emergency braking, external force does not need to be continuously applied, operation is easy and convenient, and emergency braking of the commercial vehicle is facilitated.

Description

Technical Field

[0001] The invention relates to the technical field of vehicle emergency braking, and in particular to a vehicle emergency braking system. Background Art

[0002] The fender structure is a plate structure installed on the outer frame of the wheel to prevent mud and sand from splashing when the vehicle (such as a scooter, car, tractor and loader, etc.) is traveling.

[0003] Publication No. CN211995974U discloses a fender, a fender assembly and a scooter, wherein the fender comprises a fender body and a brake part, the fender body is opposite to the outer peripheral surface of the wheel, and one end forms a pivot end and the other end forms a free end, and the brake part is connected to the inner side of the fender body; when the fender is stepped on, the fender body can be rotated toward the direction close to the wheel and pressed downward, and the brake part will preferentially conflict with the wheel, and the friction between the brake part and the wheel is used to prevent the wheel from continuing to rotate, so that when the traditional air circuit, oil circuit or circuit braking system of the vehicle fails and it is impossible to avoid danger in the emergency avoidance lane in time, emergency braking can be achieved with the help of the fender, effectively ensuring the driving safety of the vehicle.

[0004] However, when the fender in this patent is used to realize the emergency braking function, the user needs to continuously step on and apply external force to press the braking part of the fender against the wheel, which is not convenient for use in commercial vehicles to realize emergency braking. There is an urgent need to develop an emergency braking system for commercial vehicles. Summary of the invention

[0005] The purpose of the present invention is to overcome the above-mentioned technical deficiencies and propose a vehicle emergency braking system to solve the technical problem that when the fender in the prior art realizes the emergency braking function, the user needs to continuously step on and apply external force to press the braking part of the fender against the wheel, which is not convenient for application in commercial vehicles to realize emergency braking. There is an urgent need to develop a technical problem of a commercial vehicle emergency braking system.

[0006] In order to achieve the above technical objectives, the present invention adopts the following technical solutions: The present invention provides a vehicle emergency braking system, comprising: Frame; Two wheels are rotatably mounted on the frame and are spaced apart along the driving direction of the vehicle; A mounting arm, mounted on the frame and capable of moving up and down relative to the frame; A mud guard seat, mounted on the mounting arm and located between the two wheels, having two mud guard end surfaces, the two mud guard end surfaces facing the two wheels respectively, and being able to abut against the adjacent wheels when following the downward movement of the mounting arm, and the friction forces between the two mud guard end surfaces and the two wheels are different in magnitude; and The locking portion is mounted on the vehicle frame and is used to lock or unlock the moving mounting arm.

[0007] In some embodiments, the two mudguard end surfaces respectively have arc-shaped working surfaces, the arc lengths of the two arc-shaped working surfaces are different, and the two arc-shaped working surfaces can respectively fit the adjacent wheels when following the downward movement of the mounting arm.

[0008] In some embodiments, the vehicle emergency braking system further comprises a plurality of anti-skid strips, wherein the plurality of anti-skid strips are disposed on one of the mud guard end surfaces and are spaced apart along the rotation direction of the adjacent wheels.

[0009] In some embodiments, each of the anti-slip strips is tilted from the lower end to the upper end in a direction close to the adjacent wheel.

[0010] In some embodiments, the two mudguard end surfaces are respectively the front mudguard end surface and the rear mudguard end surface along the reversing direction of the vehicle, the friction value between the front mudguard end surface and the adjacent wheel is f1, and the friction value between the rear mudguard end surface and the adjacent wheel is f2, satisfying f1<f2.

[0011] In some embodiments, the mounting arm has a rotating end and a mounting end at both ends, the rotating end is mounted on the frame and can rotate around an axis located in the horizontal direction, and drives the mounting end to move up and down when rotating; The mud guard seat is installed on the installation end, and the locking part is moved on the installation end until the two mud guard end surfaces are separated from the adjacent wheels, so that the rotating end can be locked and the rotating end can be loosened.

[0012] In some embodiments, the rotating end has a locking channel with an opening on one side; The locking portion includes a locking shaft and a traction member. The locking shaft is movably mounted on the vehicle frame and can extend from the opening into the locking channel to limit the rotation of the rotating end when the two mud guard end surfaces are separated from the adjacent wheels. The traction member is connected to the locking shaft to drive the locking shaft to separate from the locking channel.

[0013] In some embodiments, the traction member includes a traction rope, one end of which is connected to the locking shaft, and the other end of which extends to the cab of the vehicle, and can drive the locking shaft to disengage from the locking channel when being pulled.

[0014] In some embodiments, the locking portion further includes a locking spring, wherein the locking spring is connected to the locking shaft and the frame and is used to elastically press the locking shaft into the locking channel.

[0015] In some embodiments, the locking portion further includes a base and a rotating shaft, the base is fixed to the frame, the rotating shaft is mounted on the base, and is spaced apart from the frame and extends in the horizontal direction; The rotating end is rotatably mounted on the rotating shaft, the locking channel is formed at the rotating end and is located on a side of the rotating shaft close to the frame, the opening is located on a side of the locking channel away from the rotating shaft, the locking shaft is located on a side of the rotating shaft close to the frame, and can move in a direction close to and away from the rotating shaft.

[0016] Compared with the prior art, in the vehicle emergency braking system provided by the present invention, initially, the mounting arm is moved upward to a position where the mud guard end face is separated from the wheel, and the mounting arm is locked at the position where the mud guard end face is separated from the wheel by a locking portion, so that the mud guard end face is in a mud blocking state.

[0017] Since the friction between the two mud guard end surfaces and the adjacent wheels is different in magnitude, that is, the friction between one mud guard end surface and the adjacent wheel is large, and the friction between the other mud guard end surface and the adjacent wheel is small.

[0018] Therefore, when the vehicle is traveling in the direction from the mud guard end face with large friction to the mud guard end face with small friction and emergency braking is required, the locking part can be triggered to loosen the mounting arm so that the mounting arm can move up and down relative to the vehicle frame. At this time, under the action of gravity, the mud guard seat and the mounting arm can move down to the position where the two mud guard end faces abut against the adjacent wheels, so that friction is generated between the two mud guard end faces and the adjacent wheels, achieving emergency braking, and thus switching the mud guard end faces to the emergency braking state.

[0019] Moreover, during emergency braking, since the friction force on the end surface of the mud guard with large friction is directed downward, while the friction force on the end surface of the mud guard with small friction is directed upward, the combined force applied to the mud guard seat by the two wheels is directed downward. In this way, the mud guard seat can be stably in the position where the end surface of the mud guard contacts the wheel, ensuring that the mud guard seat can stably perform emergency braking without the need for continuous application of external force. The operation is simple and convenient, making it easy for commercial vehicles to achieve emergency braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is a partial schematic diagram of a vehicle emergency braking system provided by an embodiment of the present invention; Figure 2 yes Figure 1 A partial schematic diagram of the vehicle emergency braking system from another angle; Figure 3 yes Figure 2 Schematic diagram of the middle mudguard; Figure 4 yes Figure 1 A partial schematic diagram of the middle mounting arm and the locking portion; Figure 5 yes Figure 4 A partial cross-sectional view of the middle mounting arm and the locking portion; Figure 6 yes Figure 5 A partial schematic diagram of the middle locking shaft and the traction rope; Figure 7 yes Figure 4 A partial schematic diagram of the middle mounting arm; Figure 8 yes Figure 4 Schematic diagram of the rotating shaft; Fig. 9 yes Figure 4 Schematic diagram of the base.

[0021] Description of reference numerals: 1. Frame; 2. Wheel; 21. Front wheel; 22. Rear wheel; 3. Mounting arm; 31. Rotating end; 31a. Locking channel; 31b. Opening; 32. Mounting end; 4. Mud guard seat; 41. Mud guard end face; 42. Front mud guard end face; 43. Rear mud guard end face; 44. Anti-skid strip; 5. Locking part; 51. Locking shaft; 52. Traction piece; 521. Traction rope; 53. Locking spring; 54. Base; 55. Rotating shaft. DETAILED DESCRIPTION

[0022] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0023] In order to solve the technical problem that when the mudguard in the prior art realizes the emergency braking function, the user needs to continuously step on and apply external force to press the brake part of the mudguard against the wheel, which is not convenient for use in commercial vehicles to realize emergency braking and there is an urgent need to develop an emergency braking system for commercial vehicles. The present invention provides a vehicle emergency braking system, which ensures that the mudguard seat can stably perform emergency braking without the need for continuous application of external force, is simple and convenient to operate, and can be applied to emergency braking of commercial vehicles.

[0024] It should be noted that the vehicle emergency braking system described in the present invention is used for but not limited to commercial vehicles, etc. For the convenience of explanation, in the present invention, only the vehicle emergency braking system applied to a commercial vehicle is used as an example for explanation, and the principles of the vehicle emergency braking system applied to other types of equipment are essentially the same as those applied to commercial vehicles, and are not described in detail here.

[0025] See also Figures 1 to 3 , Figures 1 to 3The schematic diagram of the structure of the vehicle emergency brake system in one embodiment of the present invention comprises a vehicle frame 1, a mounting arm 3, a mud guard seat 4, a locking portion 5 and two wheels 2; the two wheels 2 are rotatably mounted on the vehicle frame 1 and are arranged at intervals along the driving direction of the vehicle; the mounting arm 3 is mounted on the vehicle frame 1 and can move up and down relative to the vehicle frame 1; the mud guard seat 4 is mounted on the mounting arm 3 and is located between the two wheels 2 and has two mud guard end faces 41, the two mud guard end faces 41 face the two wheels 2 respectively, and the friction between the two mud guard end faces 41 and the two wheels 2 is different in magnitude; the locking portion 5 is mounted on the vehicle frame 1 and is used to lock or unlock the moving mounting arm 3. Specifically, when the locking portion 5 moves on the mounting arm 3 until the two mud guard end faces 41 are separated from the adjacent wheels 2, the mounting arm 3 can be locked and the mounting arm 3 can be loosened.

[0026] In the vehicle emergency braking system provided by the present invention, initially, the mounting arm 3 is moved upward to the position where the mud guard end surface 41 is separated from the wheel 2, and the mounting arm 3 is locked at the position where the mud guard end surface 41 is separated from the wheel 2 by the locking portion 5, so that the mud guard end surface 41 is in a mud guarding state.

[0027] Since the frictional forces between the two mud guard end surfaces 41 and the adjacent wheels 2 are different in magnitude, that is, the frictional force between one mud guard end surface 41 and the adjacent wheel 2 is large, and the frictional force between the other mud guard end surface 41 and the adjacent wheel 2 is small.

[0028] Therefore, when the vehicle travels from the mud guard end face 41 with large friction to the mud guard end face 41 with small friction and emergency braking is required, the locking portion 5 can be triggered to loosen the mounting arm 3, so that the mounting arm 3 can move up and down relative to the vehicle frame 1. At this time, the mud guard seat 4 and the mounting arm 3 can move down to the position where the two mud guard end faces 41 are against the adjacent wheels 2 under the action of gravity, so that friction is generated between the two mud guard end faces 41 and the adjacent wheels 2, and emergency braking is achieved, thereby switching the mud guard end faces 41 to the emergency braking state.

[0029] Moreover, during emergency braking, since the friction force exerted on the mud guard end face 41 with large friction is directed downward, while the friction force exerted on the mud guard end face 41 with small friction is directed upward, the combined force applied by the two wheels 2 to the mud guard seat 4 is directed downward. In this way, the mud guard seat 4 can be stably in the position where the mud guard end face 41 contacts the wheel 2, ensuring that the mud guard seat 4 can stably perform emergency braking without the need for continuous application of external force. The operation is simple and convenient, making it easy for commercial vehicles to achieve emergency braking.

[0030] It should be noted that, in this embodiment, after the vehicle performs emergency braking, it is necessary to manually move the mounting arm 3 up to a position where the mudguard end surface 41 is separated from the wheel 2, and lock the mounting arm 3 again through the locking portion 5 to facilitate the next emergency braking.

[0031] In addition, it should be understood that the driving direction of the vehicle can be the forward direction of the vehicle when it is driving normally on the road, or it can be the reverse direction of the vehicle when it is driving normally on the road. For the convenience of description, the two mud guard end faces 41 are defined as the front mud guard end face 42 and the rear mud guard end face 43 in the reverse direction of the vehicle; similarly, the two wheels 2 are defined as the front wheel 21 and the rear wheel 22 in the reverse direction of the vehicle. Figure 2 In the example of the attached figure, the forward direction of the vehicle is shown as F1, and the reverse direction is shown as F2.

[0032] When the friction between the front mud guard end surface 42 and the front wheel 21 is large, and the friction between the rear mud guard end surface 43 and the rear wheel 22 is small, the mud guard seat 4 can stably achieve emergency braking when the vehicle is reversing. When the friction between the front mud guard end surface 42 and the front wheel 21 is small, and the friction between the rear mud guard end surface 43 and the rear wheel 22 is large, the mud guard seat 4 can stably achieve emergency braking when the vehicle is moving forward.

[0033] In one embodiment, the friction value between the front fender end surface 42 and the adjacent wheel 2 is f1, and the friction value between the rear fender end surface 43 and the adjacent wheel 2 is f2, satisfying f1<f2.

[0034] In this embodiment, considering that the vehicle is in a forward state most of the time, the mud guard 4 is made to stably implement emergency braking when the vehicle is moving forward, thereby saving costs and reducing vehicle load while ensuring the emergency braking function.

[0035] In another embodiment, since the commercial vehicle is provided with multiple wheel sets along the travel direction, each wheel set has the above two wheels 2. Therefore, multiple sets of mud guard seats 4, mounting arms 3 and locking parts 5 can be provided accordingly, and the front mud guard end face 42 of one set of mud guard seats 4 is set to have a larger friction force, and the rear mud guard end face 43 of another set is set to have a larger friction force, thereby ensuring that the vehicle can stably achieve emergency braking when moving forward and backward, and ensuring safety performance.

[0036] It should be noted that in order to make the friction between the two mudguard end faces 41 and the adjacent wheels 2 different, the friction coefficient of the mudguard end faces 41 can be changed, the friction coefficient of the wheel 2 carcass can be changed, and the friction coefficients and contact surfaces of the two can be adjusted simultaneously.

[0037] In one embodiment, the two mudguard end surfaces 41 respectively have arc-shaped working surfaces, the arc lengths of the two arc-shaped working surfaces are different, and the two arc-shaped working surfaces can respectively fit adjacent wheels 2 when following the downward movement of the mounting arm 3 .

[0038] In this embodiment, by extending the contact arc length between the mud guard end face 41 and the adjacent wheel 2, the contact area between the corresponding mud guard end face 41 and the adjacent wheel 2 is increased, and the pressure is reduced by increasing the contact area, which helps to prevent the tire from sinking or sliding, and can change the friction coefficient to achieve the purpose of increasing its friction. Specifically, in this solution, the arc length of the arc working surface of the rear mud guard end face 43 is set to be greater than the arc length of the arc working surface of the front mud guard end face 42.

[0039] In one embodiment, the vehicle emergency brake system further includes a plurality of anti-skid strips 44 . The plurality of anti-skid strips 44 are disposed on a mud guard end surface 41 and are spaced apart along the rotation direction of the adjacent wheels 2 .

[0040] In this embodiment, an anti-skid strip 44 is provided on one of the mud guard end surfaces 41 to increase the friction between it and the adjacent wheel 2, and at the same time improve the emergency braking performance, and the structure is simple and reliable. Specifically, in this solution, an anti-skid strip 44 is provided on the rear mud guard end surface 43. In addition, in another embodiment, the anti-skid strip 44 can be provided on both mud guard end surfaces 41, and the density of the anti-skid strips 44 on the two mud guard end surfaces 41 is different.

[0041] In one embodiment, each anti-slip strip 44 is tilted from the lower end to the upper end along a direction approaching the adjacent wheel 2 .

[0042] In this embodiment, the anti-skid strip 44 is also arranged to be inclined as above, so as to further increase the friction between the mud guard end surface 41 and the wheel 2 .

[0043] In one embodiment, see Figure 2 and Figure 4 The mounting arm 3 has a rotating end 31 and a mounting end 32 at both ends. The rotating end 31 is mounted on the frame 1 and can rotate around an axis located in the horizontal direction, and drives the mounting end 32 to move up and down when rotating; the mud guard seat 4 is mounted on the mounting end 32, and the locking part 5 can lock the rotating end 31 when the two mud guard end surfaces 41 on the mounting end 32 are separated from the adjacent wheel 2, and can loosen the rotating end 31.

[0044] In this embodiment, the mounting arm 3 is rotatably mounted on the vehicle frame 1 around an axis located in the horizontal direction, and drives the mudguard seat 4 to rise and fall during the rotation. At the same time, the rotating end 31 of the mounting arm 3 is locked or released by the locking portion 5. Since the movable stroke of the rotating end 31 is relatively small, the flexibility of the setting of the locking portion 5 can be improved.

[0045] It should be noted that, in one embodiment, the locking portion 5 can be provided in the form of a lock hook and a hook ring, one of which is provided on the frame 1 and the other is provided on the rotating end 31, so as to achieve locking and loosening of the mounting arm 3. In another embodiment, the locking portion 5 can be provided in the form of two clamping plates, the two clamping plates are provided on the frame 1 at an interval, the clamping plate located on the upper side is movable, and the rotating end 31 is located between the two clamping plates.

[0046] In one embodiment, see Figures 5 to 7 The rotating end 31 has a locking channel 31a with an opening 31b on one side; the locking portion 5 includes a locking shaft 51 and a traction member 52. The locking shaft 51 is movably mounted on the frame 1, and when the two mudguard end surfaces 41 are separated from the adjacent wheels 2, the locking shaft 51 can extend into the locking channel 31a from the opening 31b to limit the rotation of the rotating end 31. The traction member 52 is connected to the locking shaft 51 and is used to drive the locking shaft 51 to separate from the locking channel 31a.

[0047] In this embodiment, the locking portion 5 is configured in the form of a locking shaft 51 and a traction member 52, and the locking shaft 51 is inserted into the locking channel 31a of the rotating end 31 to limit the rotation of the rotating end 31, thereby locking the mud guard seat 4 at the mud guarding position where the mud guard end surface 41 is separated from the wheel 2. When emergency braking is required, the traction member 52 can drive the locking shaft 51 and pull the locking shaft 51 out of the locking channel 31a, so that the mounting arm 3 and the mud guard seat 4 can drive the mud guard end surface 41 to contact the wheel 2 under the action of gravity.

[0048] It should be noted that, in one embodiment, the traction member 52 is configured as a telescopic motor, while in another embodiment, the traction member 52 is configured as a hydraulic cylinder.

[0049] In one embodiment, the traction member 52 includes a traction rope 521, one end of which is connected to the locking shaft 51, and the other end of which extends to the cab of the vehicle, and can drive the locking shaft 51 to disengage from the locking channel 31a when being pulled.

[0050] In this embodiment, the traction member 52 is provided in the form of a traction rope 521 and extends into the cab. In this way, the locking shaft 51 is driven purely manually to avoid the failure of the vehicle electrical system to drive the locking shaft 51, thereby ensuring the effectiveness of emergency braking. It should be noted that the traction rope 521 is a flexible wire drawing and extends to the cab through a pulley block or a wiring hole, so that the user can pull it in an emergency.

[0051] In one embodiment, see Figure 5 The locking portion 5 further includes a locking spring 53, which is connected to the locking shaft 51 and the frame 1 and is used to elastically press the locking shaft 51 into the locking channel 31a.

[0052] In this embodiment, a locking spring 53 is provided between the vehicle frame 1 and the locking shaft 51, and the locking shaft 51 is elastically pressed against the locking channel 31a by the locking spring 53, so as to ensure that the mounting arm 3 can be stably placed in a position where the mud guard end surface 41 is separated from the wheel 2 under normal circumstances. When emergency braking is required, the elastic force of the locking spring 53 can be overcome by pulling the traction rope 521, so that the locking shaft 51 is separated from the locking channel 31a.

[0053] In one embodiment, see Figure 5 , Figure 8 and Fig. 9 The locking portion 5 also includes a base 54 and a rotating shaft 55. The base 54 is fixed to the frame 1, and the rotating shaft 55 is installed on the base 54 and is spaced from the frame 1 and extends in the horizontal direction; the rotating end 31 is rotatably installed on the rotating shaft 55, the locking channel 31a is formed at the rotating end 31, and is located on the side of the rotating shaft 55 close to the frame 1, the opening 31b is located on the side of the locking channel 31a away from the rotating shaft 55, and the locking shaft 51 is located on the side of the rotating shaft 55 close to the frame 1, and can move in the direction close to and away from the rotating shaft 55.

[0054] In this embodiment, the locking shaft 51 is arranged on the side of the rotating shaft 55 close to the vehicle frame 1, and the opening 31b of the locking channel 31a is arranged on the side away from the rotating shaft 55, which can shorten the movable stroke of the locking shaft 51 and make the locking part 5 more compact. It should be noted that in this solution, when the mounting arm 3 is in a position where the mud guard end surface 41 is separated from the wheel 2, the locking channel 31a extends in the horizontal direction, that is, the locking shaft 51 moves in the horizontal direction, so that the locking shaft 51 locks the mounting arm 3 more stably.

[0055] In order to better understand the present invention, the following Figures 1 to 9 The technical solution of the present invention is described in detail: This solution can brake the vehicle in an emergency, and at the same time take into account the function of the existing fender of the vehicle. Taking the friction force on the end face 43 of the fender as an example, the working process of the emergency braking system is as follows: The rotating end 31 of the mounting arm 3 is connected to the top of the locking shaft 51 movably mounted on the frame 1 in the overlapping area by means of a sleeve. There is a circular groove at the bottom of the other axial end of the locking shaft 51, and a flexible wire is directly connected to the cab in the middle. A locking spring 53 is installed in the annular groove of the locking shaft, and the front end of the locking spring 53 is fitted and connected to the circular groove; the rear end of the locking spring 53 is fitted and connected to the ventral surface of the frame 1. The locking spring 53 is compressed during installation, and applies an axial force to the locking shaft 51 that extends into the locking channel 31a, so that the locking channel 31a of the rotating end 31 and the top of the locking shaft 51 are stably maintained in the overlapping area.

[0056] In this way, when emergency braking is required, the driver can pull the flexible drawwire in the cab to disengage the locking shaft 51 from the locking channel 31a. At this time, the locking spring 53 is further compressed to achieve axial separation of the end of the rotating end 31 from the top of the locking shaft 51.

[0057] Since the rotating end 31 of the mounting arm 3 is connected to the vehicle frame 1 by the rotating shaft 55 and the locking shaft 51, when the locking shaft 51 is pulled out from the locking channel 31a of the rotating end 31 along its own axial direction, the mud guard seat 4 will rotate around the rotating shaft 55 under the action of its own gravity, so that both mud guard end surfaces 41 are in contact with the tire of the wheel 2, and friction generates braking force.

[0058] When the vehicle is moving forward, the rear drive wheel (i.e., rear wheel 22) of the dual rear axle drive wheels rotates counterclockwise when viewed from the left side of the vehicle, and a downward force is applied when the rear fender end surface 43 contacts the rotating rear wheel 22. When the vehicle is moving forward, the front drive wheel (i.e., front wheel 21) of the dual rear axle drive wheels rotates counterclockwise when viewed from the left side of the vehicle, and an upward force is applied when the front fender end surface 42 contacts the rotating front drive wheel.

[0059] Furthermore, since the working arc length from the bottom to the top of the front mudguard end surface 42 is smaller than the working arc length from the bottom to the top of the rear mudguard end surface 43, and the rear mudguard end surface 43 is provided with a wedge-shaped anti-slip strip 44, these two structural solutions make the force on the rear mudguard end surface 43 greater than the force on the front mudguard end surface 42, so that the mudguard seat 4 can be stably located between the front wheel 21 and the rear wheel 22 for braking.

[0060] The specific implementation of the present invention described above does not constitute a limitation on the protection scope of the present invention. Any other corresponding changes and modifications made based on the technical concept of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. A vehicle emergency braking system, characterized in that: include: Frame; Two wheels are rotatably mounted on the frame and are spaced apart along the driving direction of the vehicle; A mounting arm, mounted on the frame and capable of moving up and down relative to the frame; A mud guard seat, mounted on the mounting arm and located between the two wheels, having two mud guard end surfaces, the two mud guard end surfaces facing the two wheels respectively, and being able to abut against the adjacent wheels when following the downward movement of the mounting arm, and the friction forces between the two mud guard end surfaces and the two wheels are different in magnitude; and The locking portion is mounted on the vehicle frame and is used to lock or unlock the moving mounting arm.

2. The vehicle emergency braking system according to claim 1, characterized in that: The two mudguard end surfaces respectively have arc-shaped working surfaces, the arc lengths of the two arc-shaped working surfaces are different, and the two arc-shaped working surfaces can respectively fit the adjacent wheels when following the downward movement of the mounting arm.

3. The vehicle emergency braking system according to claim 1, characterized in that: The vehicle emergency brake system further comprises a plurality of anti-skid strips, which are arranged on one of the mud guard end surfaces and are arranged at intervals along the rotation direction of the adjacent wheels.

4. The vehicle emergency braking system according to claim 3, characterized in that: Each of the anti-slip strips is tilted from the lower end to the upper end along a direction close to the adjacent wheel.

5. The vehicle emergency braking system according to claim 1, characterized in that: The two mudguard end surfaces are respectively the front mudguard end surface and the rear mudguard end surface along the reversing direction of the vehicle, the friction value between the front mudguard end surface and the adjacent wheel is f1, and the friction value between the rear mudguard end surface and the adjacent wheel is f2, satisfying f1<f2.

6. The vehicle emergency braking system according to claim 1, characterized in that: The mounting arm has a rotating end and a mounting end at both ends, the rotating end is mounted on the frame and can rotate around an axis in the horizontal direction, and drives the mounting end to move up and down when rotating; The mud guard seat is installed on the installation end, and the locking part is moved on the installation end until the two mud guard end surfaces are separated from the adjacent wheels, so that the rotating end can be locked and the rotating end can be loosened.

7. The vehicle emergency braking system according to claim 6, characterized in that: The rotating end has a locking channel with an opening on one side; The locking portion includes a locking shaft and a traction member. The locking shaft is movably mounted on the vehicle frame and can extend from the opening into the locking channel to limit the rotation of the rotating end when the two mud guard end surfaces are separated from the adjacent wheels. The traction member is connected to the locking shaft to drive the locking shaft to separate from the locking channel.

8. The vehicle emergency braking system according to claim 7, characterized in that: The traction member comprises a traction rope, one end of which is connected to the locking shaft, and the other end of which extends to the cab of the vehicle, and can drive the locking shaft to disengage from the locking channel when being pulled.

9. The vehicle emergency braking system according to claim 7, characterized in that: The locking portion further comprises a locking spring, wherein the locking spring is connected to the locking shaft and the vehicle frame and is used for elastically pressing the locking shaft into the locking channel.

10. The vehicle emergency braking system according to claim 7, characterized in that: The locking part further includes a base and a rotating shaft, wherein the base is fixed to the frame, and the rotating shaft is installed on the base and is spaced apart from the frame and extends in the horizontal direction; The rotating end is rotatably mounted on the rotating shaft, the locking channel is formed at the rotating end and is located on a side of the rotating shaft close to the frame, the opening is located on a side of the locking channel away from the rotating shaft, the locking shaft is located on a side of the rotating shaft close to the frame, and can move in a direction close to and away from the rotating shaft.

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