Intelligent traction connection and anti-falling safety guarantee mechanism for semitrailer

Abstract

The invention discloses an intelligent traction connection and anti-falling safety guarantee mechanism for a semitrailer, and belongs to the technical field of semitrailer traction safety. The mechanism comprises a fixed flange, a traction pin, a saddle and a first locking structure, and is characterized in that a state detection unit composed of an axial detection assembly and a horizontal detection assembly is additionally arranged and used for monitoring axial and horizontal relative displacement between the fixed flange and the saddle in real time; an active anti-disengaging execution unit composed of a hydraulic driver and an anti-disengaging clamping plate is additionally arranged. A vehicle-mounted controller and an alarm unit are further arranged. Failure early warning is achieved through multi-dimensional state detection, the clamping plate is actively driven to be clamped into the second clamping groove of the traction pin to form redundant locking when abnormity is detected, meanwhile, rotation interference is eliminated through the annular detection reference and multi-point sensor layout, and the safety of traction connection of the semitrailer is effectively improved.

Description

Technical Field

[0001] This invention relates to the field of semi-trailer traction safety technology, specifically to a semi-trailer intelligent traction connection and anti-detachment safety protection mechanism. Background Technology

[0002] Currently, the connection between a semi-trailer and its tractor unit primarily involves inserting a towing pin into a saddle slot, which is then locked in place by a locking mechanism inside the saddle (such as a locking hook, safety stop, or operating lever). While this connection method reliably transmits traction under normal operating conditions, under conditions of prolonged heavy loads, high-frequency vibrations, harsh road conditions, rapid acceleration, or emergency braking, the components of the locking mechanism (especially the connecting pin, cotter pin, and locking hook shaft) may gradually fail due to wear, fatigue, or impact. This poses a risk that the towing pin may accidentally detach from the saddle. In the event of a detachment, the trailer will become uncontrollable, potentially causing vehicle damage and cargo overturning, or even a major traffic accident, seriously threatening the safety of the driver, passengers, and pedestrians.

[0003] To address the aforementioned issues, those skilled in the art have proposed various improvement solutions. For example, Chinese Utility Model Patent No. CN214647398U (Prior Document 1) discloses an anti-detachment protection device for connecting a container semi-trailer to a tractor. This device forms a double anti-detachment structure by setting a plug, pin, nut, and cotter pin at the connection between the U-shaped hook and the operating lever, thus improving the anti-loosening capability of the connecting pin to a certain extent. Another example is Chinese Invention Patent Application No. CN119705652A (Prior Document 3), which discloses a trailer traction mechanism protective frame. This frame features front and rear protective frames positioned at the bottom of the trailer, one in front of the saddle and the other behind it, to limit the trailer's loss of control after uncoupling and prevent it from impacting the cab forward or sliding laterally. Yet another example is Chinese Utility Model Patent No. CN218805030U (Prior Document 2), which discloses a low-flatbed semi-trailer traction pin device. This device uses an anti-loosening ring and a locking mechanism to prevent the traction pin fixing bolts from loosening due to vibration.

[0004] However, a comprehensive analysis of the above-mentioned existing technical solutions reveals the following significant drawbacks: The lack of real-time status perception and early warning capabilities makes it difficult to detect safety hazards in advance. The aforementioned technical solutions all employ purely mechanical structures, making it impossible to monitor the working status of the locking mechanism in real time. For example, in Comparative Document 1, the connecting pin and cotter pin will wear down due to axial movement during long-term use. When the cotter pin wears down and breaks, the connecting pin gradually protrudes, eventually causing the safety lever to fail. This process is gradual, but the driver is completely unaware of it while driving, only noticing it after a detachment accident occurs. Existing technologies lack the ability to "check up" the status of the locking mechanism, failing to issue early warnings of malfunctions, causing safety hazards to remain latent for a long time.

[0005] The anti-detachment measures are passive and cannot actively intervene in the early stages of failure. Existing anti-detachment structures are all passive protections, meaning they only function after or just before decoupling. While the dual anti-detachment structure in Comparative Document 1 provides some redundancy in case of pin movement, this redundancy is static and cannot actively execute additional locking actions upon detecting an anomaly. The protective frame in Comparative Document 3 only limits the trailer's loss of control through physical obstruction after decoupling has already occurred, constituting a "post-event remedial" measure. These passive anti-detachment structures cannot achieve a closed-loop control of "detection-judgment-active intervention," making it difficult to promptly stop the malfunction from developing in the early stages of locking mechanism failure.

[0006] The current detection methods are limited in scope and cannot comprehensively cover multiple failure modes. Existing technologies primarily address single failure modes. For example, Reference Document 1 mainly solves the problem of the connecting pin between the U-hook and the operating lever falling off, but it lacks detection and countermeasures for axial movement or forward disengagement of the traction pin itself due to factors such as lock hook wear or safety stop displacement. Reference Document 2 only addresses the loosening prevention of the traction pin fixing bolts, without addressing the core locking mechanism between the traction pin and the saddle. In fact, the failure modes of the traction connection system are diverse: they include the failure of the locking transmission link due to connecting pin falling off, the increased locking clearance due to lock hook wear, and the forward slippage of the traction pin in the horizontal direction. Existing technologies have failed to establish a multi-dimensional condition monitoring system, leaving some failure modes in a monitoring blind spot.

[0007] The lack of consideration for detection reliability under rotational conditions limits its practical application. Adding a displacement detection device to existing technology typically fails to account for the impact of the fixed flange rotating with the trailer during a semi-trailer turn on the sensor signal. During turning, relative rotation occurs between the towing pin and the saddle. If a single-point sensor is used, the signal will be lost or experience severe fluctuations when the target rotates out of the sensor's detection range with the fixed flange, easily leading to false positives or false negatives. Furthermore, existing technologies lack effective solutions for detection stability under rotational conditions, making it difficult to maintain reliable monitoring performance in complex real-world road conditions.

[0008] In summary, existing semi-trailer traction connection and anti-detachment structures generally suffer from problems such as "unknown status, passive anti-detachment, incomplete detection, and significant rotational interference." With the increasing demands for vehicle safety in the logistics and transportation industry, and the accelerated adoption of intelligent and connected technologies in the commercial vehicle sector, there is an urgent need for a new type of intelligent safety mechanism capable of real-time monitoring of the traction connection status, proactively implementing redundant locking, and adapting to turning conditions. This would effectively reduce the risk of traction pin detachment and improve the driving safety of semi-trailers. Summary of the Invention

[0009] (a) Technical problems to be solved To address the shortcomings of existing technologies, this invention provides an intelligent traction connection and anti-detachment safety mechanism for semi-trailers, solving the problems existing in the current intelligent traction connection and anti-detachment safety mechanisms for semi-trailers.

[0010] (II) Technical Solution To achieve the above objectives, the present invention provides the following technical solution: an intelligent traction connection and anti-detachment safety mechanism for semi-trailers.

[0011] 1. Technical solutions for the lack of real-time state perception and early warning capabilities To ensure timely detection and early warning of progressive failure in the first locking structure, this invention incorporates a status detection unit between the fixed flange and the saddle. This unit includes a first detection component for detecting the axial relative displacement between the fixed flange and the saddle, and a second detection component for detecting the horizontal relative displacement between them. The first detection component continuously monitors the axial clearance by setting a second detection reference ring on the lower wall of the fixed flange and embedding a second distance sensor in a corresponding mounting hole on the upper wall of the saddle. The second detection component continuously monitors the horizontal distance by setting a first detection reference ring on the outer peripheral wall of the fixed flange and fixing a first distance sensor to the front side of the slot on the upper wall of the saddle via a mounting seat. These sensors transmit the detection signals to the vehicle controller in real time. The vehicle controller has preset warning and trigger thresholds. When the detected value exceeds the warning threshold, the vehicle controller immediately controls the display to show a warning message and drives a buzzer to emit an intermittent alarm sound, allowing the driver to promptly become aware that the first locking structure has malfunctioned and take appropriate measures such as slowing down and observing the situation, preventing the fault from worsening and potentially leading to an accident. As a preferred option, multiple second distance sensors can be evenly distributed along the circumference of the upper wall of the saddle. The vehicle controller takes the average or minimum value of the signals from multiple sensors as the basis for judging axial displacement, so as to improve detection accuracy and anti-interference capability.

[0012] 2. Technical solutions for addressing passive hair loss prevention methods that cannot be actively intervened in. To enable proactive locking upon detection of the first locking structure's failure, thus preventing passive waiting for disengagement, this invention adds a second slot below the first slot on the traction pin and an active anti-disengagement unit inside the saddle. This active anti-disengagement unit includes two sets of first and second fixed seats symmetrically arranged on either side of the slot. Each first fixed seat is equipped with a hydraulic actuator. The extension shaft of the hydraulic actuator extends horizontally, passes through the second fixed seat on the same side, and then bends downwards towards the slot. An anti-disengagement clamping plate is fixedly connected to the end of the extension shaft. Under normal driving conditions, the anti-disengagement clamping plate is in a pre-locked position, with its clamping opening maintaining a slight gap with the second slot and not contacting the traction pin. When the vehicle controller determines, based on sensor signals, that the axial or horizontal displacement exceeds the trigger threshold and confirms the first locking structure has failed, it immediately controls the hydraulic actuator to move the anti-disengagement clamping plate inwards towards the slot, causing the clamping openings on both sides to quickly close and engage in the second slot, forming a second redundant locking mechanism. At this point, even if the first locking structure completely fails, the traction pin is still reliably restrained by the anti-detachment clamping plate and cannot disengage from the saddle slot. Alternatively, the hydraulic actuator can also employ an electric push rod or an electromagnetic actuator to achieve the same function. To ensure clamping reliability, a guide rod can also be installed on the anti-detachment clamping plate. The guide rod slides through the second fixed seat to guide the linear movement of the anti-detachment clamping plate and prevent deflection.

[0013] 3. Technical solutions for situations where the detection dimension is limited and it is difficult to cover multiple failure modes. To comprehensively cover multiple failure modes such as axial movement, horizontal slippage, and traction pin tilting, this invention employs a multi-dimensional combination design of the first and second detection components. For axial detection, a second detection reference ring is embedded in an annular groove on the lower wall of the fixed flange, and multiple second distance sensors are evenly distributed along the circumference on the upper wall of the saddle. This allows the vehicle controller to simultaneously acquire multiple axial clearance data, calculate the average value to determine the overall axial movement, and calculate the difference between the front and rear sensor values ​​to determine whether the traction pin is tilting or exhibiting a horizontal slippage trend. For horizontal detection, a first detection reference ring is placed on the outer circumferential wall of the fixed flange, and a first distance sensor is placed on the front side of the saddle slot to directly monitor changes in the horizontal distance between the fixed flange and the front wall of the slot. When the traction pin slides forward, it can be immediately detected. This multi-dimensional detection system enables the vehicle controller to comprehensively assess the complete attitude changes of the traction pin in space, effectively identifying complex failure modes that cannot be detected by a single detection method. As a preferred option, the vehicle controller can also cross-verify the detection results of axial displacement and horizontal displacement. When both detection results show abnormalities, it can be determined that the first locking structure has seriously failed. At this time, the active anti-detachment execution unit can be triggered first.

[0014] 4. Technical solutions for insufficient detection reliability under rotating conditions To eliminate interference to sensor signals caused by the rotation of the fixed flange with the trailer when the semi-trailer turns, this invention designs both the first and second detection reference rings as complete annular permanent magnets, and uses Hall effect sensors as matching displacement sensors. In axial detection, the second detection reference ring is a complete annular permanent magnet embedded in the annular groove of the lower wall of the fixed flange. Regardless of the angle to which the fixed flange rotates, at least one set of the multiple sets of second distance sensors evenly distributed along the circumference of the upper wall of the saddle will always be directly opposite the annular permanent magnet. The on-board controller can stably obtain the axial clearance value by taking the maximum or average value of the signals from multiple sets of sensors. In horizontal detection, the first detection reference ring is a complete annular permanent magnet sleeved on the outer circumferential wall of the fixed flange. The first distance sensor is installed at a fixed position on the front side of the groove. When the fixed flange rotates, the annular permanent magnet always maintains a direct alignment with the first distance sensor. The sensor output signal is only related to the horizontal distance and is not affected by the rotation angle. The above structure ensures that the detection system can continuously and stably output effective signals under various operating conditions, including straight-line driving and turning. As an alternative, the first detection reference ring can also be replaced by multiple permanent magnet blocks evenly distributed along the circumference instead of a complete ring permanent magnet, but the number of magnet blocks and sensor redundancy need to be increased to ensure signal continuity.

[0015] 5. Technical solutions for insufficient reliability of testing reference components To avoid the risk of permanent magnets detaching under long-term high temperature, oil, and vibration conditions when using simple adhesive bonding, this invention employs optimized fixing structures for the two detection reference rings. For the first detection reference ring, an annular step is machined at the junction of the outer peripheral wall and the upper wall of the fixing flange, and external threads are machined on the outer peripheral wall below the step. After the first detection reference ring is fitted onto the outer peripheral wall and abuts against the step, a clamping ring is screwed in to press it tight and fix it. When the fixing flange is connected to the semi-trailer floor plate by bolts, the gap between the upper end face of the clamping ring and the lower wall of the semi-trailer floor plate is extremely small, making axial withdrawal impossible. This forms a fixing method primarily based on mechanical self-locking, with adhesive bonding serving only as an auxiliary sealing or supplementary means to eliminate gaps. For the second detection reference ring, a groove is machined into the lower wall of the fixed flange. The second detection reference ring is embedded in the groove and fixed using a combination of interference fit and high-temperature resistant structural adhesive. The side and bottom walls of the groove provide positioning and auxiliary support, while the adhesive layer bears the main bonding and fixing function. Simultaneously, the groove structure prevents the permanent magnet from falling off directly after the adhesive layer ages and fails, forming a double guarantee. This fixing scheme effectively reduces the risk of the detection reference component falling off, ensuring the stability and reliability of the intelligent monitoring system throughout the vehicle's entire lifecycle. As a preferred option, the threads between the clamping ring and the fixed flange can be fine threads, and a medium-strength thread-locking adhesive can be applied during assembly to further improve vibration resistance and anti-loosening performance.

[0016] This invention provides an intelligent traction connection and anti-detachment safety mechanism for semi-trailers. It has the following beneficial effects: 1. Compared with existing technologies, this intelligent traction connection and anti-detachment safety mechanism for semi-trailers forms a multi-dimensional status detection unit by setting up axial detection components and horizontal detection components, and transmits the detection signals to the vehicle controller in real time. The controller judges the connection status according to preset thresholds. When an abnormality is detected, it immediately issues an audible and visual alarm signal through the alarm unit, realizing real-time online monitoring and early warning of the traction connection status. This solves the problem that existing technologies cannot detect the gradual failure of the locking mechanism and the long-term latent safety hazards.

[0017] 2. Compared with existing technologies, this intelligent traction connection and anti-detachment safety mechanism for semi-trailers, by setting a second slot on the traction pin and setting an anti-detachment clamping plate driven by a hydraulic actuator inside the saddle, when the vehicle controller determines that the first locking structure has failed based on sensor signals, it actively controls the hydraulic actuator to push the anti-detachment clamping plate inward to close, so that the clamping port is engaged with the second slot, forming a second redundant lock. This realizes the transformation from passive protection to active intervention, and solves the problem that existing technologies only work after or when decoupling occurs, and cannot actively stop the development of failure in the early stage of failure.

[0018] 3. Compared with existing technologies, this intelligent traction connection and anti-detachment safety mechanism for semi-trailers detects axial displacement by setting an annular groove on the lower wall of the fixed flange to cooperate with the second detection reference ring, and simultaneously setting a step on the outer peripheral wall of the fixed flange to cooperate with the first detection reference ring to detect horizontal displacement. It also uses multiple sets of circumferentially distributed second distance sensors to measure axial displacement at multiple points, enabling the on-board controller to simultaneously monitor axial movement, horizontal slippage, and non-uniform gap changes caused by the tilting of the traction pin. This solves the problem that existing technologies have a single detection dimension and cannot fully cover multiple failure modes.

[0019] 4. Compared with existing technologies, this intelligent traction connection and anti-detachment safety mechanism for semi-trailers sets the first detection reference ring as a complete annular permanent magnet sleeved on the outer circumferential wall of the fixed flange, and the second detection reference ring as a complete annular permanent magnet embedded in the annular groove of the lower wall of the fixed flange. Combined with multiple sets of second distance sensors evenly distributed around the circumference, the sensors can continuously and stably detect the reference signal at any rotation angle, eliminating the signal loss or fluctuation caused by the rotation of the fixed flange with the trailer. This solves the problems of insufficient detection reliability and easy misjudgment or missed judgment in existing technologies under turning conditions.

[0020] 5. The intelligent traction connection and anti-detachment safety mechanism of this semi-trailer uses a clamping ring to mechanically tighten and fix the first detection reference ring, and a combination of interference fit and structural adhesive to embed the second detection reference ring in the ring groove. This allows the side walls and bottom walls of the ring groove to still provide auxiliary positioning and constraint after the adhesive layer ages, forming a double protection. This effectively reduces the risk of detection reference parts falling off under long-term high temperature, oil, and vibration environments, and ensures the long-term stability and reliability of the monitoring system. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 for Figure 1 A magnified view of a section at point A in the middle; Figure 3 for Figure 1 A magnified view of a section at point B in the middle; Figure 4 This is a schematic diagram of the saddle structure; Figure 5 Schematic diagram of the connection structure between the fixed flange and the traction pin; Figure 6 for Figure 5 A magnified view of a section at point C; Figure 7 This is a partial sectional side view of the internal structure of the saddle. Figure 8 A top view diagram of the anti-detachment clamping plate; Figure 9 This is a cross-sectional view of the anti-detachment clamping plate.

[0022] The components include: 1. Saddle; 101. Groove; 102. Mounting hole; 2. Fixed flange; 201. Step; 202. Ring groove; 3. Traction pin; 301. First slot; 302. Second slot; 3021. Chamfer; 4. First detection reference ring; 5. Clamping ring; 6. Mounting seat; 7. First distance sensor; 8. Second distance sensor; 9. Second detection reference ring; 10. Hydraulic actuator; 11. First fixed seat; 12. Second fixed seat; 13. Anti-detachment clamping plate; 1301. Clamping port; 14. Guide rod; 15. Vehicle controller; 16. Display; 17. Buzzer. Detailed Implementation

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0024] Example: like Figures 1 to 9 As shown in the figure, this embodiment of the invention provides a semi-trailer intelligent traction connection and anti-detachment safety protection mechanism.

[0025] Example 1 This embodiment provides an intelligent traction connection and anti-detachment safety mechanism for a semi-trailer, including a fixed flange 2 fixedly connected to the bottom of the semi-trailer, a traction pin 3 fixedly connected to the lower wall of the fixed flange 2, and a saddle 1 mounted on the tractor. The saddle 1 has a slot 101 for the traction pin 3 to be inserted, and the saddle 1 has a first locking structure that cooperates with the traction pin 3. The first locking structure is a common saddle locking mechanism in the prior art, including components such as a locking hook, a safety stop bar, and an operating lever; its specific structure and connection method will not be described in detail here.

[0026] The fixed flange 2 is made of high-strength alloy steel. An annular step 201 is machined at the junction of its outer peripheral wall and upper wall, and external threads are machined on the outer peripheral wall below the step 201. An annular groove 202 is machined on the lower wall of the fixed flange 2, and the annular groove 202 is located around the traction pin 3.

[0027] The traction pin 3 is made of 40Cr alloy steel, and its outer peripheral wall is provided with a first slot 301 and a second slot 302 spaced apart along the axial direction. The first slot 301 is used to cooperate with the first locking structure inside the saddle 1 to achieve conventional locking. The second slot 302 is located below the first slot 301, and its opening is machined with a chamfer 3021, the angle of which is 45 degrees to 60 degrees.

[0028] The status detection unit includes a first detection component for detecting the axial relative displacement between the fixed flange 2 and the saddle 1, and a second detection component for detecting the horizontal relative displacement between the fixed flange 2 and the saddle 1.

[0029] The first detection component includes a second detection reference ring 9 and four second distance sensors 8. The second detection reference ring 9 is a complete annular permanent magnet made of neodymium iron boron N35SH material with a nickel-plated surface for rust prevention. The second detection reference ring 9 is embedded in the inner side wall of the annular groove 202 on the lower wall of the fixed flange 2, and is fixed by a combination of interference fit and high-temperature resistant structural adhesive. The side wall and bottom wall of the annular groove 202 provide positioning and auxiliary support for the second detection reference ring 9. The upper wall of the saddle 1 has four mounting holes 102, which are evenly distributed circumferentially around the center of the semicircular groove of the slot 101. Each mounting hole 102 is embedded with a second distance sensor 8, which is a Hall sensor with its detection end facing the second detection reference ring 9, and is used to detect the axial distance between the fixed flange 2 and the saddle 1.

[0030] The second detection component includes a first detection reference ring 4, a mounting base 6, and a first distance sensor 7. The first detection reference ring 4 is a complete annular permanent magnet made of neodymium iron boron N35SH material with a nickel-plated surface for rust prevention. The first detection reference ring 4 is fitted onto the outer peripheral wall of the fixed flange 2 and abuts against the annular step 201. The clamping ring 5 is screwed onto the external thread of the fixed flange 2, pressing the first detection reference ring 4 between the annular step 201 and the clamping ring 5. When the fixed flange 2 is connected to the semi-trailer floor plate by bolts, the gap between the upper end face of the clamping ring 5 and the lower wall of the semi-trailer floor plate is less than 0.5 mm, preventing axial retraction and forming a mechanical self-locking mechanism. The mounting base 6 is fixedly installed on the upper wall of the saddle 1 and located on the front side of the slot 101. The first distance sensor 7 is installed on the side of the mounting base 6 facing the slot 101. The first distance sensor 7 is a Hall sensor with its detection end facing the first detection reference ring 4, used to detect the horizontal distance between the fixed flange 2 and the saddle 1.

[0031] The active anti-detachment actuator includes two sets of first fixed seats 11, two sets of second fixed seats 12, two hydraulic actuators 10, two anti-detachment clamping plates 13, and two guide rods 14. The two sets of first fixed seats 11 and two sets of second fixed seats 12 are fixedly installed inside the saddle 1 and symmetrically distributed on both sides of the slot 101. The cylinder of each hydraulic actuator 10 is mounted on a set of first fixed seats 11 on the same side. The extension shaft of each hydraulic actuator 10 extends horizontally and passes through a set of second fixed seats 12 on the same side, with the end of the extension shaft bending downwards towards the slot 101. Each anti-detachment clamping plate 13 is fixedly connected to the end of the extension shaft of one hydraulic actuator 10. The two anti-detachment clamping plates 13 are arranged opposite each other. Each anti-detachment clamping plate 13 has a clamping opening 1301 that matches the shape of the second slot 302. The entrance of the clamping opening 1301 is machined with a guide slope that matches the chamfer 3021. Each anti-detachment clamping plate 13 is also fixedly connected to a guide rod 14 on the side connected to the hydraulic driver 10. The guide rod 14 is slidably inserted into a set of second fixed seats 12 on the same side to guide the linear movement direction of the anti-detachment clamping plate 13.

[0032] The vehicle-mounted controller 15 is a rectangular box installed in the cab of the tractor. Its input terminals are electrically connected to four second distance sensors 8 and a first distance sensor 7, respectively, and its output terminals are electrically connected to two hydraulic actuators 10, a display 16, and a buzzer 17, respectively. The display 16 and the buzzer 17 are both integrated into the housing of the vehicle-mounted controller 15. The display 16 is used to display system status information, and the buzzer 17 is used to emit an audible alarm.

[0033] The working principle of this embodiment is as follows: During the engagement operation, the driver operates the first locking structure to open it, and slides the towing pin 3 into the slot 101 of the saddle 1. Once the towing pin 3 is in place, the first locking structure automatically locks, and its locking hook engages with the first slot 301 of the towing pin 3, completing the conventional connection. At this time, the lower wall of the fixed flange 2 is in contact with the upper wall of the saddle 1, the axial clearance is close to zero, and the horizontal distance between the outer peripheral wall of the fixed flange 2 and the front side wall of the slot 101 of the saddle 1 is within the normal range.

[0034] After the coupling is completed, the vehicle controller 15 automatically records the initial values ​​of the four second distance sensors 8 and the initial value of the first distance sensor 7 as a reference. At this time, the two anti-detachment clamping plates 13 are in the pre-locked position, and their clamping openings 1301 maintain a small gap of 0.5 mm to 1.5 mm with the second slot 302, without contacting the towing pin 3, and without affecting normal driving and steering.

[0035] During normal driving, four second distance sensors 8 continuously monitor the axial clearance between the lower wall of the fixed flange 2 and the upper wall of the saddle 1, and transmit the detection signals to the vehicle controller 15. The vehicle controller 15 processes the four signals, calculates their average value as the axial relative displacement, and simultaneously calculates the difference between the front and rear direction sensor signals as the basis for tilt judgment. The first distance sensor 7 continuously monitors the horizontal distance between the outer peripheral wall of the fixed flange 2 and the front side wall of the slot 101 of the saddle 1, and transmits the detection signal to the vehicle controller 15.

[0036] When the vehicle controller 15 detects that the axial relative displacement exceeds the first axial warning threshold, such as 1.5 mm, or the difference between the front and rear direction sensor signals exceeds the first horizontal warning threshold, such as 1.0 mm, it determines that the first locking structure is abnormally loose, immediately controls the display 16 to display a yellow warning message, and drives the buzzer 17 to emit an intermittent buzzing sound to remind the driver to slow down and observe.

[0037] When the vehicle controller 15 detects that the axial relative displacement continues to increase and exceeds the second axial trigger threshold (e.g., 3.0 mm), or the detection value of the first distance sensor 7 exceeds the horizontal trigger threshold (e.g., 5.0 mm), it determines that the first locking structure has failed and the traction pin 3 is about to disengage. At this time, the vehicle controller 15 immediately controls the two hydraulic actuators 10 to operate simultaneously, driving the anti-disengagement clamping plate 13 to move rapidly towards the inside of the slot 101. During the movement, the guide slope at the entrance of the clamping port 1301 cooperates with the chamfer 3021 at the opening of the second slot 302. Even if the traction pin 3 deviates slightly at the moment of failure, the guide structure can guide the clamping port 1301 to accurately slide into the second slot 302. When the two clamping ports 1301 are fully closed and locked into the second slot 302, the traction pin 3 is reliably restricted and cannot disengage from the slot 101 of the saddle 1.

[0038] Meanwhile, the vehicle controller 15 displays a red alarm message on the display 16, the buzzer 17 emits a continuous long beep, and a speed limit signal is sent to the towing vehicle ECU via the CAN bus, limiting the vehicle speed to no more than 20 kilometers per hour. Upon receiving the alarm, the driver should slow down, avoid sudden acceleration and braking, and exit the highway as soon as possible or find a safe place to stop and repair the vehicle. Because the anti-detachment clamping plate 13 engages with the second slot 302, the width of the second slot 302 still allows the towing pin 3 to rotate within a certain angle range, thus the vehicle can still steer normally, and short-distance travel to the repair shop will not be affected.

[0039] When the vehicle needs to be uncoupled, the driver first operates the first locking structure to open it, then the vehicle controller 15 controls the hydraulic actuator 10 to reverse the action, so that the anti-detachment clamping plate 13 returns to the pre-locking position, and finally the tractor is driven forward, and the traction pin 3 slides out of the slot 101 to complete the uncoupling operation.

[0040] As a preferred embodiment, the thread between the clamping ring 5 and the fixed flange 2 is a fine thread, and a medium-strength thread-locking adhesive is applied during assembly to further improve vibration resistance and anti-loosening performance. The second detection reference ring 9 is fixed in the ring groove 202 by a combination of interference fit and high-temperature resistant structural adhesive. The sidewalls and bottom walls of the ring groove 202 can still provide auxiliary positioning and constraint after the adhesive layer ages, forming a double guarantee.

[0041] As an alternative, the hydraulic actuator 10 can be replaced by an electric actuator or an electromagnetic actuator to achieve the same driving function. The first detection reference ring 4 can also be replaced by multiple permanent magnet blocks evenly distributed along the circumference instead of a complete annular permanent magnet. In this case, the number of permanent magnet blocks and sensor redundancy need to be increased to ensure signal continuity.

[0042] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A semi-trailer intelligent traction connection and anti-detachment safety mechanism, comprising a fixed flange (2) fixedly connected to the bottom of the semi-trailer, a traction pin (3) fixedly connected to the lower wall of the fixed flange (2), and a saddle (1) disposed on the tractor, wherein the saddle (1) is provided with a slot (101) for the traction pin (3) to be inserted, and the saddle (1) is provided with a first locking structure that cooperates with the traction pin (3), characterized in that, Also includes: The status detection unit includes a first detection component for detecting the axial relative displacement between the fixed flange (2) and the saddle (1), and a second detection component for detecting the horizontal relative displacement between the fixed flange (2) and the saddle (1). The vehicle controller (15) has its input terminal electrically connected to the status detection unit; An alarm unit, comprising a display (16) and a buzzer (17), wherein the display (16) and the buzzer (17) are both electrically connected to the output terminal of the vehicle controller (15); The vehicle controller (15) is configured to determine the connection status based on the detection signal of the status detection unit, and to control the alarm unit to issue an alarm signal when an abnormality is detected.

2. The intelligent traction connection and anti-detachment safety mechanism for semi-trailers according to claim 1, characterized in that, The first detection component includes: The first testing reference piece is disposed on the lower wall of the fixed flange (2); At least one second distance sensor (8) is provided. The upper wall of the saddle (1) is provided with a mounting hole (102). The second distance sensor (8) is embedded in the mounting hole (102) and is arranged opposite to the first detection reference element. It is used to detect the axial distance between the fixed flange (2) and the saddle (1).

3. The intelligent traction connection and anti-detachment safety mechanism for semi-trailers according to claim 2, characterized in that, The lower wall of the fixed flange (2) is provided with an annular groove (202), and the first detection reference element is a second detection reference ring (9) embedded in the inner side wall of the annular groove (202); the second distance sensor (8) is a Hall sensor that cooperates with the second detection reference ring (9).

4. The intelligent traction connection and anti-detachment safety mechanism for semi-trailers according to claim 2, characterized in that, The mounting holes (102) are a plurality of holes evenly distributed along the circumferential direction of the upper wall of the saddle (1). Each mounting hole (102) is embedded with a second distance sensor (8). The output signals of the plurality of second distance sensors (8) are connected to the vehicle controller (15). The vehicle controller (15) calculates the average or minimum value as the axial relative displacement based on the plurality of output signals.

5. The intelligent traction connection and anti-detachment safety mechanism for semi-trailers according to claim 1, characterized in that, The second detection component includes: The second testing reference piece is disposed on the outer peripheral wall of the fixed flange (2); Mounting base (6) is fixedly disposed on the upper wall of the saddle (1) and located on the front side of the slot (101); The first distance sensor (7) is installed on the side of the mounting base (6) facing the slot (101) and is set opposite to the second detection reference element. It is used to detect the horizontal distance between the fixed flange (2) and the saddle (1).

6. The intelligent traction connection and anti-detachment safety mechanism for semi-trailers according to claim 5, characterized in that, The outer peripheral wall of the fixed flange (2) is provided with a step (201) at the junction of the upper wall and the outer peripheral wall. The second detection reference element is a first detection reference ring (4) sleeved on the outer peripheral wall of the fixed flange (2) and abutting against the step (201). The first distance sensor (7) is a Hall sensor that cooperates with the first detection reference ring (4).

7. The intelligent traction connection and anti-detachment safety mechanism for semi-trailers according to claim 6, characterized in that, It also includes a clamping ring (5). The outer peripheral wall of the fixed flange (2) is provided with an external thread at the part below the step (201). The clamping ring (5) is provided with an internal thread that mates with the external thread. The clamping ring (5) is screwed onto the fixed flange (2) and the first detection reference ring (4) is pressed between the step (201) and the clamping ring (5).

8. The intelligent traction connection and anti-detachment safety mechanism for semi-trailers according to claim 1, characterized in that, The outer peripheral wall of the traction pin (3) is provided with a first slot (301) and a second slot (302) spaced apart along the axial direction. The first slot (301) cooperates with the first locking structure. The mechanism also includes an active anti-disengagement execution unit, which includes: Two sets of first fixing seats (11) and two sets of second fixing seats (12) are fixedly installed inside the saddle (1) and symmetrically distributed on both sides of the slot (101); Two hydraulic actuators (10), the cylinder of each hydraulic actuator (10) is mounted on a set of first fixed seats (11) on the same side, the extension shaft of each hydraulic actuator (10) extends horizontally and passes through a set of second fixed seats (12) on the same side, and the end of the extension shaft bends and extends downward toward the slot (101). Two anti-detachment clamping plates (13) are fixedly connected to the ends of the extension shafts of the two hydraulic drives (10), and the two anti-detachment clamping plates (13) are arranged opposite to each other. Each anti-detachment clamping plate (13) is provided with a clamping port (1301) that is adapted to the shape of the second slot (302). The hydraulic actuator (10) is electrically connected to the output of the vehicle controller (15). The vehicle controller (15) is configured to control the hydraulic actuator (10) to drive the anti-detachment clamping plate (13) to move inward toward the slot (101) when an abnormality is detected, so that the two clamping ports (1301) close and are locked into the second slot (302).

9. The intelligent traction connection and anti-detachment safety mechanism for semi-trailers according to claim 8, characterized in that, The second slot (302) has a chamfer (3021) at its opening, and the clamping opening (1301) has a guide slope that cooperates with the chamfer (3021) at its entrance.

10. The intelligent traction connection and anti-detachment safety mechanism for semi-trailers according to claim 8, characterized in that, Each of the anti-detachment clamping plates (13) is also fixedly connected to a guide rod (14) on the side connected to the hydraulic driver (10). The guide rod (14) slides through a set of second fixed seats (12) on the same side to guide the movement direction of the anti-detachment clamping plate (13).

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