Truck anti-entrainment system in meniscus area and control method

Abstract

The invention discloses a truck meniscus area anti-entrainment system and a control method, and belongs to the technical field of truck turning safety protection. The truck meniscus area anti-entrainment system comprises an anti-entrainment baffle device and a plurality of sensors; the anti-drawing baffle device comprises a plurality of main lifting motors, and the main lifting motors are connected with a sliding control motor through a connecting rod device; the sliding control motor is connected with a rail which is fixed to the back face of the anti-rolling-in baffle. The sliding control motor and the main lifting motor are both connected with the DCU; when the main lifting motor drives the connecting rod device to rotate downwards, the anti-rolling-in baffle is perpendicular to the ground all the time. When the DCU receives the right turning signal, an anti-rolling-in device is started, and protection is continuously carried out in front of a rear crescent tire in the turning process of the truck; the anti-rolling-in device is arranged at the bottom of the carriage, is small in size and is not prone to being scratched and damaged; the main lifting motor drives the anti-rolling-in baffle to be located in front of the tire, the sliding control motor drives the anti-rolling-in baffle to fall to make contact with the ground, the front portion of the tire is completely closed and blocked, and pedestrians or non-motor vehicles are prevented from being rolled into the tire.

Description

Technical Field

[0001] The invention belongs to the technical field of truck turning safety protection, and in particular relates to a truck meniscus area anti-rollover system and a control method. Background Art

[0002] The statements in this section merely provide background information related to the present invention and do not necessarily constitute prior art.

[0003] When a large vehicle (such as a truck) turns, the movement trajectories of the front and rear wheels do not overlap, resulting in an "inner wheel difference". The shape of the "inner wheel difference" is like a crescent, often called a crescent area. This crescent area is a blind spot, which causes the truck to cause harm to non-motor vehicles or people around the vehicle when turning. At present, there are many traffic accidents caused by the "crescent area" every year, causing serious losses to people's lives and property.

[0004] The existing solution is to add cameras near the rear trailer and rear wheels to increase the video field of view and provide visual reminders to the driver. However, if the person in the blind spot is not discovered in time due to negligence or time difference, tragedy may still occur.

[0005] To solve the above problems, patent CN103465855A discloses a trailer with automatic detection and protection function, including an infrared detector on the side wall of the vehicle body, an infrared sensor on the outer wall of the cab, a cylinder and an anti-roll-in baffle at the bottom of both sides of the vehicle body; when turning, the infrared sensor senses the infrared light emitted by the infrared detector, causing the cylinder to drive the anti-roll-in baffle to move downward, preventing pedestrians from being rolled under the vehicle.

[0006] The above solution still has the following problems:

[0007] 1. Only when the front of the vehicle turns a certain angle can the infrared sensor sense the infrared detector signal, and then the anti-roll-in baffle will fall. It cannot be avoided that when turning, pedestrians or non-motor vehicles are rolled under the vehicle before the anti-roll-in baffle falls, and finally blocked under the vehicle after the anti-roll-in baffle falls;

[0008] 2. The anti-roll-in baffle is always set on the outside of the car, which is not only uneconomical, but also easily damaged by scratches, resulting in unstable use;

[0009] 3. The anti-roll-in baffle can only go straight up and down and cannot completely land on the ground, so there is still a risk that pedestrians may be rolled into the wheel track. Summary of the invention

[0010] In view of the above problems, the present invention provides a truck meniscus area anti-rollback system and control method, when the DCU receives a right turn signal, the anti-rollback device is turned on, and the anti-rollback device continues to protect in front of the rear meniscus tire during the turning process of the truck; the anti-rollback device is arranged at the bottom of the car body, which is smaller in size and not easily damaged by scratches; by arranging a main lifting motor at the upper front of the rear meniscus tire, the main lifting motor drives the sliding control motor through a connecting rod device, and the anti-rollback baffle is located in front of the rear meniscus tire, and the anti-rollback baffle is driven by the sliding control motor to continuously fall in front of the rear meniscus tire until it contacts the ground, so that the front of the rear meniscus tire is completely blocked to prevent pedestrians or non-motor vehicles from being involved.

[0011] To achieve the above object, the present invention adopts the following technical solutions:

[0012] In a first aspect, a truck meniscus anti-rollover system is provided, which is controlled by a truck domain controller (DCU) CDU, and the DCU can receive a right turn and right turn completion signal of the truck, including an anti-rollover baffle device arranged at the bottom of the vehicle compartment above the rear meniscus tire and a plurality of sensors on the anti-rollover baffle device; the plurality of sensors are connected to the DCU;

[0013] The anti-rolling baffle device includes a plurality of main lifting motors, the output end of the main lifting motor is connected to the housing of the sliding control motor through a connecting rod device; the output end of the sliding control motor is connected to the track, and the track is fixedly arranged on the back of the anti-rolling baffle; the sliding control motor and the main lifting motor are both connected to the DCU;

[0014] The connecting rod device is arranged in the forward direction of the rear curved tire. When the main lifting motor drives the connecting rod device to rotate downward, the sliding control motor and the anti-rolling baffle are driven to move downward, and the anti-rolling baffle is always perpendicular to the ground.

[0015] Preferably, the main lifting motor is fixed on a fixed plate, the fixed plate is vertically fixed to the bottom of the carriage, and a hinge support is vertically fixed to the bottom of the fixed plate; the line between the center of the hinge support and the center of the output shaft of the main lifting motor is parallel to the fixed plate.

[0016] Preferably, the connecting rod device includes a first connecting rod, a second connecting rod, and a third connecting rod; one end of the first connecting rod is fixedly connected to the output end of the main lifting motor, one end of the third connecting rod is hinged to the hinge support, and the other ends of the first connecting rod and the third connecting rod are respectively rotatably connected to the two ends of the second connecting rod; the length of the second connecting rod is equal to the length of the line between the center of the hinge support and the center of the output shaft of the main lifting motor, and the lengths of the first connecting rod and the third connecting rod are equal.

[0017] Preferably, the housing of the sliding control motor is fixed on the side of the second connecting rod away from the fixed plate, and includes a main housing and a connecting housing connected together; one side of the connecting housing is open, and a slot parallel to the second connecting rod is symmetrically arranged at the opening position; the output end of the sliding control motor is rotatably connected to the connecting housing, and a gear ring is fixedly arranged on the output end of the sliding control motor inside the connecting housing.

[0018] Preferably, a rack is fixedly provided on one side of the track away from the anti-roll-in baffle, and protrusions are provided on both sides; the connecting shell is slidably provided on the track, and the slot wraps the protrusion; the gear ring is meshed with the rack.

[0019] Preferably, the anti-roll-in baffle includes a straight panel, one end of the straight panel is fixedly connected to the first curved panel, and the other end is fixedly connected to the second curved panel; the straight panel is located directly in front of the direction of travel of the rear bend moon tire, the first curved panel is located behind the straight panel and on the right side of the direction of travel of the rear bend moon tire; the second curved panel is located in front of the straight panel and on the left side of the direction of travel of the rear bend moon tire.

[0020] Preferably, the bottom of the anti-rolling baffle is also fixedly connected to the anti-rolling inclined plate, and a plurality of ground contact wheels are arranged at the bottom of the anti-rolling inclined plate; a plurality of reflective strips are arranged on the outer side of the anti-rolling baffle, and a plurality of transverse inner reinforcing ribs are arranged on the inner side.

[0021] Preferably, the multiple sensors include a pressure sensor, which is arranged at the connection position between the hinge support and the third connecting rod, and is used to monitor whether the anti-rolling baffle is subjected to pressure; it also includes a contact sensor arranged in the ground contact wheel, and is used to detect that the ground contact wheel contacts the ground; it also includes a first distance sensor arranged on the inner side of the top of the anti-rolling baffle, and is used to detect the distance between the anti-rolling baffle and the fixed plate, and a second distance sensor arranged on the inner side of the bottom of the anti-rolling baffle, and is used to detect the distance from the bottom of the sliding control motor.

[0022] Preferably, it also includes an audible and visual warning component arranged in the cab, which is connected to the DCU. When the DCU receives the pressure signal from the pressure sensor, it controls the audible and visual warning component to alarm, reminding the driver to brake and stop the car.

[0023] In a second aspect, a control method for the above-mentioned truck meniscus anti-rollover system is provided, which specifically includes:

[0024] The DCU receives the right turn signal from the truck and controls the output end of the main lifting motor to rotate forward, and the main lifting motor drives the connecting rod device to rotate downward; when the first distance sensor detects that the distance between the fixed plate and the fixed plate reaches the minimum set value, the DCU controls the output end of the main lifting motor to stop rotating forward, and controls the sliding control motor to start rotating forward, so that the anti-rolling baffle moves downward relative to the sliding control motor; until the ground contact wheel touches the ground, the contact sensor transmits the signal to the DCU, and the DCU controls the sliding control motor to stop rotating;

[0025] When the anti-roll-in baffle is subjected to pressure from the outside, the DCU receives the pressure signal detected by the pressure sensor and immediately controls the sound and light warning components to warn the driver;

[0026] When the DCU receives the signal that the truck has completed turning right, the DCU controls the sliding control motor to reverse, driving the anti-rollback baffle to lift up. When the DCU obtains that the second distance sensor detects that the distance between the sliding control motor has reached the set value, the DCU controls the sliding control motor to stop rotating. At the same time, the DCU controls the main lifting motor to reverse, driving the connecting rod device and the anti-rollback baffle to continue to lift up, until the first distance sensor detects that the distance between the fixed plate has reached the maximum set value, the main lifting motor stops reversing and resets.

[0027] Compared with the prior art, the present invention has the following advantages and positive effects:

[0028] The present invention arranges a main lifting motor at the upper front of the rear crescent tire. The main lifting motor drives a sliding control motor through a connecting rod device, and an anti-rollback baffle is located in front of the rear crescent tire. The anti-rollback baffle is driven by the sliding control motor to continuously drop in front of the rear crescent tire until it contacts the ground, thereby completely sealing and blocking the front of the rear crescent tire to prevent pedestrians or non-motor vehicles from being rolled in. When the present invention receives a right turn signal through the DCU, that is, when the truck just starts to turn, the anti-rollback device is turned on, so that during the turning process of the truck, the anti-rollback device continues to provide protection in front of the rear crescent tire.

[0029] The anti-roll-in device provided by the present invention not only does not hinder the operation of changing tires, but can also be used as a fender, and is provided at the bottom of the vehicle compartment, is smaller in size and is not easily damaged by scratches. By providing a pressure sensor and an audible and visual warning component, the driver can be prompted to perform emergency braking, and by providing a first distance sensor, a second distance sensor, and a contact sensor connected to the DCU, the DCU can control the anti-roll-in device to automatically drop and rise according to the sensor signal. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The accompanying drawings in the specification, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0031] Figure 1 is a cross-sectional view along the length direction of the truck in the initial state of the anti-rollover system of Embodiment 1 or Embodiment 2 of the present invention;

[0032] Figure 2 is a cross-sectional view along the length direction of the truck in an intermediate state of the anti-rollover system of Embodiment 1 or Embodiment 2 of the present invention;

[0033] Figure 3 is a cross-sectional view along the length direction of the truck in the final state of the anti-rollover system of Embodiment 1 or Embodiment 2 of the present invention;

[0034] Figure 4 is embodiment 1 or embodiment 2 of the present invention Figure 1-Figure 3 A partial top view of

[0035] Figure 5 is a rear view of the anti-roll-in baffle of Example 1 or Example 2 of the present invention;

[0036] Figure 6 is a front view of the anti-roll-in baffle of Example 1 or Example 2 of the present invention;

[0037] In the figure:

[0038] 1. Main lifting motor; 101. Fixed plate; 102. Hinge support; 2. Link device; 201. First link; 202. Second link; 203. Third link; 3. Anti-roll-in baffle; 301. First curved panel; 302. Second curved panel; 303. Straight panel; 4. Reflective strip; 5. Anti-roll-in inclined plate; 6. Ground contact wheel; 7. Track; 701. Bump; 8. Sliding control motor; 801. Main housing; 802. Connecting housing; 803. Gear ring; 804. Slot; 9. First distance sensor; 10. Second distance sensor; 11. Internal reinforcement rib. DETAILED DESCRIPTION

[0039] It should be noted that the following detailed descriptions are illustrative and intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meanings as those commonly understood by those skilled in the art to which the present invention belongs.

[0040] The present invention is described in detail below in conjunction with the accompanying drawings.

[0041] Example 1

[0042] The present embodiment discloses a truck meniscus anti-rollover system, which is controlled by a truck domain controller (DCU). Figure 1As shown, it includes an anti-rolling baffle device arranged at the bottom of the carriage above the rear crescent tire and various sensors on the anti-rolling baffle device. Specifically, the anti-rolling baffle device is installed between the bottom of the carriage above the rear crescent tire and the rear crescent tire. The anti-rolling baffle device includes a plurality of main lifting motors 1 arranged at the bottom of the carriage. In this embodiment, the number of main lifting motors 1 is two, which are respectively arranged at the bottom of the carriage above the rear crescent tire through a fixing plate 101. The fixing plate 101 is vertically fixedly connected to the bottom of the carriage, and a hinge support 102 is also vertically fixed to the bottom of the fixing plate 101. As shown in FIG. Figure 1 As shown, the line between the center of the hinge support 102 and the center of the output shaft of the main lifting motor 1 is parallel to the fixed plate 101. The main lifting motors 1 are connected to the DCU. It can be understood that the main lifting motor 1 has a built-in signal receiver, and when it receives the DCU control signal, the main lifting motor 1 rotates forward or reverses and resets; specifically, in the prior art, an angle sensor is set in the steering wheel of the truck, and the angle sensor transmits the steering signal to the DCU; when the truck driver controls the truck to turn right, the DCU receives the right turn signal and controls the output end of the main lifting motor 1 to rotate forward.

[0043] like Figure 1 , Figure 2 , Figure 3 As shown, the output end of the main lifting motor 1 is connected to the housing of the sliding control motor 8 through the connecting rod device 2; the output end of the sliding control motor 8 is connected to the track 7, and the track 7 is fixedly set on the back of the anti-rolling baffle 3. It should be noted that the connecting rod device 2 is set in the forward direction of the rear bend tire. When the main lifting motor 1 rotates forward and drives the connecting rod device 2 to rotate downward, it drives the sliding control motor 8 and the anti-rolling baffle 3 downward, and the anti-rolling baffle 3 protects the forward direction of the rear bend tire; in this process, the anti-rolling baffle 3 is always perpendicular to the ground, and will not cause large shaking under the action of the main lifting motor 1 and the connecting rod device 2.

[0044] Specifically, Figure 1 , Figure 2 , Figure 3As shown, the main lifting motor 1 has an initial state and a working state. In the initial state of the main lifting motor 1, the horizontal distance between the anti-rolling baffle 3 and the rear crescent tire is the longest, and the anti-rolling baffle 3 is driven by the connecting rod device 2 to be located in the upper front of the rear crescent tire; in the working state of the main lifting motor 1, the anti-rolling baffle 3 is driven by the connecting rod device 2 to be located in front of the rear crescent tire, and at this time, the bottom of the anti-rolling baffle 3 is at a certain distance from the ground. In the working state, the horizontal distance between the anti-rolling baffle 3 and the rear crescent tire is a safe distance, and at this time, the horizontal distance between the anti-rolling baffle 3 and the rear crescent tire is the shortest. In this embodiment, the safety distance is preset to 20 centimeters. In this embodiment, the anti-rolling system in the initial state and the working state of the main lifting motor 1 are the initial state and the intermediate state of the anti-rolling system, respectively.

[0045] like Figure 1 , Figure 2 , Figure 3 As shown, the connecting rod device 2 includes a first connecting rod 201, a second connecting rod 202, and a third connecting rod 203; wherein, the A end of the first connecting rod 201 is fixedly connected to the output end of the main lifting motor 1, the B end of the first connecting rod 201 is hinged to the A end of the second connecting rod 202, the B end of the second connecting rod 202 is hinged to the A end of the third connecting rod 203, and the B end of the third connecting rod 203 is hinged to the hinge support 102. It should be noted that the length of the second connecting rod 202 is equal to the length of the line between the center of the hinge support 102 and the center of the output shaft of the main lifting motor 1, and the lengths of the first connecting rod 201 and the third connecting rod 203 are equal. Figure 1 , Figure 2 , Figure 3 As shown, when the output end of the main lifting motor 1 rotates forward, the first connecting rod 201 is driven to move downward, and the second connecting rod 202 is always vertically downward under the restriction of the third connecting rod 203. It can be understood that when the first connecting rod 201 is vertical to the fixing plate 101, the main lifting motor 1 is in the initial state.

[0046] like Figure 1 , Figure 2 , Figure 3 As shown, the second connecting rod 202 is fixedly connected to the housing of the sliding control motor 8 at one side away from the fixed plate 101; the output end of the sliding control motor 8 is connected to the track 7; specifically, as Figure 4 As shown, the track 7 is fixed to the back of the anti-rolling baffle 3, a rack is fixedly arranged on the side of the track 7 away from the anti-rolling baffle 3, and protrusions 701 are arranged on both sides of the track, so that the cross section of the track 7 is a "cross". The housing of the sliding control motor 8 includes two connected parts, one part is a main housing 801, and the other part is a connecting housing 802.

[0047] like Figure 1 , Figure 2 , Figure 3As shown, a connecting shell 802 is slidably arranged on the track 7; one side of the connecting shell 802 is open, and a card slot 804 is symmetrically arranged at the opening position, and the card slot 804 is arranged on the protrusions 701 on both sides of the track 7, so that the card slot 804 wraps the protrusion 701, so that the connecting shell 802 can be connected to the track 7. In this embodiment, the card slot 804 is parallel to the second connecting rod 202, so that the track 7 is parallel to the second connecting rod 202, that is, the anti-rolling baffle 3 is parallel to the second connecting rod 202. It can be understood that the sliding control motor 8 is also connected to the DCU.

[0048] like Figure 4 As shown, the output end of the sliding control motor 8 is rotatably connected to the two side walls of the connecting shell 802. In the connecting shell 802, a gear ring 803 is fixedly arranged on the output end of the sliding control motor 8. The teeth on the gear ring 803 are matched with the rack on the track 7, so that the gear ring and the rack are meshed. When the sliding control motor 8 rotates forward, the gear ring 803 will also rotate. Under the action of the gear ring and the rack, the track 7 moves downward relative to the sliding control motor 8. When the sliding control motor 8 rotates reversely, the track 7 moves upward relative to the sliding control motor 8. It can be understood that in order to reduce friction, a ball can be arranged between the slot and the protrusion.

[0049] like Figure 1 , Figure 2 , Figure 3 As shown, the sliding control motor 8 is a fixed end relative to the anti-rolling baffle 3 and the track 7, and the track 7 and the anti-rolling baffle 3 are movable ends relative to the sliding control motor 8; when the sliding control motor 8 is working, the track 7 will rotate at the output end of the sliding control motor 8, driving the anti-rolling baffle 3 to move up and down relative to the sliding control motor 8. Since the second connecting rod 202 is always perpendicular to the ground, the anti-rolling baffle 3 is also always perpendicular to the ground under the action of the sliding control motor 8 and the track 7.

[0050] like Figure 5 , Figure 6As shown, in this embodiment, the anti-rolling baffle 3 is a "Z"-shaped curved plate, including a first curved plate 301, a second curved plate 302, and a straight plate 303. The two ends of the straight plate 303 are fixedly connected to the first curved plate 301 and the second curved plate 302 respectively. It should be noted that when the straight plate 303 is located at the front side of the rear curved tire in the direction of travel, the first curved plate 301 is located at the rear side of the straight plate 303, and is located on the right side of the rear curved tire in the direction of travel; the second curved plate 302 is located at the front side of the straight plate 303, and is located on the left side of the rear curved tire in the direction of travel; so that when the rear curved tire is traveling, the first curved plate can prevent pedestrians or motor vehicles approaching the vehicle from approaching the rear curved tire, and the second curved plate and the straight plate can prevent pedestrians or motor vehicles already in the direction of travel of the rear curved tire from approaching the rear curved tire. It can be understood that the track 7 is set on the straight plate 303.

[0051] like Figure 5 As shown, a plurality of transverse inner reinforcing ribs 11 are provided on the inner side of the anti-rolling baffle 3 (i.e., the back side which is invisible to pedestrians) to increase the rigidity of the anti-rolling baffle 3; when the anti-rolling baffle is hit or exposed to pressure, the inner reinforcing ribs 11 will help increase the strength of the anti-rolling baffle to prevent the anti-rolling baffle from being damaged and losing its function of preventing it from being pushed away.

[0052] The sensor includes a pressure sensor, which is arranged at the connection position between the hinge support 102 and the third connecting rod 203, and is used to monitor whether the anti-rolling baffle 3 is under pressure. The pressure sensor is connected to the DCU and is used to transmit the pressure signal to the DCU. An audible and visual warning component is also arranged in the cab, and the audible and visual warning component is connected to the DCU. When the DCU receives the pressure signal from the pressure sensor, it will control the audible and visual warning component to alarm, thereby reminding the driver to brake and stop the car to avoid further serious scratching accidents. It can also be understood that when the anti-rolling baffle 3 is under pressure, under the support of the third connecting rod 203 and the pulling of the first connecting rod 201 driven by the main lifting motor 1, the anti-rolling baffle 3 will not produce a large shake.

[0053] like Figure 6 As shown, a plurality of reflective strips 4 are provided on the outer side of the anti-roll-in baffle 3 (i.e. the front side visible to pedestrians) to warn pedestrians or non-motor vehicles that the truck is currently turning and is dangerous.

[0054] like Figure 1 , Figure 2 , Figure 3 , Figure 4As shown, the sensor also includes two distance sensors, wherein a first distance sensor 9 is arranged on the inner side of the top of the anti-rolling baffle 3, and is used for the first distance sensor 9 to detect the distance between the first distance sensor 9 and the fixed plate. The first distance sensor 9 is connected to the DCU and transmits the detection information to the DCU. When the DCU obtains that the first distance sensor 9 detects that the distance between the first distance sensor 9 and the fixed plate reaches the minimum set value, at this time, the distance between the anti-rolling baffle 3 and the rear curved tire is a safe distance, and the DCU controls the main lifting motor 1 to stop forward rotation, and the main lifting motor 1 is in a working state; at this time, the bottom of the anti-rolling baffle 3 is still a certain distance from the ground. At the same time, the DCU will control the sliding control motor 8 to rotate, so that the anti-rolling baffle 3 continues to fall. When the first distance sensor 9 detects that the distance between the first distance sensor 9 and the fixed plate reaches the maximum set value, the DCU will also control the main lifting motor 1 to stop reversing, and the main lifting motor 1 is in an initial state. In this embodiment, since the tire is round and difficult to detect, the distance between the anti-rolling baffle 3 and the fixed plate 101 is detected.

[0055] like Figure 1 , Figure 2 , Figure 3 , Figure 4 As shown, a second distance sensor 10 is arranged on the inner side of the bottom of the anti-roll-in baffle 3, which is used to detect the distance between the second distance sensor 10 and the bottom of the sliding control motor 8. The second distance sensor 10 is connected to the DCU and transmits the detection information to the DCU; after the DCU controls the sliding control motor 8 to reverse, when the DCU obtains that the second distance sensor 10 detects that the distance between the fixed plate reaches the set value, the DCU controls the sliding control motor 8 to stop rotating, and at the same time controls the main lifting motor 1 to reverse.

[0056] like Figure 1 , Figure 2 , Figure 3 , Figure 5 , Figure 6 As shown, the bottom of the anti-roll-in baffle 3 is also fixedly connected to the anti-roll-in inclined plate 5, which plays a role in pushing away approaching pedestrians or non-motor vehicles, and can also prevent pedestrians from being rolled in; a plurality of ground contact wheels 6 are arranged at the bottom of the anti-roll-in inclined plate 5, and the sensor also includes a contact sensor arranged in the ground contact wheel 6, and the contact sensor is also connected to the DCU; when the anti-roll-in baffle 3 drives the ground contact wheel 6 to continue to fall, until the ground contact wheel 6 contacts the ground and rotates, the contact sensor can detect that the ground contact wheel contacts the ground; when the contact sensor sends a signal that the ground contact wheel contacts the ground to the DCU, the DCU controls the sliding control motor 8 to stop forward rotation, and the anti-roll-in system is in the final state.

[0057] In this embodiment, when the truck driver controls the truck to turn right, the angle sensor installed in the steering wheel transmits the steering signal to the DCU, and the DCU controls the output end of the main lifting motor 1 to rotate forward. The main lifting motor drives the connecting rod device to rotate downward, driving the sliding control motor 8 and the anti-roll baffle 3 to be in front of the forward direction of the rear crescent tire.

[0058] Until the first distance sensor 9 detects that the distance between it and the fixed plate reaches the minimum set value, the DCU controls the output end of the main lifting motor 1 to stop forward rotation, and at the same time controls the sliding control motor 8 to start forward rotation, so that the anti-roll-in baffle 3 moves downward relative to the sliding control motor 8 until the ground contact wheel 6 touches the ground. The contact sensor transmits a signal to the DCU, and the DCU controls the sliding control motor 8 to stop rotating.

[0059] At this time, the anti-roll-in baffle 3 is in front of the rear crescent tire in the direction of travel, forming a tire wall anti-roll-in baffle state, which can block pedestrians or objects in the tire's forward track and prevent them from being rolled under the tire. When the pressure sensor detects the pressure signal, the DCU controls the sound and light warning component to warn the driver, so that the driver can brake in time.

[0060] When the truck completes the turn, the DCU will first control the sliding control motor 8 to reverse, driving the anti-rollback baffle 3 to lift up. When the DCU obtains that the second distance sensor 10 detects that the distance between the second distance sensor 10 and the bottom of the sliding control motor 8 reaches the set value, the DCU controls the sliding control motor 8 to stop rotating. At the same time, the DCU will control the main lifting motor 1 to reverse, driving the connecting rod device 2 and the anti-rollback baffle 3 to continue to lift up, until the first distance sensor 9 detects that the distance between the first distance sensor 9 and the fixed plate reaches the maximum set value, the main lifting motor 1 stops reversing and resets.

[0061] At this time, the anti-roll-in baffle 3 is above the rear crescent tire, forming a non-wall anti-roll-in baffle state, which can play the role of a mudguard and does not affect the driver's work such as changing tires on the vehicle.

[0062] The reason for not using the main lifting motor 1 to drive the bottom of the anti-rollback baffle 3 to fall directly to the ground is that such a setting will cause the anti-rollback baffle 3 to be longer. When the main lifting motor 1 is in the initial state, the anti-rollback baffle 3 will also be located in front of the rear bend tire. When the tire is replaced, the anti-rollback baffle 3 needs to be removed, which is inconvenient to operate. Moreover, this requires the connecting rod device to be longer to prevent contact with the rear bend tire, but this also causes the anti-rollback baffle to be too far away from the rear bend tire after it falls, and the first curved plate 301 of the anti-rollback baffle needs to be made larger.

[0063] Example 2

[0064] The present embodiment discloses a control method for a truck meniscus anti-rollover system, which uses a truck meniscus anti-rollover system disclosed in Embodiment 1, and specifically includes:

[0065] The DCU receives a right turn signal from the angle sensor installed in the steering wheel, and controls the output end of the main lifting motor 1 to rotate forward. The main lifting motor drives the connecting rod device to rotate downward, and at the same time drives the sliding control motor 8 and the anti-roll baffle 3 to move downward.

[0066] When the first distance sensor 9 detects that the distance between it and the fixed plate reaches the minimum set value, the DCU controls the output end of the main lifting motor 1 to stop forward rotation, and at the same time controls the sliding control motor 8 to start forward rotation, so that the anti-roll-in baffle 3 moves downward relative to the sliding control motor 8 until the ground contact wheel 6 touches the ground. The contact sensor transmits a signal to the DCU, and the DCU controls the sliding control motor 8 to stop rotating.

[0067] When the anti-roll-in baffle 3 is subjected to pressure from the outside, the DCU receives a pressure signal detected by the pressure sensor, and the DCU immediately controls the sound and light warning component to warn the driver, so that the driver can brake in time.

[0068] When the DCU receives the right turn completion signal from the angle sensor installed in the steering wheel, the DCU will first control the sliding control motor 8 to reverse, driving the anti-rolling baffle 3 to lift up. When the DCU obtains that the second distance sensor 10 detects that the distance between the second distance sensor 10 and the bottom of the sliding control motor 8 reaches the set value, the DCU controls the sliding control motor 8 to stop rotating. At the same time, the DCU will control the main lifting motor 1 to reverse, driving the connecting rod device 2 and the anti-rolling baffle 3 to continue to lift up. Until the first distance sensor 9 detects that the distance between the first distance sensor 9 and the fixed plate reaches the maximum set value, the main lifting motor 1 stops reversing and resets.

[0069] Although the above describes the specific implementation mode of the present invention in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art on the basis of the technical solution of the present invention without creative work are still within the scope of protection of the present invention.

Claims

1. A truck meniscus anti-rollover system, controlled by a DCU, which can receive a truck right turn and complete right turn signal, characterized in that: It includes an anti-rolling baffle device arranged on the bottom of the vehicle compartment above the rear curved tire and a plurality of sensors on the anti-rolling baffle device; the plurality of sensors are connected to the DCU; The anti-rolling baffle device includes a plurality of main lifting motors, the output end of the main lifting motor is connected to the housing of the sliding control motor through a connecting rod device; the output end of the sliding control motor is connected to the track, and the track is fixedly arranged on the back of the anti-rolling baffle; the sliding control motor and the main lifting motor are both connected to the DCU; The connecting rod device is arranged in the forward direction of the rear curved tire. When the main lifting motor drives the connecting rod device to rotate downward, the sliding control motor and the anti-rolling baffle are driven to move downward, and the anti-rolling baffle is always perpendicular to the ground.

2. A truck meniscus anti-rollover system as claimed in claim 1, characterized in that: The main lifting motor is fixed on a fixing plate, the fixing plate is vertically fixed on the bottom of the carriage, and a hinge support is vertically fixed on the bottom of the fixing plate; the line between the center of the hinge support and the center of the output shaft of the main lifting motor is parallel to the fixing plate.

3. A truck meniscus anti-rollover system as claimed in claim 2, characterized in that: The connecting rod device includes a first connecting rod, a second connecting rod, and a third connecting rod; one end of the first connecting rod is fixedly connected to the output end of the main lifting motor, one end of the third connecting rod is hinged to the hinge support, and the other ends of the first connecting rod and the third connecting rod are respectively rotatably connected to the two ends of the second connecting rod; the length of the second connecting rod is equal to the length of the line between the center of the hinge support and the center of the output shaft of the main lifting motor, and the lengths of the first connecting rod and the third connecting rod are equal.

4. A truck meniscus anti-rollover system as claimed in claim 3, characterized in that: The housing of the sliding control motor is fixed to the side of the second connecting rod away from the fixed plate, and comprises a main housing and a connecting housing connected together; One side of the connecting shell is open, and a slot parallel to the second connecting rod is symmetrically arranged at the opening position; the output end of the sliding control motor is rotatably connected to the connecting shell, and a gear ring is fixedly arranged on the output end of the sliding control motor in the connecting shell.

5. A truck meniscus anti-rollover system as claimed in claim 4, characterized in that: A rack is fixedly arranged on one side of the track away from the anti-rolling baffle, and protrusions are arranged on both sides; the connecting shell is slidably arranged on the track, and the groove wraps the protrusions; the gear ring is meshed with the rack.

6. A truck meniscus anti-rollover system as claimed in claim 1, characterized in that: The anti-roll-in baffle includes a straight panel, one end of the straight panel is fixedly connected to the first curved panel, and the other end is fixedly connected to the second curved panel; the straight panel is located directly in front of the direction of travel of the rear bend moon tire, the first curved panel is located behind the straight panel and on the right side of the direction of travel of the rear bend moon tire; the second curved panel is located in front of the straight panel and on the left side of the direction of travel of the rear bend moon tire.

7. A truck meniscus anti-rollover system as claimed in claim 1, characterized in that: The bottom of the anti-rolling baffle is also fixedly connected to the anti-rolling inclined plate, and a plurality of ground contact wheels are arranged at the bottom of the anti-rolling inclined plate; a plurality of reflective strips are arranged on the outer side of the anti-rolling baffle, and a plurality of transverse inner reinforcing ribs are arranged on the inner side.

8. A truck meniscus anti-rollover system as claimed in claim 7, characterized in that: The multiple sensors include a pressure sensor, which is arranged at the connection position between the hinge support and the third connecting rod, and is used to monitor whether the anti-rolling baffle is subjected to pressure; it also includes a contact sensor arranged in the ground contact wheel, and is used to detect that the ground contact wheel contacts the ground; it also includes a first distance sensor arranged on the inner side of the top of the anti-rolling baffle, and is used to detect the distance between the anti-rolling baffle and the fixed plate, and a second distance sensor arranged on the inner side of the bottom of the anti-rolling baffle, and is used to detect the distance from the bottom of the sliding control motor.

9. A truck meniscus anti-rollover system as claimed in claim 8, characterized in that: It also includes an audible and visual warning component arranged in the cab, which is connected to the DCU. When the DCU receives the pressure signal from the pressure sensor, it controls the audible and visual warning component to alarm, reminding the driver to brake and stop the car.

10. A method for controlling a truck meniscus anti-rollover system according to any one of claims 1 to 9, characterized in that: Specifically include: The DCU receives the right turn signal from the truck and controls the output end of the main lifting motor to rotate forward, and the main lifting motor drives the connecting rod device to rotate downward; When the first distance sensor detects that the distance from the fixed plate reaches the minimum set value, the DCU controls the output end of the main lifting motor to stop forward rotation, and controls the sliding control motor to start forward rotation, so that the anti-rolling baffle moves downward relative to the sliding control motor; until the ground contact wheel touches the ground, the contact sensor transmits a signal to the DCU, and the DCU controls the sliding control motor to stop rotating; When the anti-roll-in baffle is subjected to pressure from the outside, the DCU receives the pressure signal detected by the pressure sensor and immediately controls the sound and light warning components to warn the driver; When the DCU receives the signal that the truck has completed turning right, the DCU controls the sliding control motor to reverse, driving the anti-rollback baffle to lift up. When the DCU obtains that the second distance sensor detects that the distance between the sliding control motor has reached the set value, the DCU controls the sliding control motor to stop rotating. At the same time, the DCU controls the main lifting motor to reverse, driving the connecting rod device and the anti-rollback baffle to continue to lift up, until the first distance sensor detects that the distance between the fixed plate has reached the maximum set value, the main lifting motor stops reversing and resets.

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