Vehicle turning obstacle avoidance system
By designing an upper and lower pallet structure, combined with a rotary drive mechanism and sensor system, flexible steering of large vehicles is achieved, solving the obstacle restriction problem when turning in existing technologies and improving the vehicle's obstacle avoidance ability and safety.
Patent Information
- Application Number
- CN202520727783.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-17
- Publication Date
- 2026-02-10
- Estimated Expiration
- 2035-04-17
AI Technical Summary
Large vehicles are easily restricted by road obstacles when turning, which increases driving difficulty and may lead to collisions. Existing auxiliary devices are complex in structure and ineffective.
It adopts an upper and lower tray structure and achieves flexible steering through a rotary drive mechanism. Combined with a locking mechanism, limit pins and sensor system, it can adjust the vehicle's direction in real time to avoid obstacles, thereby improving maneuverability and stability.
It improves the obstacle avoidance capabilities of large vehicles in narrow spaces and complex road conditions, reduces operational burden and collision risk, and enhances driving safety and stability.
Smart Images
Figure CN223891060U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to a vehicle turning obstacle avoidance system and belongs to the technical field of automobiles. BACKGROUND
[0002] In the existing transportation system, large tractor trucks such as container trucks often encounter the problem of being restricted by obstacles such as road fences, trees, street lamps, and billboards when turning at intersections due to the large turning radius of large vehicles. This not only increases the difficulty of driving but also may cause scratches between the vehicle and the obstacles, resulting in vehicle damage or traffic accidents.
[0003] To solve the above problems, some auxiliary devices for large vehicle turning have appeared on the market, but these devices are mostly complex in structure, inconvenient to operate, and ineffective in actual application. SUMMARY
[0004] The utility model aims to provide a new technical solution to improve or solve the technical problems existing in the prior art.
[0005] The technical solution provided by the utility model is as follows: a vehicle turning obstacle avoidance system, comprising an upper tray, a lower tray, a rotary drive mechanism, a locking mechanism, a forward rotation limiting stop pin, and a reverse rotation limiting stop pin, the upper tray is rectangular, the lower tray is boat-shaped with narrow ends and a wide middle, the upper tray is rotatably installed above the lower tray, the rotary drive mechanism is used to drive the upper tray to rotate on the lower tray, the locking mechanism can lock the upper tray on the lower tray, the forward rotation limiting stop pin and the reverse rotation limiting stop pin are arranged on the upper tray, when the upper tray is deflected to the limit position clockwise or counterclockwise, the forward rotation limiting stop pin or the reverse rotation limiting stop pin abuts against the lower tray.
[0006] The upper surface of the lower tray is provided with a plurality of arc-shaped roller grooves, a plurality of rollers are rotatably installed in each roller groove, the lower surface of the upper tray is also provided with rotating grooves corresponding to the roller grooves, and the rollers are in rolling contact with the groove walls of the rotating grooves.
[0007] Compared with the prior art, the technical scheme has the following beneficial effects: the upper tray is driven to rotate relative to the lower tray through the rotary driving mechanism, flexible turning of the vehicle chassis is realized, especially in narrow space or complex road conditions, the direction can be quickly adjusted to avoid obstacles, and the maneuverability and passability of the vehicle are improved; the locking mechanism can lock the upper tray on the lower tray when the vehicle is straight driving or static, accidental rotation caused by external force or inertia is prevented, and the stability of the vehicle in the static state is improved; the multiple arc-shaped roller grooves and rollers provide support and guidance for the rotation of the upper tray, and the rolling contact between the rollers and the rotating grooves reduces the frictional resistance when the upper tray rotates relative to the lower tray.
[0008] On the basis of the above technical scheme, the utility model still can make improvement as follows.
[0009] Further, it also includes positive rotation limit stop pin and reverse rotation limit stop pin, the positive rotation limit stop pin and reverse rotation limit stop pin are arranged on the upper tray, when the upper tray is deflected to the limit position clockwise or counterclockwise, the positive rotation limit stop pin or the reverse rotation limit stop pin is in abutment with the lower tray.
[0010] The beneficial effect of the above further scheme is that the positive rotation limit stop pin and the reverse rotation limit stop pin can limit the rotation angle of the upper tray, avoid mechanical structure damage or vehicle out of control caused by excessive rotation, and ensure the safety and stability of system operation.
[0011] Further, the locking mechanism includes a positioning pin, a pin hole and a locking drive cylinder, the positioning pin is installed on the lower tray in a way that can extend and retract in the axial direction, the pin hole is opened on the upper tray, and the piston rod of the locking drive cylinder is connected with the positioning pin, which can drive the positioning pin to extend and retract, insert or withdraw from the pin hole.
[0012] The beneficial effect of the above further scheme is that the high-precision locking between the upper tray and the lower tray is realized through the cooperation of the positioning pin and the pin hole, the offset of the upper tray caused by vibration or external force during vehicle driving is prevented, and the stability and safety of vehicle driving are improved. Moreover, the locking drive cylinder can quickly drive the positioning pin to extend and retract, realize the quick switching of locking and unlocking, meet the needs of vehicle in different driving states, and improve the response speed and efficiency of the system.
[0013] Further, an alignment detector is further included for detecting whether the central axes of the upper tray and the lower tray coincide, the alignment detector comprising a signal transmitting end and a signal receiving end, the signal transmitting end and the signal receiving end being respectively installed at corresponding positions of the upper tray and the lower tray, or both being installed on the upper tray or the lower tray and achieving signal interaction through reflection.
[0014] The beneficial effect of the above further scheme is that the alignment detector can detect in real time whether the central axes of the upper tray and the lower tray coincide, thereby providing accurate judgment basis for the locking operation of the locking mechanism and ensuring the accuracy of the locking operation.
[0015] Further, a first angle sensor and a second angle sensor are further included, the first angle sensor and the second angle sensor being communicatively connected, the first angle sensor being configured to detect the angle between the central axis of the lower tray and the central axis of the vehicle head, and the second angle sensor being configured to detect the angle between the central axis of the upper tray and the central axis of the lower tray.
[0016] The beneficial effect of the above further scheme is that the first angle sensor and the second angle sensor can monitor in real time the rotation angles between the lower tray and the vehicle head and between the upper tray and the lower tray, thereby providing accurate feedback information for the control of the rotary driving mechanism, and through the data interaction and communicative connection of the two angle sensors, the system can control the rotary driving mechanism according to the real-time rotation angles.
[0017] Further, a first distance sensor, a second distance sensor, a third distance sensor and a fourth distance sensor are further included, the four distance sensors being respectively arranged at four corners of the upper tray and being configured to detect the distances between the four corners of the upper tray and obstacles.
[0018] The beneficial effect of the above further scheme is that the distance sensors can detect in real time the distances between the upper tray and obstacles, and timely send early warning signals when the distances reach a preset safety threshold, thereby reminding the driver or the system to take obstacle avoidance measures and avoiding collision accidents, and the four distance sensors are respectively arranged at the four corners of the upper tray, thereby achieving omnidirectional detection of obstacles around the upper tray.
[0019] Further, the upper tray is rotatably installed above the lower tray through a rotary support, a driving shaft of the rotary driving mechanism is provided with a driving gear, and the driving gear is engaged with the rotary support. BRIEF DESCRIPTION OF DRAWINGS
[0020] In order to more clearly illustrate the technical solutions of the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are only the embodiments of the present application, and other drawings can also be obtained by the provided drawings without creative labor for those skilled in the art.
[0021] Figure 1 It is a perspective view of the vehicle turning obstacle avoidance system of the present application.
[0022] Figure 2 It is a front view of the vehicle turning obstacle avoidance system of the present application.
[0023] Figure 3 It is a front view of the vehicle turning obstacle avoidance system of the present application in the clockwise deflection state of the upper tray.
[0024] Figure 4 It is a front view of the vehicle turning obstacle avoidance system of the present application in the counterclockwise deflection state of the upper tray.
[0025] Figure 5 It is an exploded view of the vehicle turning obstacle avoidance system of the present application.
[0026] Figure 6 It is an exploded view of the vehicle turning obstacle avoidance system of the present application from another perspective.
[0027] Figure 7 It is a vehicle turning state diagram of the present application.
[0028] Figure 8 It is a flowchart of the vehicle turning obstacle avoidance method of the present application.
[0029] In the figure, 100, upper tray; 101, rotating groove; 200, lower tray; 201, arc-shaped roller groove; 300, rotary drive mechanism; 301, drive motor; 302, driving gear; 303, rotary support; 400, locking mechanism; 401, positioning pin; 402, pin hole; 403, locking drive cylinder; 501, first forward rotation limiting stop pin; 502, second forward rotation limiting stop pin; 601, first reverse rotation limiting stop pin; 602, second reverse rotation limiting stop pin; 700, roller; 800, vehicle head; γ, deflection angle of the upper tray; γmax, maximum angle of clockwise deflection of the upper tray; -γmax, maximum angle of counterclockwise deflection of the upper tray; β, deflection angle of the vehicle head; βmax, maximum angle of clockwise deflection of the vehicle head; -βmax, maximum angle of counterclockwise deflection of the vehicle head. DETAILED DESCRIPTION
[0030] The serial numbers assigned to components in this document, such as "first" and "second," are used only to distinguish the described objects and do not imply any priority in order or any specific technical meaning. Furthermore, the concepts of "connection" and "linkage" mentioned in this application, unless otherwise specified, are considered to include both direct connection (linkage) and indirect connection (linkage).
[0031] When interpreting the description of this application, it should be clarified that terms such as "upper," "lower," "front," "back," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," indicating directions or positional relationships, are based on the perspective and layout shown in the accompanying drawings. They are intended to facilitate explanation and simplify the description process, and are not absolute limitations on the actual location, construction method, or operating mode of the described device or element. Therefore, these terms should not be construed as restrictive interpretations of the content of this application.
[0032] The principles and features of this utility model are described below with reference to examples. The examples are only used to explain this utility model and are not intended to limit the scope of this utility model.
[0033] like Figures 1-6 As shown, a vehicle turning obstacle avoidance system includes an upper tray 100, a lower tray 200, a rotary drive mechanism 300, a locking mechanism 400, a forward rotation limit pin, and a reverse rotation limit pin. The upper tray 100 is rectangular, and the lower tray 200 is boat-shaped, narrow at both ends and wide in the middle. The upper tray 100 is rotatably mounted above the lower tray 200. The rotary drive mechanism 300 drives the upper tray 100 to rotate on the lower tray 200. The locking mechanism 400 locks the upper tray 100 onto the lower tray 200 to restrict the movement of the upper tray. The upper tray 100 rotates relative to the lower tray 200. The forward rotation limit pin and the reverse rotation limit pin are disposed on the upper tray 100. When the upper tray 100 deflects clockwise to the limit position, the forward rotation limit pin abuts against the lower tray 200, limiting the maximum rotation angle of the upper tray 100 relative to the lower tray 200 in a clockwise direction. When the upper tray 100 deflects counterclockwise to the limit position, the reverse rotation limit pin abuts against the lower tray 200, limiting the maximum rotation angle of the upper tray 100 relative to the lower tray 200 in a counterclockwise direction.
[0034] In this embodiment, the rotary drive mechanism 300 includes a drive motor 301, a drive gear 302, and a rotary support 303. The upper tray 100 is rotatably mounted above the lower tray 200 via the rotary support 303. The drive gear 302 is provided on the drive shaft of the drive motor 301, and the drive gear 302 meshes with the rotary support 303.
[0035] The forward rotation limit pins include two pins, namely a first forward rotation limit pin 501 and a second forward rotation limit pin 502. The reverse rotation limit pins include two pins, namely a first reverse rotation limit pin 601 and a second reverse rotation limit pin 602. The first forward rotation limit pin 501 and the second forward rotation limit pin 502 are diagonally arranged on the upper tray 100. The first reverse rotation limit pin 601 and the second reverse rotation limit pin 602 are also diagonally arranged on the other two opposite corners of the upper tray 100. When the upper tray 100 is deflected clockwise to its limit position, the first forward rotation limit pin 501 and the second forward rotation limit pin 502 abut against the front and rear side walls of the lower tray 200, respectively, restricting the upper tray 100 from continuing to rotate; when the upper tray 100 is deflected counterclockwise to its limit position, the first reverse rotation limit pin 601 and the second reverse rotation limit pin 602 abut against the front and rear side walls of the lower tray 200, respectively, restricting the upper tray 100 from continuing to rotate.
[0036] The locking mechanism 400 includes a positioning pin 401, a pin hole 402, and a locking drive cylinder 403. The positioning pin 401 is mounted on the lower tray 200 in a manner that allows it to extend and retract axially. The pin hole 402 is located on the upper tray 100 at a position corresponding to the locking pin. The piston rod of the locking drive cylinder 403 is connected to the positioning pin 401 and can drive the positioning pin 401 to extend and retract, inserting or retracting into the pin hole 402, thereby locking the upper tray 100 onto the lower tray 200 and restricting the rotation of the upper tray 100 relative to the lower tray 200. This invention does not limit the type of the locking drive cylinder 403; the locking drive cylinder 403 can be a hydraulic cylinder, a pneumatic cylinder, or an electric cylinder, etc.
[0037] In this embodiment, locking mechanisms 400 are provided at the front end, rear end, left side, and right side of the lower tray 200 to achieve stable locking of the upper and lower trays 200 at different positions. It should be noted that the present invention does not limit the specific number of the locking mechanisms 400. In practical applications, the number of locking mechanisms 400 can be increased or decreased according to factors such as vehicle structure, obstacle avoidance requirements, and safety.
[0038] The upper surface of the lower tray 200 is provided with multiple arc-shaped roller grooves 201. Each roller groove is rotatably mounted with multiple rollers 700 via a rotating shaft. The lower surface of the upper tray 100 is also provided with a rotating groove 101 corresponding to the roller grooves. The upper end of the roller 700 extends into the rotating groove 101, and the roller 700 rolls in contact with the groove wall of the rotating groove 101 to assist the upper tray 100 in rotating smoothly relative to the lower tray 200.
[0039] The turning obstacle avoidance system also includes an alignment detector, which is used to detect whether the central axes of the upper tray 100 and the lower tray 200 coincide. The alignment detector includes a signal transmitter and a signal receiver, which are respectively installed at corresponding positions on the upper tray 100 and the lower tray 200, or both are installed on the upper tray 100 or the lower tray 200 and the signal interaction is achieved by reflection.
[0040] The turning obstacle avoidance system also includes a first angle sensor and a second angle sensor, which are communicatively connected. The first angle sensor is used to detect the angle β between the centerline of the lower tray 200 and the centerline of the front of the vehicle 800, and the second angle sensor is used to detect the angle γ between the centerline of the upper tray 100 and the centerline of the lower tray 200.
[0041] The turning obstacle avoidance system also includes a first distance sensor, a second distance sensor, a third distance sensor and a fourth distance sensor. The four distance sensors are respectively set at the four corners of the upper tray 100 to detect the distance between the four corners of the upper tray 100 and the obstacle.
[0042] In another embodiment, a wide-angle camera is installed directly behind the front of the vehicle 800 to monitor the surrounding environment of the vehicle in real time when it turns. The wide-angle camera captures a panoramic image of the vehicle when it turns, and through edge detection and obstacle recognition algorithms, it determines the corner area with the greatest collision risk, thereby controlling the rotary drive mechanism 300 to adjust the deflection direction of the upper tray 100.
[0043] A method for vehicle turning obstacle avoidance, utilizing the aforementioned vehicle turning obstacle avoidance system, includes:
[0044] When the vehicle is in normal driving condition, the upper pallet 100 and the lower pallet 200 are aligned, that is, the central axis of the upper pallet 100 coincides with the central axis of the lower pallet 200, the locking mechanism 400 is in the locked state, and the positioning pin 401 is inserted into the pin hole 402 of the upper pallet 100 under the action of the locking drive cylinder 403, locking the upper pallet 100 onto the lower pallet 200. The vehicle can drive straight or make large-angle turns at intersections without deflecting the upper pallet 100.
[0045] When a vehicle needs to turn at an intersection, due to the deflection of the vehicle's front end, the first angle sensor detects that the angle value β begins to increase. At this time, the locking mechanism 400 is released, and the locking drive cylinder 403 drives the positioning pin 401 to retract, allowing the upper tray 100 to rotate relative to the lower tray 200. The rotation drive mechanism 300 is activated, driving the upper tray 100 to rotate in the opposite direction to the turning direction of the vehicle's front end 800. If the vehicle's front end 800 turns right, the rotation drive mechanism 300 drives the upper tray 100 to rotate to the left. During the vehicle's turn, the first angle sensor continuously monitors the angle β between the centerline of the lower tray 200 and the centerline of the vehicle's front end 800, and the second angle sensor continuously monitors the angle γ between the centerline of the upper tray 100 and the centerline of the lower tray 200. By controlling the output of the rotation drive mechanism 300, the deflection angle of the upper tray 100 is controlled.
[0046] During the deflection of the upper tray 100, the first, second, third, and fourth distance sensors (not shown in the figure) at the four corners monitor the distance between the upper tray 100 and surrounding obstacles (such as road fences, trees, streetlights, signs, etc.) in real time. Specifically, the distance sensors measure the distance to the target object by emitting signals (such as ultrasonic waves, lasers, or infrared rays) and receiving reflected signals. When the monitoring area is designed as a fan shape, the signals emitted by the sensors form a fan-shaped coverage area in space, which can detect the distance of objects within that area. When the distance detected by the sensor at a certain corner reaches the preset safety distance 'a', the rotation drive mechanism 300 stops operating to prevent the upper tray 100 from colliding with the obstacle. Through the preset safety distance 'a', the system can dynamically adjust the output of the rotation drive mechanism according to the actual road conditions and the position of the obstacle, ensuring that the upper tray always maintains a safe distance from the obstacle during obstacle avoidance.
[0047] As the turn proceeds, when the vehicle exits the turning area, the rotary drive mechanism 300 is activated again to drive the upper pallet 100 to rotate. By controlling the output of the rotary drive mechanism 300, the upper pallet 100 and the lower pallet 200 are gradually restored to their aligned state.
[0048] When the alignment detector detects that the central axis of the upper tray 100 and the lower tray 200 coincide, the locking mechanism 400 re-locks, and the positioning pin 401 is re-inserted into the pin hole 402 of the upper tray 100 under the action of the locking drive cylinder 403, completing the turning obstacle avoidance process and the vehicle returns to a straight driving state.
[0049] During the entire turning obstacle avoidance process, if the angle detected by the second angle sensor is less than the maximum rotation angle of the upper pallet 100, the rotation drive mechanism 300 can continue to drive the upper pallet 100 to rotate. If the upper pallet 100 deflects to its limit position, the forward rotation limit pin or the reverse rotation limit pin will abut against the lower pallet 200, triggering an alarm and limiting the rotation drive mechanism 300 from continuing to operate, ensuring the safe operation of the system. The design of the forward rotation limit pin and the reverse rotation limit pin effectively prevents excessive rotation of the upper pallet during rotation, avoiding damage to the mechanical structure and loss of vehicle control.
[0050] like Figure 8 The flowchart shown illustrates the specific steps of a vehicle's turning obstacle avoidance method:
[0051] S1. Determine whether the centerline of the vehicle head is parallel to the centerline of the lower pallet. If they are parallel, proceed to step S2; otherwise, proceed to step S3.
[0052] S2. Vehicles must continue straight.
[0053] S3, the locking mechanism (400) is unlocked, and the upper tray (100) can rotate relative to the lower tray (200);
[0054] S4. Determine whether it is a left turn or a right turn. If it is a left turn, proceed to step S6; otherwise, proceed to step S5.
[0055] S5. Drive the upper tray to turn left, proceeding to step S7;
[0056] S6. Drive the upper tray to turn right, proceeding to step S7;
[0057] S7. Determine whether the distances from the four corners of the upper tray (100) to the obstacle, i.e., a1, a2, a3 and a4, are less than or equal to a. If they are less than or equal to a, proceed to step S9; otherwise, execute step S8.
[0058] S8. Determine whether the deflection angle γ of the upper tray has reached its maximum. If it has not reached its maximum, proceed to step S4; otherwise, proceed to step S9.
[0059] S9. The upper tray stops deflecting;
[0060] S10. Determine whether the front of the vehicle has turned back. If it has, proceed to step S11; otherwise, proceed to step S9. The control system can determine whether the front of the vehicle has turned back by the direction of the steering wheel. For example, when the vehicle starts to turn right, the steering wheel needs to be turned to the right first, and when turning back, the steering wheel needs to be turned to the left. When the vehicle starts to turn left, the steering wheel needs to be turned to the left first, and when turning back, the steering wheel needs to be turned to the right.
[0061] S11, the upper tray rotates, and when the upper tray (100) and the lower tray (200) coincide in center, the locking mechanism (400) re-locks.
[0062] S12, End of turn.
[0063] In steps S4 and S5, the deflection angle of the upper pallet is controlled by controlling the output of the rotary drive mechanism (300). The relationship between the deflection angle γ of the upper pallet and the deflection angle β of the vehicle head satisfies the following formula:
[0064] γ=-kβ
[0065] Where k is the proportionality coefficient, 0≤k≤1.
[0066] In this embodiment,
[0067] Wherein, βmax is the maximum deflection angle of the front of the vehicle, and the maximum value of βmax is 90°;
[0068] γmax is the maximum deflection angle of the upper tray.
[0069] For example, when βmax = 90° and γmax = 45°,
[0070] When βmax = 75° and γmax = 30°, k = 0.4;
[0071] When βmax = 65° and γmax = 30°, k = 0.5.
[0072] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.
Claims
1. A vehicle turning obstacle avoidance system, characterized in that, The device includes an upper tray (100), a lower tray (200), a rotary drive mechanism (300), and a locking mechanism (400). The upper tray (100) is rectangular, and the lower tray (200) is boat-shaped, narrow at both ends and wide in the middle. The upper tray (100) is rotatably mounted above the lower tray (200). The rotary drive mechanism (300) is used to drive the upper tray (100) to rotate on the lower tray (200). The locking mechanism (400) can lock the upper tray (100) onto the lower tray (200). The upper surface of the lower tray (200) is provided with multiple arc-shaped roller grooves (201), and multiple rollers (700) are rotatably mounted in each roller groove. The lower surface of the upper tray (100) is also provided with a rotating groove (101) corresponding to the roller groove, and the rollers (700) roll in contact with the groove wall of the rotating groove (101).
2. The vehicle turning obstacle avoidance system according to claim 1, characterized in that, It also includes a forward rotation limit pin and a reverse rotation limit pin, which are disposed on the upper tray (100). When the upper tray (100) deflects clockwise or counterclockwise to the limit position, the forward rotation limit pin or the reverse rotation limit pin abuts against the lower tray (200).
3. The vehicle turning obstacle avoidance system according to claim 1, characterized in that, The locking mechanism (400) includes a positioning pin (401), a pin hole (402), and a locking drive cylinder (403). The positioning pin (401) is mounted on the lower tray (200) in a manner that allows it to extend and retract axially. The pin hole (402) is opened on the upper tray (100). The piston rod of the locking drive cylinder (403) is connected to the positioning pin (401) and can drive the positioning pin (401) to extend and retract, inserting or withdrawing from the pin hole (402).
4. The vehicle turning obstacle avoidance system according to claim 1, characterized in that, It also includes an alignment detector, which is used to detect whether the central axes of the upper tray (100) and the lower tray (200) coincide. The alignment detector includes a signal transmitter and a signal receiver, which are respectively installed at corresponding positions on the upper tray (100) and the lower tray (200), or both are installed on the upper tray (100) or the lower tray (200) and the signal interaction is achieved by reflection.
5. The vehicle turning obstacle avoidance system according to claim 4, characterized in that, It also includes a first angle sensor and a second angle sensor, which are communicatively connected. The first angle sensor is used to detect the angle between the centerline of the lower tray (200) and the centerline of the front of the vehicle (800), and the second angle sensor is used to detect the angle between the centerline of the upper tray (100) and the centerline of the lower tray (200).
6. The vehicle turning obstacle avoidance system according to claim 5, characterized in that, It also includes a first distance sensor, a second distance sensor, a third distance sensor and a fourth distance sensor, which are respectively set at the four corners of the upper tray (100) to detect the distance between the four corners of the upper tray (100) and the obstacle.
7. The vehicle turning obstacle avoidance system according to claim 1, characterized in that, The upper tray (100) is rotatably mounted above the lower tray (200) via a slewing support (303). The drive shaft of the rotary drive mechanism (300) is provided with a drive gear (302), which meshes with the slewing support (303).