A truck crescent-shaped anti-entanglement system and control method

Abstract

This invention discloses a truck crescent-shaped anti-entrapment system and control method, belonging to the field of truck turning safety protection technology. It includes an anti-entrapment baffle device and multiple sensors. The anti-entrapment baffle device includes multiple main lifting motors, which are connected to a sliding control motor via a linkage device. The sliding control motor is connected to a track, which is fixed to the back of the anti-entrapment baffle. Both the sliding control motor and the main lifting motors are connected to a DCU (Distributed Control Unit). When the main lifting motor drives the linkage device to rotate downwards, the anti-entrapment baffle remains perpendicular to the ground. When the DCU receives a right-turn signal, it activates the anti-entrapment device, continuously protecting the rear crescent tire during truck turning. The anti-entrapment device is located at the bottom of the truck bed, is small in size, and not easily damaged by scrapes. The main lifting motor drives the anti-entrapment baffle to position itself in front of the tire, and the sliding control motor drives the anti-entrapment baffle to fall to contact the ground, completely blocking the area in front of the tire and preventing pedestrians or non-motorized vehicles from being entrained.

Description

Technical Field

[0001] This invention belongs to the field of truck turning safety protection technology, specifically relating to a truck crescent-shaped anti-entanglement system and control method. Background Technology

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

[0003] When large vehicles (such as trucks) turn, the trajectories of their front and rear wheels do not coincide, creating an "inner wheel difference." This inner wheel difference forms a crescent shape and is often referred to as the "crescent zone." This crescent zone is a blind spot, causing harm to non-motorized vehicles or pedestrians around the vehicle when it turns. Currently, numerous traffic accidents are caused by the "crescent zone" each year, resulting in serious loss of life and property.

[0004] The existing solution increases the field of view by adding cameras to the trailer and near the rear wheels, providing visual alerts for the driver. However, if people in the blind spot are not detected in time due to negligence or time difference, tragedies can still occur.

[0005] To address the aforementioned issues, patent CN103465855A discloses a trailer with automatic detection and protection functions, including an infrared detector on the side wall of the trailer body, an infrared sensor on the outer wall of the driver's cab, cylinders on both sides of the bottom of the trailer body, and anti-entrapment baffles; when turning, the infrared sensor detects the infrared light emitted by the infrared detector, causing the cylinders to drive the anti-entrapment baffles downwards, preventing pedestrians from being pulled under the trailer.

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

[0007] 1. The infrared sensor can only detect the infrared detector signal when the front of the vehicle turns a certain angle, and then the anti-entrapment barrier will fall. This cannot prevent pedestrians or non-motorized vehicles from being pulled under the vehicle before the anti-entrapment barrier falls when turning, and ultimately being blocked under the vehicle after the anti-entrapment barrier falls.

[0008] 2. The anti-entrapment baffle is installed on the outside of the carriage, which is not only uneconomical, but also easily scratched and damaged, resulting in unstable use;

[0009] 3. The anti-intrusion barrier can only go straight up and down and cannot completely touch the ground, so there is still a risk that pedestrians may be drawn into the wheel track. Summary of the Invention

[0010] To address the aforementioned problems, this invention provides a truck crescent-shaped anti-entanglement system and control method. When the DCU receives a right-turn signal, the anti-entanglement device is activated. During the truck's turn, the anti-entanglement device continuously protects the rear crescent tire. The anti-entanglement device is located at the bottom of the truck bed, making it smaller and less susceptible to scratches and damage. A main lifting motor is positioned above and in front of the rear crescent tire. This main lifting motor, via a linkage device, drives a sliding control motor. The anti-entanglement baffle is located in front of the rear crescent tire. The sliding control motor causes the anti-entanglement baffle to continuously descend in front of the rear crescent tire until it contacts the ground, completely sealing off the area in front of the rear crescent tire and preventing pedestrians or non-motorized vehicles from being entangled.

[0011] To achieve the above objectives, the present invention adopts the following technical solution:

[0012] In the first aspect, a truck crescent anti-entanglement system is provided, which is controlled by a truck domain controller (DCU) CDU. The DCU is able to receive signals of the truck turning right and completing the right turn, including an anti-entanglement baffle device installed on the bottom of the truck bed above the rear crescent tire and multiple sensors on the anti-entanglement baffle device; all the multiple sensors are connected to the DCU.

[0013] The anti-entanglement baffle device includes multiple main lifting motors. The output end of the main lifting motor is connected to the housing of the sliding control motor through a linkage device. The output end of the sliding control motor is connected to the rail, which is fixedly installed on the back of the anti-entanglement baffle. Both the sliding control motor and the main lifting motor are connected to the DCU.

[0014] The linkage device is located in the forward direction of the rear curved tire. When the main lifting motor drives the linkage device to rotate downward, it drives the sliding control motor and the anti-entrapment baffle to move downward. The anti-entrapment 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 connecting 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 linkage device includes a first link, a second link, and a third link; one end of the first link is fixedly connected to the output end of the main lifting motor, one end of the third link is hinged to the hinge support, and the other ends of the first link and the third link are rotatably connected to the two ends of the second link, respectively; the length of the second link is equal to the length of the line connecting the center of the hinge support and the center of the output shaft of the main lifting motor, and the lengths of the first link and the third link 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, including a main housing and a connecting housing connected together; one side of the connecting housing is open, and the opening position is symmetrically provided with a slot parallel to the second connecting rod; the output end of the sliding control motor is rotatably connected to the connecting housing, and a gear ring is fixedly provided on the output end of the sliding control motor inside the connecting housing.

[0018] Preferably, a rack is fixedly installed on the side of the track away from the anti-entrapment baffle, and protrusions are provided on both sides; the connecting shell is slidably installed on the track, and the slot covers the protrusions; the gear ring meshes with the rack.

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

[0020] Preferably, the bottom of the anti-roll-in baffle is also fixedly connected to an anti-roll-in inclined plate, and the bottom of the anti-roll-in inclined plate is provided with multiple ground contact wheels; the outer side of the anti-roll-in baffle is provided with multiple reflective strips, and the inner side is provided with multiple transverse inner reinforcing ribs.

[0021] Preferably, the plurality of sensors include a pressure sensor disposed at the connection position between the hinge support and the third link, used to monitor whether the anti-entanglement baffle is subjected to pressure; a contact sensor disposed inside the ground contact wheel, used to detect that the ground contact wheel is in contact with the ground; a first distance sensor disposed on the inner side of the top of the anti-entanglement baffle, used to detect the distance between it and the fixed plate; and a second distance sensor disposed on the inner side of the bottom of the anti-entanglement baffle, used to detect the distance between it and the bottom of the sliding control motor.

[0022] Preferably, it also includes an audible and visual warning component installed in the driver's cab. 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 sound an alarm and remind the driver to brake and stop.

[0023] Secondly, a control method for the aforementioned truck meniscus anti-entanglement system is provided, specifically including:

[0024] When the DCU receives a right-turn signal from the truck, it controls the output of the main lifting motor to rotate forward, and the main lifting motor drives the linkage device to rotate downward. When the first distance sensor detects that the distance between the main lifting motor and the fixed plate has reached the minimum set value, the DCU controls the output of the main lifting motor to stop rotating forward, and at the same time controls the sliding control motor to start rotating forward, so that the anti-entanglement baffle moves downward relative to the sliding control motor. Until the ground contact wheel contacts the ground, the contact sensor transmits a signal to the DCU, and the DCU controls the sliding control motor to stop rotating.

[0025] When the anti-entrapment baffle is subjected to pressure from the outside, the DCU receives a pressure signal detected by the pressure sensor and the DCU will immediately control the audible and visual warning components to alert the driver.

[0026] When the DCU receives the signal that the truck has completed a right turn, it controls the sliding control motor to reverse, causing the anti-entrapment baffle to lift upwards. When the DCU receives the signal from the second distance sensor that the distance between the sliding control motor and the second distance sensor 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, causing the linkage device and the anti-entrapment baffle to continue to lift upwards until the first distance sensor detects that the distance between the main lifting motor and the fixed plate has reached the maximum set value. Then, the main lifting motor stops reversing, achieving a reset.

[0027] Compared with the prior art, the advantages and positive effects of this invention are:

[0028] This invention features a main lifting motor positioned above and in front of the rear curved wheel. The main lifting motor, via a linkage device, drives a sliding control motor. An anti-roll-in baffle is located in front of the rear curved wheel. The sliding control motor causes the anti-roll-in baffle to continuously descend in front of the rear curved wheel until it contacts the ground, completely sealing off the area in front of the rear curved wheel and preventing pedestrians or non-motorized vehicles from being caught in it. When the DCU receives a right-turn signal, i.e., when the truck begins to turn, the anti-roll-in device is activated, ensuring continuous protection in front of the rear curved wheel during the turn.

[0029] The anti-entrapment device of this invention not only does not hinder tire changing operations, but also functions as a mudguard. Furthermore, its compact size and resistance to scratches and damage are achieved when it is located at the bottom of the vehicle. By incorporating a pressure sensor and an audible and visual warning system, the device can alert the driver to apply emergency braking. Furthermore, by connecting a first distance sensor, a second distance sensor, and a contact sensor to the DCU (Distributed Control Unit), the DCU can automatically lower and raise the anti-entrapment device based on the sensor signals. Attached Figure Description

[0030] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

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

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

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

[0034] Figure 4 This is from Embodiment 1 or Embodiment 2 of the present invention. Figures 1-3 A partial top view;

[0035] Figure 5 This is a rear view of the anti-entanglement baffle of Embodiment 1 or Embodiment 2 of the present invention;

[0036] Figure 6 This is a front view of the anti-entanglement baffle of Embodiment 1 or Embodiment 2 of the present invention;

[0037] In the picture:

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

[0039] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0040] The present invention will now be described in detail with reference to the accompanying drawings.

[0041] Example 1

[0042] This embodiment discloses a truck meniscus anti-entanglement system, which is controlled by a truck domain controller (DCU), such as... Figure 1As shown, the device includes an anti-roll-in baffle device installed on the bottom of the cargo box above the rear swivel tire, and various sensors on the anti-roll-in baffle device. Specifically, the anti-roll-in baffle device is installed between the bottom of the cargo box above the rear swivel tire and the rear swivel tire. The anti-roll-in baffle device includes multiple main lifting motors 1 installed on the bottom of the cargo box. In this embodiment, there are two main lifting motors 1, which are respectively installed on the bottom of the cargo box above the rear swivel tire via fixing plates 101. The fixing plates 101 are vertically fixed to the bottom of the cargo box, and a hinge support 102 is also vertically fixed to the bottom of the fixing plates 101. Figure 1 As shown, the line connecting the center of the hinge support 102 and the center of the output shaft of the main lifting motor 1 is parallel to the fixing plate 101. The main lifting motor 1 is connected to the DCU. It can be understood that the main lifting motor 1 has a built-in signal receiver; upon receiving a control signal from the DCU, the main lifting motor 1 rotates forward or reverses to reset. Specifically, in the prior art, an angle sensor is installed inside the truck steering wheel, which transmits a steering signal to the DCU. When the truck driver turns right, the DCU receives the right-turn signal and controls the output 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 via the linkage device 2; the output end of the sliding control motor 8 is connected to the rail 7, which is fixedly installed on the back of the anti-roll-in baffle 3. It should be noted that the linkage device 2 is positioned facing the forward direction of the rear-curved tire. When the main lifting motor 1 rotates forward, driving the linkage device 2 downward, it drives the sliding control motor 8 and the anti-roll-in baffle 3 downward, with the anti-roll-in baffle 3 protecting the rear-curved tire in its forward direction. During this process, the anti-roll-in baffle 3 remains perpendicular to the ground and does not experience significant swaying under the action of the main lifting motor 1 and the linkage device 2.

[0044] Specifically, such as Figure 1 , Figure 2 , Figure 3As shown, the main lifting motor 1 has an initial state and a working state. In the initial state, the anti-entanglement baffle 3 is at its longest horizontal distance from the rear swivel tire, and the anti-entanglement baffle 3 is positioned above and in front of the rear swivel tire via the linkage device 2. In the working state, the main lifting motor 1, through the linkage device 2, positions the anti-entanglement baffle 3 in front of the rear swivel tire, and the bottom of the anti-entanglement baffle 3 is at a certain distance from the ground. In the working state, the horizontal distance between the anti-entanglement baffle 3 and the rear swivel tire is the safe distance, and this horizontal distance is the shortest. In this embodiment, the safe distance is preset to 20 cm. In this embodiment, the anti-entanglement system in the initial state and working state of the main lifting motor 1 represents the initial state and intermediate state of the anti-entanglement system, respectively.

[0045] like Figure 1 , Figure 2 , Figure 3 As shown, the linkage device 2 includes a first link 201, a second link 202, and a third link 203. The A end of the first link 201 is fixedly connected to the output end of the main lifting motor 1. The B end of the first link 201 is hinged to the A end of the second link 202. The B end of the second link 202 is hinged to the A end of the third link 203. The B end of the third link 203 is hinged to the hinge support 102. It should be noted that the length of the second link 202 is equal to the length of the line connecting 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 link 201 and the third link 203 are equal. Figure 1 , Figure 2 , Figure 3 As shown, when the output of the main lifting motor 1 rotates forward, it drives the first connecting rod 201 to move downward. Under the constraint of the third connecting rod 203, the second connecting rod 202 always moves vertically downward. It can be understood that when the first connecting rod 201 is perpendicular to the fixed plate 101, the main lifting motor 1 is in its initial state.

[0046] like Figure 1 , Figure 2 , Figure 3 As shown, the side of the second connecting rod 202 away from the fixed plate 101 is fixedly connected to the housing of the sliding control motor 8; the output end of the sliding control motor 8 is connected to the track 7; specifically, as shown... Figure 4 As shown, the track 7 is fixed to the back of the anti-winding baffle 3. A rack is fixedly installed on the side of the track 7 away from the anti-winding baffle 3. Protrusions 701 are provided on both sides of the track, making the cross-section of the track 7 cross-shaped. The housing of the sliding control motor 8 includes two connected parts: a main housing 801 and a connecting housing 802.

[0047] like Figure 1 , Figure 2 , Figure 3As shown, a connecting housing 802 is slidably mounted on the track 7. One side of the connecting housing 802 has an opening, and slots 804 are symmetrically positioned at the opening. The slots 804 are positioned on the protrusions 701 on both sides of the track 7, so that the slots 804 cover the protrusions 701, allowing the connecting housing 802 to connect with the track 7. In this embodiment, the slots 804 are parallel to the second connecting rod 202, thereby making the track 7 parallel to the second connecting rod 202, i.e., the anti-entrapment 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 housing 802. Inside the connecting housing 802, a gear ring 803 is fixedly installed 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 mesh. When the sliding control motor 8 rotates forward, the gear ring 803 also rotates. 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 in reverse, the track 7 moves upward relative to the sliding control motor 8. It can be understood that, in order to reduce friction, ball bearings can be set 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-entanglement baffle 3 and the track 7, while the track 7 and the anti-entanglement 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, causing the anti-entanglement 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-entanglement 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-entanglement baffle 3 is a "Z"-shaped curved panel, including a first curved panel 301, a second curved panel 302, and a straight panel 303. The two ends of the straight panel 303 are fixedly connected to the first curved panel 301 and the second curved panel 302, respectively. It should be noted that when the straight panel 303 is located directly in front of the rearward travel direction of the curved tire, the first curved panel 301 is located behind the straight panel 303, on the right side of the rearward travel direction of the curved tire; the second curved panel 302 is located in front of the straight panel 303, on the left side of the rearward travel direction of the curved tire. Therefore, when the curved tire is traveling, the first curved panel can prevent pedestrians or vehicles approaching the vehicle from getting close to the curved tire, while the second curved panel and the straight panel can prevent pedestrians or vehicles already in the rearward travel direction of the curved tire from getting close to the curved tire. It is understood that the track 7 is set on the straight panel 303.

[0051] like Figure 5 As shown, multiple transverse inner reinforcing ribs 11 are provided on the inner side of the anti-roll-in baffle 3 (i.e., the back side that is not visible to pedestrians) to increase the rigidity of the anti-roll-in baffle 3. When the anti-roll-in baffle is impacted or comes into contact with pressure, the inner reinforcing ribs 11 will help increase the strength of the anti-roll-in baffle to prevent the anti-roll-in baffle from being damaged and losing its blocking and pushing function.

[0052] The sensors include a pressure sensor, which is located at the connection between the hinge support 102 and the third link 203. This pressure sensor monitors whether the anti-entrapment baffle 3 is under pressure. It is connected to the DCU (Digital Control Unit) to transmit the pressure signal. An audible and visual warning system is also installed in the driver's cab. This system is connected to the DCU. When the DCU receives the pressure signal from the pressure sensor, it activates the audible and visual warning system to alert the driver to brake and stop the vehicle, preventing further damage to the scrape. Furthermore, even when the anti-entrapment baffle 3 is under pressure, it will not sway significantly due to the support of the third link 203 and the pulling action of the main lifting motor 1 on the first link 201.

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

[0054] like Figure 1 , Figure 2 , Figure 3 , Figure 4As shown, the sensor also includes two distance sensors. A first distance sensor 9 is installed on the inner top of the anti-roll-in baffle 3. This first distance sensor 9 detects the distance between itself and the fixed plate. It is connected to the DCU and transmits the detection information to the DCU. When the DCU detects that the distance between the anti-roll-in baffle 3 and the fixed plate has reached a minimum set value, the distance between the anti-roll-in baffle 3 and the rear curved tire is at a safe distance. The DCU controls the main lifting motor 1 to stop rotating forward, and the main lifting motor 1 is in operation. At this time, the bottom of the anti-roll-in baffle 3 is still a certain distance from the ground. Simultaneously, the DCU controls the sliding control motor 8 to rotate, causing the anti-roll-in baffle 3 to continue falling. When the first distance sensor 9 detects that the distance between itself and the fixed plate has reached a maximum set value, the DCU also controls the main lifting motor 1 to stop reversing, and the main lifting motor 1 is in its initial state. In this embodiment, since the tire is round and difficult to detect, the distance between the anti-roll-in 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 provided on the bottom inner side of the anti-entanglement baffle 3 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 distance between the second distance sensor 10 and the fixed plate has reached 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-entanglement baffle 3 is also fixedly connected to the anti-entanglement inclined plate 5. The anti-entanglement inclined plate 5 serves to push away approaching pedestrians or non-motorized vehicles and prevent pedestrians from being entangled. Multiple ground contact wheels 6 are provided at the bottom of the anti-entanglement inclined plate 5. The sensors also include contact sensors installed inside the ground contact wheels 6, which are also connected to the DCU. When the anti-entanglement baffle 3 drives the ground contact wheels 6 to continue falling until the ground contact wheels 6 contact the ground and rotate, the contact sensors can detect that the ground contact wheels are in contact with the ground. When the contact sensors send the signal of the ground contact wheels contacting the ground to the DCU, the DCU controls the sliding control motor 8 to stop rotating forward. At this time, the anti-entanglement system is in its final state.

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

[0058] When the first distance sensor 9 detects that the distance between itself and the fixed plate has reached the minimum set value, the DCU controls the output of the main lifting motor 1 to stop rotating forward, and at the same time controls the sliding control motor 8 to start rotating forward, so that the anti-entanglement baffle 3 moves downward relative to the sliding control motor 8 until the ground contact wheel 6 contacts 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 forms a tire wall anti-roll-in baffle in front of the rear-curve tire's direction of travel, which can block pedestrians or objects in the tire's trajectory and prevent them from being rolled under the tire. When the pressure sensor detects a pressure signal, the DCU controls the audible and visual warning components to alert the driver, allowing the driver to brake in time.

[0060] After the truck completes the turn, the DCU will first control the sliding control motor 8 to reverse, causing the anti-entrapment baffle 3 to lift upwards. When the DCU obtains the second distance sensor 10, which detects that the distance between the sensor and the bottom of the sliding control motor 8 has reached 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, causing the connecting rod device 2 and the anti-entrapment baffle 3 to continue to lift upwards until the first distance sensor 9 detects that the distance between the sensor and the fixed plate has reached the maximum set value. Then, the main lifting motor 1 stops reversing and resets.

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

[0062] The reason for not using the main lifting motor 1 to drive the bottom of the anti-roll-in baffle 3 directly to the ground is that this setting would result in a longer anti-roll-in baffle 3. When the main lifting motor 1 is in the initial state, the anti-roll-in baffle 3 will also be located in front of the rear curved tire. When changing the tire, the anti-roll-in baffle 3 needs to be removed, which is inconvenient. In addition, this requires the linkage device to be longer to prevent contact with the rear curved tire, but this also results in an excessive distance between the anti-roll-in baffle and the rear curved tire after it falls, requiring the first curved panel 301 of the anti-roll-in baffle to be made larger.

[0063] Example 2

[0064] This embodiment discloses a control method for a truck meniscus anti-entanglement system, which utilizes a truck meniscus anti-entanglement system disclosed in Embodiment 1, and specifically includes:

[0065] When the DCU receives a right turn signal from the angle sensor inside the steering wheel, it controls the output of the main lifting motor 1 to rotate forward. The main lifting motor drives the linkage device to rotate downward, and at the same time drives the sliding control motor 8 and the anti-entanglement baffle 3 to move downward.

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

[0067] When the anti-entrapment baffle 3 is subjected to pressure from the outside, the DCU receives a pressure signal detected by the pressure sensor and immediately controls the audible and visual warning components to alert the driver, enabling the driver to brake in time.

[0068] When the DCU receives a right turn completion signal from the angle sensor inside the steering wheel, it first controls the sliding control motor 8 to reverse, causing the anti-entrapment baffle 3 to lift upwards. When the DCU detects that the distance between the second distance sensor 10 and the bottom of the sliding control motor 8 has reached a set value, the DCU controls the sliding control motor 8 to stop rotating. At the same time, the DCU controls the main lifting motor 1 to reverse, causing the connecting rod device 2 and the anti-entrapment baffle 3 to continue to lift upwards until the first distance sensor 9 detects that the distance between the main lifting motor 1 and the fixed plate has reached the maximum set value. Then, the main lifting motor 1 stops reversing and resets.

[0069] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this 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 without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. A truck rudder trap anti-entanglement system, controlled by a DCU, wherein the DCU is capable of receiving signals indicating that the truck is turning right and has completed the right turn, characterized in that, This includes an anti-roll-in baffle device installed on the bottom of the cargo box above the rear crescent tire, and multiple sensors on the anti-roll-in baffle device; all the sensors are connected to the DCU. The anti-entanglement baffle device includes multiple main lifting motors. The output end of the main lifting motor is connected to the housing of the sliding control motor through a linkage device. The output end of the sliding control motor is connected to the rail, which is fixedly installed on the back of the anti-entanglement baffle. Both the sliding control motor and the main lifting motor are connected to the DCU. The linkage device is located in the forward direction of the rear curved tire. When the main lifting motor drives the linkage device to rotate downward, it drives the sliding control motor and the anti-entrapment baffle to move downward. The anti-entrapment baffle is always perpendicular to the ground.

2. The truck meniscus anti-entanglement system as described in claim 1, characterized in that, The main lifting motor is fixed on a fixed plate, which is vertically fixed to the bottom of the carriage. A hinge support is vertically fixed to the bottom of the fixed plate. The line connecting the center of the hinge support and the center of the output shaft of the main lifting motor is parallel to the fixed plate.

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

4. A truck meniscus anti-entanglement system as described in claim 3, characterized in that, The housing of the sliding control motor is fixed to the side of the second link away from the fixed plate, including the main housing and the connecting housing connected together; One side of the connecting housing is open, and the opening is symmetrically provided with slots parallel to the second connecting rod; the output end of the sliding control motor is rotatably connected to the connecting housing, and a gear ring is fixedly installed on the output end of the sliding control motor inside the connecting housing.

5. A truck meniscus anti-entanglement system as described in claim 4, characterized in that, A rack is fixedly installed on the side of the track away from the anti-entrapment baffle, and protrusions are provided on both sides; the connecting shell is slidably installed on the track, and the slot covers the protrusions; the gear ring meshes with the rack.

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

7. A truck meniscus anti-entanglement system as described in claim 1, characterized in that, The bottom of the anti-roll-in baffle is also fixedly connected to an anti-roll-in inclined plate, and the bottom of the anti-roll-in inclined plate is provided with multiple ground contact wheels; the outer side of the anti-roll-in baffle is provided with multiple reflective strips, and the inner side is provided with multiple transverse inner reinforcing ribs.

8. A truck meniscus anti-entanglement system as described in claim 7, characterized in that, The plurality of sensors include a pressure sensor located at the connection position between the hinge support and the third link, used to monitor whether the anti-entanglement baffle is subjected to pressure; a contact sensor located inside the ground contact wheel, used to detect that the ground contact wheel is in contact with the ground; a first distance sensor located on the inner side of the top of the anti-entanglement baffle, used to detect the distance between it and the fixed plate; and a second distance sensor located on the inner side of the bottom of the anti-entanglement baffle, used to detect the distance between it and the bottom of the sliding control motor.

9. A truck meniscus anti-entanglement system as described in claim 8, characterized in that, It also includes an audible and visual warning component installed in the driver's cab. The audible and visual warning component is connected to the DCU. When the DCU receives a pressure signal from the pressure sensor, it will control the audible and visual warning component to sound an alarm and remind the driver to brake and stop.

10. A control method for a truck meniscus anti-entanglement system as described in any one of claims 1-9, characterized in that, Specifically, it includes: When the DCU receives the right turn signal from the truck, it controls the output of the main lifting motor to rotate forward, and the main lifting motor drives the linkage device to rotate downward. When the first distance sensor detects that the distance between itself and the fixed plate has reached the minimum set value, the DCU controls the output of the main lifting motor to stop rotating forward, and at the same time controls the sliding control motor to start rotating forward, so that the anti-entanglement baffle moves downward relative to the sliding control motor; until the ground contact wheel contacts 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-entrapment baffle is subjected to pressure from the outside, the DCU receives a pressure signal detected by the pressure sensor and the DCU will immediately control the audible and visual warning components to alert the driver. When the DCU receives the signal that the truck has completed a right turn, it controls the sliding control motor to reverse, causing the anti-entrapment baffle to lift upwards. When the DCU receives the signal from the second distance sensor that the distance between the sliding control motor and the second distance sensor 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, causing the linkage device and the anti-entrapment baffle to continue to lift upwards until the first distance sensor detects that the distance between the main lifting motor and the fixed plate has reached the maximum set value. Then, the main lifting motor stops reversing, achieving a reset.

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