Vehicle emergency braking system

Abstract

The present invention discloses a vehicle emergency braking system, comprising a vehicle frame, a mounting arm, a mudguard seat, a locking portion, and two wheels; the two wheels are rotatably mounted on the vehicle frame and spaced apart along the vehicle's travel direction; the mounting arm is mounted on the vehicle frame and can move up and down relative to the vehicle frame; the mudguard seat is mounted on the mounting arm and is located between the two wheels, and has two mudguard end faces, the two mudguard end faces facing the two wheels respectively, and can contact the adjacent wheels when following the mounting arm to move downward, and the friction between the two mudguard end faces and the two wheels is different in magnitude; the locking portion is mounted on the vehicle frame and is used to lock or unlock the moving mounting arm. In the case of emergency braking, the mudguard seat can be stably positioned so that the mudguard end faces contact the wheels, ensuring that the mudguard seat can stably perform emergency braking without the need for continuous application of external force. The operation is simple and convenient, making it convenient for commercial vehicles to achieve emergency braking.

Description

Technical Field

[0001] The present 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 driving.

[0003] Publication No. CN211995974U discloses a fender, a fender assembly and a scooter. The fender includes 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. The brake part is connected to the inner side of the fender body. When stepping on the fender, the fender body can rotate toward the direction close to the wheel and be pressed downward. The brake part will preferentially contact the wheel, and the friction between the brake part and the wheel will be used to prevent the wheel from continuing to rotate. Therefore, when the vehicle's traditional air, oil or circuit braking system fails and it is impossible to avoid danger in the emergency avoidance lane in time, the fender can be used to achieve emergency braking, effectively ensuring the vehicle's driving safety.

[0004] However, when the fender in this patent is used to realize the emergency braking function, the user needs to continuously step on it and apply external force to press the braking part of the fender against the wheel. This 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 in the prior art, when the fender is used to implement 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 implement emergency braking. There is an urgent need to develop a technical problem of an emergency braking system for commercial vehicles.

[0006] In order to achieve the above technical objectives, the present invention adopts the following technical solutions:

[0007] The present invention provides a vehicle emergency braking system, comprising:

[0008] Frame;

[0009] Two wheels are rotatably mounted on the frame and spaced apart along the direction of travel of the vehicle;

[0010] A mounting arm, mounted on the vehicle frame and capable of moving up and down relative to the vehicle frame;

[0011] a mud guard seat, mounted on the mounting arm and located between the two wheels, and having two mud guard end surfaces, the two mud guard end surfaces facing the two wheels respectively, and being able to abut against 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 being different in magnitude; and

[0012] The locking portion is mounted on the vehicle frame and is used to lock or unlock the moving mounting arm.

[0013] In some embodiments, the two mudguard end surfaces each have an arc-shaped working surface, 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.

[0014] In some embodiments, the vehicle emergency braking system further includes a plurality of anti-slip strips, which are disposed on one of the mudguard end surfaces and spaced apart along the rotation direction of the adjacent wheels.

[0015] 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.

[0016] In some embodiments, the two mudguard end surfaces are 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.

[0017] In some embodiments, the mounting arm has a rotating end and a mounting end at both ends, the rotating end is mounted on the vehicle frame and can rotate around an axis located in the horizontal direction, and drives the mounting end to move up and down during the rotation;

[0018] The mud guard seat is mounted on the mounting end. When the locking portion moves on the mounting end until the two mud guard end surfaces are separated from the adjacent wheels, the rotating end can be locked and the rotating end can be loosened.

[0019] In some embodiments, the rotating end has a locking channel open on one side;

[0020] The locking portion includes a locking shaft and a traction member. The locking shaft is movably mounted on the vehicle frame and can extend into the locking channel from the opening to limit the rotation of the rotating end when the two mudguard end surfaces are separated from the adjacent wheels. The traction member is connected to the locking shaft and is used to drive the locking shaft to separate from the locking channel.

[0021] 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 out of the locking channel when pulled.

[0022] In some embodiments, the locking portion further includes a locking spring, which is connected to the locking shaft and the frame and is used to elastically press the locking shaft into the locking channel.

[0023] In some embodiments, the locking portion further includes a base and a rotating shaft, wherein the base is fixed to the frame, and the rotating shaft is mounted on the base and spaced apart from the frame and extends in the horizontal direction;

[0024] 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.

[0025] Compared with the prior art, in the vehicle emergency braking system provided by the present invention, the mounting arm is initially moved upward to the 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 the locking portion, so that the mud guard end face is in a mud blocking state.

[0026] 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.

[0027] Therefore, when the vehicle is traveling from the mudguard end face with greater friction to the mudguard end face with less friction and emergency braking is required, the locking portion can be triggered to release the mounting arm, allowing the mounting arm to move up and down relative to the vehicle frame. At this time, under the action of gravity, the mudguard seat and the mounting arm can move downward to a position where the two mudguard end faces contact the adjacent wheels, causing friction between the two mudguard end faces and the adjacent wheels, achieving emergency braking, and thus switching the mudguard end faces to the emergency braking state.

[0028] During emergency braking, the end surface of the mud guard with greater friction is subjected to downward friction, while the end surface of the mud guard with less friction is subjected to upward friction, so that the combined force applied to the mud guard seat by the two wheels is 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

[0029] Figure 1is a partial schematic diagram of a vehicle emergency braking system provided by an embodiment of the present invention;

[0030] Figure 2 yes Figure 1 A partial schematic diagram of the vehicle emergency braking system from another angle;

[0031] Figure 3 yes Figure 2 Schematic diagram of the middle mudguard;

[0032] Figure 4 yes Figure 1 A partial schematic diagram of the middle mounting arm and locking portion;

[0033] Figure 5 yes Figure 4 A partial cross-sectional view of the middle mounting arm and the locking portion;

[0034] Figure 6 yes Figure 5 Partial schematic diagram of the middle locking shaft and traction rope;

[0035] Figure 7 yes Figure 4 A partial schematic diagram of the middle mounting arm;

[0036] Figure 8 yes Figure 4 Schematic diagram of the rotating shaft;

[0037] Figure 9 yes Figure 4 Schematic diagram of the base.

[0038] Description of reference numerals:

[0039] 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. Mudguard seat; 41. Mudguard end face; 42. Front mudguard end face; 43. Rear mudguard end face; 44. Anti-slip strip; 5. Locking part; 51. Locking shaft; 52. Traction member; 521. Traction rope; 53. Locking spring; 54. Base; 55. Rotating shaft. DETAILED DESCRIPTION

[0040] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0041] In order to solve the technical problem that in the prior art, when the mudguard is used for emergency braking, 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 achieve emergency braking. It is urgent to develop a technical problem of an emergency braking system for commercial vehicles. The present invention provides a vehicle emergency braking system that ensures that the mudguard seat can stably perform emergency braking without the need for continuous application of external force. The operation is simple and convenient, and can be applied to emergency braking of commercial vehicles.

[0042] 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. 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 will not be described in detail here.

[0043] See also Figures 1 to 3 , Figures 1 to 3 This is a schematic structural diagram of a vehicle emergency brake system according to one embodiment of the present invention. The vehicle emergency brake system includes a vehicle frame 1, a mounting arm 3, a mudguard 4, a locking portion 5, and two wheels 2. The two wheels 2 are rotatably mounted to the vehicle frame 1 and spaced apart along the vehicle's travel direction. The mounting arm 3 is mounted to the vehicle frame 1 and can move up and down relative to the frame 1. The mudguard 4 is mounted to the mounting arm 3 and located between the two wheels 2. The mudguard 4 has two mudguard end surfaces 41, which face the two wheels 2, respectively, and have different frictional forces with the two wheels 2. The locking portion 5 is mounted to the vehicle frame 1 and is used to lock or unlock the moving mounting arm 3. Specifically, the locking portion 5 can lock or release the mounting arm 3 when the two mudguard end surfaces 41 are moved on the mounting arm 3 until they are separated from the adjacent wheels 2.

[0044] 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.

[0045] Since the friction between the two mudguard end surfaces 41 and the adjacent wheels 2 is different in magnitude, the friction between one mudguard end surface 41 and the adjacent wheel 2 is greater, and the friction between the other mudguard end surface 41 and the adjacent wheel 2 is smaller.

[0046] Therefore, when the vehicle is traveling from the mudguard end surface 41 with greater friction to the mudguard end surface 41 with less friction and emergency braking is required, the locking portion 5 can be triggered to release the mounting arm 3, allowing the mounting arm 3 to move up and down relative to the vehicle frame 1. At this time, under the action of gravity, the mudguard seat 4 and the mounting arm 3 can move downward to a position where the two mudguard end surfaces 41 contact the adjacent wheels 2, causing friction between the two mudguard end surfaces 41 and the adjacent wheels 2, achieving emergency braking, and thus switching the mudguard end surfaces 41 to the emergency braking state.

[0047] During emergency braking, the friction force exerted on the mud guard end face 41 with greater friction is directed downward, while the friction force exerted on the mud guard end face 41 with less friction is directed upward, so that the combined force exerted by the two wheels 2 on 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.

[0048] It should be noted that, in this embodiment, when the vehicle is emergency braked, the mounting arm 3 needs to be manually moved up to a position where the mudguard end surface 41 is separated from the wheel 2, and the mounting arm 3 is locked again by the locking portion 5 to facilitate the next emergency brake.

[0049] In addition, it should be understood that the vehicle's driving direction can be the forward direction of the vehicle when it is driving on the road normally, or it can be the reverse direction of the vehicle when it is driving on the road normally. For the convenience of description, the two mudguard end surfaces 41 are defined as the front mudguard end surface 42 and the rear mudguard end surface 43 in the reverse direction of the vehicle; similarly, the two wheels 2 are defined as the front wheels 21 and the rear wheels 22 in the reverse direction of the vehicle. Figure 2 In the example of the accompanying drawings, the forward direction of the vehicle is shown as F1 and the reverse direction is shown as F2.

[0050] When the friction between the front mudguard end surface 42 and the front wheel 21 is greater, and the friction between the rear mudguard end surface 43 and the rear wheel 22 is less, the mudguard seat 4 can stably implement emergency braking when the vehicle is reversing. When the friction between the front mudguard end surface 42 and the front wheel 21 is less, and the friction between the rear mudguard end surface 43 and the rear wheel 22 is greater, the mudguard seat 4 can stably implement emergency braking when the vehicle is moving forward.

[0051] 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.

[0052] 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.

[0053] In another embodiment, since the commercial vehicle is provided with multiple wheel sets along the travel direction, each wheel set having the two wheels 2 described above, multiple sets of mud guards 4, mounting arms 3, and locking portions 5 can be provided accordingly. The front mud guard end surface 42 of one set of mud guards 4 is configured to have a higher friction force, while the rear mud guard end surface 43 of another set is configured to have a higher friction force. This ensures stable emergency braking when the vehicle is moving forward or backward, thus guaranteeing safety.

[0054] 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.

[0055] 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 .

[0056] In this embodiment, by extending the contact arc length between the mudguard end surface 41 and the adjacent wheel 2, the contact area between the mudguard end surface 41 and the adjacent wheel 2 is increased. This increased contact area reduces pressure, helps prevent tire sinking or slipping, and can also change the friction coefficient, thereby increasing friction. Specifically, in this embodiment, the arc length of the curved working surface of the rear mudguard end surface 43 is set to be greater than the arc length of the curved working surface of the front mudguard end surface 42.

[0057] In one embodiment, the vehicle emergency braking system further includes a plurality of anti-skid strips 44 . The plurality of anti-skid strips 44 are disposed on a mudguard end surface 41 and are spaced apart along the rotation direction of the adjacent wheels 2 .

[0058] In this embodiment, anti-slip strips 44 are provided on one of the mudguard end surfaces 41 to increase friction between it and the adjacent wheel 2, while also improving emergency braking performance. This results in a simple and reliable structure. Specifically, in this embodiment, anti-slip strips 44 are provided on the rear mudguard end surface 43. Alternatively, in another embodiment, anti-slip strips 44 can be provided on both mudguard end surfaces 41, with varying densities of anti-slip strips 44 on each mudguard end surface 41.

[0059] In one embodiment, each anti-slip strip 44 is tilted from the lower end to the upper end in a direction approaching the adjacent wheel 2 .

[0060] In this embodiment, the anti-slip 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.

[0061] 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 vehicle frame 1 and can rotate around an axis located in the horizontal direction, and drives the mounting end 32 to move up and down during rotation; the mudguard seat 4 is mounted on the mounting end 32, and the locking portion 5 can lock the rotating end 31 and loosen the rotating end 31 when it moves on the mounting end 32 until the two mudguard end surfaces 41 are separated from the adjacent wheels 2.

[0062] 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.

[0063] It should be noted that, in one embodiment, the locking portion 5 can be configured in the form of a lock hook and a hook ring, one of which is provided on the vehicle 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 configured in the form of two clamping plates, which are provided on the vehicle frame 1 in an upper and lower spaced relationship, with the clamping plate located on the upper side being movable, and the rotating end 31 being located between the two clamping plates.

[0064] 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 vehicle 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.

[0065] In this embodiment, the locking portion 5 is configured in the form of a locking shaft 51 and a pulling member 52. The locking shaft 51 is inserted into the locking channel 31a of the rotating end 31 to restrict the rotation of the rotating end 31, thereby locking the mud guard seat 4 in a mud-blocking position in which the mud guard end surface 41 is separated from the wheel 2. When emergency braking is required, the pulling member 52 can drive the locking shaft 51 and withdraw it from 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.

[0066] 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.

[0067] 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. When the traction rope 521 is pulled, the locking shaft 51 can be driven out of the locking channel 31 a.

[0068] In this embodiment, the traction member 52 is provided in the form of a traction rope 521, which extends into the cab. This allows the locking shaft 51 to be driven purely manually, preventing the vehicle's electrical system from failing to activate the locking shaft 51 and ensuring effective emergency braking. It should be noted that the traction rope 521 is a flexible drawstring and extends into the cab via a pulley assembly or cable routing hole, making it easy for the user to pull it in an emergency.

[0069] 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 vehicle frame 1 and is used to elastically press the locking shaft 51 into the locking channel 31 a.

[0070] In this embodiment, a locking spring 53 is provided between the vehicle frame 1 and the locking shaft 51. The locking spring 53 elastically presses the locking shaft 51 against the locking channel 31a, ensuring that the mounting arm 3 is stably positioned so that the mudguard end surface 41 is separated from the wheel 2 under normal circumstances. In the event of emergency braking, the traction rope 521 can be pulled to overcome the elastic force of the locking spring 53, allowing the locking shaft 51 to disengage from the locking channel 31a.

[0071] In one embodiment, see Figure 5 、 Figure 8 and Figure 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. It is spaced apart 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. 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.

[0072] In this embodiment, the locking shaft 51 is positioned on the side of the rotating shaft 55 closer to the vehicle frame 1, and the opening 31b of the locking channel 31a is positioned on the side farther from the rotating shaft 55. This shortens the travel of the locking shaft 51 and makes the locking portion 5 more compact. It should be noted that in this embodiment, when the mounting arm 3 is in a position where the mudguard end surface 41 is separated from the wheel 2, the locking channel 31a extends horizontally, meaning that the locking shaft 51 moves horizontally, making the locking of the mounting arm 3 by the locking shaft 51 more stable.

[0073] 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:

[0074] This solution can brake the vehicle in an emergency, while taking into account the functions of the vehicle's existing mudguard. Taking the case where the friction force on the mudguard end face 43 is relatively large as an example, the working process of the emergency braking system is as follows:

[0075] 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 in contact with and connected to the circular groove; the rear end of the locking spring 53 is in contact with 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.

[0076] 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, achieving axial separation of the end of the rotating end 31 and the top of the locking shaft 51.

[0077] Since the rotating end 31 of the mounting arm 3 is connected to the vehicle frame 1 via the rotating shaft 55 and the locking shaft 51, when the locking shaft 51 is pulled out of the locking channel 31a of the rotating end 31 along its own axial direction, the mud guard seat 4 rotates around the rotating shaft 55 due to its own gravity, so that both mud guard end surfaces 41 contact the tire of the wheel 2, and friction generates braking force.

[0078] 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 to the rear fender end surface 43 when it contacts the rotating rear wheel 22. 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 to the front fender end surface 42 when it contacts the rotating front drive wheel.

[0079] Furthermore, since the working arc length from the bottom to the top of the front mudguard end surface 42 is shorter than that 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 ensure that the force acting on the rear mudguard end surface 43 is greater than the force acting on the front mudguard end surface 42, thereby ensuring that the mudguard seat 4 can be stably positioned between the front wheel 21 and the rear wheel 22 for braking.

[0080] The specific embodiments of the present invention described above do not limit the scope of protection 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 scope of protection 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 spaced apart along the direction of travel of the vehicle; A mounting arm, mounted on the vehicle frame and capable of moving up and down relative to the vehicle frame; a mud guard seat, mounted on the mounting arm and located between the two wheels, and having two mud guard end surfaces, the two mud guard end surfaces facing the two wheels respectively, and being able to abut against 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 being different in magnitude; and A locking portion, mounted on the vehicle frame, for locking or unlocking the moving mounting arm; The two mudguard end surfaces each have an arc-shaped working surface, 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; The vehicle emergency braking system further comprises a plurality of anti-skid strips, the plurality of anti-skid strips being provided on one end surface of the mudguard and being spaced apart along the rotation direction of the adjacent wheels; The two mudguard end surfaces are the front mudguard end surface and the rear mudguard end surface in 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.

2. The vehicle emergency braking system according to claim 1, characterized in that: Each anti-slip strip is tilted from the lower end to the upper end along the direction close to the adjacent wheel.

3. 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 vehicle frame and can rotate around an axis located in the horizontal direction, and drives the mounting end to move up and down during the rotation; The mud guard seat is mounted on the mounting end. When the locking portion moves on the mounting end until the two mud guard end surfaces are separated from the adjacent wheels, the rotating end can be locked and the rotating end can be loosened.

4. The vehicle emergency braking system according to claim 3, 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 into the locking channel from the opening to limit the rotation of the rotating end when the two mudguard end surfaces are separated from the adjacent wheels. The traction member is connected to the locking shaft and is used to drive the locking shaft to separate from the locking channel.

5. The vehicle emergency braking system according to claim 4, characterized in that: 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. When the traction rope is pulled, the locking shaft can be driven to disengage from the locking channel.

6. The vehicle emergency braking system according to claim 4, characterized in that: The locking portion further includes a locking spring, which is connected to the locking shaft and the vehicle frame and is used to elastically press the locking shaft into the locking channel.

7. The vehicle emergency braking system according to claim 4, characterized in that: The locking portion further includes a base and a rotating shaft, wherein the base is fixed to the frame, and the rotating shaft is mounted on the base and 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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