A freight vehicle with an anti-rear-end collision system

Abstract

A freight vehicle with an anti-rear-end collision system includes a front vehicle, a driving motor and an engine arranged in the front vehicle, a vehicle body, a cargo compartment and an anti-rear-end collision system. The front vehicle is detachably connected to the vehicle body and is used to drag the vehicle body. The cargo compartment is fixedly installed on the top of the vehicle body. A fixed platform is arranged at the rear of the front vehicle, a positioning guide device is arranged on the top of the fixed platform, a battery pack is arranged on the fixed platform, the battery pack is detachably connected to the fixed platform, the positioning guide device is used to limit the relative installation position of the battery pack and the fixed platform, an anti-collision device is arranged at the rear of the vehicle body, an environmental monitoring system is arranged at the head of the front vehicle and the rear of the vehicle body, a system control module is arranged inside the front vehicle, the system control module adjusts the driving motor through an automatic adjustment system, and an electronic stability system is arranged inside the vehicle body. Through the environmental monitoring system and the electronic stability system, risks can be discovered in advance, and the driving motor can be adjusted to cooperate with the anti-collision device at the rear of the vehicle body to reduce the risk of rollover.

Description

Technical Field

[0001] The present invention relates to the technical field of freight vehicles, and in particular to a freight vehicle with an anti-rear-end collision system. Background Art

[0002] Freight vehicles often need to pass through highways when transporting long distances. The speed of cars on highways is generally very fast. Once a traffic accident occurs, it is also quite serious. A truck may roll over after being rear-ended by a vehicle coming from behind, further increasing the severity of the accident or threatening the driver's life. After a car rear-ends a truck, it is easy for the car to hit the bottom of the truck because of its lower chassis. Due to the direct collision between the cab and the rear of the car, the death rate of the car driver in the accident is extremely high, and the truck itself is also prone to rollover, endangering the driver's life and affecting traffic safety.

[0003] At present, the Chinese patent with the authorization announcement number CN206436959U discloses a truck anti-rear-end collision buffer, including a main surface anti-collision plate, an intermediate support beam, a rear lining plate, a telescopic shaft guide sleeve, a telescopic shaft, a primary buffer spring, a secondary buffer spring and a buffer lock. The main surface anti-collision plate, the intermediate support beam and the rear lining plate are connected through the telescopic shaft, the telescopic shaft guide sleeve is connected with the intermediate support beam and the rear lining plate, the primary buffer spring and the secondary buffer spring are installed on the telescopic shaft, and the buffer lock is installed between the intermediate support beam and the telescopic shaft guide sleeve. The truck anti-rear-end collision buffer can protect the rear-end vehicle at any time, can achieve anti-collision effect, reduce casualties and reduce property losses.

[0004] The above-mentioned existing technical solutions have the following defects: when the anti-rear-end collision buffer encounters a low car, the low car is still easy to hit the bottom of the truck, there are no sufficient anti-rollover measures, and truck drivers generally have a long driving time and are relatively more relaxed. After a collision, they can only rely on the driver's improvisation to deal with the accident at a critical moment, which has a high degree of uncertainty. Summary of the invention

[0005] The purpose of the present invention is to provide a freight vehicle with an anti-rear-end collision system to solve the problems existing in the above-mentioned prior art.

[0006] The above technical objectives of the present invention are achieved through the following technical solutions:

[0007] A freight vehicle with an anti-rear-end collision system comprises a front vehicle, a driving motor and an engine arranged in the front vehicle, a vehicle body and a cargo compartment, wherein the front vehicle is detachably connected to the vehicle body, the front vehicle is used to drag the vehicle body for traveling, the cargo compartment is fixedly mounted on the top of the vehicle body, and the cargo compartment is spaced apart from the front vehicle, a fixed platform is arranged at the rear of the front vehicle, a positioning guide device is arranged on the top of the fixed platform, a battery pack is arranged on the fixed platform, the battery pack is detachably connected to the fixed platform, the positioning guide device is used to limit the relative installation position of the battery pack and the fixed platform, an anti-collision device is arranged at the rear of the vehicle body, an environmental monitoring system is arranged at the head of the front vehicle and the rear of the vehicle body, a system control module is arranged inside the front vehicle, the system control module adjusts the driving motor through an automatic adjustment system, and an electronic stability system is arranged inside the vehicle body.

[0008] By adopting the above technical solution, the semi-trailer adopts a hybrid mode, which not only saves diesel consumption, but also can quickly replace power through the design of the battery pack, avoiding lengthy charging waiting time, while also broadening the range and no longer limiting the semi-trailer to short-distance freight tasks. The environmental monitoring device on the body can give early warning of possible collisions and adjust the speed of the drive motor through the automatic adjustment system. At the same time, the electronic stability system can also provide good support for the body to remain stable after a collision. The anti-collision device at the rear of the body, which has better performance than ordinary anti-collision bars, can further protect the lives of the drivers and passengers of the rear vehicle.

[0009] In a further embodiment, the environmental monitoring system includes a front camera, a rear camera, multiple first millimeter-wave radars and multiple second millimeter-wave radars, the multiple first millimeter-wave radars are all fixedly installed at the bottom end of the front of the vehicle, the front camera is fixedly installed at the top of the front of the vehicle, the multiple second millimeter-wave radars are all fixedly installed at the bottom end of the rear of the vehicle body, and the rear camera is fixedly installed at the top end of the rear of the cargo compartment, and the system control module is connected to the front camera, the rear camera, the multiple first millimeter-wave radars and the multiple second millimeter-wave radars through wired electrical signals.

[0010] By adopting the above technical solution, the environmental monitoring system is divided into two groups, the front camera and the first millimeter-wave radar are one group, and the rear camera and the second millimeter-wave radar are another group. The system control module will analyze the image content of the front camera and the rear camera, and compare it with the data collected by multiple first millimeter-wave radars and multiple second millimeter-wave radars, so as to more accurately grasp the driving conditions of vehicles in its own lane and the two adjacent lanes. If there are abnormalities in the front and rear vehicles, such as the rear vehicle approaching at high speed without signs of deceleration, or the front vehicle suddenly brakes and decelerates, the system control module will directly adjust the drive motor through the automatic control system. In addition, if the vehicle in the adjacent lane suddenly changes lanes and a collision may occur, the system control module will also adjust the speed of the drive motor to cope with the subsequent possible collision. When the subsequent collision occurs, the electronic stability system will assist the truck to maintain balance and avoid rollover, thereby reducing possible casualties, accident property losses and subsequent road risk hazards.

[0011] In a further embodiment, the electronic stability system includes a gyroscope, a lateral acceleration sensor, a first accelerometer and a second accelerometer, a receiving groove is provided in the middle position of the top of the vehicle body, a lateral acceleration sensor is fixedly installed on the left side wall of the receiving groove, the gyroscope is bolted and fixed inside the receiving groove, the first accelerometer is spaced on the left side of the gyroscope, the first accelerometer is fixedly connected to the top of the vehicle body, the second accelerometer is spaced on the right side of the gyroscope, the second accelerometer is fixedly connected to the top of the vehicle body, the lateral acceleration sensor is fixedly installed on the bottom of the cargo compartment, a first wheel speed sensor and a first wheel displacement sensor are provided on one side of multiple first wheel bodies at the bottom of the vehicle head, and a second wheel speed sensor and a second wheel displacement sensor are provided on one side of multiple second wheel bodies at the bottom of the vehicle body.

[0012] By adopting the above technical solution, the wheel speed sensor can track the wheel speed of each wheel, the wheel displacement sensor can be used to measure the change in the relative position of the wheel and the vehicle body, the yaw rate sensor can record all the movements of the vehicle rotating around the vertical line, the lateral acceleration sensor can detect the magnitude of the centrifugal force during steering, and the gyroscope can facilitate the system control module to calculate the inclination angle of the vehicle body. The first accelerometer can read the vertical acceleration of the Z axis, and the second accelerometer can read the lateral acceleration of the Y axis. The simple roll rate data is not enough to predict whether the vehicle has rolled over or is in a state of about to roll over. Therefore, the first accelerometer is required to read the vertical acceleration, and the lateral acceleration read by the second accelerometer can detect whether the vehicle has skidded. In addition, a large number of buffering flexible pads for suppressing vibration are laid in the accommodating groove for accommodating the gyroscope, and the gyroscope itself is also provided with an anti-impact structure, which can ensure that the gyroscope can still maintain reliable output after the collision of the two vehicles.

[0013] In a further embodiment, a bumper is fixedly installed on the left bottom end of the vehicle body, a first airbag is arranged in the bumper, the anti-collision device includes a first support rod, a second support rod and an arc-shaped bent tube, a first mounting seat is bolted and fixed on the front right end of the bottom of the vehicle body, and a second mounting seat is bolted and fixed on the rear right end of the bottom of the vehicle body, one end of the first support rod is fixedly installed in the mounting groove of the first mounting seat, one end of the second support rod is fixedly installed in the mounting groove of the second mounting seat, one end of the first support rod away from the first mounting seat is fixedly connected to one end of the second support rod away from the second mounting seat through the arc-shaped bent tube, second airbags are arranged in the first support rod, the second support rod and the arc-shaped bent tube, and multiple first airbags and multiple second airbags are connected to the system control module through wired electrical signals.

[0014] By adopting the above technical solution, the current GB11567.2-2017 requirements for the rear lower protection of automobiles and trailers are only for commercial vehicles, and the test speed is only 32km / h, which is completely different from the highway environment. Therefore, conventional anti-collision bars are difficult to work when the rear vehicle cannot control the speed and rear-ends during high-speed driving. Due to the large mass of trucks, after a high-speed car hits the anti-collision bar, the beam-shaped anti-collision bar will immediately bend upwards, causing the car to further crash into the bottom of the truck due to inertia. The overall arc-shaped anti-collision device can greatly enhance the car's anti-deformation ability when it hits from the rear, and the impact force of the car will be offset in this process. The first support rod and the second support rod are both provided with a capacity on one side of the outer arc The airbag in the groove makes it very likely that the car will be subjected to force and bounce outwards no matter from which angle the car is rear-ended, rather than sliding directly under the car, which greatly improves the survival rate of the car driver and passengers. At the same time, the system control module also has an inspection and acceptance time point for the anti-collision device, which will be counted down periodically internally. Once the inspection and acceptance time point is approaching, such as between two months and two weeks before the end of the year, the truck driver will be reminded to go to the corresponding checkpoint for inspection through the operation screen in the front of the vehicle to ensure that the anti-collision device is still able to operate normally. If the inspection is not carried out within the specified time, the vehicle will be remotely locked through the system control module. This avoids the situation where some existing truck anti-collision bars are in disrepair and poorly maintained.

[0015] In a further embodiment, a plurality of first collision sensors are arranged on the left side of the bumper, the first collision sensors are connected to the first airbag via wired electrical signals, and a plurality of second collision sensors are arranged on the rear side of the arc-shaped curved pipe, the second collision sensors are connected to the second airbag via wired electrical signals.

[0016] By adopting the above technical solution, the three-stage design enables the peripheral equipment (such as cameras, millimeter-wave radars, etc.) to first open the second airbag in the arc-shaped curved tube when a collision risk is detected. After inflation is completed, the second airbag in the arc-shaped curved tube will be blocked between the anti-collision device and the rear vehicle. An independent recovery motor is arranged in the arc-shaped curved tube. If the collision does not occur, the recovery motor will rewind the second airbag into the arc-shaped curved tube after the second airbag shrinks. Although the second airbag in the arc-shaped curved tube cannot be triggered at this time, it can be recovered to avoid waste. The second airbags in the first support rod and the second support rod are both connected to the collision sensor. When the collision sensor sends a signal, the second airbags in the first support rod and the second support rod will be opened instantly. Although the collision direction of the rear vehicle during the collision is unpredictable, when the anti-collision device is deformed by force, when the front of the rear vehicle is close to the rear of the semi-trailer, the opened multiple second airbags can always play a role, and use the impact force generated at the moment of opening to further reduce the damage to the car during the collision.

[0017] In a further embodiment, an active hydraulic suspension system is provided at the bottom of the vehicle body, and the active hydraulic suspension system includes a hydraulic oil tank, a variable pump, a servo valve and a suspension cylinder. The hydraulic oil tank is fixedly installed on one side of the bottom of the vehicle body, the oil suction port of the variable pump is connected to the hydraulic oil tank through a first oil pipe, and the oil outlet of the variable pump is connected to the first inlet of the servo valve through a second oil pipe. A one-way valve is provided on the second oil pipe, the first outlet of the variable pump is connected to the rodless cavity of the suspension cylinder, the second outlet of the variable pump is connected to the rod cavity of the suspension cylinder, and the top of the suspension cylinder is bolted and fixed to the bottom of the vehicle body.

[0018] By adopting the above technical solution, the biggest difference between the active suspension system and the passive suspension system is that the active suspension system can automatically adjust the vehicle's shock absorber damping according to the current road section. However, if the active suspension system maintains a high-pressure state for a long time, when the system pressure exceeds the overflow valve pressure, a large amount of hydraulic oil will flow back to the oil tank through the overflow valve. Working in this state for a long time will cause a significant power consumption of the drive motor and damage its service life. Therefore, the active suspension system and peripheral equipment (such as cameras, millimeter-wave radars, etc.) are linked and coordinated. After detecting a vehicle approaching quickly during driving, the system control module controls the variable pump to quickly adjust the shock absorber damping, greatly increasing the system pressure, so that the cargo compartment can obtain a greater shock absorption effect in a short period of time, making it less likely for the truck to roll over during a collision.

[0019] In a further embodiment, an accumulator is provided between the one-way valve and the servo valve, an oil pressure sensor is provided inside the accumulator, and the oil pressure sensor is connected to the system control module via a wired electrical signal.

[0020] By adopting the above technical solution, the accumulator can store or release oil. The amount of oil stored in the accumulator is related to the outlet pressure. Therefore, an oil pressure sensor is needed to detect it, which can play a role in flow compensation when the flow fluctuates in a small range. When it is detected that a collision is about to occur, the accumulator will also quickly release the oil within a safe range, and adjust the flow rate according to parameters such as the speed of the drive motor and the current vehicle speed, in conjunction with the wheel speed and the braking force applied, to reduce the shaking amplitude of the cargo compartment after a collision.

[0021] In a further embodiment, step S1, detecting the surrounding conditions of the vehicle, is used to detect the distance between all objects within a 120-degree angle range in front of the front of the vehicle and the front bumper of the vehicle through the front camera, and detect the distance between the vehicle directly behind in the same lane and the rear bumper of the vehicle body through the rear camera;

[0022] Step S2, detecting moving targets around the vehicle, and generating the distances between the vehicle and all moving targets within a 120-degree angle range around the front of the vehicle and in front of the front of the vehicle through millimeter-wave radar scanning data, and generating the distances between the vehicle and all moving targets within a 120-degree angle range around the rear of the vehicle and behind the rear of the vehicle;

[0023] Step S3, performing perception fusion, for associating the data of the camera and the millimeter wave radar, and outputting the fusion result based on multi-sensor fusion of deep learning, and outputting the perception result;

[0024] Step S4, measuring the real-time speeds of the front vehicle and the rear vehicle according to the own speed;

[0025] Step S5, setting the security level and the protection measures corresponding to the security level.

[0026] By adopting the above technical solution, the cameras installed at the front and rear of the vehicle have night vision functions, and can perceive black and white images more clearly even at night, while the millimeter-wave radar can generate corresponding images around the clock and will not be affected by meteorological factors such as rain, snow, clouds and fog. Through the perception fusion of millimeter-wave radar and camera, it is possible to achieve accurate distance and speed measurement while identifying oncoming vehicles in advance, effectively grasp the approach of moving targets, issue collision warnings in time and take corresponding measures.

[0027] In a further embodiment, the specific steps of step S5 are as follows: S51, judging the number of wheels of the current vehicle, if the specification of the front of the vehicle is 8x2, applying the first safety level, the system control module compares the actual speed of the drive motor with the target speed A, if the actual speed is greater than the target speed A, the actual speed is reduced to the target speed A by adjusting the voltage;

[0028] S52, determining the number of wheels of the current vehicle. If the specification of the front of the vehicle is 6x4, the second safety level is applied, and the system control module compares the actual speed of the drive motor with the target speed B. If the actual speed is greater than the target speed B, the voltage is adjusted to reduce the actual speed to the target speed B.

[0029] S53, determine the number of wheels of the current vehicle. If the specification of the front of the vehicle is 4x2, the third safety level is applied. The system control module compares the actual speed of the drive motor with the target speed C. If the actual speed is greater than the target speed C, the actual speed is reduced to the target speed C by adjusting the voltage.

[0030] By adopting the above technical solution, different safety levels and safety measures are applied according to different configurations of the same series of models. The number of wheels of the vehicle is set in advance and no temporary judgment is required. Different numbers of wheels will affect the overall load of the vehicle and will also cause a certain change in the center of mass of the vehicle. Therefore, different deceleration and braking force need to be applied according to different numbers of wheels.

[0031] In summary, the present invention has the following beneficial effects:

[0032] 1. Through the setting of the electronic stability system, the driving direction, turning size, whether it is consistent with the turning direction and angle expected by the driver, and whether the turning process may cause rollover risk, etc. can be clearly grasped through the linkage cooperation of multiple sensors. Before the collision occurs, the electronic stability system will receive an early warning from the system control module. The system control module senses the driving speed and direction of the surrounding vehicles through the environmental monitoring system, thereby judging the collision risk. Before the collision occurs, the system control module will decelerate in advance and calculate the location where the collision may occur and the direction in which the cargo compartment will tilt after the impact of the collision. Then, after the collision occurs, the wheel speed sensor tracks the speed of each wheel, and the first accelerometer and the second accelerometer read the vertical acceleration and lateral acceleration to judge whether the vehicle is in a rollover or about to rollover state after the collision occurs, so as to cooperate with the system control module to apply braking force to the individual wheels and control the state of the vehicle body, thereby playing the effect of avoiding rollover after the collision occurs;

[0033] 2. Through the setting of the active suspension system, the accumulator and the variable pump can cooperate with each other. During normal driving, the accumulator can perform flow compensation, thereby preventing the active suspension system from maintaining a high pressure state for a long time and affecting the working life of the drive motor. The variable pump can cooperate with the camera and millimeter-wave radar to increase the flow in advance to improve the shock absorption function of the damper. After the collision occurs, it can eliminate the shaking of the vehicle body caused by the collision, greatly improving the safety effect;

[0034] 3. Through the setting of the anti-collision device, the protection capability of the rear vehicle can be further improved by installing the airbag in the first support rod, the second support rod and the arc-shaped curved tube. The first support rod and the second support rod themselves also have a certain curvature, and together with the arc-shaped curved tube, they form an arc. The arc-shaped anti-collision rod can effectively prevent the rear vehicle from colliding with the two sides of the cargo compartment, and the situation in which the cab on one side of the rear vehicle collides seriously with the cargo compartment, and can also make the car deflect to the other side. When the rear vehicle directly hits the center point of the arc-shaped curved tube or a position close to the center point, the second airbag that pops out in advance in the arc-shaped curved tube and the support provided by the first support rod and the second support rod can reduce the impact on the rear vehicle, protect the life safety of the rear vehicle, and effectively reduce the mortality rate of rear-end collision accidents. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 It is an overall schematic diagram of a freight vehicle with an anti-rear-end collision system according to the present invention;

[0036] Figure 2 It is a schematic structural diagram of a first millimeter-wave radar for the front of a freight vehicle with an anti-rear-end collision system according to the present invention;

[0037] Figure 3 It is a structural schematic diagram of an electronic stability system and an active hydraulic suspension system for reflecting the bottom of a vehicle body in a freight vehicle with an anti-rear-end collision system of the present invention;

[0038] Figure 4 It is a structural schematic diagram of a second millimeter-wave radar and an anti-collision device for reflecting the rear end of a vehicle body in a freight vehicle with an anti-rear-end collision system of the present invention;

[0039] Figure 5 It is a diagram of steps for controlling a vehicle to prevent collision in advance in a freight vehicle with an anti-rear-end collision system according to the present invention;

[0040] Figure 6 It is a step diagram for implementing safety standards according to different types of vehicles in a freight vehicle with an anti-rear-end collision system according to the present invention.

[0041] In the figure, 1. front of the vehicle; 2. body of the vehicle; 3. cargo compartment; 4. fixed platform; 5. battery pack; 6. anti-collision device; 61. first support rod; 62. second support rod; 63. curved bend pipe; 64. second airbag; 7. environmental monitoring system; 71. front camera; 72. rear camera; 73. first millimeter-wave radar; 74. second millimeter-wave radar; 8. electronic stability system; 9. active hydraulic suspension system. DETAILED DESCRIPTION

[0042] The present invention is further described in detail below in conjunction with the accompanying drawings.

[0043] The same parts are denoted by the same reference numerals. It should be noted that the words "front", "rear", "left", "right", "upper" and "lower" used in the following description refer to the attached Figure 1 In the description of this specification, the words "bottom" and "top", "inside" and "outside" refer to directions toward or away from a particular component geometry, respectively. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of this specification, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.

[0044] Example: Figure 1-Figure 6 As shown, a freight vehicle with an anti-rear-end collision system includes a front 1, a driving motor and an engine arranged in the front 1, a body 2 and a cargo compartment 3. The front 1 is detachably connected to the body 2, the front 1 is used to drag the body 2 for traveling, the cargo compartment 3 is fixedly installed on the top of the body 2, and the cargo compartment 3 is spaced apart from the front 1. A fixed platform 4 is arranged at the rear of the front 1, a positioning guide device is arranged on the top of the fixed platform 4, a battery pack 5 is arranged on the fixed platform 4, the battery pack 5 is detachably connected to the fixed platform 4, and the positioning guide device is used to limit the relative installation position of the battery pack 5 and the fixed platform 4. Through the fixed platform 4 and the battery pack 5, the originally lengthy charging time of the new energy vehicle can be greatly shortened. With the cooperation of the fixed platform 4 and the battery pack 5 that can cooperate with the battery swap station, the battery swap time can even be shortened to about 5 minutes. As a hybrid vehicle, the battery pack 5 can greatly save diesel consumption, and at the same time, the maximum mileage of the semi-trailer itself can be increased through the diesel engine, so that it is no longer limited to specific short-distance transportation.

[0045] The rear of the vehicle body 2 is provided with an anti-collision device 6, the front of the vehicle head 1 and the rear of the vehicle body 2 are both provided with an environmental monitoring system 7, the interior of the vehicle head 1 is provided with a system control module, the system control module adjusts the drive motor through an automatic adjustment system, the interior of the vehicle body 2 is provided with an electronic stability system 8, the interior of the vehicle head 1 is provided with a drive motor, the system control module adjusts the drive motor through an automatic control system, after a vehicle collides with another vehicle, an important factor determining whether it rolls over is its own speed, the faster the speed, the greater the probability of the vehicle rolling over after being hit;

[0046] The environmental monitoring system 7 includes a front camera 71, a rear camera 72, a plurality of first millimeter-wave radars 73 and a plurality of second millimeter-wave radars 74. The plurality of first millimeter-wave radars 73 are fixedly mounted on the bottom of the head of the vehicle 1, and the front camera 71 is fixedly mounted on the top of the vehicle 1. The environmental monitoring system for sensing road conditions and surrounding vehicles includes two groups in total. The first group is mainly arranged at the vehicle 1, and the front camera 71 is used to identify vehicles on the road and avoid obstacles. The front camera 71 calculates the pitch angle from three vanishing points, estimates the vehicle distance, and obtains the geometric relationship of the road scene after adding the horizontal line. The camera has a night vision function and can work normally even at night. When encountering rain, snow, fog and other weather, the camera and laser sensor are unreliable, so the millimeter-wave radar is needed to provide assistance. The millimeter-wave radar cannot clearly image the entire scene, but can accurately detect the distance and speed of the moving target, so it can be used as an effective supplement and basis for the anti-rear-end collision system.

[0047] The plurality of second millimeter-wave radars 74 are all fixedly mounted at the bottom of the rear of the vehicle body 2, the rear camera 72 is fixedly mounted at the top of the rear of the cargo compartment 3, the system control module is connected to the front camera 71, the rear camera 72, the plurality of first millimeter-wave radars 73 and the plurality of second millimeter-wave radars 74 via wired electrical signals, and the second group has the same configuration, which is also composed of a camera and a plurality of millimeter-wave radars, and the system control module is connected to the front camera 71, the rear camera 72, the plurality of first millimeter-wave radars 73 and the plurality of second millimeter-wave radars 74 via wired electrical signals;

[0048] When driving normally on the highway, the speed of the drive motor is generally 1400~1600 r / min. When a possible collision risk is detected, the system control module immediately intervenes through the automatic control system, changes the voltage and frequency through the inverter, reduces the voltage at both ends of the drive motor from 650 V to 500 V, and correspondingly reduces the current from 310 A to 240 A, and the speed of the drive motor is also reduced to 1120~1280 r / min. The drive motor uses a 220 kW permanent magnet synchronous drive motor. In the application of permanent magnet synchronous motors, it is very important to be able to control the motor to run stably at a certain speed point. The motor speed calculation formula is as follows: ; In the formula, n represents the motor speed (unit: r / min), is the power supply frequency (unit: Hz), P is the number of motor pole pairs (unit: pieces), so it can be easily concluded from the motor speed formula that as long as the power supply frequency is controlled, the motor can be controlled to run at different speeds. In actual engineering applications, rotor position sensors are also used to detect the relative positions of the stator and rotor poles and the speed of the rotor. After knowing the rotor pole position, the conduction sequence and switching frequency of the inverter main switching elements (such as IGBT or Mosft) can be controlled through the driver board, thereby realizing the change of the power supply frequency, that is, the time change of a sine wave change cycle, for example, is 320 Hz, P is 12, from which it can be concluded that the motor speed is 1600 r / min;

[0049] When an abnormal situation occurs ahead, the system control module will adjust the power supply frequency to reduce the speed of the drive motor to 80% of the actual speed before a collision occurs, thereby achieving greater stability when a collision occurs. After a collision occurs, the system control module will further reduce the power supply frequency, reducing the speed of the drive motor from 1120~1280r / min to 448~512 r / min. At this time, the vehicle speed will be greatly slowed down, but it will still be enough for the driver to drive the vehicle into the emergency lane.

[0050] like Figure 1-Figure 6 As shown, an electronic stability system 8 is provided at the top middle position of the vehicle body 2. The main function of the electronic stability system 8 is to help the vehicle to ensure the stability of the vehicle body 2 and the cargo compartment 3 in the event of a collision. The electronic stability system 8 includes a gyroscope, a lateral acceleration sensor, a first accelerometer and a second accelerometer. When the environmental monitoring system 7 detects the direction of the approaching vehicle, the system control module calculates the possible collision point according to the direction of the vehicle. The millimeter wave radar can accurately measure the speed and distance of the moving object, thereby obtaining the motion trajectory of the moving object. After the collision occurs, the impact vehicle is judged according to the force exerted on the vehicle at the moment of the collision, based on the known speed of the impact vehicle. The mass size is determined by the automatic control system and the electronic stability system 8, and the different wheels at the bottom of the front 1 and the bottom of the body 2 are braked. The vehicle balance is continuously adjusted according to the model for preventing rollover and the real-time information from the gyroscope, lateral acceleration sensor and accelerometer in the electronic stability system. A receiving groove is provided at the top middle position of the body 2, and a lateral acceleration sensor is fixedly installed on the left wall of the receiving groove. The gyroscope is bolted and fixed inside the receiving groove. The electronic stability system 8 uses the secondary predictive lateral load transfer rate to warn of rollover in order to face the dynamic rollover process of the semi-trailer under high-speed emergency conditions. The lateral dynamic equation required to be used in this condition is as follows:

[0051]

[0052] The roll dynamics equation is as follows:

[0053]

[0054] The yaw dynamics equation is as follows: ; In the formula, m is the mass of the car (unit: kg), R is the yaw rate of the car (unit: s / rad), is the sprung mass of the car (in kg), g is the acceleration due to gravity, is the axial moment of inertia of the vehicle (unit: ), is the moment of inertia of the vehicle about the roll center (unit: ), is the equivalent roll damping of the suspension (unit: N·s / m), is the equivalent roll stiffness of the suspension (unit: N / rad), u and v are the vehicle's forward speed (unit: m / s) and lateral speed after impact (unit: m / s), a and b are the distances from the center of mass to the front and rear axles (unit: m), δ is the front wheel turning angle (unit: degree), φ is the sprung mass roll angle, H and h are the height of the vehicle's sprung mass center of gravity (unit: m) and the roll arm length (unit: m), respectively. , are the lateral forces of the front and rear wheels respectively (unit: N);

[0055] In the above three formulas, the dot above the letter means that it is a derivative, one dot means that it is a first-order derivative, and two dots mean that it is a second-order derivative;

[0056] For example, the sprung mass is 33495 kg, the vehicle mass is 39175 kg, the distance a from the front axle to the center of mass is 4.51 m, the distance b from the rear axle to the center of mass is 4.92 m, the roll wall height h is 1.41 m, the center of gravity height H is 1.51 m, the front wheel cornering stiffness is 94400 N / rad, the suspension equivalent roll damping coefficient is 6498 N·s / m, and the roll moment of inertia is 2456 , the yaw moment of inertia is 9952 .

[0057] The lateral dynamics equation is obtained by multiplying the vehicle mass m by the sum of the vehicle's lateral velocity v and longitudinal velocity u times the yaw rate R, minus the sprung mass By multiplying the height h and the front wheel turning angle δ, after establishing an equation through the relationship between the vehicle mass m and the acceleration of the vehicle during the collision, the vehicle's own speed and the force applied to the vehicle, the vehicle's motion state can be described, and the position, roll angle and other data of the vehicle at one end of the time after the collision can be calculated based on this model. After being subjected to the lateral force, the vehicle body will tilt laterally relative to the vehicle, causing the normal force (the braking force applied to the left and right wheels on the front) to be redistributed between the left and right wheels, affecting the lateral characteristics of the elastic tire, and causing the positioning parameters and roll angle of the front wheels to change. Therefore, it is necessary to calculate the roll angle of the front wheel to facilitate the subsequent impact on the vehicle's steady state.

[0058] When the vehicle speed is 100 km / h, the maximum front wheel turning angle after the collision is 6 degrees. With the increase of the roll angular velocity, the roll angle also increases from -0.2 φ / rad to 0.2 φ / rad, and finally returns to 0.1 φ / rad, indicating that the semi-trailer has rolled over. Both the traditional warning algorithm and the warning algorithm of the secondary prediction of the lateral load transfer rate can give a good warning of the rollover risk. When the rollover risk increases, the warning time is shortened. When the external conditions do not change, the traditional warning algorithm cancels the alarm. The warning algorithm of the secondary prediction of the lateral load transfer rate takes into account the secondary change rate of the vehicle's yaw angular velocity R, and can still maintain the warning state for a certain period of time, and the warning time is shorter and the warning accuracy is higher.

[0059] The first accelerometer is spaced apart on the left side of the gyroscope, and the first accelerometer is fixedly connected to the top of the vehicle body 2. The second accelerometer is spaced apart on the right side of the gyroscope, and the second accelerometer is fixedly connected to the top of the vehicle body 2. The lateral acceleration sensor is fixedly installed at the bottom of the cargo compartment 3. One side of multiple first wheel bodies at the bottom of the vehicle front 1 is provided with a first wheel speed sensor and a first wheel displacement sensor, and one side of multiple second wheel bodies at the bottom of the vehicle body 2 is provided with a second wheel speed sensor and a second wheel displacement sensor. In the rollover warning system, vehicle parameters such as the lateral acceleration, yaw angular velocity, vehicle speed, vehicle roll angle and steering wheel angle of the vehicle are also very important for the warning results. The electronic stability system 8 composed of multiple sensors can directly and effectively obtain the vehicle's operating status information, and process and correct it in time, thereby ensuring the smooth operation of the vehicle.

[0060] like Figure 1-Figure 6As shown, a bumper is fixedly installed at the left bottom end of the vehicle body 2, and a first airbag is arranged in the bumper. A first mounting seat is bolted and fixed to the front right end of the bottom of the vehicle body 2, and a second mounting seat is bolted and fixed to the rear right end of the bottom of the vehicle body 2. A first support rod 61 is fixedly installed on the first mounting seat, and a second support rod 62 is fixedly installed on the second mounting seat. An end of the first support rod 61 away from the first mounting seat is fixedly connected to an end of the second support rod 62 away from the second mounting seat through an arc-shaped curved pipe 63. The first support rod 61, the second support rod 62 and the arc-shaped curved pipe 63 are fixedly connected. A second safety airbag 64 is arranged inside the bumper, and the plurality of safety airbags are connected to the system control module through wired electrical signals. A plurality of first collision sensors are arranged on the left side of the bumper, and the first collision sensors are connected to the first safety airbag through wired electrical signals. A plurality of second collision sensors are arranged on the rear side of the arc-shaped curved pipe 63, and the second collision sensors are connected to the second safety airbag 64 through wired electrical signals. A plurality of sound and light alarm devices are arranged at the bottom end of the right side of the vehicle body 2, and the plurality of sound and light alarm devices are connected to the system control module through wired electrical signals. In addition to avoiding In case of rollover after a collision, a new type of anti-collision bar is installed at the rear of the vehicle body 2. The anti-collision bar is composed of a first support bar 61, a second support bar 62 and an arc-shaped curved tube 63, and is in a horizontal arc shape as a whole. This design is to protect the rear vehicle from hitting the bottom of the vehicle from multiple angles. The second airbag 64 in the arc-shaped curved tube 63 is pre-triggered. When an abnormality of a vehicle approaching quickly is detected, the system control module will directly trigger the second airbag 64 in the arc-shaped curved tube 63 to be in a state of pre-opening, and the second airbag 64 in the arc-shaped curved tube 63 will be pre-triggered. The second safety airbags 64 arranged in the one rod 61 and the second rod 62 are controlled by the collision sensor. When a collision occurs, the second safety airbags 64 will be opened and use the force of the opening to collide with the front of the rear vehicle 1 to reduce the impact force and push it further away from the rear of the vehicle body 2 to avoid serious casualties in the rear vehicle. The sound and light alarm system will be opened before the second safety airbags 64 in the arc-shaped curved pipe 63, and quickly warn the driver of the rear vehicle through sound and light, prompting him to take safety measures to avoid rear-end collision.

[0061] An active hydraulic suspension system 9 is provided at the bottom of the vehicle body 2. The active hydraulic suspension system 9 includes a hydraulic oil tank, a variable pump, a servo valve and a suspension cylinder. The hydraulic oil tank is fixedly installed on one side of the bottom of the vehicle body 2. The oil suction port of the variable pump is connected with the hydraulic oil tank through a first oil pipeline. The oil outlet of the variable pump is connected with the first inlet of the servo valve through a second oil pipeline. A one-way valve is provided on the second oil pipeline. The first outlet of the variable pump is connected with the rodless cavity of the suspension cylinder. The second outlet of the variable pump is connected with the rod cavity of the suspension cylinder. The top of the suspension cylinder is bolted and fixed to the bottom of the vehicle body 2. An accumulator is provided between the one-way valve and the servo valve. An oil pressure sensor is provided inside the accumulator. The oil pressure sensor Connected to the system control module through wired electrical signals, the active hydraulic suspension system 9 can reduce the impact of road bumps on the vehicle body 2, but it can also reduce the probability of rollover of the cargo compartment 3 during the shaking of the vehicle body 2. Through the variable pump and accumulator, when the millimeter-wave radar and camera detect that a vehicle is approaching and a possible collision may occur, the variable pump can increase the flow and pressure in the active hydraulic suspension system 9 in advance, and compensate for the flow through the accumulator, so that the suspension system can withstand bumps of greater intensity than usual. Although maintaining this state for a long time is likely to affect the drive motor, it can greatly reduce the risk of overturning of the cargo compartment 3 when a large amount of cargo is loaded under special working conditions.

[0062] like Figure 1-Figure 6 As shown, step S1, detecting the surrounding conditions of the vehicle, is used to detect the distance between all objects within a 120-degree angle range in front of the front of the vehicle 1 and the head bumper of the front of the vehicle 1 through the front camera 71, and detect the distance between the vehicle directly behind in the same lane and the rear bumper of the vehicle body 2 through the rear camera 72;

[0063] Step S2, detecting moving targets around the vehicle, and generating the distances between the vehicle and all moving targets within the periphery of the front of the vehicle 1 and the 120-degree angle range in front of the front of the vehicle 1 through millimeter-wave radar scanning data, and generating the distances between the vehicle and all moving targets within the periphery of the rear of the vehicle and the 120-degree angle range behind the rear of the vehicle;

[0064] Step S3, performing perception fusion, for associating the data of the camera and the millimeter wave radar, and outputting the fusion result based on multi-sensor fusion of deep learning, and outputting the perception result;

[0065] Step S4, measuring the real-time speeds of the front vehicle and the rear vehicle according to the own speed;

[0066] Step S5, setting the security level and the protection measures corresponding to the security level.

[0067] The specific steps of step S5 are as follows:

[0068] S51, determining the number of wheels of the current vehicle. If the specification of the front of the vehicle is 8x2, the first safety level is applied, and the system control module compares the actual speed of the drive motor with the target speed A. If the actual speed is greater than the target speed A, the voltage is adjusted to reduce the actual speed to the target speed A. If the specification of the front of the vehicle is not 8x2, a comparison is performed again in the preset database according to the number of wheels of the current vehicle.

[0069] S52, determining the number of wheels of the current vehicle. If the specification of the front of the vehicle is 6x4, the second safety level is applied, and the system control module compares the actual speed of the drive motor with the target speed B. If the actual speed is greater than the target speed B, the voltage is adjusted to reduce the actual speed to the target speed B. If the specification of the front of the vehicle is not 6x4, a comparison is performed again in the preset database according to the number of wheels of the current vehicle.

[0070] S53, determining the number of wheels of the current vehicle, if the specification of the front of the vehicle is 4x2, which meets the corresponding specification requirements in the preset database, the third safety level is applied, and the system control module compares the actual speed of the drive motor with the target speed C. If the actual speed is greater than the target speed C, the voltage is adjusted to reduce the actual speed to the target speed C;

[0071] 8x2, 6x4, 4x2 all refer to the number of wheels on a semi-trailer, and are often used to classify truck specifications. The larger number is the total number of wheels, while the smaller number is the number of drive wheels. The system control module uses the inverter to adjust the speed of the drive motor. The first stage is to adjust the actual speed to a medium speed within the controllable range to prevent the rear vehicle approaching at high speed from losing the last chance to avoid it. At the same time, it also avoids driving too fast, which makes it difficult to maintain stability after a collision. After a collision, the electronic stability system 8 immediately brakes one or more wheels based on the real-time data provided by the sensor to prevent rollover. During the initial stabilization of the vehicle body 2, the actual speed is reduced to a lower speed, so that the truck transitions to a safe speed. At this time, the driver controls the vehicle to park in the emergency lane on the side. Through the early warning of surrounding equipment, the truck's electronic stability system 8 can be prepared one step ahead of the accident. At the same time, it immediately intervenes in the movement of the truck after the collision occurs, and reduces the lateral acceleration of the vehicle by applying braking force to specific wheels. Cooperating with the active hydraulic suspension system 9, the balance of the vehicle body 2 and the cargo compartment 3 is ensured to avoid rollover. Different types of vehicles with different weights will also apply different safety levels, which are safer and more reliable.

[0072] Specific implementation process: During normal driving of the vehicle, the front camera 71 and multiple first millimeter-wave radars 73 will monitor vehicles traveling within a 120-degree angle range in front of the front of the vehicle 1 to ensure that their movement state, distance and driving speed are safe, while the rear camera 72 and multiple second millimeter-wave radars 74 will monitor vehicles traveling within a 120-degree angle range behind the rear of the vehicle body 2 to ensure that their distance and driving speed are safe. When the system control module detects possible collision risks based on surrounding equipment, multiple sound and light alarm devices at the rear of the vehicle body 2 will be activated. If the danger comes from the rear, the sound and light alarm device can promptly warn the driver of the rear vehicle, giving him the opportunity to take corresponding safety measures in time to avoid accidents. If the danger comes from the front, the danger information can be transmitted backwards to make the driver of the rear vehicle slow down and avoid chain traffic accidents. At the same time as the sound and light alarm device is activated, the variable pump in the hydraulic active suspension system also operates at full speed, and by cooperating with the accumulator, the system pressure is increased as much as possible, thereby avoiding the bumps after subsequent collisions causing the cargo compartment 3 to roll over. At the same time, the system control module will automatically The control system adjusts the speed of the drive motor to reduce the speed of the vehicle to a controllable range, and the airbag on the side of the possible collision direction will also be deployed in advance. If the rear vehicle rear-ends the vehicle, only the second airbag 64 in the arc-shaped curved tube 63 will be deployed to mitigate the impact. When the rear vehicle rear-ends the vehicle, the anti-collision bar composed of the first support rod 61, the second support rod 62 and the arc-shaped curved tube 63 will protect the rear vehicle and prevent it from directly crashing into the bottom of the vehicle body 2. If the cab directly collides with the cargo compartment 3, the life of the driver and passengers of the rear vehicle will be in danger. The probability is very slim. After the collision occurs, the second airbag 64 in the first support rod 61 and the second support rod 62 will also be opened. While playing a buffering role, the force of the airbag expansion will also be used to offset a part of the impact force of the rear vehicle. The electronic stability system 8 will continuously detect the rollover state of the vehicle and apply braking force to one or more wheels to reduce the lateral acceleration of the vehicle. In this process, the safety level set according to the type of vehicle will adjust the vehicle speed to a more appropriate speed according to safety measures, and finally the driver will drive the vehicle to the emergency lane.

[0073] In the embodiments disclosed in the present invention, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; "connected" can be a direct connection or an indirect connection through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments disclosed in the present invention can be understood according to specific circumstances.

[0074] This specific embodiment is merely an explanation of the present invention and is not a limitation of the present invention. After reading this specification, those skilled in the art may make non-creative modifications to the present embodiment as needed. However, as long as they are within the scope of the claims of the present invention, they are protected by the patent law.

Claims

1. A freight vehicle with an anti-rear-end collision system, comprising a vehicle head (1), a drive motor and an engine arranged in the vehicle head (1), a vehicle body (2), a cargo compartment (3) and an anti-rear-end collision system, characterized in that: The front of the vehicle (1) is detachably connected to the vehicle body (2), the front of the vehicle (1) is used to tow the vehicle body (2) for travel, the cargo compartment (3) is fixedly mounted on the top of the vehicle body (2), the cargo compartment (3) is spaced apart from the front of the vehicle (1), a fixed platform (4) is arranged at the rear of the front of the vehicle (1), a positioning guide device is arranged on the top of the fixed platform (4), a battery pack (5) is arranged on the fixed platform (4), the battery pack (5) is detachably connected to the fixed platform (4), the positioning guide device is used to limit the relative installation position of the battery pack (5) and the fixed platform (4), an anti-collision device (6) is arranged at the rear of the vehicle body (2), an environmental monitoring system (7) is arranged at the head of the front of the vehicle (1) and the rear of the vehicle body (2), a system control module is arranged inside the front of the vehicle (1), the system control module adjusts the drive motor through an automatic adjustment system, and an electronic stability system (8) is arranged inside the vehicle body (2); The environment monitoring system (7) comprises a front camera (71), a rear camera (72), a plurality of first millimeter wave radars (73) and a plurality of second millimeter wave radars (74), wherein the plurality of first millimeter wave radars (73) are all fixedly mounted at the bottom end of the head of the vehicle (1), the front camera (71) is fixedly mounted at the top of the vehicle head (1), the plurality of second millimeter wave radars (74) are all fixedly mounted at the bottom end of the rear of the vehicle body (2), the rear camera (72) is fixedly mounted at the top end of the rear of the cargo compartment (3), and the system control module is connected to the front camera (71), the rear camera (72), the plurality of first millimeter wave radars (73) and the plurality of second millimeter wave radars (74) via wired electrical signals; An active hydraulic suspension system (9) is provided at the bottom of the vehicle body (2), and the active hydraulic suspension system (9) comprises a hydraulic oil tank, a variable pump, a servo valve and a suspension oil cylinder. The hydraulic oil tank is fixedly mounted on one side of the bottom of the vehicle body (2). The oil suction port of the variable pump is connected to the hydraulic oil tank via a first oil delivery pipe. The oil outlet of the variable pump is connected to a first inlet of the servo valve via a second oil delivery pipe. A one-way valve is provided on the second oil delivery pipe. The first outlet of the variable pump is connected to a rodless cavity of the suspension oil cylinder. The second outlet of the variable pump is connected to a rod cavity of the suspension oil cylinder. The top of the suspension oil cylinder is bolted and fixed to the bottom of the vehicle body (2). The rear-end collision prevention system comprises: step S1, detecting the surrounding conditions of the vehicle, for detecting the distance between all objects within a 120-degree angle range in front of the front of the vehicle (1) and the front bumper of the vehicle (1) through a front camera (71), and detecting the distance between the vehicle directly behind in the same lane and the rear bumper of the vehicle body (2) through a rear camera (72); Step S2, detecting moving targets around the vehicle, and generating distances between the periphery of the front of the vehicle (1) and all moving targets within an angle range of 120 degrees in front of the front of the vehicle (1) and the vehicle, and generating distances between the periphery of the rear of the vehicle and all moving targets within an angle range of 120 degrees behind the rear of the vehicle and the vehicle through millimeter wave radar scanning data; Step S3, performing perception fusion, for associating the data of the camera and the millimeter wave radar, and outputting the fusion result based on multi-sensor fusion of deep learning, and outputting the perception result; Step S4, measuring the real-time speeds of the front vehicle and the rear vehicle according to the own speed; Step S5, setting the security level and the protection measures corresponding to the security level; The specific steps of step S5 are as follows: S51, determining the number of wheels of the current vehicle. If the specification of the front of the vehicle is 8x2, the first safety level is applied, and the system control module compares the actual speed of the drive motor with the target speed A. If the actual speed is greater than the target speed A, the voltage is adjusted to reduce the actual speed to the target speed A. S52, determining the number of wheels of the current vehicle. If the specification of the front of the vehicle is 6x4, the second safety level is applied, and the system control module compares the actual speed of the drive motor with the target speed B. If the actual speed is greater than the target speed B, the voltage is adjusted to reduce the actual speed to the target speed B. S53, determine the number of wheels of the current vehicle. If the specification of the front of the vehicle is 4x2, the third safety level is applied. The system control module compares the actual speed of the drive motor with the target speed C. If the actual speed is greater than the target speed C, the actual speed is reduced to the target speed C by adjusting the voltage.

2. A freight vehicle with an anti-rear-end collision system according to claim 1, characterized in that: The electronic stability system (8) comprises a gyroscope, a lateral acceleration sensor, a first accelerometer and a second accelerometer; a receiving groove is provided at the middle position of the top of the vehicle body (2); a lateral acceleration sensor is fixedly mounted on the left side wall of the receiving groove; the gyroscope is bolted and fixed inside the receiving groove; the first accelerometer is arranged at intervals on the left side of the gyroscope; the first accelerometer is fixedly connected to the top of the vehicle body (2); the second accelerometer is arranged at intervals on the right side of the gyroscope; the second accelerometer is fixedly connected to the top of the vehicle body (2); the lateral acceleration sensor is fixedly mounted on the bottom of the cargo compartment (3); a first wheel speed sensor and a first wheel displacement sensor are arranged on one side of a plurality of first wheel bodies at the bottom of the vehicle head (1); a second wheel speed sensor and a second wheel displacement sensor are arranged on one side of a plurality of second wheel bodies at the bottom of the vehicle body (2).

3. A freight vehicle with an anti-rear-end collision system according to claim 1, characterized in that: A bumper is fixedly mounted on the left bottom end of the vehicle body (2), and a first safety airbag is arranged in the bumper. The anti-collision device (6) comprises a first support rod (61), a second support rod (62) and an arc-shaped curved tube (63). A first mounting seat is bolted and fixed to the front right end of the bottom of the vehicle body (2), and a second mounting seat is bolted and fixed to the rear right end of the bottom of the vehicle body (2). One end of the first support rod (61) is fixedly mounted in a mounting groove of the first mounting seat, and one end of the second support rod (62) is fixedly mounted in a mounting groove of the second mounting seat. An end of the first support rod (61) away from the first mounting seat is fixedly connected to an end of the second support rod (62) away from the second mounting seat through the arc-shaped curved tube (63). Second safety airbags (64) are arranged in the first support rod (61), the second support rod (62) and the arc-shaped curved tube (63). Multiple first safety airbags and multiple second safety airbags (64) are connected to a system control module through wired electrical signals.

4. A freight vehicle with an anti-rear-end collision system according to claim 3, characterized in that: A plurality of first collision sensors are arranged on the left side of the bumper, the first collision sensors are connected to the first safety airbag via wired electrical signals, and a plurality of second collision sensors are arranged on the rear side of the arc-shaped curved pipe (63), the second collision sensors are connected to the second safety airbag (64) via wired electrical signals.

5. A freight vehicle with an anti-rear-end collision system according to claim 3, characterized in that: A plurality of sound and light alarm devices are arranged at the bottom right side of the vehicle body (2), and the plurality of sound and light alarm devices are all connected to the system control module via wired electrical signals.

6. A freight vehicle with an anti-rear-end collision system according to claim 1, characterized in that: An accumulator is arranged between the one-way valve and the servo valve, an oil pressure sensor is arranged inside the accumulator, and the oil pressure sensor is connected to the system control module through a wired electrical signal.

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