A lateral stability control system applicable to trailer trucks

Abstract

A lateral stability control system applicable to a trailer truck, which solves the problems existing in the prior art, such as simple mechanical structure and functions, poor practicability, cumbersome manual operation process, large mechanical transmission rigidity, and easy fatigue damage to the vehicle body and transmission parts. It includes two groups of symmetrically arranged detection devices provided on the front axle of the truck chassis, and the detection device is composed of a horizontal sensor and a centrifugal force detector; emergency response devices are symmetrically arranged at the positions of the truck wheels on both sides of the truck chassis respectively, and the emergency response device is arranged between the leaf spring shock absorber and the vehicle body steel frame, and the driving end of the emergency response device is connected to the power supply device. Its design is reasonable and the structure is compact. When the truck encounters a sharp turn at high speed or the road surface inclination angle is too large, it can quickly respond, lift the vehicle body on the side to be overturned, change the position of the center of gravity of the truck, reduce the roll moment, relieve the slope and centrifugal force, and effectively improve the driving stability and safety of the truck.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle driving stability control, and particularly relates to a lateral stability control system applicable to semi-trailer trucks, which can quickly respond when the truck encounters a high-speed sharp turn or the road surface inclination angle is too large, lift the body on the side to be overturned, change the position of the center of gravity of the truck, reduce the rollover moment, relieve the slope and centrifugal force, and effectively improve the driving stability and safety of the truck. Background Art

[0002] Trucks are important means of transportation for modern industrial production and cargo transportation. When a truck is driving on the road and needs to avoid obstacles and make a sharp turn, a large centrifugal force will be generated on the whole body in the outward direction. Moreover, due to the heavy load of the truck and the large weight of the vehicle body itself, and the high position of the center of gravity, so, under the same road surface inclination angle and the same sharp turn to avoid obstacles, the possibility and danger of the truck having a car accident are greater than those of ordinary cars. Therefore, trucks need anti-rollover devices more to stabilize the stability performance of the vehicle body.

[0003] At present, there are many types and development directions of anti-rollover devices installed on semi-trailer trucks, but most of them prevent rollover by increasing the distance between two wheels or reducing the chassis height, etc. Moreover, the relevant mechanical structures and functions are relatively simple and the practicability is poor. At the same time, these traditional anti-rollover devices rely on manual operation to increase the stability of the truck. Not only is the operation process cumbersome, but also the rigidity of mechanical transmission is large, which is easy to cause fatigue damage to the vehicle body and transmission parts. The disadvantages of the application are obvious. Therefore, it is necessary to improve the driving stability control methods and devices of existing semi-trailer trucks. Summary of the Invention

[0004] The present invention aims at the above problems and provides a lateral stability control system applicable to semi-trailer trucks, which can quickly respond when the truck encounters a high-speed sharp turn or the road surface inclination angle is too large, lift the body on the side to be overturned, change the position of the center of gravity of the truck, reduce the rollover moment, relieve the slope and centrifugal force, and effectively improve the driving stability and safety of the truck.

[0005] The technical solution adopted by the present invention is: the lateral stability control system applicable to semi-trailer trucks includes a truck chassis, and is characterized in that: two groups of symmetrically arranged detection devices are provided on the front axle of the truck chassis, and the detection devices include a horizontal sensor and a centrifugal force detector; emergency reaction devices are symmetrically arranged at the positions of the truck wheels on both sides of the truck chassis respectively, and the emergency reaction devices are arranged between the plate spring shock absorbers on both sides and the vehicle body steel frame, and the driving end of the emergency reaction device is connected with a power supply device arranged on the truck chassis.

[0006] The centrifugal force detector includes a detector body. Inside the detector body, there is a sliding guide groove. At one end of the sliding guide groove, away from the truck wheel, there is a centrifugal sliding block, and at the other end of the sliding guide groove, there is a support spring, and the free end of the support spring is connected to the end face of the centrifugal sliding block. On both sides of the middle of the sliding guide groove, there are respectively conductive diaphragms, and connection wires are respectively arranged on the conductive diaphragms on both sides. When the truck turns and generates a large centrifugal force, the centrifugal sliding block of the detection device can overcome the resistance of the support spring by centrifugal force and slide in the sliding guide groove of the detector body. And when the conductive centrifugal sliding block moves to the positions of the conductive diaphragms on both sides, the two connection wires can form a conductive path, so that the central processing system attached to the vehicle computer and processing the data of the detection device in real time can send a control signal to the emergency response device after detecting the centrifugal force signal.

[0007] The emergency response device includes a telescopic mechanism. The lower end of the telescopic mechanism is connected to a plate spring shock absorber, and the upper end of the telescopic mechanism is connected to the vehicle body steel frame through a buffer mechanism. And the driving part of the telescopic mechanism is connected to a fast driving mechanism. The fast driving mechanism electrically connected to the control end of the central processing system is used to quickly drive the telescopic mechanism to extend, so that the overall center of gravity of the truck deflects towards the inner side of the turn or the opposite direction of the road surface inclination, thereby preventing the truck from tipping over caused by the centrifugal force of a sharp turn or the road surface inclination, and effectively improving the driving safety of the truck.

[0008] The buffer mechanism includes a buffer housing. In the middle of the lower side of the buffer housing, there is a telescopic connection groove. Inside the telescopic connection groove, there is a bearing plate, and on the upper side of the buffer housing, there is a fixed connection plate. A buffer partition is arranged in the enclosed space formed by the fixed connection plate, the buffer housing and the bearing plate. The buffer partition divides the enclosed space into a buffer liquid chamber and a spring chamber arranged up and down. In the spring chamber, there are several groups of buffer springs, and sealing rubber rings are respectively arranged between the buffer partition and the inner side wall of the buffer housing. Around the bearing plate in the telescopic connection groove, it is also flexibly connected to the buffer housing at the telescopic connection groove through an elastic corrugated telescopic sleeve. The bearing plate inside the telescopic connection groove is used to connect the buffer mechanism to the upper end of the telescopic mechanism. And in the sealed buffer liquid chamber above the buffer partition, there is buffer liquid for buffering the impact force, so as to buffer the impact from the fast driving mechanism. At the same time, when the buffer partition moves up and down due to the pressure of the buffer liquid above it, several groups of buffer springs in the lower spring chamber can bear the pressure from the buffer partition, which is also used for buffering. And the elastic corrugated telescopic sleeve plays a role in cooperating with the up and down movement of the bearing plate and sealing the liquid in the buffer liquid chamber.

[0009] On one side of the bearing plate, inside the buffer liquid chamber, a number of groups of vertically arranged buffer guide columns are provided, and the buffer guide columns are cooperatively connected with buffer guide grooves correspondingly arranged on the inner side of the fixed connection plate. Through the reciprocating sliding of the buffer guide columns in the buffer guide grooves on the inner side of the fixed connection plate, the movement of the bearing plate is guided, so that it only moves up and down during the buffering process without deviation.

[0010] The telescopic mechanism includes a base column. The lower end of the base column is connected to a plate spring shock absorber, and a telescopic shaft is telescopically arranged at the upper end of the base column. The side part of the telescopic shaft is connected to a fast driving mechanism. By using the fast driving mechanism to drive the telescopic shaft to reciprocally extend and retract in the insertion cavity of the base column, the lifting of one side of the freight car is realized, and then the center of gravity position of the freight car is changed, so as to avoid the danger brought by the centrifugal force generated by the rapid turning of the freight car or the inclination of the road surface.

[0011] The telescopic shaft includes an intermediate column. A hydraulic lifting cavity is arranged inside the intermediate column. The inlet and outlet holes at the bottom of the hydraulic lifting cavity are respectively connected to two internal casting oil paths arranged on the column body of the intermediate column, and the outer ends of the two internal casting oil paths are respectively connected to an oil inlet and an oil return port; a top column is also inserted inside the hydraulic lifting cavity of the intermediate column. A telescopic connection head is arranged at the upper end of the top column, and a telescopic limit flange is arranged at the lower end of the top column; the lower end of the intermediate column is inserted into the middle column insertion cavity of the base column. By means of the hydraulic pump of the power supply device, hydraulic oil is filled into the hydraulic lifting cavity of the intermediate column through the oil inlet and the internal casting oil path, and then the top column in the hydraulic lifting cavity moves upward.

[0012] The oil inlet on the intermediate column is connected to an oil delivery pipeline, and the oil delivery pipeline is connected to the hydraulic pump of the power supply device through a two-position two-way solenoid valve; the oil return port on the intermediate column is connected to an oil return pipeline, and the oil return pipeline is connected to a hydraulic oil tank through a two-position two-way solenoid valve, and the hydraulic oil tank is connected to the inlet of the hydraulic pump; moreover, a one-way valve is arranged at the oil inlet, and a pressure limiting valve is arranged at the oil return port; the two-position two-way solenoid valve is connected to a power supply through a power on-off device. When it is necessary to extend the top column of the telescopic shaft, the hydraulic pump and the two-position two-way solenoid valve are turned on through the central processing system, and then the hydraulic pump works to send oil to the oil delivery pipeline. At the same time, due to the enhanced electromagnetic force of the two-position two-way solenoid valve, it changes to the right phase, connects the oil delivery pipeline, and the oil return pipeline is temporarily cut off; thus, under the pressure of the hydraulic pump, the top column slowly rises relative to the intermediate column. At the same time, the one-way valve and the pressure limiting valve respectively arranged at the oil inlet and the oil return port can prevent the damage of the hydraulic system when the pressure is too high. When the work is completed, the two-position two-way solenoid valve and the hydraulic pump are powered off at the same time. Due to the disappearance of the pressure, the top column falls back to the retracted state under the action of the self-gravity of the freight car.

[0013] The rapid driving mechanism includes a telescopic rack vertically arranged on the outer side of the middle column. At a position corresponding to the telescopic rack on the side wall of the middle column insertion cavity of the base column, a transmission notch is provided. A telescopic driving gear is rotatably arranged in the transmission notch. The gear shaft of the telescopic driving gear is arranged in the gear connection shaft hole of the transmission notch. The telescopic driving gear meshes with the telescopic rack. Moreover, the telescopic driving gear also meshes with a driving gear arranged on the rotating shaft of the telescopic driving motor. By using the forward or reverse rotation of the telescopic driving motor, the driving gear drives the meshing telescopic driving gear to reverse or rotate forward, so as to drive the middle shaft fixedly connected with the telescopic rack to rapidly rise or fall.

[0014] The beneficial effects of the present invention: Since the present invention adopts two sets of symmetrically arranged detection devices provided on the front axle of the truck chassis, and the detection devices include a horizontal sensor and a centrifugal force detector; emergency response devices are symmetrically arranged at the positions of the truck wheels on both sides of the truck chassis respectively. The emergency response devices are arranged between the plate spring shock absorbers on both sides and the vehicle body steel frame. The driving end of the emergency response device is connected to the power supply device provided on the truck chassis. Therefore, its design is reasonable and the structure is compact. When the truck encounters the situation of high-speed sharp turning or the road surface inclination angle is too large, it can automatically monitor and quickly respond, lift the vehicle body on the side to be overturned, change the position of the center of gravity of the truck, reduce the rollover moment, effectively relieve the slope and centrifugal force, and can improve the driving stability and safety of the truck. Brief Description of the Drawings

[0015] Figure 1 is a schematic structural diagram of the present invention.

[0016] Figure 2 is Figure 1 the A-direction view of (the front truck wheels and the rear truck wheels are removed in the figure).

[0017] Figure 3 is Figure 1 a schematic structural diagram of the centrifugal force detector of the detection device in .

[0018] Figure 4 is Figure 1 a schematic structural diagram of the emergency response device (including the hydraulic part of the power supply device) in .

[0019] Figure 5 is Figure 4 a schematic structural diagram of the buffer mechanism in .

[0020] Figure 6 is Figure 5 the internal structure sectional view of .

[0021] Figure 7 is Figure 6 the front view of the sectional structure in .

[0022] Figure 8 is Figure 4 a structural schematic diagram of a telescopic mechanism in

[0023] Figure 9 is Figure 8 a sectional view of the internal structure of

[0024] Figure 10 is Figure 9 an exploded structural schematic diagram of

[0025] Figure 11 is Figure 4 a structural schematic diagram of a quick drive mechanism in

[0026] Explanation of the numbers in the figure: 1 truck chassis, 2 front axle, 3 front truck wheels, 4 detection device, 5 leaf spring shock absorber, 6 vehicle body steel frame, 7 emergency response device, 8 power supply device, 9 rear truck wheels, 10 detector main body, 11 sliding guide groove, 12 centrifugal sliding block, 13 support spring, 14 conductive film, 15 connecting wire, 16 buffer mechanism, 17 telescopic mechanism, 18 quick drive mechanism, 19 base column, 20 intermediate column, 21 top column, 22 hydraulic oil tank, 23 hydraulic pump, 24 two-position two-way solenoid valve, 25 oil pipeline, 26 one-way valve, 27 internally cast oil path, 28 pressure limiting valve, 29 oil return pipeline, 30 power switch, 31 power supply, 32 buffer housing, 33 telescopic connection groove, 34 fixed connecting plate, 35 bearing plate, 36 elastic corrugated telescopic sleeve, 37 buffer partition, 38 sealing rubber ring, 39 buffer liquid cavity, 40 spring cavity, 41 buffer spring, 42 buffer guide post, 43 buffer guide groove, 44 telescopic drive gear, 45 telescopic rack, 46 hydraulic lifting cavity, 47 middle column insertion cavity, 48 transmission notch, 49 gear connection shaft hole, 50 oil inlet, 51 oil return port, 52 telescopic connection head, 53 telescopic limit flange, 54 driving gear, 55 telescopic drive motor shaft. Detailed implementation manners

[0027] According to Figures 1 to 11 the specific structure of the present invention will be described in detail. The lateral stability control system applicable to a towed truck includes a truck chassis 1, and front truck wheels 3 and rear truck wheels 9 are respectively arranged at the front and rear parts of the truck chassis 1. Moreover, two groups of detection devices 4 are arranged on the front axle 2 of the truck chassis 1 and are symmetrically arranged along the central axis of the vehicle body. The detection device 4 includes a horizontal sensor for monitoring the lateral tilt angle of the vehicle body and a centrifugal force detector for measuring the centrifugal force.

[0028] The centrifugal force detector of the detection device 4 includes a cylindrical detector body 10. Inside the detector body 10, there is a sliding guide groove 11. At the inner end of the sliding guide groove 11, away from the front truck wheel 3, there is a conductive centrifugal sliding block 12 (for example, the centrifugal sliding block 12 can be made of a metal material such as lead); at the outer end of the sliding guide groove 11, close to the front truck wheel 3, there is a support spring 13. The free end of the support spring 13 is connected to the end face of the centrifugal sliding block 12, and the fixed end of the support spring 13 is fixedly connected to the outer end of the sliding guide groove 11. At the same time, on both sides of the middle of the sliding guide groove 11, there are conductive diaphragms 14 respectively, and connecting wires 15 are arranged on the conductive diaphragms 14 on both sides. Thus, when the truck turns and generates a large centrifugal force, the centrifugal sliding block 12 of the detection device 4 slides in the sliding guide groove 11 of the detector body 10 by overcoming the resistance of the support spring 13 with the centrifugal force; and when the conductive centrifugal sliding block 12 moves to the positions of the conductive diaphragms 14 on both sides, the two connecting wires 15 can form a conductive path, and then the central processing system attached to the vehicle computer and processing the data of the detection device 4 in real time can send a control signal to the emergency response device 7 arranged at the truck wheels after detecting a large centrifugal force signal.

[0029] At the front truck wheels 3 and the rear truck wheels 9 on both sides of the truck chassis 1, emergency response devices 7 are symmetrically arranged respectively. The driving end of the emergency response device 7 is connected to a power supply device 8 arranged on the truck chassis 1. The emergency response device 7 consists of a telescopic mechanism 17. The lower end of the telescopic mechanism 17 is connected to the plate spring shock absorber 5 at both wheels, and the upper end of the telescopic mechanism 17 is connected to the vehicle body steel frame 6 through a buffer mechanism 16; and the driving part of the telescopic mechanism 17 is connected to a fast driving mechanism 18; thus, using the fast driving mechanism 18 electrically connected to the control end of the central processing system, the telescopic mechanism 17 can be quickly driven to extend, so that the overall center of gravity of the truck deflects towards the inner side of the turn or the opposite direction of the road surface inclination. For example, when turning left too sharply, the vehicle body will tilt to the right, and at this time, the telescopic mechanism 17 on the right side is lifted; when the road surface inclines to the left (lower on the left and higher on the right), the telescopic mechanism 17 on the left side is lifted; and then through this deflection of the vehicle body center of gravity, situations such as the truck rolling over caused by the centrifugal force of a sharp turn or the road surface inclination can be prevented, effectively improving the driving safety of the truck.

[0030] The telescopic mechanism 17 includes a base column 19 at the bottom. The lower end of the base column 19 is connected to the plate spring shock absorber 5. An intermediate column insertion cavity 47 with an open upper end is arranged inside the base column 19, and an intermediate column 20 is inserted in the intermediate column insertion cavity 47. A hydraulic lifting cavity 46 is arranged inside the intermediate column 20. The inlet and outlet holes at the bottom of the hydraulic lifting cavity 46 are respectively connected to two internal casting oil paths 27 arranged on the column body of the intermediate column 20, and the outer ends of the two internal casting oil paths 27 are respectively connected to an oil inlet 50 and an oil return port 51 arranged on the intermediate column 20. And, a top column 21 is inserted inside the hydraulic lifting cavity 46 of the intermediate column 20. A telescopic connecting head 52 is arranged at the upper end of the top column 21, and a telescopic limiting flange 53 is arranged at the lower end of the top column 21. At the same time, the side of the intermediate column 20 is connected to a fast driving mechanism 18 for quickly lifting one side of the truck; so as to use the fast driving mechanism 18 to drive the intermediate column 20 to reciprocate telescopically in the intermediate column insertion cavity 47 of the base column 19, realize the lifting of one side of the truck, and then change the center of gravity position of the truck, and avoid the danger brought by the centrifugal force generated by the rapid turning of the truck or the inclination of the road surface.

[0031] The fast driving mechanism 18 includes a telescopic rack 45 vertically arranged on the outer side of the intermediate column 20. A transmission notch 48 is arranged at a position corresponding to the telescopic rack 45 on the side wall of the intermediate column insertion cavity 47 of the base column 19. A telescopic driving gear 44 is rotatably arranged in the transmission notch 48, and the gear shaft of the telescopic driving gear 44 is rotatably arranged in the gear connecting shaft hole 49 of the transmission notch 48. The telescopic driving gear 44 is meshed with the telescopic rack 45; and the telescopic driving gear 44 is also meshed with a driving gear 54 arranged on the rotating shaft of the telescopic driving motor 55. So as to use a forward and reverse turner electrically connected to the control end of the central processing system to control the forward or reverse rotation of the telescopic driving motor, make the driving gear 54 drive the telescopic driving gear 44 meshed with it to reverse or rotate forward, so as to drive the intermediate column fixedly connected to the telescopic rack 45 to rise or fall quickly. According to specific use requirements, the forward and reverse turner can adopt a two-position three-way reversing valve, which is controlled by the central processing system; and, after the left potential is energized, the current directly passes through, the telescopic driving motor rotates forward, and the intermediate column 20 moves upward; while when the right potential is energized, the current crosses through, the telescopic driving motor rotates reversely, and the intermediate column 20 makes a return movement.

[0032] Meanwhile, the oil inlet 50 on the middle column 20 is connected to the oil pipeline 25, and the oil pipeline 25 is connected to the hydraulic pump 23 of the power supply device 8 through a two-position two-way solenoid valve 24. The oil return port 51 on the middle column 20 is connected to the oil return pipeline 29, and the oil return pipeline 29 is connected to the hydraulic oil tank 22 through the same two-position two-way solenoid valve 24, and the liquid supply port of the hydraulic oil tank 22 is connected to the liquid inlet of the hydraulic pump 23. A check valve 26 is provided at the oil inlet 50, and a pressure limiting valve 28 is provided at the oil return port 51; the two-position two-way solenoid valve 24 is connected to the power supply 31 through a power switch 30. Thus, after the quick drive mechanism 18 drives the middle column 20 (primary reaction mechanism) to rise in place and it is necessary to extend the ejector rod 21 (secondary reaction mechanism), the hydraulic pump 23 and the two-position two-way solenoid valve 24 are turned on by the central processing system, and then the hydraulic pump 23 works to send oil to the oil pipeline 25; due to the increased electromagnetic force of the two-position two-way solenoid valve 24 being energized, it changes to the right phase and connects the oil pipeline 25 (the oil return pipeline 29 is temporarily cut off); so that the hydraulic pump 23 of the power supply device 8 fills the hydraulic lifting cavity 46 of the middle column 20 with hydraulic oil through the oil inlet 50 and the internally cast oil circuit 27, and then the ejector rod 21 in the hydraulic lifting cavity 46 of the middle column 20 slowly rises. Moreover, the check valve 26 and the pressure limiting valve 28 provided at the oil inlet 50 and the oil return port 51 respectively can prevent the damage of the hydraulic system when the pressure is too high and improve the reliability of the device in use. When the stable control work is completed, the two-position two-way solenoid valve 24 and the hydraulic pump 23 are powered off at the same time, the pressure limiting valve 28 is opened, and the hydraulic oil in the hydraulic lifting cavity 46 flows back to the hydraulic oil tank 22 through the oil return pipeline 29; due to the disappearance of the pressure, the ejector rod 21 will fall back to the retracted state under the action of the self-gravity of the truck.

[0033] The buffer mechanism 16 provided at the upper end of the telescopic mechanism 17 is composed of a disc-shaped buffer housing 32. In the middle of the lower side of the buffer housing 32, there is a telescopic connection groove 33 for connecting with the telescopic connection head 52 at the upper end of the ejector rod 21; a bearing plate 35 is provided at the top of the telescopic connection groove 33 with the opening facing down, and a fixed connection plate 34 for connecting with the vehicle body steel frame 6 is provided on the upper side of the buffer housing 32. Moreover, an annular buffer partition 37 is provided in the enclosed space formed by the fixed connection plate 34, the buffer housing 32 and the bearing plate 35, and the buffer partition 37 divides the enclosed space into a buffer liquid cavity 39 and a spring cavity 40 arranged up and down; several groups of buffer springs 41 are provided in the spring cavity 40, and sealing rubber rings 38 are respectively provided between the outer ring and the inner ring of the annular buffer partition 37 and the inner side wall of the buffer housing 32 to seal the buffer liquid in the buffer liquid cavity 39.

[0034] Around the periphery of the bearing plate 35 within the telescopic connection groove 33 of the buffer mechanism 16, it is also flexibly connected to the buffer housing 32 at the telescopic connection groove 33 through the elastic corrugated telescopic sleeve 36. On one side of the bearing plate 35, which is inside the buffer liquid chamber 39, several groups of vertically arranged buffer guide columns 42 are provided, and the buffer guide columns 42 are respectively connected in cooperation with the buffer guide grooves 43 correspondingly arranged on the inner side of the fixed connection plate 34; so as to guide the movement of the bearing plate 35 through the reciprocating sliding of the buffer guide columns 42 within the buffer guide grooves 43 on the inner side of the fixed connection plate 34, making it move only up and down during buffering without deviation. And the bearing plate 35 inside the telescopic connection groove 33 is used to connect the upper end of the top column 21 of the buffer mechanism 16 and the telescopic mechanism 17, and inside the sealed buffer liquid chamber 39 above the buffer partition 37, it is filled with buffer liquid for buffering the impact force, thereby buffering the impact from the fast driving mechanism 18; at the same time, when the buffer partition 37 moves up and down due to the pressure brought by the buffer liquid above it, several groups of buffer springs 41 inside the lower spring chamber 40 can bear the pressure from the buffer partition 37 for further buffering. The elastic corrugated telescopic sleeve 36 can play the role of cooperating with the up and down movement of the bearing plate 35 and sealing the liquid inside the buffer liquid chamber 39.

[0035] When the lateral stability control system applicable to the trailer truck is in use, first, the horizontal sensors and centrifugal force detectors of the two groups of symmetrically arranged detection devices 4 on the front axle 2 of the truck send signals of the road surface inclination angle or centrifugal force to the central processing system attached to the vehicle computer for real-time processing of the data of the detection devices 4 when the truck is driving on a road surface with a large lateral inclination angle, or when the vehicle body turns and generates a large centrifugal force. Then, the central processing system sends a control signal to the emergency response device 7 provided at the corresponding side of the front wheels 3 (or the rear wheels 9 of the truck) of the truck, and uses the fast driving mechanism 18 to quickly drive the intermediate column 20 (primary reaction mechanism) of the telescopic mechanism 17 to extend, so that the overall center of gravity of the truck deflects towards the inner side of the turn or the opposite direction of the road surface inclination; that is: when turning left too sharply (the vehicle body will tilt to the right), at this time, the telescopic mechanism 17 on the right side of the vehicle body is lifted; when the road surface inclines to the left (left low, right high), the telescopic mechanism 17 on the left side of the vehicle body is lifted.

[0036] Moreover, after the quick drive mechanism 18 drives the intermediate column 20, which serves as a primary reaction mechanism, to rise to the limit position, the hydraulic pump 23 and the two-position two-way solenoid valve 24 are activated by the central processing system. As a result, the hydraulic pump 23 operates, and the two-position two-way solenoid valve 24 connects the oil delivery pipeline 25. Hydraulic oil is then filled into the hydraulic lifting cavity 46 of the intermediate column 20 through the oil inlet 50 and the internally cast oil circuit 27, causing the jack column 21 (secondary reaction mechanism) within the hydraulic lifting cavity 46 to rise slowly. Meanwhile, during the process of the telescopic mechanism 17 lifting the corresponding side of the vehicle body steel frame 6, the buffer liquid filled in the buffer liquid cavity 39 of the buffer mechanism 16 provided at the upper end of the jack column 21 is used to effectively buffer the impact from the quick drive mechanism 18. Additionally, when the buffer partition 37 inside the buffer mechanism 16 moves up and down due to the pressure exerted by the buffer liquid on its upper side, the buffer spring 41 within the lower spring cavity 40 of the buffer mechanism 16 is utilized to bear the pressure of the buffer partition 37, achieving further buffering. Thus, through this deflection of the vehicle's center of gravity, the situation of the truck tipping over caused by the centrifugal force during a sharp turn or the inclination of the road surface is prevented, effectively enhancing the safety of the truck during driving. When the truck travels on a smooth road surface (after the stability control work is completed), the two-position two-way solenoid valve 24 and the hydraulic pump 23 are de-energized simultaneously. The pressure limiting valve 28 opens, and the hydraulic oil within the hydraulic lifting cavity 46 of the intermediate column 20 flows back to the hydraulic oil tank 22 through the oil return pipeline 29, causing the pressure within the cavity to disappear. The jack column 21 returns to its initial state under the gravity of the truck itself, and the quick drive mechanism 18 drives the intermediate column 20 of the telescopic mechanism 17 to retract synchronously, allowing the vehicle to drive normally.

Claims

1. A lateral stability control system applicable to a trailer truck, comprising a truck chassis (1), characterized in that: There are two sets of symmetrically arranged detection devices (4) provided on the front axle (2) of the truck chassis (1). The detection device (4) includes a horizontal sensor and a centrifugal force detector. Emergency response devices (7) are symmetrically arranged at the positions of the truck wheels on both sides of the truck chassis (1), and the emergency response devices (7) are arranged between the plate spring shock absorbers (5) and the vehicle body steel frame (6) on both sides. The driving end of the emergency response device (7) is connected to the power supply device (8) provided on the truck chassis (1). The centrifugal force detector includes a detector body (10). A sliding guide groove (11) is provided inside the detector body (10). At the end of the sliding guide groove (11) away from the truck wheel, a centrifugal sliding block (12) is provided. At the other end of the sliding guide groove (11), a support spring (13) is provided, and the free end of the support spring (13) is connected to the end face of the centrifugal sliding block (12). On both sides of the middle of the sliding guide groove (11), conductive diaphragms (14) are respectively provided, and connection wires (15) are respectively provided on the two conductive diaphragms (14). The emergency response device (7) includes a telescopic mechanism (17). The lower end of the telescopic mechanism (17) is connected to the plate spring shock absorber (5), and the upper end of the telescopic mechanism (17) is connected to the vehicle body steel frame (6) through a buffer mechanism (16). And the driving part of the telescopic mechanism (17) is connected to a fast driving mechanism (18). The telescopic mechanism (17) includes a base column (19). The lower end of the base column (19) is connected to the plate spring shock absorber (5), and a telescopic shaft is telescopically provided at the upper end of the base column (19). The side part of the telescopic shaft is connected to the fast driving mechanism (18).

2. The lateral stability control system applicable to a towed truck according to claim 1, characterized in that: The buffer mechanism (16) includes a buffer housing (32). A telescopic connection groove (33) is provided in the middle of the lower side of the buffer housing (32). A bearing plate (35) is provided inside the telescopic connection groove (33). A fixed connection plate (34) is provided on the upper side of the buffer housing (32). A buffer partition (37) is provided in the enclosed space formed by the fixed connection plate (34), the buffer housing (32) and the bearing plate (35). The buffer partition (37) divides the enclosed space into a buffer liquid chamber (39) and a spring chamber (40) arranged up and down. A number of groups of buffer springs (41) are provided in the spring chamber (40), and sealing rubber rings (38) are respectively provided between the buffer partition (37) and the inner side wall of the buffer housing (32). Around the bearing plate (35) in the telescopic connection groove (33), it is also flexibly connected to the buffer housing (32) at the telescopic connection groove (33) through an elastic corrugated telescopic sleeve (36).

3. The lateral stability control system applicable to a towed truck according to claim 2, wherein: On one side of the bearing plate (35) inside the buffer liquid chamber (39), a number of groups of vertically arranged buffer guide columns (42) are provided. The buffer guide columns (42) are connected in cooperation with the corresponding buffer guide grooves (43) provided on the inner side of the fixed connection plate (34).

4. The lateral stability control system applicable to a trailer truck according to claim 1, wherein: The telescopic shaft includes an intermediate column (20). A hydraulic lifting cavity (46) is provided inside the intermediate column (20). The inlet and outlet liquid holes at the bottom of the hydraulic lifting cavity (46) are respectively connected to two internal casting oil paths (27) provided on the column body of the intermediate column (20), and the outer ends of the two internal casting oil paths (27) are respectively connected to an oil inlet (50) and an oil return port (51). A top column (21) is also inserted inside the hydraulic lifting cavity (46) of the intermediate column (20). A telescopic connection head (52) is provided at the upper end of the top column (21), and a telescopic limit flange (53) is provided at the lower end of the top column (21). The lower end of the intermediate column (20) is inserted into the middle column insertion cavity (47) of the base column (19).

5. The lateral stability control system for a trailer truck according to claim 4, characterized in that: The oil inlet (50) on the intermediate column (20) is connected to an oil transmission pipeline (25), and the oil transmission pipeline (25) is connected to a hydraulic pump (23) of a power supply device (8) through a two-position two-way solenoid valve (24). The oil return port (51) on the intermediate column (20) is connected to an oil return pipeline (29), and the oil return pipeline (29) is connected to a hydraulic oil tank (22) through a two-position two-way solenoid valve (24). The hydraulic oil tank (22) is connected to the inlet of the hydraulic pump (23). Moreover, a one-way valve (26) is provided at the oil inlet (50), and a pressure limiting valve (28) is provided at the oil return port (51). The two-position two-way solenoid valve (24) is connected to a power supply (31) through a power supply switch (30).

6. The lateral stability control system applicable to a trailer truck according to claim 4, wherein: The fast driving mechanism (18) includes a telescopic rack (45) vertically arranged on the outer side of the intermediate column (20). A transmission notch (48) is provided on the side wall of the middle column insertion cavity (47) of the base column (19) at a position corresponding to the telescopic rack (45). A telescopic driving gear (44) is rotatably arranged in the transmission notch (48). The gear shaft of the telescopic driving gear (44) is arranged in the gear connection shaft hole (49) of the transmission notch (48). The telescopic driving gear (44) meshes with the telescopic rack (45). Moreover, the telescopic driving gear (44) also meshes with a driving gear (54) provided on the rotating shaft of a telescopic driving motor (55).

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