Vehicle turning obstacle avoidance system and obstacle avoidance method

Abstract

The invention belongs to the technical field of automobiles, and relates to a vehicle turning obstacle avoidance system and an obstacle avoidance method.The vehicle turning obstacle avoidance system comprises an upper tray, a lower tray, a rotation driving mechanism, a locking mechanism, a forward rotation limiting stop pin and a reverse rotation limiting stop pin, the upper tray is rectangular, the lower tray is in a ship shape with the two narrow ends and the wide middle, and the upper tray is rotationally installed above the lower tray; the rotation driving mechanism is used for driving the upper tray to rotate on the lower tray, the locking mechanism can lock the upper tray on the lower tray, the forward rotation limiting stop pin and the reverse rotation limiting stop pin are arranged on the upper tray, and when the upper tray deflects to the limiting position clockwise or anticlockwise, the forward rotation limiting stop pin and the reverse rotation limiting stop pin can rotate to the limiting position clockwise or anticlockwise. The forward rotation limiting stop pin or the reverse rotation limiting stop pin abuts against the lower tray. The vehicle turning obstacle avoidance system has an active obstacle avoidance function, the operation burden of a driver under complex road conditions is reduced, the collision risk caused by human errors is reduced, and the driving safety is improved.

Description

Technical Field

[0001] The present invention relates to a vehicle turning obstacle avoidance system and an obstacle avoidance method, belonging to the technical field of automobiles. Background Art

[0002] In the existing transportation system, when large tractors such as container trucks turn at intersections, due to the large turning radius of large vehicles, the outer circle of the vehicle will occupy a large road surface area during the turning process, and is often restricted by obstacles such as road fences, trees, street lights, and billboards. This not only increases the driving difficulty, but may also cause the vehicle to rub against the obstacles, resulting in vehicle damage or traffic accidents.

[0003] To solve the above problems, some auxiliary devices for large vehicle turning have emerged on the market at present, but most of these devices are complex in structure, inconvenient to operate, and have poor effects in actual applications. Summary of the Invention

[0004] The purpose of the present invention is to provide a new technical solution to improve or solve the technical problems existing in the above-mentioned prior art.

[0005] The technical solution provided by the present invention is as follows: A vehicle turning obstacle avoidance system includes an upper tray, a lower tray, a rotary drive mechanism, a locking mechanism, a forward rotation limit stop pin, and a reverse rotation limit stop pin. The upper tray is rectangular, the lower tray is boat-shaped with narrow ends and wide middle, the upper tray is rotatably installed above the lower tray, the rotary drive mechanism is used to drive the upper tray to rotate on the lower tray, the locking mechanism can lock the upper tray on the lower tray, and the forward rotation limit stop pin and the reverse rotation limit stop pin are arranged on the upper tray. When the upper tray deflects clockwise or counterclockwise to the extreme position, the forward rotation limit stop pin or the reverse rotation limit stop pin abuts against the lower tray.

[0006] The technical solution provided by the present invention, compared with the prior art, has the following beneficial effects: By driving the upper tray to rotate relative to the lower tray through the rotary drive mechanism, flexible steering of the vehicle chassis is realized. Especially in narrow spaces or complex road conditions, the direction can be quickly adjusted to avoid obstacles, improving the mobility and passability of the vehicle; The forward rotation limit stop pin and the reverse rotation limit stop pin can limit the rotation angle of the upper tray, avoiding mechanical structure damage or vehicle out-of-control caused by excessive rotation, and ensuring the safety and stability of the system operation; The locking mechanism can lock the upper tray on the lower tray when the vehicle is driving straight or stationary, preventing accidental rotation caused by external force or inertia, and improving the stability of the vehicle in the stationary state. The vehicle turning obstacle avoidance system of the present invention has an active obstacle avoidance function, reducing the operation burden of the driver in complex road conditions, reducing the collision risk caused by human error, and improving driving safety.

[0007] On the basis of the above technical solutions, the present invention can be further improved as follows.

[0008] Further, the locking mechanism includes a positioning pin, a pin hole, and a locking drive cylinder. The positioning pin is installed on the lower tray in a manner that can axially expand and contract. The pin hole is opened on the upper tray. The piston rod of the locking drive cylinder is connected to the positioning pin and can drive the positioning pin to expand and contract, insert into or withdraw from the pin hole.

[0009] The beneficial effect of adopting the above further solution is that through the cooperation of the positioning pin and the pin hole, high-precision locking between the upper tray and the lower tray is achieved, preventing the upper tray from shifting due to vibration or external force during vehicle driving, and improving the stability and safety of vehicle driving. Moreover, the locking drive cylinder can quickly drive the positioning pin to expand and contract, realizing the rapid switching between locking and unlocking, meeting the requirements of the vehicle in different driving states, and improving the response speed and efficiency of the system.

[0010] Further, the upper surface of the lower tray is provided with multiple arc-shaped roller grooves. A plurality of rollers are rotatably installed in each roller groove. The lower surface of the upper tray is further provided with a rotating groove corresponding to the roller groove, and the rollers are in rolling contact with the groove wall of the rotating groove.

[0011] The beneficial effect of adopting the above further solution is that the multiple arc-shaped roller grooves and rollers provide support and guidance for the rotation of the upper tray, and the rolling contact between the rollers and the rotating groove reduces the frictional resistance when the upper tray rotates relative to the lower tray.

[0012] Further, it further includes an alignment detector. The alignment detector is used to detect whether the central axes of the upper tray and the lower tray coincide. The alignment detector includes a signal transmitting end and a signal receiving end. The signal transmitting end and the signal receiving end are respectively installed at corresponding positions on the upper tray and the lower tray, or both are installed on the upper tray or the lower tray and achieve signal interaction through reflection.

[0013] The beneficial effect of adopting the above further solution is that the alignment detector can detect in real time whether the central axes of the upper tray and the lower tray coincide, providing an accurate judgment basis for the locking operation of the locking mechanism and ensuring the accuracy of the locking operation.

[0014] Further, it further includes a first angle sensor and a second angle sensor. The first angle sensor and the second angle sensor are communicatively connected. The first angle sensor is used to detect the angle between the central axis of the lower tray and the central axis of the vehicle head. The second angle sensor is used to detect the angle between the central axis of the upper tray and the central axis of the lower tray.

[0015] The beneficial effects of adopting the above further solution are that the first angle sensor and the second angle sensor can monitor the rotation angles between the lower tray and the vehicle head, and between the upper tray and the lower tray in real time, providing accurate feedback information for the control of the rotation drive mechanism. Through the data interaction and communication connection of the two angle sensors, the system can control the rotation drive mechanism according to the real-time rotation angle.

[0016] Further, it further includes a first distance sensor, a second distance sensor, a third distance sensor, and a fourth distance sensor. The four distance sensors are respectively arranged at the four corners of the upper tray and are used to detect the distances between the four corners of the upper tray and obstacles.

[0017] The beneficial effects of adopting the above further solution are that the distance sensors can detect the distances between the upper tray and obstacles in real time, and send out warning signals in time when the distances reach the preset safety thresholds, reminding the driver or the system to take obstacle avoidance measures to avoid the occurrence of collision accidents. The four distance sensors are respectively arranged at the four corners of the upper tray, realizing the omnidirectional detection of obstacles around the upper tray.

[0018] A vehicle turning obstacle avoidance method, using the vehicle turning obstacle avoidance system according to the claims, includes:

[0019] When the vehicle is in a straight driving state, the upper tray is aligned with the lower tray, that is, the central axis of the upper tray coincides with the central axis of the lower tray, and the locking mechanism locks the upper tray on the lower tray.

[0020] When the vehicle starts to turn, the locking mechanism releases the lock, and the upper tray can rotate relative to the lower tray; the rotation drive mechanism starts and drives the upper tray to rotate in a rotation direction opposite to the turning direction of the vehicle head.

[0021] When the vehicle gradually drives out of the turning area, the rotation drive mechanism is started again at this time to drive the upper tray to rotate, so that the upper tray and the lower tray gradually return to the aligned state.

[0022] When the alignment detector detects that the central axes of the upper tray and the lower tray coincide, the locking mechanism locks again, completing the turning obstacle avoidance process, and the vehicle resumes the straight driving state.

[0023] The technical solution provided by the present invention has the following beneficial effects compared with the prior art: Through the obstacle avoidance method of the present invention, the obstacle avoidance function during the turning process of the vehicle is realized. First, when the vehicle turns, through the relative rotation of the upper tray and the lower tray, and in cooperation with the rotation drive mechanism to rotate in the direction opposite to the turning direction of the vehicle head, the passing ability of the vehicle in narrow or complex road conditions is enhanced, and the collision risk caused by insufficient turning space is avoided; Second, the second angle sensor monitors the change of the deflection angle of the upper tray in real time, and the rotation drive mechanism adjusts the position of the upper tray to realize the function of linkage between obstacle avoidance and the driving state of the vehicle; In addition, through the alignment detector, it can ensure that the upper tray and the lower tray are completely aligned, and the locking mechanism automatically locks to restore the vehicle to a straight driving state; The locking mechanism remains locked during normal driving to ensure the rigid connection between the upper tray and the lower tray, reducing the impact of driving vibration on the vehicle structure; During turning, through intelligent unlocking and rotation, it not only meets the obstacle avoidance requirements but also avoids mechanical fatigue caused by long-term rotation, extending the service life of the system.

[0024] On the basis of the above technical solution, the present invention can be further improved as follows.

[0025] Further, when the vehicle starts to turn, the specific steps are as follows:

[0026] S1. Judge the angle value monitored by the first angle sensor. When the angle is greater than zero, execute step S3; otherwise, execute step S2;

[0027] S2. The vehicle keeps going straight;

[0028] S3. The locking mechanism (400) is unlocked, and the upper tray (100) can rotate relative to the lower tray (200);

[0029] S4. Determine whether it is a left turn or a right turn. If it is a left turn, execute step S6; otherwise, execute step S5;

[0030] S5. Drive the upper tray to turn left and go to step S7;

[0031] S6. Drive the upper tray to turn right and go to step S7;

[0032] S7. Judge the distances from the four corners of the upper tray (100) to the obstacle, that is, whether one of a1, a2, a3, and a4 is less than or equal to a. If it is less than or equal to a, go to step S9; otherwise, execute step S8;

[0033] S8. Judge whether the deflection angle γ of the upper tray reaches the maximum value γmax. If it does not reach the maximum, go to step S4; otherwise, go to step S9;

[0034] S9. The upper tray stops deflecting;

[0035] S10. Determine whether the vehicle head rotates. If it rotates, go to step S11; otherwise, go to step S9.

[0036] S11. The upper tray rotates. When it rotates to the position where the central axes of the upper tray (100) and the lower tray (200) coincide, the locking mechanism (400) locks again.

[0037] S12. The turning ends.

[0038] Further, in steps S4 and S5, by controlling the output of the rotary drive mechanism (300), the deflection angle of the upper tray is controlled. The relationship between the deflection angle γ of the upper tray and the deflection angle β of the vehicle head satisfies the following formula:

[0039] γ = -kβ

[0040] where k is the proportionality coefficient, and 0 ≤ k ≤ 1;

[0041] -γmax ≤ γ ≤ γmax;

[0042] -βmax ≤ β ≤ βmax;

[0043] γ is the deflection angle of the upper tray, that is, the angle between the central axis of the upper tray and the central axis of the lower tray; γmax is the maximum clockwise deflection angle of the upper tray; -γmax is the maximum counterclockwise deflection angle of the upper tray;

[0044] β is the deflection angle of the vehicle head, that is, the angle between the central axis of the vehicle head and the central axis of the lower tray, βmax is the maximum clockwise deflection angle of the vehicle head; -βmax is the maximum counterclockwise deflection angle of the vehicle head.

[0045] The beneficial effect of adopting the above further solution is that the deflection angle γ of the upper tray can be deflected correspondingly according to the deflection angle β of the vehicle head, thereby ensuring a high degree of synchronization between the deflection of the upper tray and the deflection of the vehicle head.

[0046] Further,

[0047]

[0048] where βmax is the maximum deflection angle of the vehicle head, and the maximum value of βmax is 90°;

[0049] γmax is the maximum deflection angle of the upper tray. Description of the Drawings

[0050] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained according to the provided drawings.

[0051] Figure 1 Schematic three-dimensional structure diagram of the vehicle turning obstacle avoidance system of the present invention;

[0052] Figure 2 Front view of the vehicle turning obstacle avoidance system of the present invention;

[0053] Figure 3 Front view of the vehicle turning obstacle avoidance system of the present invention in the state where the upper tray deflects clockwise;

[0054] Figure 4 Front view of the vehicle turning obstacle avoidance system of the present invention in the state where the upper tray deflects counterclockwise;

[0055] Figure 5 Exploded structure diagram of the vehicle turning obstacle avoidance system of the present invention;

[0056] Figure 6 Exploded structure diagram of the vehicle turning obstacle avoidance system of the present invention presented from another perspective;

[0057] Figure 7 Vehicle turning state diagram of the present invention;

[0058] Figure 8 Flowchart of the vehicle turning obstacle avoidance method of the present invention;

[0059] In the figure, 100, upper tray; 101, rotating groove; 200, lower tray; 201, arc-shaped roller groove; 300, rotation drive mechanism; 301, drive motor; 302, driving gear; 303, slewing bearing; 400, locking mechanism; 401, positioning pin; 402, pin hole; 403, locking drive cylinder; 501, first forward rotation limit stop pin; 502, second forward rotation limit stop pin; 601, first reverse rotation limit stop pin; 602, second reverse rotation limit stop pin; 700, roller; 800, vehicle head; γ, deflection angle of the upper tray; γmax, maximum clockwise deflection angle of the upper tray; -γmax, maximum counterclockwise deflection angle of the upper tray; β, deflection angle of the vehicle head; βmax, maximum clockwise deflection angle of the vehicle head; -βmax, maximum counterclockwise deflection angle of the vehicle head. Detailed implementation manners

[0060] The serial numbers assigned to components in this document, such as "first", "second", etc., are only used to distinguish the described objects and do not imply any priority in order or specific technical meaning. In addition, the concepts of "connection" and "coupling" mentioned in this application, unless otherwise specifically stated, are both considered to include direct connection (coupling) and indirect connection (coupling).

[0061] When interpreting the description of this application, it is necessary to clarify that the orientation or positional relationship indicated by terms such as "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", etc. are all based on the perspective and layout shown in the drawings, aiming to facilitate the description and simplify the description process, rather than an absolute limitation on the actual orientation, construction method, and operation mode of the device or component. Therefore, these terms should not be understood as restrictive interpretations of the content of this application.

[0062] The principles and features of the present invention will be described below in conjunction with examples. The examples given are only used to explain the present invention and are not used to limit the scope of the present invention.

[0063] As Figures 1 - 6 shown, a vehicle turning obstacle avoidance system includes an upper tray 100, a lower tray 200, a rotation drive mechanism 300, a locking mechanism 400, a forward rotation limit stop pin, and a reverse rotation limit stop pin. The upper tray 100 is rectangular, the lower tray 200 is in the shape of a boat with narrow ends and a wide middle. The upper tray 100 is rotatably installed above the lower tray 200. The rotation drive mechanism 300 is used to drive the upper tray 100 to rotate on the lower tray 200. The locking mechanism 400 can lock the upper tray 100 on the lower tray 200 to limit the rotation of the upper tray 100 relative to the lower tray 200. The forward rotation limit stop pin and the reverse rotation limit stop pin are arranged on the upper tray 100. When the upper tray 100 deflects clockwise to the limit position, the forward rotation limit stop pin abuts against the lower tray 200 to limit the maximum rotation angle of the upper tray 100 relative to the lower tray 200 in the clockwise direction. When the upper tray 100 deflects counterclockwise to the limit position, the reverse rotation limit stop pin abuts against the lower tray 200 to limit the maximum rotation angle of the upper tray 100 relative to the lower tray 200 in the counterclockwise direction.

[0064] In this embodiment, the rotation drive mechanism 300 includes a drive motor 301, a driving gear 302, and a slewing bearing 303. The upper tray 100 is rotatably installed above the lower tray 200 through the slewing bearing 303. The driving gear 302 is provided on the drive shaft of the drive motor 301, and the driving gear 302 meshes with the slewing bearing 303.

[0065] The forward rotation limit stop pins include two, namely the first forward rotation limit stop pin 501 and the second forward rotation limit stop pin 502, and the reverse rotation limit stop pins include two, namely the first reverse rotation limit stop pin 601 and the second reverse rotation limit stop pin 602; the first forward rotation limit stop pin 501 and the second forward rotation limit stop pin 502 are diagonally arranged on the upper tray 100, and the first reverse rotation limit stop pin 601 and the second reverse rotation limit stop pin 602 are also diagonally arranged on the other two diagonals of the upper tray 100. When the upper tray 100 rotates clockwise to the limit position, the first forward rotation limit stop pin 501 and the second forward rotation limit stop pin 502 respectively abut against the front and rear side walls of the lower tray 200 to limit the continuous rotation of the upper tray 100; when the upper tray 100 rotates counterclockwise to the limit position, the first reverse rotation limit stop pin 601 and the second reverse rotation limit stop pin 602 respectively abut against the front and rear side walls of the lower tray 200 to limit the continuous rotation of the upper tray 100.

[0066] The locking mechanism 400 includes a positioning pin 401, a pin hole 402 and a locking drive cylinder 403. The positioning pin 401 is installed on the lower tray 200 in a manner that it can axially expand and contract. The pin hole 402 is opened at a position on the upper tray 100 corresponding to the locking pin. The piston rod of the locking drive cylinder 403 is connected to the positioning pin 401 and can drive the positioning pin 401 to expand and contract, insert into or withdraw from the pin hole 402 to lock the upper tray 100 on the lower tray 200 and limit the relative rotation of the upper tray 100 with respect to the lower tray 200. The present invention does not limit the type of the locking drive cylinder 403, and the locking drive cylinder 403 can adopt a hydraulic cylinder, a pneumatic cylinder or an electric cylinder, etc.

[0067] In this embodiment, locking mechanisms 400 are provided at the front end, rear end, left side and right side positions of the lower tray 200 to achieve stable locking of the upper and lower trays 200 at different positions. It should be noted that the present invention does not limit the specific number of the locking mechanisms 400, and in practical applications, the number of the locking mechanisms 400 can be increased or decreased according to factors such as vehicle structure, obstacle avoidance requirements and safety.

[0068] The upper surface of the lower tray 200 is provided with a plurality of arc-shaped roller grooves 201. A plurality of rollers 700 are rotatably installed in each roller groove through a rotating shaft. The lower surface of the upper tray 100 is further provided with a rotating groove 101 corresponding to the roller groove. The upper ends of the rollers 700 extend into the rotating groove 101, and the rollers 700 are in rolling contact with the groove walls of the rotating groove 101 to assist the upper tray 100 to rotate smoothly relative to the lower tray 200.

[0069] The turning obstacle avoidance system further includes an alignment detector for detecting whether the central axes of the upper tray 100 and the lower tray 200 coincide. The alignment detector includes a signal transmitting end and a signal receiving end, which are respectively installed at corresponding positions on the upper tray 100 and the lower tray 200, or both are installed on the upper tray 100 or the lower tray 200 and achieve signal interaction through reflection.

[0070] The turning obstacle avoidance system further includes a first angle sensor and a second angle sensor, which are communicatively connected. The first angle sensor is used to detect the angle β between the central axis of the lower tray 200 and the central axis of the vehicle head 800, and the second angle sensor is used to detect the angle γ between the central axis of the upper tray 100 and the central axis of the lower tray 200.

[0071] The turning obstacle avoidance system further includes a first distance sensor, a second distance sensor, a third distance sensor, and a fourth distance sensor. The four distance sensors are respectively arranged at the four corners of the upper tray 100 for detecting the distances between the four corners of the upper tray 100 and obstacles.

[0072] In another embodiment, a wide-angle camera is installed directly behind the vehicle head 800 for real-time monitoring of the surrounding environment during vehicle turning. The wide-angle camera captures a panoramic image during vehicle turning, and through edge detection and obstacle recognition algorithms, determines the corner area with the highest collision risk, thereby controlling the rotation drive mechanism 300 to adjust the deflection direction of the upper tray 100.

[0073] A vehicle turning obstacle avoidance method using the vehicle turning obstacle avoidance system includes:

[0074] When the vehicle is in a normal driving state, the upper tray 100 is aligned with the lower tray 200, that is, the central axis of the upper tray 100 coincides with the central axis of the lower tray 200. The locking mechanism 400 is in a locked state, and the positioning pin 401 is inserted into the pin hole 402 of the upper tray 100 under the action of the locking drive cylinder 403 to lock the upper tray 100 to the lower tray 200. The vehicle can drive straight or make a large-angle turn at an intersection without deflecting the upper tray 100;

[0075] When the vehicle needs to turn at an intersection, due to the deflection of the vehicle head, the first angle sensor first detects that the angle value β starts to increase. At this time, the locking mechanism 400 releases the lock, and the locking drive cylinder 403 drives the positioning pin 401 to retract, enabling the upper tray 100 to rotate relative to the lower tray 200; the rotation drive mechanism 300 is activated and drives the upper tray 100 to rotate in a rotation direction opposite to the turning direction of the vehicle head 800; if the vehicle head 800 turns right, the rotation drive mechanism 300 drives the upper tray 100 to turn left. During the vehicle turning process, the first angle sensor continuously monitors the angle β between the central axis of the lower tray 200 and the central axis of the vehicle head 800, and the second angle sensor continuously monitors the angle γ between the central axis of the upper tray 100 and the central axis of the lower tray 200, and controls the deflection angle of the upper tray 100 by controlling the output of the rotation drive mechanism 300.

[0076] During the deflection process of the upper tray 100, the first distance sensor, the second distance sensor, the third distance sensor, and the fourth distance sensor (not shown in the figure) at the four corners continuously monitor the distance between the upper tray 100 and the surrounding obstacles (such as road fences, trees, street lights, signboards, etc.). Specifically, the distance sensor measures the distance to the target object by emitting a signal (such as ultrasonic wave, laser, or infrared ray) and receiving the reflected signal. When the monitoring area is designed as a fan shape, the signal emitted by the sensor forms a fan-shaped coverage range in space, and can detect the object distance within this range. When the distance detected by the sensor at a certain corner reaches the preset safety distance a, the rotation drive mechanism 300 stops operating to prevent the upper tray 100 from colliding with the obstacle; through the preset safety distance a, the system can dynamically adjust the output of the rotation drive mechanism according to the actual road conditions and the position of the obstacle, ensuring that the upper tray always maintains a safe distance from the obstacle during the obstacle avoidance process.

[0077] As the turning progresses, when the vehicle exits the turning area, the rotation drive mechanism 300 is activated again to drive the upper tray 100 to rotate, and by controlling the output of the rotation drive mechanism 300, the upper tray 100 and the lower tray 200 gradually return to the aligned state;

[0078] When the alignment detector detects that the central axes of the upper tray 100 and the lower tray 200 coincide, the locking mechanism 400 is re-locked, and the positioning pin 401 is re-inserted into the pin hole 402 of the upper tray 100 under the action of the locking drive cylinder 403, completing the turning obstacle avoidance process, and the vehicle resumes the straight driving state.

[0079] During the entire turning and obstacle avoidance process, if the angle detected by the second angle sensor is less than the maximum angle of rotation of the upper tray 100, the rotation drive mechanism 300 can continue to drive the upper tray 100 to rotate. When the upper tray 100 deflects to the limit position, the forward rotation limit stop pin or the reverse rotation limit stop pin will abut against the lower tray 200, issue an alarm and limit the rotation drive mechanism 300 from continuing to operate, ensuring the safe operation of the system. Through the design of the forward rotation limit stop pin and the reverse rotation limit stop pin, it effectively prevents the upper tray from over-rotating during rotation, avoiding damage to the mechanical structure and loss of control of the vehicle.

[0080] As Figure 8 shown in the flowchart, it shows the specific process of the vehicle turning and obstacle avoidance method:

[0081] S1. Determine whether the central axis of the vehicle head is parallel to the central axis of the lower tray. If they are parallel, execute step S2; otherwise, execute step S3;

[0082] S2. The vehicle keeps going straight;

[0083] S3. The locking mechanism (400) is unlocked, and the upper tray (100) can rotate relative to the lower tray (200);

[0084] S4. Determine whether it is a left turn or a right turn. If it is a left turn, execute step S6; otherwise, execute step S5;

[0085] S5. Drive the upper tray to turn left and go to step S7;

[0086] S6. Drive the upper tray to turn right and go to step S7;

[0087] S7. Determine the distances from the four corners of the upper tray (100) to the obstacle, that is, whether one of a1, a2, a3, and a4 is less than or equal to a. If it is less than or equal to a, go to step S9; otherwise, execute step S8;

[0088] S8. Determine whether the deflection angle γ of the upper tray reaches the maximum. If it has not reached the maximum, go to step S4; otherwise, go to step S9;

[0089] S9. The upper tray stops deflecting;

[0090] S10. Determine whether the vehicle head rotates. If it rotates, go to step S11; otherwise, go to step S9; Among them, the control system can judge whether the vehicle head rotates through the rotation direction of the steering wheel. For example, when the vehicle starts to turn right, it needs to turn the steering wheel to the right first, and when it rotates, it needs to turn the steering wheel to the left. When the vehicle starts to turn left, it needs to turn the steering wheel to the left first, and when it rotates, it needs to turn the steering wheel to the right.

[0091] S11. The upper tray rotates. When it rotates to the position where the central axes of the upper tray (100) and the lower tray (200) coincide, the locking mechanism (400) locks again.

[0092] S12. The turning ends.

[0093] In steps S4 and S5, by controlling the output of the rotation drive mechanism (300), the deflection angle of the upper tray is controlled. The relationship between the deflection angle γ of the upper tray and the deflection angle β of the vehicle head satisfies the following formula:

[0094] γ = -kβ

[0095] where k is a proportionality coefficient, and 0 ≤ k ≤ 1.

[0096] In this embodiment,

[0097] where βmax is the maximum deflection angle of the vehicle head, and the maximum value of βmax is 90°;

[0098] γmax is the maximum deflection angle of the upper tray.

[0099] For example, when βmax = 90° and γmax = 45°,

[0100] when βmax = 75° and γmax = 30°, k = 0.4;

[0101] when βmax = 65° and γmax = 30°, k = 0.5.

[0102] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims

1. A vehicle turning obstacle avoidance system, characterized in that: The invention comprises an upper tray (100), a lower tray (200), a rotation drive mechanism (300), a locking mechanism (400), a forward rotation limit stop pin and a reverse rotation limit stop pin. The upper tray (100) is rectangular, and the lower tray (200) is boat-shaped with narrow ends and a wide middle. The upper tray (100) is rotatably mounted above the lower tray (200). The rotation drive mechanism (300) is used to drive the upper tray (100) to rotate on the lower tray (200). The locking mechanism (400) can lock the upper tray (100) on the lower tray (200). The forward rotation limit stop pin and the reverse rotation limit stop pin are arranged on the upper tray (100). When the upper tray (100) deflects clockwise or counterclockwise to an extreme position, the forward rotation limit stop pin or the reverse rotation limit stop pin abuts against the lower tray (200).

2. The vehicle turning obstacle avoidance system according to claim 1, characterized in that: The locking mechanism (400) comprises a positioning pin (401), a pin hole (402) and a locking drive cylinder (403); the positioning pin (401) is mounted on the lower tray (200) in a manner that allows it to be extended and retracted along the axial direction; the pin hole (402) is provided on the upper tray (100); a piston rod of the locking drive cylinder (403) is connected to the positioning pin (401) and can drive the positioning pin (401) to be extended and retracted, and inserted into or withdrawn from the pin hole (402).

3. The vehicle turning obstacle avoidance system according to claim 1 or 2, characterized in that: The upper surface of the lower tray (200) is provided with a plurality of arc-shaped roller grooves (201), and a plurality of rollers (700) are rotatably installed in each of the roller grooves. The lower surface of the upper tray (100) is also provided with a rotating groove (101) corresponding to the roller groove, and the rollers (700) are in rolling contact with the groove wall of the rotating groove (101).

4. The vehicle turning obstacle avoidance system according to claim 1, characterized in that: It also includes an alignment detector, which is used to detect whether the central axes of the upper tray (100) and the lower tray (200) coincide with each other. The alignment detector includes a signal transmitting end and a signal receiving end, and the signal transmitting end and the signal receiving end are respectively installed at corresponding positions of the upper tray (100) and the lower tray (200), or are both installed on the upper tray (100) or the lower tray (200) and realize signal interaction by reflection.

5. The vehicle turning obstacle avoidance system according to claim 4, characterized in that: It also includes a first angle sensor and a second angle sensor, the first angle sensor and the second angle sensor are communicatively connected, the first angle sensor is used to detect the angle between the central axis of the lower tray (200) and the central axis of the vehicle head (800), and the second angle sensor is used to detect the angle between the central axis of the upper tray (100) and the central axis of the lower tray (200).

6. The vehicle turning obstacle avoidance system according to claim 5, characterized in that: It also comprises a first distance sensor, a second distance sensor, a third distance sensor and a fourth distance sensor, wherein the four distance sensors are respectively arranged at the four corners of the upper tray (100) and are used to detect the distance between the four corners of the upper tray (100) and obstacles.

7. A vehicle turning obstacle avoidance method, characterized in that: The vehicle turning obstacle avoidance system according to any one of claims 1 to 6 comprises: When the vehicle is traveling in a straight line, the upper tray (100) is aligned with the lower tray (200), that is, the central axis of the upper tray (100) coincides with the central axis of the lower tray (200), and the locking mechanism (400) locks the upper tray (100) on the lower tray (200); When the vehicle starts to turn, the locking mechanism (400) is unlocked, and the upper tray (100) can rotate relative to the lower tray (200); The rotation drive mechanism (300) is started to drive the upper tray (100) to rotate in a direction opposite to the turning direction of the vehicle head (800); When the vehicle exits the turning area, the rotation drive mechanism (300) is started again to drive the upper tray (100) to rotate, so that the upper tray (100) and the lower tray (200) gradually return to an aligned state; When the alignment detector detects that the central axes of the upper tray (100) and the lower tray (200) coincide, the locking mechanism (400) is re-locked, the turning obstacle avoidance process is completed, and the vehicle resumes a straight-line driving state.

8. The vehicle turning obstacle avoidance method according to claim 7, characterized in that: When the vehicle starts to turn, the specific steps are as follows: S1, determine whether the central axis of the vehicle head is parallel to the central axis of the lower tray, if they are parallel, execute step S2, otherwise, execute step S3; S2, the vehicle keeps going straight; S3, the locking mechanism (400) is unlocked, and the upper tray (100) can rotate relative to the lower tray (200); S4, determine whether it is a left turn or a right turn, if it is a left turn, execute step S6, otherwise, execute step S5; S5, drive the upper tray to turn left, and go to step S7; S6, drive the upper tray to turn right, and go to step S7; S7, determining whether the distances from the four corners of the upper tray (100) to the obstacle, i.e., whether one of a1, a2, a3 and a4 is less than or equal to a, if so, proceeding to step S9; otherwise, executing step S8; S8, judging whether the deflection angle γ of the upper tray has reached the maximum value γmax, if not, go to step S4; otherwise, go to step S9; S9, the upper tray stops deflecting; S10, determine whether the vehicle head is rotating, if so, go to step S11, otherwise, go to step S9; S11, the upper tray rotates, and when the central axis of the upper tray (100) coincides with the central axis of the lower tray (200), the locking mechanism (400) is locked again; S12, the turn is completed.

9. The vehicle turning obstacle avoidance method according to claim 8, characterized in that: In step S4 and step S5, the deflection angle of the upper tray is controlled by controlling the output of the rotation drive mechanism (300), and the relationship between the deflection angle γ of the upper tray and the deflection angle β of the vehicle head satisfies the following formula: γ=-kβ Wherein, k is the proportionality coefficient, 0≤k≤1; -γmax≤γ≤γmax; -βmax≤β≤βmax; γ is the deflection angle of the upper tray, that is, the angle between the center axis of the upper tray and the center axis of the lower tray; γmax is the maximum clockwise deflection angle of the upper tray; -γmax is the maximum counterclockwise deflection angle of the upper tray; β is the deflection angle of the vehicle head, that is, the angle between the central axis of the vehicle head and the central axis of the lower tray, βmax is the maximum clockwise deflection angle of the vehicle head; -βmax is the maximum counterclockwise deflection angle of the vehicle head.

10. The vehicle turning obstacle avoidance method according to claim 9, characterized in that: Among them, βmax is the maximum deflection angle of the vehicle head, and the maximum value of βmax is 90°; γmax is the maximum deflection angle of the upper tray.

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