A trailer connection status detection device and method

Abstract

The application relates to a trailer connection state detection device and method, and relates to the technical field of vehicle connection state detection. The device comprises a saddle body, a depth detection assembly, a transverse detection assembly, a locking detection assembly, a differential linkage mechanism, an interlocking verification assembly, a reset assembly and a signal processing module. The depth detection assembly senses the insertion depth through a jacking piece, the transverse detection assembly senses the lateral position through a pushing piece, and the locking detection assembly senses the state of a locking hook; the differential linkage mechanism realizes multi-stage sequential driving by using travel matching grooves with different lengths, the interlocking verification assembly realizes mechanical logic interlocking by matching a resistance piece with a guide groove, and ensures that the locking detection is triggered only after the depth and transverse detection both meet the standards; and the signal processing module judges the connection condition according to the combined state of three signals. The application can effectively solve the misjudgment problem caused by the lack of timing constraints and self-verification capability in the existing detection technology, and improve the detection reliability.

Description

Technical Field

[0001] This application relates to the field of vehicle connection status detection technology, specifically to a trailer connection status detection device and method. Background Technology

[0002] A reliable connection between the tractor and trailer is crucial for road transport safety, and its core lies in the precise coordination between the tow pin and the saddle locking mechanism. In the commercial vehicle transportation sector, ensuring the mechanical connection between the trailer and tractor is fully locked is a necessary pre-trip check. Currently, the industry commonly uses sensors deployed at key locations on the saddle to monitor the connection status. The conventional approach typically involves installing independent electrical sensing elements, such as proximity switches, Hall effect sensors, or limit switches, at points such as the tow pin insertion path and the locking hook's position. These sensors directly detect changes in the tow pin's position or the locking hook's displacement, converting physical signals into electrical signals that are transmitted to the onboard control unit. The control unit then determines whether the connection is secure based on preset logic, providing visual or auditory feedback to the driver.

[0003] However, under complex real-world operating conditions, existing connection status detection technologies still face significant challenges in terms of long-term reliability and logical integrity. Due to the continuous and severe vibrations and impacts experienced during vehicle operation, detection systems are prone to signal drift or false triggering, making it difficult to accurately distinguish between genuine connection anomalies and transient device malfunctions. Furthermore, existing detection logic largely relies on the parallel outputs of individual sensors, lacking mandatory constraints on the timing logic of the detection process, making it difficult to effectively identify false safety signals caused by mechanical jamming, component wear, or single-point failures. This detection mechanism suffers from insufficient stability in extreme environments and struggles to self-verify the device's own operating status, posing certain safety risks. Summary of the Invention

[0004] This application provides a trailer connection status detection device and method, which can solve the serious challenges that existing connection status detection technologies still face in terms of long-term reliability and logical integrity. Due to the continuous and severe vibration and impact during vehicle operation, the detection system is prone to signal drift or false triggering, making it impossible to accurately distinguish between real connection abnormalities and the instantaneous failure of the equipment itself. Furthermore, the lack of mandatory constraints on the timing logic of the detection process makes it difficult to effectively identify false safety signals caused by mechanical jamming, component wear, or single-point failure.

[0005] To achieve the above objectives, this application provides the following technical solution: The first aspect of this application provides a trailer connection status detection device, comprising: The saddle body is fixedly mounted on the tractor frame and has a throat for accommodating the towing pin; A depth detection assembly, disposed below the throat, includes a lifting member that moves axially when pressed during insertion of the traction pin and a first signal member that moves with the lifting member to generate a depth arrival signal. A lateral detection assembly, located on the side of the throat, includes a pusher that moves laterally due to being pressed by the sidewall of the traction pin and a second signaling element that moves with the pusher to generate a lateral positioning signal. The locking detection component is located at the saddle locking mechanism and includes a transmission component that is linked to the locking hook and a third signal component that moves with the transmission component to generate a locking position signal. The differential linkage mechanism is located between the lifting member and the pushing member. It includes multiple stroke transmission members that are spaced apart on the lifting member along the axial direction, and multiple stroke mating grooves that are correspondingly opened on the pushing member. The axial lengths of each stroke mating groove are different, so that when the lifting member moves along the axial direction, each stroke transmission member abuts against the end wall of the corresponding stroke mating groove in sequence and drives the pushing member to move step by step. An interlock verification component is disposed between a pusher and a transmission component. It includes an interlock component disposed on the pusher, a guide groove disposed on the transmission component, and a resistance component disposed at the end of the guide groove. The interlock component extends into the guide groove. When the pusher moves beyond a predetermined stroke, the interlock component overcomes the resistance of the resistance component, enters the end of the guide groove, and drives the transmission component to move. The reset assembly, which connects the lifting component, the pushing component, and the transmission component, is used to drive each component to reset after the traction pin is pulled out. The signal processing module is electrically connected to the first signal element, the second signal element, and the third signal element, respectively, and is used to receive each arrival signal and determine the trailer connection status based on the signal combination status.

[0006] In one optional embodiment, the plurality of stroke transmission components include a first and a second paddle fixedly spaced along the axial direction of the lifting component; the plurality of stroke mating grooves include a first and a second mating groove spaced along the axial direction of the pushing component; the axial length of the first mating groove is greater than the axial length of the second mating groove, so that when the lifting component moves downward, the second paddle abuts against the end wall of its corresponding mating groove before the first paddle.

[0007] In one optional embodiment, the resistance element is an elastic locking block, the interlocking element is an interlocking fork fixed to the side wall of the pushing element, and the guide groove is formed on the transmission element; when the pushing element has not reached the predetermined stroke, the interlocking fork abuts against the elastic locking block and is blocked; when the pushing element reaches the predetermined stroke, the interlocking fork squeezes the elastic locking block to deform and enters the end of the guide groove.

[0008] In one optional embodiment, the reset assembly includes a reset lever connected to the lifting member and a reset fork connected to both the pushing member and the transmission member. The reset fork has a delayed reset surface for resetting the pushing member and the transmission member sequentially with a preset time difference.

[0009] In one optional embodiment, the depth detection assembly further includes a depth reset spring and a depth guide sleeve, with the lifting member slidably disposed within the depth guide sleeve, and the depth reset spring sleeved outside the lifting member and abutting against the lifting member and the depth guide sleeve respectively.

[0010] In one alternative embodiment, one end of the pusher extending into the throat is provided with a wedge-shaped pressing surface for converting vertical movement into lateral movement of the pusher when the traction pin is inserted.

[0011] In one optional embodiment, the first signal element, the second signal element, and the third signal element are all elastic conductive sheets, which are spaced apart from their corresponding fixed contacts. Each elastic conductive sheet makes contact with its corresponding fixed contact under the drive of the corresponding detection component to generate a position signal.

[0012] In one optional embodiment, the signal processing module includes a microcontroller, a signal acquisition unit, and a status output unit, wherein the status output unit outputs the judgment result to a display device and / or an alarm device in the driver's cab.

[0013] The second aspect of this application provides a method for detecting the trailer connection status, applied to the trailer connection status detection device described in any of the above claims, comprising the following steps: S1, during the insertion of the towing pin into the throat, the lifting member is pressed and moves axially, driving the first signal member to move, and a depth arrival signal is generated when the towing pin is inserted to the first depth; S2, during the continued insertion of the towing pin, each stroke transmission component of the differential linkage mechanism sequentially abuts against the end wall of the corresponding stroke mating groove and drives the pushing component to move step by step, and the second signal member moves with the pushing component, and a lateral arrival signal is generated when the towing pin is inserted to the second depth; S3, during the continued insertion of the towing pin, the interlocking component slides in the guide groove, and when the pushing component moves beyond the predetermined stroke, the interlocking component overcomes the resistance of the resistance component and enters the end of the guide groove and drives the transmission component to move, and the third signal member moves with the transmission component, and a locking arrival signal is generated when the locking hook is locked in place; S4, the signal processing module receives each arrival signal and determines the trailer connection status according to the signal combination state; S5, the judgment result is output.

[0014] In an optional embodiment, in step S4, the signal processing module determines the trailer connection status according to the following rules: when three sets of signals are received simultaneously, it is determined to be fully connected; when only the depth and lateral signals are received, it is determined to be locked in place; when only the depth signal is received, it is determined to be inserted too deeply; when no signal is received, it is determined to be not connected.

[0015] Beneficial effects: This application provides a trailer connection status detection device and method. This solution achieves deep coupling between mechanical motion and electrical signal generation by constructing an integrated system comprising a depth detection component, a lateral detection component, a locking detection component, a differential linkage mechanism, an interlock verification component, a reset component, and a signal processing module. Multiple stroke transmission components mounted on the lifting member engage with multiple stroke mating slots of varying axial lengths on the pushing member. This ensures that as the lifting member moves axially, each stroke transmission component sequentially abuts against the end wall of its corresponding stroke mating slot, driving the pushing member to move step by step. This decomposes the single axial insertion action into a multi-stage lateral driving process with a strict timing sequence, ensuring the logical correlation between depth detection and lateral detection. Based on this, an interlock verification assembly is constructed using an interlocking component on the pushing member, a guide groove on the transmission member, and a resistance component at the end of the guide groove. Only when the pushing member moves beyond a predetermined stroke can the interlocking component overcome the resistance of the resistance component to enter the end of the guide groove and drive the transmission member to move. This forces a closed-loop mechanical logic for initiating the depth and lateral compliance locking detection, physically preventing misjudgments caused by single-point failures or sequence errors. Subsequently, a reset assembly connecting the lifting member, pushing member, and transmission member drives each component to reset in an orderly manner after the traction pin is pulled out, avoiding signal residue. This effectively solves the serious challenges that existing connection status detection technologies still face in terms of long-term reliability and logical integrity. Due to the continuous and severe vibrations and impacts during vehicle operation, the detection system is prone to signal drift or false triggering, making it impossible to accurately distinguish between real connection anomalies and momentary equipment failures. Furthermore, the lack of mandatory constraints on the timing logic of the detection process makes it difficult to effectively identify false safety signals caused by mechanical jamming, component wear, or single-point failures. Therefore, it avoids the safety hazards caused by the lack of timing constraints and self-verification capabilities in complex working conditions, and significantly improves the accuracy, robustness, and service life of trailer connection status detection. Attached Figure Description

[0016] Figure 1 A schematic diagram of a trailer connection status detection device provided in this application; Figure 2 A cross-sectional structural schematic diagram of the differential linkage mechanism provided in this application; Figure 3 This is a schematic diagram of the structure of the interlock verification component provided in this application; Figure 4 This is a schematic diagram of the structure of the reset component provided in this application; Figure 5 A schematic block diagram of the signal processing module provided in this application; Figure 6 A flowchart illustrating the trailer connection status detection method provided in this application.

[0017] Figure label: 1-Saddle body; 2-Throat; 3-Depth detection component; 4-Lifting component; 5-First signal component; 6-Lateral detection component; 7-Pushing component; 8-Second signal component; 9-Locking detection component; 10-Transmission component; 11-Third signal component; 12-Differential linkage mechanism; 13-Stroke transmission component; 14-Stroke mating groove; 15-Interlock verification component; 16-Interlock component; 17-Guide groove; 18-Resistance component; 19-Reset component; 20-Signal processing module; 21-First paddle; 22-Second paddle; 23-First mating groove; 24-Second mating groove; 25-Elastic locking block; 26-Interlock fork; 27-Reset lever; 28-Reset fork; 29-Delayed reset surface; 35-Microcontroller; 36-Signal acquisition unit; 37-Status output unit; 38-Display device; 39-Alarm device. Detailed Implementation

[0018] The technical solutions in the embodiments of this application will be clearly and completely described below. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0019] Example 1: like Figure 1 As shown, this embodiment provides a trailer connection status detection device, which includes: a saddle body 1, a throat 2, a depth detection component 3, a lifting component 4, a first signal component 5, a lateral detection component 6, a pushing component 7, a second signal component 8, a locking detection component 9, a transmission component 10, a third signal component 11, a differential linkage mechanism 12, a stroke transmission component 13, a stroke mating groove 14, an interlock verification component 15, an interlock component 16, a guide groove 17, a resistance component 18, a reset component 19, and a signal processing module 20. Among them, The saddle body 1 is fixedly mounted on the tractor frame and has a throat 2 for accommodating the towing pin. In this embodiment, the saddle body 1 constitutes the physical mounting base and load-bearing frame of the entire detection device. The throat 2, as a key functional area on the saddle body 1 that directly engages with the trailer towing pin, typically has an internal cavity shape adapted to the outer contour of the towing pin, used for multi-directional constraint after the towing pin is inserted. The fixed installation can employ conventional techniques in the art, such as high-strength bolt connections, welding, or integral casting, to ensure the structural stability of the saddle body 1 during vehicle operation. The design of the throat 2 not only provides space for accommodating the towing pin but also provides a defined geometric reference for subsequent depth and lateral detection.

[0020] The depth detection component 3 is located below the throat 2 and includes a lifting member 4 that moves axially under pressure when the traction pin is inserted, and a first signal element 5 that moves with the lifting member 4 to generate a depth arrival signal. Specifically, the depth detection component 3 is mainly used to sense whether the traction pin has been inserted to a predetermined axial depth. The lifting member 4, as a direct contact component, is usually located in a through hole or groove at the bottom of the throat 2. When the traction pin is inserted downwards, its bottom end directly presses against the upper surface of the lifting member 4, forcing the lifting member 4 to overcome the reset force and move downwards axially (i.e., perpendicular to the ground). The first signal element 5 can be a displacement sensor, a Hall sensor, or a mechanical limit switch, etc., and its sensing end is connected to the lifting member 4. When the lifting member 4 moves to a specific position, the first signal element 5 is triggered and outputs a depth arrival signal. This design directly converts mechanical displacement into an electrical signal, has strong anti-interference ability, and can accurately reflect the axial insertion state of the traction pin.

[0021] The lateral detection component 6 is located on the side of the throat 2 and includes a pusher 7 that moves laterally due to pressure from the sidewall of the traction pin, and a second signal component 8 that moves with the pusher 7 to generate a lateral positioning signal. In this structure, the lateral detection component 6 is used to detect the lateral (i.e., horizontal) alignment or positioning of the traction pin within the throat 2. The pusher 7 is typically held in its initial position by an elastic preload and partially extends into the opening in the sidewall of the throat 2. As the traction pin is inserted and gradually aligned, the sidewall of the traction pin presses against the extended end of the pusher 7, causing it to move laterally outward. The second signal component 8, which can also be in the form of a proximity switch, photoelectric sensor, or mechanical contact switch, is installed on the movement path of the pusher 7 to detect the lateral displacement of the pusher 7 and output a lateral positioning signal. This lateral pressure detection method can effectively identify whether the traction pin is misaligned or not fully in contact with the sidewall.

[0022] The locking detection component 9 is located at the saddle locking mechanism and includes a transmission component 10 linked to the locking hook and a third signal component 11 that moves with the transmission component 10 to generate a locking-in signal. The locking detection component 9 monitors whether the locking hook of the saddle body has completed the locking action on the traction pin. The transmission component 10 and the locking hook are linked through mechanical structures such as linkages, levers, or gears to ensure that the rotational or translational movement of the locking hook is accurately transmitted to the transmission component 10. When the locking hook rotates to the locking position, the transmission component 10 moves to the trigger position, thereby triggering the third signal component 11 to generate a locking-in signal. By directly linking the detection point to the mechanical action of the locking hook, rather than simply detecting the position of the traction pin, the actual working state of the locking mechanism can be accurately reflected, preventing false locking.

[0023] A differential linkage mechanism 12 is disposed between the lifting member 4 and the pushing member 7. It includes multiple stroke transmission members 13 spaced axially on the lifting member 4 and multiple stroke mating grooves 14 correspondingly formed on the pushing member 7. The axial lengths of each stroke mating groove 14 are different, so that when the lifting member 4 moves axially, each stroke transmission member 13 sequentially abuts against the end wall of the corresponding stroke mating groove 14, driving the pushing member 7 to move step by step. In this embodiment, the differential linkage mechanism 12 constitutes the core mechanical transmission link connecting depth detection and lateral detection, realizing the logical conversion from single axial movement to graded lateral movement. The stroke transmission members 13 can be pins or protrusions fixed to the side wall of the lifting member 4, while the stroke mating grooves 14 are elongated holes formed on the pushing member 7 and slidingly engaging with the stroke transmission members 13. Because the axial lengths of the various stroke mating grooves 14 differ, when the lifting member 4 moves downward, the stroke transmission members 13 at different heights will successively contact the upper or lower end walls of their respective stroke mating grooves 14, thereby sequentially pushing the pushing member 7 to move laterally within different axial displacement ranges. This staged driving mechanism can decouple the continuous insertion depth of the traction pin into multiple discrete lateral detection stages, improving the resolution of state detection. For example, the difference in axial length of each stroke mating groove 14... With the corresponding lateral driving displacement There are geometric constraints between them, and their typical relationship can be expressed as follows: ,in The inclination angle of the sidewall of the groove 14 is determined by the travel groove. This is achieved through different design... or The value allows for precise control over the triggering timing and displacement amplitude of each drive level.

[0024] The interlock verification component 15 is disposed between the pusher 7 and the transmission component 10, including an interlock component 16 disposed on the pusher 7, a guide groove 17 disposed on the transmission component 10, and a resistance component 18 disposed at the end of the guide groove 17. The interlock component 16 extends into the guide groove 17. When the pusher 7 moves beyond the predetermined stroke, the interlock component 16 overcomes the resistance of the resistance component 18, enters the end of the guide groove 17, and drives the transmission component 10 to move.

[0025] Specifically, the interlock verification component 15 constructs a purely mechanical AND gate to ensure that the triggering of the lock detection is only unlocked after the lateral position is fully met. The interlock element 16 is typically a roller or slider mounted on the pusher 7, sliding or rolling into the guide groove 17 of the transmission element 10. The guide groove 17 is typically designed as a path with dead points or turning points, while the resistance element 18 can be a spring pin, magnetic attractor, or a high-friction area located at the turning point. In the early stages of the pusher 7's movement, the interlock element 16 only moves along the free travel segment of the guide groove 17, without driving the transmission element 10; only when the pusher 7 moves beyond the predetermined travel (i.e., fully laterally in position) will the interlock element 16 contact the resistance element 18. At this point, the driving force applied by the pusher 7 must be sufficient to overcome the mechanical or magnetic resistance of the resistance element 18 so that the interlock element 16 can cross the resistance point and engage at the end of the drive segment of the guide groove 17, thereby actuating the transmission element 10. This design enforces a strict timing sequence where lateral movement is triggered only when the depth reaches the target and the lateral movement is fully in place, thus physically eliminating erroneous judgments caused by false triggering or signal interference.

[0026] The reset assembly 19 connects the lifting member 4, the pushing member 7, and the transmission member 10, and is used to drive each component to reset after the traction pin is pulled out. The reset assembly 19 typically includes elastic energy storage elements such as a reset spring, a reset lever, or a pneumatic reset cylinder. Its function is to provide the lifting member 4, the pushing member 7, and the transmission member 10 with the driving force to return them to their initial positions after the traction pin is pulled out. In a preferred embodiment, the reset assembly 19 can be designed as a linked reset structure, where the same reset lever or synchronous spring group acts simultaneously on the three moving parts, ensuring that each part resets sequentially in the reverse order of the detection process, avoiding mechanical jamming or signal residue caused by a disordered reset sequence. The magnitude of the reset force should be precisely calculated to ensure the reliability of the reset without being too large to hinder the normal insertion or locking operation of the traction pin.

[0027] The signal processing module 20 is electrically connected to the first signal element 5, the second signal element 8, and the third signal element 11, respectively, and is used to receive each positioning signal and determine the trailer connection status based on the signal combination state. The signal processing module 20 can be implemented using a microcontroller, PLC controller, or dedicated logic circuit. It collects the level changes or pulse signals output by the first signal element 5, the second signal element 8, and the third signal element 11 in real time and analyzes and judges them according to a preset logic truth table. For example, when the signal combination is a valid depth positioning signal, a valid lateral positioning signal, and a valid locking positioning signal, the connection is determined to be normal; if an abnormal combination occurs where the depth positioning signal is valid, the lateral positioning signal is invalid, and the locking positioning signal is valid, it is determined to be a lateral detection fault or an unreliable connection. Through multi-signal combination logic, the signal processing module 20 can not only confirm the connection status but also realize the device's self-test and fault diagnosis, significantly improving the system's intelligence level and safety.

[0028] The core innovation of this application lies in constructing a multi-dimensional state detection system based on mechanical differential linkage and interlock verification. The differential linkage mechanism 12 transforms the single axial depth movement of the traction pin into a graded drive for the lateral detection component 6, and the interlock verification component 15 enforces the logical constraints between the lateral positioning and locking actions at the physical level, thereby achieving strict timing control and reliability verification of depth, lateral position and locking status during trailer connection.

[0029] The working process and principle of this application are as follows: When the traction pin begins to insert into the throat 2 of the saddle body 1, it first presses the lifting member 4 to move downward along the axial direction. At this time, the first signal member 5 monitors the depth displacement. As the lifting member 4 continues to move downward, the stroke transmission member 13 in the differential linkage mechanism 12 abuts against the end wall of the stroke matching groove 14 of different axial lengths on the pushing member 7 in sequence, decomposing the axial movement into multi-stage lateral driving force, pushing the pushing member 7 to move outward step by step. When the pushing member 7 moves beyond the predetermined stroke, the interlock member 16 on it accumulates enough kinetic energy or thrust to overcome the resistance of the resistance member 18 at the end of the guide groove 17, and instantly slides into the drive section of the guide groove 17 and drives the transmission member 10 to move, thereby triggering the locking detection and outputting the locking position signal. Throughout the process, the reset component 19 continuously stores reset energy. Once the traction pin is pulled out, it immediately drives each component to reset in reverse order according to the predetermined sequence. The signal processing module 20 receives all signals throughout the process, and by analyzing the timing and combination state of the signals, it finally outputs an accurate trailer connection status judgment result.

[0030] Through the above technical solution, this application achieves the following beneficial effects: Due to the mechanical cooperation between the differential linkage mechanism 12 and the interlock verification component 15, this device forcibly establishes a strict logical association between depth, lateral movement, and locking at the hardware level, effectively avoiding misjudgment or missed judgment caused by the independent operation of electrical sensors, and greatly improving the anti-interference capability and reliability of the detection device under harsh working conditions; at the same time, through the unified and coordinated reset of the reset component 19, the mechanical jamming problem that may be caused by asynchronous reset of various moving parts is solved, extending the service life of the device; in addition, the signal processing module 20, based on the judgment method of multi-signal combination logic, can not only identify the connection status, but also diagnose the faults of the sensors themselves, providing comprehensive technical protection for trailer connection safety.

[0031] Example 2: like Figure 2 As shown, this embodiment provides a specific structure of a differential linkage mechanism. The differential linkage mechanism includes a first lever 21, a second lever 22, a first mating groove 23, and a second mating groove 24. The first lever 21 and the second lever 22 serve as stroke transmission components, fixedly spaced along the axial direction of the lifting component; the first mating groove 23 and the second mating groove 24 serve as stroke mating grooves, spaced apart along the axial direction of the pushing component.

[0032] The first and second levers 21 and 22 are fixed to the lifting member and move axially up and down synchronously with it. The first and second levers 21 and 22 can be plate-shaped or columnar, extending perpendicularly to the axial direction of the lifting member to allow them to extend into their corresponding mating grooves to transmit thrust. The first and second mating grooves 23 and 24 are formed on the pushing member, extending axially along the pushing member to accommodate and guide the relative movement of the first and second levers 21 and 22. The axial length of the first mating groove 23 is greater than that of the second mating groove 24, ensuring that when the lifting member descends, the second lever 22 abuts against the end wall of its corresponding mating groove before the first lever 21. This asymmetrical length design is the core of this application's differential linkage mechanism. Specifically, the second mating groove 24 is designed to be shorter, while the first mating groove 23 is designed to be longer, so that in the initial stage of the lifting member's descent, both levers have a certain amount of free travel within their respective grooves.

[0033] Because the axial length of the second mating groove 24 is relatively short, the end of the second paddle 22 will touch the lower wall of the second mating groove 24 after descending a short distance with the lifting member, thus beginning to push the pushing member to move laterally. At this time, because the first mating groove 23 is relatively long, the first paddle 21 has not yet touched the lower wall of the first mating groove 23 and is still in a free sliding state. As the lifting member continues to descend, the second paddle 22 continues to drive the pushing member to move laterally until the first paddle 21 also descends and abuts against the lower wall of the first mating groove 23. At this time, the first paddle 21 and the second paddle 22 work together on the pushing member to form a relay drive. This application innovatively adopts a hierarchical drive structure based on the difference in slot length, which is different from the conventional single-point triggering or synchronous drive design. By precisely designing the length difference between the first mating slot 23 and the second mating slot 24, the initial moment when the second paddle 22 triggers the movement of the pushing member and the time point when the first paddle 21 intervenes in the drive can be set, thereby realizing the stepped motion characteristics of the pushing member starting first and then accelerating or responding in segments.

[0034] Through the above technical solution, this application achieves precise control of the motion timing of the differential linkage mechanism. Utilizing the difference in axial length between the first mating groove 23 and the second mating groove 24, a deterministic mechanical triggering logic is constructed, ensuring that the second paddle 22 inevitably abuts before the first paddle 21 during the downward movement of the lifting component. This avoids the problem of simultaneous abutment or disordered abutment sequence caused by machining errors or component wear. This design effectively enhances the determinism and timing robustness of the differential linkage, providing a stable and predictable lateral travel reference for subsequent interlock verification components, and significantly improving the accuracy and reliability of trailer connection status detection.

[0035] Example 3: like Figure 3 As shown in the figure, this application embodiment provides a specific structure of an interlock verification component. The resistance component is an elastic locking block 25, the interlock component is an interlocking fork 26 fixed to the side wall of the pushing component, and the guide groove 17 is formed on the transmission component; when the pushing component has not reached the predetermined stroke, the interlocking fork 26 abuts against the elastic locking block 25 and is blocked; when the pushing component reaches the predetermined stroke, the interlocking fork 26 compresses the elastic locking block 25 to deform and enters the end of the guide groove 17.

[0036] The interlocking fork 26 is fixedly mounted on the side wall of the pushing member and moves laterally synchronously with the pushing member. As a motion transmission probe, the interlocking fork 26 converts the linear displacement of the pushing member into a driving force for the subsequent transmission component. A guide groove 17 is formed on the transmission component to guide the movement trajectory of the interlocking fork 26 and to form a specific force-bearing point on the transmission component to receive the thrust from the interlocking fork 26, thereby driving the transmission component to move.

[0037] The elastic locking block 25, as the core resistance component, is located on or at the end of the guide groove 17 to provide physical obstruction when the stroke of the pushing member is insufficient. Unlike conventional rigid blocking components, this application innovatively employs the elastic locking block 25, which utilizes the elastic deformation characteristics of the material to provide a breakable resistance threshold. When the interlocking fork 26 contacts the elastic locking block 25, if the lateral thrust from the pushing member is less than the critical deformation force of the elastic locking block 25, the interlocking fork 26 is effectively blocked and cannot enter the end of the guide groove 17, thus cutting off the power transmission path to the transmission component. Only when the pushing member moves to the predetermined stroke, i.e., the insertion depth of the traction pin meets the requirements, and the kinetic energy and thrust accumulated by the interlocking fork 26 are sufficient to overcome the elastic resistance of the elastic locking block 25, will the elastic locking block 25 deform and allow the interlocking fork 26 to enter the end of the guide groove 17 and drive the transmission component. This design cleverly transforms the geometric judgment of whether the stroke meets the target into a mechanical judgment of whether the elastic resistance can be overcome, resulting in extremely high structural compactness and responsiveness. The elastic locking block 25 can be made of spring steel, rubber, or polymer composite materials with good resilience, and its stiffness coefficient... The required travel resistance can be set according to the actual needs to meet the requirements. The relationship of Hooke's Law, where The compressive force applied to the interlocking fork 26 This refers to the deformation of the elastic locking block 25. Through reasonable design... The value can precisely set the force threshold required to trigger the interlock unlocking, thereby avoiding false triggering caused by slight vibration or misoperation, and significantly improving the anti-interference capability and fault tolerance capability of the detection device.

[0038] Specifically, through the above technical solution, this application realizes a mechanical interlock verification function based on an elastic deformation mechanism. By using an elastic locking block 25 instead of a traditional rigid stop or complex electronic sensor, this structure significantly simplifies component composition and reduces manufacturing costs and maintenance difficulty while ensuring the tightness of the interlock logic. The elastic locking block 25 absorbs impact energy during blocking, reducing rigid collision wear between components and thus extending the device's service life. This unique combination of elastic resistance and deformation unlocking overcomes the limitations of traditional rigid interlock mechanisms, which are prone to jamming and lack fault tolerance. It ensures that subsequent locking detection signals are triggered only when the traction pin is truly connected and the pushing component has sufficient travel, effectively preventing false engagement and false alarms, and significantly improving the reliability and safety of trailer connection status detection.

[0039] Example 4: like Figure 4As shown, this embodiment provides a reset assembly 19. The reset assembly 19 includes a reset pull rod 27 connected to the lifting member 4 and a reset fork 28 connected to both the pushing member 7 and the transmission member 10. One end of the reset pull rod 27 is fixedly or movably connected to the lifting member 4, and is used to synchronously drive the reset fork 28 to move when the lifting member 4 is moved by an external force or a reset spring. The function of the reset pull rod 27 is to transmit the reset movement of the lifting member 4 to the reset fork 28. Its specific connection method can be adaptively adjusted according to the actual spatial layout requirements, such as using a rigid rod for direct connection or using a linkage mechanism for transmission. This embodiment does not impose any special limitations on this.

[0040] The reset fork 28 is connected to both the pusher 7 and the transmission member 10. The reset fork 28 has a delayed reset surface 29, which is used to reset the pusher 7 and the transmission member 10 sequentially with a preset time difference. The delayed reset surface 29 is a specially designed contour surface on the reset fork 28, and its shape determines the movement trajectory and contact timing of the pusher 7 and the transmission member 10 during the reset process. When the reset fork 28 moves under the drive of the reset lever 27, different sections of the delayed reset surface 29 will contact the pusher 7 and the transmission member 10 sequentially, thus creating a time difference. For example, the delayed reset surface 29 can first contact the transmission member 10 and drive it to reset, and after a preset displacement or angle, then contact the pusher 7 and drive it to reset; or conversely, it can first drive the pusher 7 to reset, and then drive the transmission member 10 to reset. This sequential reset design avoids mechanical interference that may occur when the pusher 7 and the transmission component 10 reset simultaneously, such as collisions or movement jamming between components. It also prevents the corresponding electrical signals from disappearing or abruptly changing simultaneously, providing the signal processing module 20 with a clear and identifiable reset status window, which is beneficial for improving the reliability and fault diagnosis capability of the detection device. The specific contour parameters of the delayed reset surface 29, such as the radius of curvature and lift, can be precisely designed and calculated according to the required reset sequence and time interval of the pusher 7 and the transmission component 10. This embodiment does not impose any special limitations on this.

[0041] Through the above technical solution, this application achieves a control function for sequentially resetting the pusher 7 and the transmission component 10 using the reset lever 27 and the reset fork 28 with a delayed reset surface 29. Because the delayed reset surface 29 is provided, the mechanical interference and signal conflict problems caused by the simultaneous reset of each detection component after the traction pin is pulled out are solved, thereby achieving the technical effects of eliminating transient reset signal conflicts, extending contact life, and providing a clear reset confirmation window for the signal processing module.

[0042] Example 5: like Figure 5As shown in the figure, this application embodiment provides a signal processing module 20. The signal processing module 20 includes a microcontroller 35, a signal acquisition unit 36, and a status output unit 37.

[0043] The microcontroller 35, as the core computing and control component of the signal processing module 20, receives and processes the arrival signals from the depth detection component 3, the lateral detection component 6, and the locking detection component 9. It performs real-time analysis of the combined states of these signals according to a preset logic algorithm to determine the current connection status of the trailer. The microcontroller 35 can be a microcontroller unit (MCU), a digital signal processor (DSP), or an embedded microprocessor, or other processing chip with logic operation capabilities. Internally, it stores program code or logic rules for determining the connection status.

[0044] The signal acquisition unit 36 ​​is electrically connected to the microcontroller 35 and is used to connect the aforementioned first signal element 5, second signal element 8, and third signal element 33. The main function of the signal acquisition unit 36 ​​is to acquire, condition, and convert the raw electrical signals output by each detection component, such as converting switch signals to digital levels or filtering and converting analog signals to digital levels, to ensure that the signals input to the microcontroller 35 are stable and accurate, and to eliminate the effects of mechanical contact jitter or electromagnetic interference.

[0045] The status output unit 37 is electrically connected to the microcontroller 35 and is used to output the judgment result obtained by the microcontroller 35. The status output unit 37 outputs the judgment result to the display device 38 and / or alarm device 39 in the cab. The display device 38 can be an indicator light on the dashboard, a digital display screen, or a vehicle central control screen, used to visually and intuitively display the trailer connection status (such as connected, disconnected, or faulty) to the driver. The alarm device 39 can be a buzzer, a voice broadcaster, or an alarm light, used to issue an audible and visual alarm when an abnormal connection is detected (such as incomplete connection or lock failure), reminding the driver to handle it in time. By setting and / or the output path, this embodiment can flexibly adapt to the configuration requirements of different vehicle models. It can use only screen display, only sound alarm, or both visual and audible alarms, thereby significantly improving the reliability of information transmission and ensuring that the driver can accurately know the trailer connection status under various working conditions.

[0046] Through the above technical solution, this application achieves a modular design for the signal processing module and a standardized configuration for the human-machine interface. By assigning signal acquisition, logic processing, and status output functions to the signal acquisition unit, microcontroller, and status output unit respectively, the functions of each part are clearly defined, facilitating software and hardware development, debugging, and subsequent maintenance. Simultaneously, by outputting the judgment results to the display device and / or alarm device in the cab, real-time visualization and audible feedback of the detection results are achieved, effectively solving the problem that the driver cannot directly observe the trailer connection status, significantly improving driving safety and operational convenience.

[0047] Example 6: In yet another alternative embodiment, such as Figure 6 The diagram shown is a flowchart of a trailer connection status detection method provided in an embodiment of this application. This method is applied to the trailer connection status detection device described in the above embodiment. The method achieves time-series monitoring and logical verification of the trailer connection process by collaboratively controlling a depth detection component, a lateral detection component, a locking detection component, and a signal processing module. The method includes the following steps: Step S601: During the insertion of the traction pin into the throat, the lifting member is pressed and moves axially, driving the first signal member to move. When the traction pin is inserted to the first depth, a depth positioning signal is generated.

[0048] When the traction pin begins to insert into the throat of the saddle body, its lower end face first contacts the lifting member located below the throat. As the traction pin moves vertically, the lifting member is continuously pressed and moves downwards axially, providing initial power for subsequent mechanical linkage. During its movement, the lifting member directly drives the first signal element to move synchronously, changing its physical or electrical contact state. When the traction pin reaches a set first insertion depth, the first signal element is triggered and generates a depth arrival signal. As the initial stage of the detection process, this step confirms that the traction pin has entered the effective connection range of the saddle, providing the necessary prerequisites for subsequent lateral position detection and locking verification. By directly converting the physical displacement of the traction pin into the movement of the first signal element, reliable sensing of the connection depth is achieved.

[0049] Step S602: During the continued insertion of the traction pin, each stroke transmission component of the differential linkage mechanism abuts against the end wall of the corresponding stroke mating groove in sequence and drives the pushing component to move step by step. The second signal component moves with the pushing component, and a lateral positioning signal is generated when the traction pin is inserted to the second depth.

[0050] After the depth positioning signal is generated, the traction pin continues to insert downwards, and the lifting component continues to move axially. The differential linkage mechanism between the lifting component and the pushing component begins to perform its transmission and logic control functions. The differential linkage mechanism includes multiple stroke transmission components on the lifting component and multiple stroke mating grooves on the pushing component. Due to the difference in axial length of each stroke mating groove, during the downward movement of the lifting component, each stroke transmission component abuts against the end wall of the stroke mating groove in a preset order, rather than simultaneously. Specifically, after the lifting component moves a certain distance, the first stroke transmission component abuts against the end wall of its corresponding stroke mating groove, pushing the pushing component to move laterally; as the lifting component continues to move, subsequent stroke transmission components abut against the end walls of their corresponding mating grooves in succession, thereby driving the pushing component to extend outwards in a step-by-step and continuous manner. This step-by-step driving mechanism decomposes the movement of the pushing component into multiple stages, realizing differential distribution of stroke. During the movement of the pushing component, the second signal component moves synchronously. When the traction pin is inserted to a deeper second depth, the second signal component is triggered and generates a lateral positioning signal. The mechanical constraints of the differential linkage mechanism ensure that the lateral detection is effectively triggered only after the traction pin reaches a specific depth, reflecting the strict timing logic of the detection process.

[0051] Step S603: During the continued insertion of the traction pin, the interlocking component slides in the guide groove. When the pushing component moves beyond the predetermined stroke, the interlocking component overcomes the resistance of the resistance component and enters the end of the guide groove, driving the transmission component to move. The third signal component moves with the transmission component, and generates a locking signal when the locking hook is locked in place.

[0052] After the lateral positioning signal is generated, the traction pin continues to move towards the final locking position. The interlock verification component, located between the pusher and the transmission component, begins to operate, determining whether the current connection state meets the conditions for triggering the locking detection. The interlock component is fixed to the pusher and extends into a guide groove on the transmission component. As the pusher moves laterally, the interlock component slides relative to the pusher within the guide groove. A resistance element is located at the end of the guide groove, hindering the movement of the interlock component and forming a mechanical barrier. Only when the travel of the pusher exceeds a predetermined threshold (i.e., a predetermined travel), indicating that the lateral position and insertion depth of the traction pin fully meet the connection requirements, will the interlock component accumulate sufficient potential energy or force to overcome the resistance element. Once the resistance is overcome, the interlock component enters the end of the guide groove, at which point the interaction force between the interlock component and the sidewall of the guide groove drives the transmission component to move. The transmission component is directly linked to the locking hook of the saddle, and its movement directly reflects the action state of the locking hook. During its movement, the transmission component drives the third signal component. When the locking hook reaches the fully locked position, the third signal component is triggered and generates a locking-in signal. This step, through a mechanical interlocking structure, prevents misjudgment of locking due to incomplete insertion or lateral position deviation, ensuring the authenticity and reliability of the locking-in signal.

[0053] Step S604: The signal processing module receives each arrival signal and determines the trailer connection status based on the signal combination status.

[0054] After each detection component completes its action, the signal processing module performs data aggregation and logical decision-making tasks. The signal processing module receives arrival signals from the first, second, and third signal components through its signal acquisition unit. The presence or absence of these signals constitutes a feature vector representing the current trailer connection status. The signal processing module performs a comprehensive analysis of the signal combination status based on preset logical rules, rather than relying on a single signal. For example, if a depth arrival signal, a lateral arrival signal, and a locking arrival signal are received simultaneously, the trailer is determined to be in a fully connected and reliable state; if only a depth arrival signal is received without subsequent signals, the insertion depth is determined to be insufficient; if both depth and lateral arrival signals are received but no locking arrival signal is received, the locking mechanism is determined to be not in position; if no signal is received, the trailer is determined to be disconnected. By decoding the signal combination status, the complex mechanical motion process is transformed into an intuitive description of the equipment status, providing the driver with accurate decision-making basis.

[0055] Step S605: Output the judgment result.

[0056] After determining the trailer connection status, the system transmits the result to the operator or vehicle control system. The status output unit of the signal processing module converts the result into an output signal that can be perceived by humans or recognized by other control units. This output signal is typically sent to a display device in the cab, visually indicating the current connection status in the form of text, icons, or indicator lights. It can also be sent to an alarm device as needed, triggering an audible and visual alarm when an incomplete connection or potential fault risk is detected. This step creates a complete closed loop from mechanical detection to information feedback, effectively assisting the driver in confirming the trailer connection status, eliminating safety hazards caused by blind spots, and ensuring driving safety.

[0057] In the aforementioned technical process, the graded drive achieved through the differential linkage mechanism establishes a defined time delay and displacement constraint relationship between the lateral detection action and the depth detection action. The interlock verification component utilizes a physical threshold constructed from resistance components to ensure that the locking detection can only be triggered after the lateral displacement has fully met the standard. This timing control logic based on mechanical structure ensures that the generation of each position signal has strict causal dependence and unforgeable physical characteristics, enabling the signal processing module to accurately deduce the actual connection status of the trailer based on the combination of signal states. Through this collaborative working mechanism of mechanical encoding and electrical decoding, the problems of single sensor susceptibility to interference and one-sided logical judgment are effectively solved, significantly improving the accuracy and robustness of trailer connection status detection.

[0058] Example 7: In another optional embodiment, the signal processing module determines the trailer connection status according to the following rules: when three sets of signals are received simultaneously, it is determined to be fully connected; when only the depth and lateral signals are received, it is determined to be locked in place; when only the depth signal is received, it is determined to be inserted too deeply; when no signal is received, it is determined to be not connected.

[0059] If the signal processing module acquires the depth positioning signal from the depth detection component, the lateral positioning signal from the lateral detection component, and the locking positioning signal from the locking detection component within the same detection cycle or preset time window, it determines that the trailer and tractor are fully connected. This signal combination indicates that the towing pin has been inserted to the set first depth, the differential linkage mechanism has driven the pusher to move to the set lateral stroke, and the interlock verification component has passed mechanical logic verification and driven the transmission component to move, with the corresponding locking hook completing the locking action. At this point, the vehicle possesses the mechanical conditions for safe driving, and the system allows entry into the subsequent driving preparation process.

[0060] When the signal processing module receives only the depth and lateral positioning signals, but not the locking positioning signal from the locking detection component, it is determined that the locking is not in place. This state means that the insertion depth of the traction pin has met the conditions for triggering the movement of the lifting and pushing components, and the traction pin has physically entered the throat and triggered the depth and lateral detection, but the locking mechanism has failed to complete the locking or has failed to trigger the locking detection signal. This determination suggests that the locking hook may be stuck, obstructed by foreign objects, or there may be an operational oversight by the driver or control system. A targeted check should be performed before starting the vehicle to prevent decoupling accidents during driving.

[0061] If the signal processing module only receives the depth signal but not the lateral or locking signals, it determines that the insertion depth is insufficient. This indicates that the towing pin has interacted with the depth detection component, and the lifting component has moved to the position that triggers the first signal. However, because the insertion depth has not reached the threshold for driving the differential linkage mechanism's subsequent travel, or because the differential linkage mechanism has failed to effectively transmit power, the lateral detection component has not been triggered. In this state, a stable connection has not yet been formed between the trailer and the tractor, and forcibly moving the vehicle could easily lead to connection failure. Based on this determination, the system can control the vehicle to limit power output or issue a parking command to guide the driver to continue performing the towing pin insertion operation.

[0062] When the signal acquisition unit of the signal processing module fails to detect any of the three signals mentioned above, it is determined that the connection is not established. Assuming no power supply failure or circuit breakage occurs, this state indicates that the traction pin has not entered the throat or has only experienced a very small contact displacement, failing to reach the trigger threshold of any detection component. This determination serves as the initial state of the connection detection process or the baseline state after reset, thus establishing a complete logical closed loop for the connection status. By covering these four determination rules, the signal processing module can accurately identify various key nodes and potential anomalies during the trailer connection process, providing accurate decision-making basis for driving safety.

[0063] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A trailer connection status detection device, characterized in that, include: The saddle body is fixedly mounted on the tractor frame and has a throat for accommodating the towing pin; A depth detection component, disposed below the throat, includes a lifting member that moves axially when pressed by the traction pin during insertion and a first signal member that moves with the lifting member to generate a depth arrival signal. A lateral detection component, disposed on the side of the throat, includes a pusher that moves laterally due to being pressed by the sidewall of the traction pin and a second signal component that moves with the pusher to generate a lateral positioning signal. The locking detection component is located at the saddle locking mechanism and includes a transmission component that is linked to the locking hook and a third signal component that moves with the transmission component to generate a locking position signal. A differential linkage mechanism is disposed between the lifting member and the pushing member, including a plurality of stroke transmission members spaced apart along the axial direction on the lifting member, and a plurality of stroke mating grooves correspondingly opened on the pushing member. The axial lengths of the stroke mating grooves are different, so that when the lifting member moves along the axial direction, each stroke transmission member abuts against the end wall of the corresponding stroke mating groove in sequence and drives the pushing member to move step by step. An interlock verification component is disposed between the pusher and the transmission component, including an interlock component disposed on the pusher, a guide groove disposed on the transmission component, and a resistance component disposed at the end of the guide groove. The interlock component extends into the guide groove. When the pusher moves beyond a predetermined stroke, the interlock component overcomes the resistance of the resistance component, enters the end of the guide groove, and drives the transmission component to move. The reset assembly, which connects the lifting member, the pushing member, and the transmission member, is used to drive each component to reset after the traction pin is pulled out. The signal processing module is electrically connected to the first signal element, the second signal element, and the third signal element, respectively, and is used to receive each arrival signal and determine the trailer connection status based on the signal combination status.

2. The trailer connection status detection device according to claim 1, characterized in that, The plurality of stroke transmission components include a first paddle and a second paddle fixedly spaced along the axial direction of the lifting component; the plurality of stroke mating grooves include a first mating groove and a second mating groove spaced along the axial direction of the pushing component; the axial length of the first mating groove is greater than the axial length of the second mating groove, so that when the lifting component moves downward, the second paddle abuts against the end wall of its corresponding mating groove before the first paddle.

3. The trailer connection status detection device according to claim 1, characterized in that, The resistance component is an elastic locking block, the interlocking component is an interlocking fork fixed to the side wall of the pushing component, and the guide groove is formed on the transmission component; when the pushing component has not reached the predetermined stroke, the interlocking fork abuts against the elastic locking block and is blocked; when the pushing component reaches the predetermined stroke, the interlocking fork squeezes the elastic locking block to deform and enters the end of the guide groove.

4. The trailer connection status detection device according to claim 1, characterized in that, The reset assembly includes a reset lever connecting the lifting member and a reset fork connecting the pushing member and the transmission member. The reset fork is provided with a delayed reset surface, which is used to reset the pushing member and the transmission member sequentially with a preset time difference.

5. The trailer connection status detection device according to claim 1, characterized in that, The depth detection assembly further includes a depth reset spring and a depth guide sleeve. The lifting member is slidably disposed inside the depth guide sleeve, and the depth reset spring is sleeved outside the lifting member and abuts against the lifting member and the depth guide sleeve respectively.

6. The trailer connection status detection device according to claim 1, characterized in that, The end of the pusher that extends into the throat is provided with a wedge-shaped pressing surface, which is used to convert the vertical movement into the lateral movement of the pusher when the traction pin is inserted.

7. The trailer connection status detection device according to claim 1, characterized in that, The first signal element, the second signal element, and the third signal element are all elastic conductive sheets, which are spaced apart from their corresponding fixed contacts. Each elastic conductive sheet makes contact with its corresponding fixed contact under the drive of the corresponding detection component to generate a position signal.

8. The trailer connection status detection device according to claim 1, characterized in that, The signal processing module includes a microcontroller, a signal acquisition unit, and a status output unit. The status output unit outputs the judgment result to the display device and / or alarm device in the driver's cab.

9. A method for detecting trailer connection status, applied to the trailer connection status detection device according to any one of claims 1 to 8, characterized in that, Includes the following steps: S1. During the process of inserting the traction pin into the throat, the lifting member is pressed and moves axially, driving the first signal member to move. When the traction pin is inserted to the first depth, a depth positioning signal is generated. S2. During the continued insertion of the traction pin, each of the stroke transmission components of the differential linkage mechanism abuts against the end wall of the corresponding stroke mating groove in sequence and drives the pushing component to move step by step. The second signal component moves with the pushing component and generates a lateral positioning signal when the traction pin is inserted to the second depth. S3. During the continued insertion of the traction pin, the interlocking component slides in the guide groove. When the pushing component moves beyond the predetermined stroke, the interlocking component overcomes the resistance of the resistance component and enters the end of the guide groove, driving the transmission component to move. The third signal component moves with the transmission component and generates a locking signal when the locking hook is locked in place. S4. The signal processing module receives each arrival signal and determines the trailer connection status based on the signal combination status. S5. Output the judgment result.

10. The trailer connection status detection method according to claim 9, characterized in that, In step S4, the signal processing module determines the trailer connection status according to the following rules: when three sets of signals are received simultaneously, it is determined to be fully connected; when only the depth and lateral signals are received, it is determined to be locked in place; when only the depth signal is received, it is determined to be inserted too deeply; when no signal is received, it is determined to be not connected.

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