A device capable of being linked with the steering of a vehicle

Abstract

The present invention provides a device capable of being linked with vehicle steering, which includes: a van semi-trailer assembly, a protection component, and an adjustment component. A diversion component is arranged at the rear side of the cab. The diversion component consists of a diversion plate and an adjustment mechanism. The protection component is fixedly installed on the top of the cab. A shielding mechanism is slidably connected to the protection component. The adjustment component is fixedly installed on one side of the carriage. In this application, a diversion component and an adjustment component are arranged between the cab and the carriage of the van semi-trailer to achieve blocking on both sides, realize the air flow guidance during driving, and set a rotatable diversion plate and a movable plate to achieve position adjustment, realize the avoidance between the two during the steering process, and ensure the always-closed rear space during driving. A protection component is set to protect it and automatically retract in case of crosswind weather to improve the air flow passing rate and ensure the vehicle maintains stable driving when encountering crosswinds.

Description

Technical Field

[0001] The present invention relates to a device capable of being linked with vehicle steering, belonging to the technical field of van semi-trailers. Background Art

[0002] A van semi-trailer, namely a heavy truck tractor, is a type of heavy vehicle mainly used for towing freight trailers for long-distance transportation and the transportation of heavy goods. It is also called a trailer or a tractor head, and is a heavy vehicle specifically used for towing freight trailers. According to its uses, heavy truck tractors can be divided into logistics heavy trucks and engineering heavy trucks. The former is mainly used for highway freight logistics, and the latter is used for infrastructure, real estate and other engineering projects. In addition, according to the fuel type, it can also be divided into traditional heavy truck tractors and new energy heavy truck tractors, which use the power of their own engines to drive the vehicle forward, backward or turn. When the cab turns left or right, the steering system of the tractor will automatically limit the steering angle of the vehicle and, along with the rotation of the wheels, achieve the effect of controlling the steering. The tractor has characteristics such as large torque and low-speed driving, and can easily tow vehicles or mechanical equipment to ensure maintaining a safe driving speed.

[0003] When a heavy truck tractor is driving at high speed, the air flows on both sides of the cab converge at the rear enclosure of the cab, forming a strong eddy current, which generates a great resistance to the driving of the heavy truck tractor, thereby increasing the vehicle driving energy consumption. Although air flow diversion treatments have been carried out on both sides and the top of the vehicle, in order to solve the problem of steering and avoidance, there is still a relatively large space at the rear of the cab, thus generating a relatively large eddy current and unable to truly and completely eliminate it. Summary of the Invention

[0004] The present invention provides a device capable of being linked with vehicle steering in order to solve the technical problem that eddy currents are easily formed between a van semi-trailer and a carriage, increasing the resistance.

[0005] The present invention solves the above technical problems through the following technical solutions:

[0006] The present invention provides a device capable of being linked with vehicle steering, and the device capable of being linked with vehicle steering includes:

[0007] A van semi-trailer assembly, which is composed of a cab and a carriage. A flow guiding assembly is arranged at the rear of the cab. The flow guiding assembly is composed of a flow guiding plate and an adjusting mechanism. The flow guiding plate is rotatably connected to both sides of the cab, and the adjusting mechanism is arranged between the flow guiding plates and is in transmission connection with the flow guiding plates;

[0008] A protection assembly, which is fixedly installed on the top of the cab. A shielding mechanism is slidably connected to the protection assembly, and when the shielding mechanism drops, the shielding mechanism is correspondingly arranged on one side of the adjusting assembly;

[0009] Adjusting assembly, the adjusting assembly is fixedly installed on one side of the carriage, the adjusting assembly is arranged corresponding to the deflector, and both the adjusting assembly and the deflector are located between the cab and the carriage for air flow guiding.

[0010] In this technical solution, the cab is fixedly installed on the top of the chassis, the bottom of the chassis is rotatably connected to the front wheels, a towing seat is fixedly installed at the tail of the chassis on one side of the cab, and the carriage is rotatably connected to the towing seat, the bottom of the carriage is rotatably connected to the rear wheels, a deflector is fixedly installed on the top of the cab, the deflector is located above the top surface of the cab for air flow diversion, and a wing plate is fixedly connected to the bottom of the deflector.

[0011] In this technical solution, a housing is fixedly installed inside the cab, a control panel, a speed sensor, a pressure signal receiver and a flow rate signal receiver are respectively fixedly connected inside the housing, a corner signal receiver is fixedly connected to the top of the housing, the control panel is electrically connected to the speed sensor, the pressure signal receiver and the flow rate signal receiver respectively, and the steering signal receiver is electrically connected to the steering wheel angle sensor of the van semi-trailer assembly.

[0012] In this technical solution, the number of the deflectors is two and they are arranged on both sides of the vehicle, a pressure sensor is fixedly connected to the inner wall of the deflector, the adjusting assembly is installed on the rear side wall of the cab, and the adjusting assembly is composed of a limiting plate, the cross section of the limiting plate is a U-shaped structure and is fixedly connected to the outer wall of the cab, a U-shaped slide seat is slidably connected inside the limiting plate, the slide seat is rotatably connected to a first hydraulic cylinder, and the telescopic end of the first hydraulic cylinder is rotatably connected to the pressure sensor, a limiting block is fixedly connected to the top of the deflector.

[0013] In this technical solution, one end of the limiting plate is fixedly connected to a fixing plate, a second hydraulic cylinder is fixedly installed on the side wall of the fixing plate, one side of the slide seat is fixedly connected to a fixing block, and the telescopic end of the second hydraulic cylinder is fixedly connected to the fixing block, both the first hydraulic cylinder and the second hydraulic cylinder are electrically connected to the control panel, a flow rate sensor is fixedly connected to the top of the cab, and the flow rate sensor is electrically connected to the flow rate signal receiver.

[0014] In this technical solution, the protection assembly is composed of a track, the track is an L-shaped structure and is arranged above the cab, both ends of the track are respectively fixedly connected to the top of the cab and the chassis, a long hole is opened in the middle of the track, a shielding mechanism is slidably connected inside the long hole, a traction mechanism is fixedly installed on the top of the cab on one side of the track, and both the traction mechanism and the track are located inside the deflector.

[0015] In this technical solution, the shielding mechanism is composed of sliding rods. The sliding rods are slidably connected to the inside of the long holes. The two ends and the middle of the sliding rods are fixedly connected to the limiting shafts. The limiting shafts at both ends are in contact with the inner wall of the diversion plate. The two limiting shafts in the middle are respectively located on both sides of the track. The limiting shafts and the limiting blocks are correspondingly distributed. And the sliding rods on both sides of the track are fixedly connected to the connecting plates. The two connecting plates are fixedly connected by a connecting rod, and the connecting rod is located on the surface of the track.

[0016] In this technical solution, the traction mechanism includes a driving motor. The driving motor is fixedly installed on the top of the cab inside the fairing. The output end of the driving motor is fixedly connected to a winding wheel. A traction rope is arranged on the surface of the winding wheel, and the traction rope is fixedly connected to a cross bar on one side of the covering cloth.

[0017] In this technical solution, the adjusting assembly is composed of a sleeve plate and a moving plate. The sleeve plate is fixedly connected to one side of the carriage. The number of the sleeve plates is two and both are of U-shaped structures. The two sleeve plates are both inclined structures and are arranged at both ends of the carriage. A moving plate is slidably connected to the inside of each sleeve plate. Sliding grooves are formed in the inner parts on both sides of the moving plate. The same-side two ends of the sleeve plate are penetrated and inserted by a plug pin. One end of the plug pin extends into the sliding groove, and the other end of the plug pin is connected to the sleeve plate by a spring. The spring is sleeved on the plug pin. A notch is formed on the surface of the plug pin, and the notch is located in the gap between the moving plate and the sleeve plate.

[0018] In this technical solution, a third hydraulic cylinder is fixedly connected to the inner wall of the moving plate. The telescopic end of the third hydraulic cylinder is fixedly connected to the end head. A fixed seat is fixedly connected to the side wall of the carriage. The fixed seat is an inclined structure and is arranged inside the sleeve plate. The fixed seat is of a flat structure and an opening is formed in one side of the fixed seat. The end head is embedded in the opening so that the end head can be moved out of the opening.

[0019] On the basis of conforming to the common knowledge in the art, the above preferred conditions can be combined arbitrarily to obtain various preferred examples of the present invention.

[0020] The positive and progressive effects of the present invention are as follows:

[0021] The above-mentioned device capable of turning in conjunction with the vehicle, wherein a guide component and an adjustment component are arranged between the cab and the compartment of the box-type semi-trailer to achieve blocking on both sides, thereby achieving airflow guidance during driving and preventing the formation of vortices behind the cab and increasing driving resistance. A rotatable guide plate and a movable movable plate are arranged to achieve position adjustment, thereby achieving avoidance between the two during steering and ensuring that the rear space is always closed during steering and straight-line driving, thereby effectively reducing the resistance during driving. A protective component is arranged on one side of the guide component to protect it and prevent dust from adhering to it and affecting its service life. In case of crosswind weather, the guide component can be automatically folded up to increase the airflow rate and ensure that the vehicle maintains stable driving in case of crosswind. The guide component can be suitable for use in different usage environments and improve the energy-saving performance of the box-type semi-trailer. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of the overall three-dimensional structure of the present invention.

[0023] Figure 2 It is a schematic diagram of the external front view structure of the present invention.

[0024] Figure 3 It is a schematic diagram of the internal front view structure of the present invention.

[0025] Figure 4 It is a schematic diagram of the three-dimensional structure of the flow guide component of the present invention.

[0026] Figure 5 It is a schematic diagram of the three-dimensional structure of the limiting plate of the present invention.

[0027] Figure 6 It is a schematic diagram of the three-dimensional structure of the protection component of the present invention.

[0028] Figure 7 It is a schematic diagram of the three-dimensional structure of the adjusting component of the present invention.

[0029] Figure 8 For the present invention Figure 7 Schematic diagram of the local enlarged structure at point A in the middle.

[0030] Figure 9 It is a schematic diagram of the three-dimensional structure of the movable plate of the present invention.

[0031] Figure 10 For the present invention Figure 9 Schematic diagram of the local enlarged structure at point B in the middle.

[0032] Description of Reference Numerals

[0033] 100. Van-type semitrailer assembly; 101. chassis; 102. cab; 103. front wheel; 104. trailer seat; 105. carriage; 106. rear wheel; 107. deflector; 108. wing plate; 109. housing; 110. control panel; 111. speed sensor; 112. pressure signal receiver; 113. flow rate signal receiver; 114. turning angle signal receiver;

[0034] 200, guide assembly; 201, guide plate; 202, limit plate; 203, slide seat; 204, first hydraulic cylinder; 205, fixed block; 206, fixed plate; 207, second hydraulic cylinder; 208, limit block; 209, pressure sensor; 210, flow rate sensor;

[0035] 300, protection assembly; 301, track; 302, long hole; 303, slide bar; 304, limit shaft; 305, connecting plate; 306, connecting rod; 307, cover cloth; 308, drive motor; 309, reel; 310, traction rope;

[0036] 400, adjustment assembly; 401, sleeve plate; 402, movable plate; 403, slide groove; 404, latch; 405, spring; 406, notch; 407, third hydraulic cylinder; 408, end; 409, fixed seat; 410, opening. DETAILED DESCRIPTION

[0037] The present invention is further described below by way of examples, but the present invention is not limited to the scope of the examples.

[0038] like Figure 1-10 As shown, the device capable of turning in conjunction with the vehicle comprises:

[0039] A van-type semitrailer assembly 100, the van-type semitrailer assembly 100 is composed of a cab 102 and a carriage 105, the cab 102 is provided with a deflector assembly 200 at the rear side, the deflector assembly 200 is composed of deflectors 201 (i.e., installed on both sides of the rear part of the cab) and an adjustment mechanism, the deflectors 201 are rotatably connected to both sides of the cab 102, and the adjustment mechanism is arranged between the deflectors 201 and is transmission-connected to the deflectors 201;

[0040] The protection component 300 is fixedly mounted on the top of the cab 102, and a shielding mechanism is slidably connected to the protection component 300, and when the shielding mechanism falls, the shielding mechanism is arranged on one side of the adjustment component 400 corresponding to you;

[0041] Adjusting assembly 400, the adjusting assembly 400 is fixedly installed on one side of the carriage 105, the adjusting assembly 400 is arranged corresponding to the deflector 201, and both the adjusting assembly 400 and the deflector 201 are located between the cab 102 and the carriage 105 for air flow guiding.

[0042] Preferably, when the tractor turns, the air deflectors 201 at the rear of both sides of the cab can be turned outwards by an angle of 0 to 180 degrees respectively, or the moving plates 402 on both sides can slide backward by a certain position respectively, so as to prevent the carriage 105 of the rear semi-trailer from bumping and interfering with the deflector 201 when turning.

[0043] Specifically, when the heavy-duty truck tractor turns, the steering angle sensor in the steering wheel sends a signal to the corner signal receiver 114 and transmits it to the control panel 110. The control panel 110 controls the action of the deflector assembly 200. According to the signal input by the steering progress sensor in the steering wheel, when the vehicle turns left, the deflector 201 on the left turns by a certain angle, and at the same time, the moving plate 402 moves forward by a certain position; and the angle by which the deflector 201 turns is matched with the angle of the vehicle when turning. The greater the vehicle turns, the greater the angle by which the deflector 201 turns. At the same time, the deflector 201 on the other side rotates in the opposite direction, which can solve the influence of the deflector 201 on the turning radius when turning; similarly: when the vehicle turns right, the deflector 201 on the right turns by a certain angle, while the deflector 201 on the left rotates in the opposite direction by the same angle.

[0044] The cab 102 is fixedly installed on the top of the chassis 101. The bottom of the chassis 101 is rotatably connected to the front wheels 103. A towing seat 104 is fixedly installed at the tail of the chassis 101 on one side of the cab 102, and the carriage 105 is rotatably connected to the towing seat 104. The bottom of the carriage 105 is rotatably connected to the rear wheels 106. A deflector 107 is fixedly installed on the top of the cab 102. The deflector 107 is located above the top surface of the carriage 105 for air flow guiding, and the bottom of the deflector 107 is fixedly connected with a wing plate 108; a housing 109 is fixedly installed inside the cab 102. The control panel 110, the speed sensor 111, the pressure signal receiver 112 and the flow rate signal receiver 113 are respectively fixedly connected inside the housing 109. A corner signal receiver 114 is fixedly connected to the top of the housing 109. The control panel 110 is electrically connected to the speed sensor 111, the pressure signal receiver 112 and the flow rate signal receiver 113 respectively, and the steering signal receiver is electrically connected to the steering wheel angle sensor of the van semi-trailer assembly 100.

[0045] In this technical solution, the chassis 101 realizes the installation of the cab 102, and the carriage 105 is towed through the towing seat 104. When steering is achieved through the front wheels 103, the carriage 105 travels through the rear wheels 106 and rotates around the towing seat 104. When the carriage 105 drives the adjustment assembly 400 thereon to rotate, the avoidance between the carriage 105 and the deflector 201 is realized through the telescoping of the moving plate 402. At the same time, the deflector 201 rotates a certain angle and fits with the deflector 201. At this time, the area between the cab 102 and the carriage 105 is blocked, thereby preventing air flow from entering the interior of the area and forming a turbulent flow. The air above the cab 102 is deflected through the deflector 107. The inclined upward deflector 107 is used for air flow guidance so that the air flow does not enter between the cab 102 and the carriage 105. A housing 109 is arranged in the cab of the cab 102 for the installation of the control system, realizing the linkage of the deflector assembly 200 and the adjustment assembly 400 following the vehicle steering, and ensuring that the deflector 201 and the moving plate 402 always fit with each other during the steering process. While not affecting the smooth steering of the vehicle, air flow guidance processing is realized, so that the semi-trailer can ensure an effective turbulent flow elimination effect when driving on straight roads and curved roads. The vehicle driving speed is monitored by the speed sensor 111, the air flow velocity during the vehicle driving process is monitored by the flow velocity signal receiver 113, and the pressure of the gas on the deflector 201 is monitored by the pressure sensor 209. After the pressure signal is transmitted to the pressure signal receiver 112, it is calculated and processed through the control panel 110 to obtain the pressure range that the deflector 201 receives under the current air flow velocity and vehicle driving speed. When the pressure value exceeds the preset range, it means that the air flow direction is close to the perpendicular state with the deflector 201. At this time, it is judged that the vehicle is experiencing a crosswind. When the pressure signal value received by the pressure signal receiver 112 is too large, the second hydraulic cylinder 207 is started at this time, so that the second hydraulic cylinder 207 drives the fixed block 205 and the sliding seat 203 to move. After the sliding seat 203 moves inside the limiting plate 202, the first hydraulic cylinder 204 drives the deflector 201 to rotate. At the same time, the first hydraulic cylinder 204 shortens to further rotate the deflector 201, and then the deflector 201 is completely folded. At this time, a crosswind circulation space is formed between the cab 102 and the carriage 105, thereby reducing the resistance of the vehicle under the crosswind state and ensuring the stability of the vehicle during the driving process, effectively solving the influence of the crosswind on the van semi-trailer.

[0046] The number of the flow deflectors 201 is two and they are arranged on both sides of the vehicle. A pressure sensor 209 is fixedly connected to the inner wall of the flow deflector 201. The adjusting assembly 400 is installed on the rear side wall of the cab 102, and the adjusting assembly 400 is composed of a limiting plate 202. The cross section of the limiting plate 202 is a U-shaped structure and is fixedly connected to the outer wall of the cab 102. A U-shaped sliding seat 203 is slidably connected inside the limiting plate 202. The sliding seat 203 is rotatably connected to a first hydraulic cylinder 204, and the telescopic end of the first hydraulic cylinder 204 is rotatably connected to the pressure sensor 209. A limiting block 208 is fixedly connected to the top of the flow deflector 201. One end of the limiting plate 202 is fixedly connected to a fixing plate 206. A second hydraulic cylinder 207 is fixedly installed on the side wall of the fixing plate 206. One side of the sliding seat 203 is fixedly connected to a fixing block 205, and the telescopic end of the second hydraulic cylinder 207 is fixedly connected to the fixing block 205. Both the first hydraulic cylinder 204 and the second hydraulic cylinder 207 are electrically connected to the control panel 110. A flow velocity sensor 210 is fixedly connected to the top of the cab 102, and the flow velocity sensor 210 is electrically connected to a flow velocity signal receiver 113.

[0047] In this technical solution, during the driving process of the vehicle, when the vehicle travels straight, the flow deflectors 201 coincide with both sides of the cab 102. At this time, the third hydraulic cylinder 407 drives the moving plate 402 to move out and contact the flow deflector 201. At this time, the air flow circulates from the surfaces of the flow deflector 201 and the moving plate 402, thereby realizing air flow guidance. When the vehicle turns, the cab 102 drives the flow deflector 201 to rotate. The steering signal of the vehicle is monitored by the steering wheel angle sensor of the vehicle. The steering angle of the vehicle is received by the steering signal receiver and the data is transmitted to the control panel 110. Then, the control panel 110 controls the telescopic movement of the first hydraulic cylinder 204. The first hydraulic cylinder 204 drives the flow deflector 201 to rotate. After rotation, the third hydraulic cylinder 407 is started again. According to the position of the flow deflector 201, the moving plate 402 continues to contact one side of the flow deflector 201, thereby ensuring the connection between the flow deflector 201 and the moving plate 402, effectively reducing the generation of turbulence, and not affecting the turning of the vehicle.

[0048] The protection component 300 is composed of a track 301. The track 301 has an L-shaped structure and is arranged above the cab 102. Both ends of the track 301 are fixedly connected to the top of the cab 102 and the chassis 101 respectively. A long hole 302 is provided in the middle of the track 301. A shielding mechanism is slidably connected inside the long hole 302. A traction mechanism is fixedly installed on the top of the cab 102 on one side of the track 301. Both the traction mechanism and the track 301 are located inside the fairing 107. The shielding mechanism is composed of a slide bar 303. The slide bar 303 is slidably connected inside the long hole 302. Both ends and the middle of the slide bar 303 are fixedly connected to a limit shaft 304. The limit shafts 304 at both ends are in contact with the inner wall of the deflector 201. The two limit shafts 304 in the middle are respectively located on both sides of the track 301. The limit shafts 304 are correspondingly distributed with the limit blocks 208. The slide bars 303 on both sides of the track 301 are fixedly connected to a connecting plate 305. The two connecting plates 305 are fixedly connected by a connecting rod 306. The connecting rod 306 is located on the surface of the track 301. The traction mechanism includes a driving motor 308. The driving motor 308 is fixedly installed on the top of the cab 102 inside the fairing 107. The output end of the driving motor 308 is fixedly connected to a winding wheel 309. A traction rope 310 is provided on the surface of the winding wheel 309. The traction rope 310 is fixedly connected to a cross bar on one side of the covering cloth 307.

[0049] In this technical solution, during the use of the vehicle, the deflector 201 rotates to adjust the angle along with the steering, and cooperates with the telescoping of the moving plate 402 to block both sides of the space between the cab 102 and the carriage 105. Before the vehicle travels, the driving motor 308 is started. When it drives the winding wheel 309 to rotate, the traction rope 310 is wound on the surface of the winding wheel 309. The traction rope 310 pulls the cross bar and the covering cloth 307 to move upward. When the covering cloth 307 drives the connecting plate 305 and the connecting rod 306 to move upward, it pulls the slide bar 303 to move inside the long hole 302 of the track 301. The limit shaft 304 is used to limit the slide bar 303 to achieve its stable movement, and then drives the covering cloth 307 to be retracted without affecting the normal operation of the deflector 201. When the vehicle travels to completion, the driving motor 308 is started to release the traction rope 310 by the winding wheel 309. The self-weight of the connecting plate 305 and the slide bar 303 causes the covering cloth 307 to move downward and shield and protect the first hydraulic cylinder 204 and the second hydraulic cylinder 207. At this time, the covering cloth 307 is located between the deflectors 201, playing a role in dust protection, which is suitable for the protection when the vehicle is not in use and is convenient for subsequent use.

[0050] The adjusting assembly 400 is composed of a sleeve plate 401 and a moving plate 402. The sleeve plate 401 is fixedly connected to one side of the carriage 105. The number of the sleeve plates 401 is two and both are U-shaped structures. The two sleeve plates 401 are both inclined structures and are arranged at both ends of the carriage 105. A moving plate 402 is slidably connected inside each sleeve plate 401. Chute grooves 403 are formed inside both sides of the moving plate 402. The same-side two ends of the sleeve plate 401 are penetrated and plugged by a latch 404. One end of the latch 404 extends into the chute groove 403, and the other end of the latch 404 is connected to the sleeve plate 401 through a spring 405. The spring 405 is sleeved on the latch 404. A notch 406 is formed on the surface of the latch 404, and the notch 406 is located in the gap between the moving plate 402 and the sleeve plate 401. A third hydraulic cylinder 407 is fixedly connected to the inner wall of the moving plate 402. The telescopic end of the third hydraulic cylinder 407 is fixedly connected to an end head 408. A fixed seat 409 is fixedly connected to the side wall of the carriage 105. The fixed seat 409 is an inclined structure and is arranged inside the sleeve plate 401. The fixed seat 409 is a flat structure and an opening 410 is formed inside one side. The end head 408 is embedded in the opening 410 so that the end head 408 can be moved out of the opening 410.

[0051] In this technical solution, the end head 408 on the third hydraulic cylinder 407 is connected to the fixed seat 409. When the third hydraulic cylinder 407 is started, it drives the moving plate 402 to move inside the sleeve plate 401. The elastic force of the spring 405 drives the end of the latch 404 to abut against the arc groove. During the movement, stable movement is achieved through the limit of the latch 404 and the chute groove 403. When the rotation of the deflector 201 or the movement of the moving plate 402 fails, an interference phenomenon may occur during the steering process. To ensure normal rotation during steering, when the deflector 201 collides with the moving plate 402 and the direction in which the moving plate 402 is hit is inward, at this time the latch 404 is stressed, and the latch 404 can be disengaged from the inside of the chute groove 403. When the direction in which the moving plate 402 is hit is outward, at this time the moving plate 402 rotates around the latch 404 and drives the end head 408 to disengage from the opening 410 inside the fixed seat 409, thereby ensuring the stable steering of the vehicle.

[0052] The present invention is not limited to the above embodiments. No matter what changes are made in its shape or structure, they all fall within the protection scope of the present invention. The protection scope of the present invention is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principle and essence of the present invention, but these changes and modifications all fall within the protection scope of the present invention.

Claims

1. A device capable of turning in conjunction with a vehicle, characterized in that: The device capable of turning in conjunction with the vehicle comprises: A box-type semi-trailer assembly (100), the box-type semi-trailer assembly (100) comprising a cab (102) and a carriage (105), a deflector assembly (200) being arranged at the rear side of the cab (102), the deflector assembly (200) being composed of deflectors (201) and an adjustment mechanism, the deflectors (201) being rotatably connected to both sides of the cab (102), and the adjustment mechanism being arranged between the deflectors (201) and being transmission-connected to the deflectors (201); A protection component (300), the protection component (300) is fixedly mounted on the top of the cab (102), a shielding mechanism is slidably connected to the protection component (300), and when the shielding mechanism falls, the shielding mechanism is arranged on a side of the adjustment component (400) corresponding to the shielding mechanism; An adjustment component (400) is fixedly mounted on one side of a carriage (105); the adjustment component (400) is arranged correspondingly to a guide plate (201); and the adjustment component (400) and the guide plate (201) are both located between a cab (102) and a carriage (105) for guiding airflow; the adjustment component (400) is composed of a sleeve plate (401) and a movable plate (402); the movable plate (402) contacts one side of the guide plate (201) according to the position of the guide plate (201), thereby ensuring the connection between the guide plate (201) and the movable plate (402); the sleeve plate (401) is fixedly connected to one side of the carriage (105); and the number of the sleeve plates (401) is two. Both are U-shaped structures, and the two sleeves (401) are inclined structures and are arranged at the two ends of the carriage (105). Each sleeve (401) is slidably connected to a movable plate (402), and both sides of the movable plate (402) are provided with sliding grooves (403). Both ends of the sleeve (401) on the same side are inserted and connected with a latch (404), one end of the latch (404) extends into the inside of the sliding groove (403), and the other end of the latch (404) is connected to the sleeve (401) through a spring (405), and the spring (405) is sleeved with the latch (404). A notch (406) is provided on the surface of the latch (404), and the notch (406) is located at the gap between the movable plate (402) and the sleeve (401).

2. A device capable of turning in conjunction with a vehicle as claimed in claim 1, characterized in that: The cab (102) is fixedly mounted on the chassis (101), the bottom of the chassis (101) is rotatably connected to the front wheel (103), a trailer seat (104) is fixedly mounted on the rear of the chassis (101) located on one side of the cab (102), and the carriage (105) is rotatably connected to the trailer seat (104), the bottom of the carriage (105) is rotatably connected to the rear wheel (106), a deflector (107) is fixedly mounted on the top of the cab (102), the deflector (107) is located above the top surface of the carriage (105) for airflow guidance, and a wing plate (108) is fixedly connected to the bottom of the deflector (107).

3. A device capable of turning in conjunction with a vehicle as claimed in claim 2, characterized in that: A housing (109) is fixedly installed inside the cab (102); the interior of the housing (109) is respectively fixedly connected to a control panel (110), a speed sensor (111), a pressure signal receiver (112), and a flow rate signal receiver (113); a turning angle signal receiver (114) is fixedly connected to the top of the housing (109); the control panel (110) is respectively electrically connected to the speed sensor (111), the pressure signal receiver (112), and the flow rate signal receiver (113); and the turning signal receiver is electrically connected to a steering wheel turning angle sensor of the van-type semitrailer assembly (100).

4. A device capable of turning in conjunction with a vehicle as claimed in claim 1, characterized in that: The number of the deflector plates (201) is two and they are arranged on both sides of the vehicle. The inner wall of the deflector plate (201) is fixedly connected to a pressure sensor (209). The adjustment assembly (400) is installed to the rear side wall of the cab (102), and the adjustment assembly (400) is composed of a limit plate (202). The limit plate (202) has a U-shaped cross-section and is fixedly connected to the outer wall of the cab (102). The limit plate (202) is slidably connected to a U-shaped slide seat (203) inside. The slide seat (203) is rotatably connected to the first hydraulic cylinder (204), and the telescopic end of the first hydraulic cylinder (204) is rotatably connected to the pressure sensor (209). The top of the deflector plate (201) is fixedly connected to a limit block (208).

5. A device capable of turning in conjunction with a vehicle as claimed in claim 4, characterized in that: One end of the limit plate (202) is fixedly connected to a fixed plate (206), a second hydraulic cylinder (207) is fixedly installed on a side wall of the fixed plate (206), one side of the slide seat (203) is fixedly connected to a fixed block (205), and a telescopic end of the second hydraulic cylinder (207) is fixedly connected to the fixed block (205), the first hydraulic cylinder (204) and the second hydraulic cylinder (207) are both electrically connected to a control panel (110), and a flow rate sensor (210) is fixedly connected to the top of the cab (102), and the flow rate sensor (210) is electrically connected to a flow rate signal receiver (113).

6. A device capable of steering in conjunction with a vehicle as claimed in claim 1, characterized in that: The protection assembly (300) is composed of a track (301), the track (301) is an L-shaped structure and is arranged above the cab (102), the two ends of the track (301) are respectively fixedly connected to the top of the cab (102) and the chassis (101), a long hole (302) is opened in the middle of the track (301), a shielding mechanism is slidably connected inside the long hole (302), a traction mechanism is fixedly installed on the top of the cab (102) located on one side of the track (301), and the traction mechanism and the track (301) are both located inside the air deflector (107).

7. A device capable of turning in conjunction with a vehicle as claimed in claim 6, characterized in that: The shielding mechanism is composed of a sliding rod (303), the sliding rod (303) is slidably connected to the inside of the long hole (302), both ends and the middle of the sliding rod (303) are fixedly connected to the limit shaft (304), the limit shafts (304) located at the two ends are in contact with the inner wall of the guide plate (201), and the two limit shafts (304) located in the middle are respectively located on both sides of the track (301), the limit shafts (304) and the limit blocks (208) are distributed correspondingly, and the sliding rods (303) located on both sides of the track (301) are fixedly connected to the connecting plates (305), and the two connecting plates (305) are fixedly connected by a connecting rod (306), and the connecting rod (306) is located on the surface of the track (301).

8. A device capable of turning in conjunction with a vehicle as claimed in claim 6, characterized in that: The traction mechanism comprises a drive motor (308), the drive motor (308) is fixedly mounted on the top of the cab (102) inside the deflector (107), the output end of the drive motor (308) is fixedly connected to a winding wheel (309), a traction rope (310) is provided on the surface of the winding wheel (309), and the traction rope (310) is fixedly connected to a crossbar on one side of the tarpaulin (307).

9. A device capable of turning in conjunction with a vehicle as claimed in claim 1, characterized in that: The inner wall of the movable plate (402) is fixedly connected to a third hydraulic cylinder (407), the telescopic end of the third hydraulic cylinder (407) is fixedly connected to the end head (408), the side wall of the carriage (105) is fixedly connected to a fixing seat (409), the fixing seat (409) is an inclined structure and is arranged on the inner side of the sleeve plate (401), the fixing seat (409) is a flat structure and an opening (410) is provided inside one side, and the end head (408) is embedded inside the opening (410) so as to facilitate the end head (408) to be moved out from the inside of the opening (410).

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