Anti-rollover method, anti-rollover structure, anti-rollover system and vehicle

Abstract

The invention discloses an anti-rollover method, an anti-rollover structure, an anti-rollover system and a vehicle. The anti-rollover method comprises the steps that the state of the vehicle is monitored; judging the rollover risk of the vehicle according to the vehicle state; when it is judged that the rollover risk meets the rollover condition, rollover prevention operation is executed; wherein the rollover prevention operation comprises the steps of controlling rollover prevention supporting legs to be opened and controlling tires to be automatically deflated. According to the rollover prevention method provided by the embodiment of the invention, when the rollover risk of the vehicle is judged, the rollover prevention supporting legs can be controlled to be opened and the tires can be controlled to be automatically deflated, so that the supporting force of the ground is utilized to actively hinder the rollover of the vehicle body, and meanwhile, the mass center of the vehicle body is lowered, so that rollover prevention at a relatively large rollover angle can be realized, and the driving safety is improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to an anti-rollover method, an anti-rollover structure, an anti-rollover system and a vehicle. Background Art

[0002] In related technologies, vehicles are prone to rollover risks when navigating curves. While some technical solutions have been developed to address this issue, the control strategies and methods employed only address the early stages of rollover and are unable to mitigate rollover at larger roll angles, leaving room for improvement. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides an anti-rollover method that can cope with rollover situations with larger roll angles and improve driving safety.

[0004] According to an embodiment of the present invention, the anti-rollover method includes: monitoring the vehicle status; judging the rollover risk of the vehicle based on the vehicle status; and performing an anti-rollover operation when it is determined that the rollover risk meets the rollover condition; wherein the anti-rollover operation includes controlling the opening of the anti-rollover legs and controlling the automatic deflation of the tires.

[0005] According to the anti-rollover method of an embodiment of the present invention, when it is determined that the vehicle is at risk of rollover, the anti-rollover legs can be controlled to open and the tires can be controlled to automatically deflate, so as to actively hinder the rollover of the vehicle body by utilizing the supporting force of the ground. At the same time, the center of gravity of the vehicle body is lowered, thereby achieving anti-rollover at a larger roll angle and improving driving safety.

[0006] According to some embodiments of the rollover prevention method of the present invention, determining the rollover risk of the vehicle includes:

[0007] Obtaining an effective roll angle of the vehicle according to the vehicle state;

[0008] The rollover risk of the vehicle is determined according to the effective roll angle.

[0009] According to some embodiments of the present invention, the anti-rollover method includes:

[0010] When it is determined according to the effective roll angle that the rollover risk meets a first rollover condition, the anti-rollover legs are controlled to be opened and the tires are controlled to be automatically deflated until the tire pressure drops to a first tire pressure value.

[0011] According to some embodiments of the rollover prevention method of the present invention, determining, based on the effective roll angle, that the rollover risk satisfies a first rollover condition includes:

[0012] When the effective roll angle is greater than the maximum safe roll angle and less than or equal to the average roll angle, it is determined that the first rollover condition is satisfied;

[0013] Wherein, the maximum safe roll angle is the maximum roll angle that can be reset without performing an anti-rollover operation, the average roll angle is the average of the maximum safe roll angle and the maximum reset roll angle, and the maximum reset roll angle is the maximum roll angle that can be reset by performing an anti-rollover operation.

[0014] According to the anti-rollover method of some embodiments of the present invention, the anti-rollover method further includes:

[0015] When it is determined according to the effective roll angle that the rollover risk satisfies the first rollover condition, turn on the rollover risk reminder and / or automatically brake to reduce speed.

[0016] According to the anti-rollover method of some embodiments of the present invention, the first tire pressure value is 70% of the standard tire pressure when the tire is fully loaded.

[0017] According to the anti-rollover method of some embodiments of the present invention, the anti-rollover method further includes:

[0018] When it is determined according to the effective roll angle that the rollover risk satisfies the second rollover condition, automatically brake to reduce speed and control the tire to automatically deflate until the tire pressure drops to the second tire pressure value.

[0019] According to the anti-rollover method of some embodiments of the present invention, determining that the rollover risk satisfies the second rollover condition according to the effective roll angle includes:

[0020] When the effective roll angle is greater than the average roll angle and less than or equal to the maximum reset roll angle, it is determined that the second rollover condition is satisfied;

[0021] Wherein, the maximum reset roll angle is the maximum roll angle that can be reset by performing an anti-rollover operation, the average roll angle is the average of the maximum safe roll angle and the maximum reset roll angle, and the maximum safe roll angle is the maximum roll angle that can be reset without performing an anti-rollover operation.

[0022] According to the anti-rollover method of some embodiments of the present invention, the second tire pressure value is the minimum tire pressure value to ensure normal vehicle driving.

[0023] According to the anti-rollover method of some embodiments of the present invention, the anti-rollover method further includes:

[0024] When it is determined according to the effective roll angle that the rollover risk satisfies the third rollover condition, the vehicle alarms and sends out the rollover address and time.

[0025] According to the anti-rollover method of some embodiments of the present invention, determining that the rollover risk satisfies the third rollover condition according to the effective roll angle includes:

[0026] When the effective roll angle is greater than or equal to the maximum reset roll angle, it is determined that the third rollover condition is satisfied.

[0027] Wherein, the maximum reset roll angle is the maximum roll angle that can be reset when performing an anti-rollover operation.

[0028] According to the anti-rollover method of some embodiments of the present invention, the anti-rollover method further includes:

[0029] After determining that the rollover risk satisfies the third rollover condition, obtain the suspension form;

[0030] When the suspension form is an air spring, release the minimum limit of the air spring and lower the air spring to the lowest position.

[0031] According to the anti-rollover method of some embodiments of the present invention, the anti-rollover method further includes: after lowering the air spring to the lowest position, obtain the current speed of the vehicle; according to the current speed of the vehicle and the set instability speed, selectively control the tire to deflate automatically until the gas is completely released.

[0032] The present invention also proposes an anti-rollover structure.

[0033] According to the anti-rollover structure of some embodiments of the present invention, the anti-rollover structure is applicable to the anti-rollover method described in any of the above embodiments, and includes:

[0034] A mounting body, the mounting body being adapted to be connected to the vehicle body;

[0035] An anti-rollover leg, the anti-rollover leg being rotatably connected to the mounting body, the anti-rollover leg being used to open and support on the ground when performing an anti-rollover operation.

[0036] According to the anti-rollover structure of some embodiments of the present invention, it further includes an energy-absorbing damping member, the energy-absorbing damping member being connected to the anti-rollover leg, the energy-absorbing damping member being used to provide a damping force to the anti-rollover leg.

[0037] According to the anti-rollover structure of some embodiments of the present invention, it further includes a pushing member, the pushing member being used to push the energy-absorbing damping member to drive the anti-rollover leg to open.

[0038] According to the anti-rollover structure of some embodiments of the present invention, one end of the energy-absorbing damping member is rotatably connected to the middle of the anti-rollover leg, and the other end of the energy-absorbing damping member is rotatably connected with a driven slider, and the driven slider is slidably mounted on the mounting body;

[0039] Wherein, the pushing member is adapted to push the driven slider to slide, so as to drive the energy-absorbing damping member to drive the anti-rollover leg to open.

[0040] According to the rollover prevention structure of some embodiments of the present invention, the pushing member is configured as an elastic member, one end of the elastic member is relatively fixed to the mounting body, and the other end is provided with an active slider for pushing the driven slider to slide.

[0041] According to the rollover prevention structure of some embodiments of the present invention, it further includes a first locking structure for selectively locking the pushing member, and the pushing member is adapted to push the energy-absorbing damping member after the first locking structure is unlocked.

[0042] According to the rollover prevention structure of some embodiments of the present invention, it further includes a second locking structure for locking the energy-absorbing damping member when the rollover prevention leg is opened to the maximum position.

[0043] According to the rollover prevention structure of some embodiments of the present invention, one end of the rollover prevention leg is rotatably connected to the mounting body, and the other end is provided with a universal wheel for supporting on the ground.

[0044] The present invention also proposes a rollover prevention system.

[0045] According to the rollover prevention system of some embodiments of the present invention, it is applicable to the rollover prevention method described in any of the above embodiments and / or includes the rollover prevention structure described in any of the above embodiments.

[0046] According to the rollover prevention system of some embodiments of the present invention, it further includes:

[0047] [[ID=2^3]]A monitoring module for monitoring the vehicle state;

[0048] A main controller electrically connected to the monitoring module;

[0049] A tire automatic deflation module electrically connected to the main controller, and the main controller is used to control the opening of the rollover prevention legs of the rollover prevention structure and the tire automatic deflation module to deflate the tires according to the vehicle state.

[0050] According to the rollover prevention system of some embodiments of the present invention, it further includes a braking module electrically connected to the main controller, and the main controller is used to control the braking module to perform braking according to the vehicle state;

[0051] And / or, it further includes a reminder and alarm module electrically connected to the main controller, and the main controller is used to control the reminder and alarm module to alarm the vehicle and send out the rollover address and time according to the vehicle state;

[0052] And / or, it further includes an air spring control module, which is electrically connected to the main controller, and the main controller is configured to control the air spring control module to lower its position according to the vehicle state.

[0053] The present invention also provides a vehicle.

[0054] The vehicle according to some embodiments of the present invention includes the anti-rollover structure described in any one of the above embodiments and / or includes the anti-rollover system described in any one of the above embodiments.

[0055] The advantages of the vehicle, the anti-rollover system, the anti-rollover structure and the above anti-rollover method over the prior art are the same and will not be elaborated here.

[0056] The additional aspects and advantages of the present invention will be partly given in the following description, partly become apparent from the following description, or be understood through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] The above and / or additional aspects and advantages of the present invention will become apparent and be readily understood from the description of the embodiments in conjunction with the following drawings, wherein:

[0058] Figure 1 is the main flowchart of the anti-rollover method of the present invention;

[0059] Figure 2 is a part of the flowchart of the anti-rollover method of the present invention in some embodiments;

[0060] Figure 3 is another part of the flowchart of the anti-rollover method of the present invention in some embodiments;

[0061] Figure 4 is a schematic diagram of the anti-rollover structure of the present invention when applied to the vehicle body rollover;

[0062] Figure 5 is Figure 4 the enlarged view of part A in

[0063] Figure 6 is a schematic diagram of the anti-rollover structure of the present invention when the anti-rollover leg is closed;

[0064] Figure 7 is a cross-sectional view of the anti-rollover structure of the present invention when the anti-rollover leg is closed;

[0065] Figure 8 is a schematic diagram of the anti-rollover structure of the present invention when the anti-rollover leg is opened;

[0066] Figure 9 is a partial cross-sectional view of the anti-rollover structure of the present invention when the anti-rollover leg is opened;

[0067] Figure 10 It is a schematic diagram of the rollover prevention system of the present invention.

[0068] Reference numerals:

[0069] Rollover prevention system 100,

[0070] Rollover prevention structure 1, mounting body 11, guide rail 111, rollover prevention leg 12, energy absorption damping member 13, driven slider 14, pushing member 15, active slider 16, first locking structure 17, second locking structure 18, universal wheel 19,

[0071] Monitoring module 21, main controller 22, tire automatic deflation module 23, braking module 24, reminder and alarm module 25, air spring control module 26,

[0072] Vehicle body 200, wheel 201. Detailed implementation manners

[0073] The embodiments of the present invention will be described in detail below. The examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals indicate the same or similar elements or elements with the same or similar functions from beginning to end. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention and should not be construed as a limitation to the present invention.

[0074] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention. In addition, the features defined with "first", "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, the meaning of "a plurality" is two or more.

[0075] In the description of the present invention, it should be noted that unless otherwise clearly specified and defined, the terms "installation", "connection", and "coupling" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0076] Unless otherwise specified, the front-rear direction in this application is the longitudinal direction of the vehicle, i.e., the X direction; the left-right direction is the transverse direction of the vehicle, i.e., the Y direction; and the up-down direction is the vertical direction of the vehicle, i.e., the Z direction.

[0077] The following is based on Figures 1 - 3 Describe the rollover prevention method of the embodiments of the present invention. Through this rollover prevention method, when the vehicle is driving under conditions with a large roll angle, it can still have a safe and reliable driving state, improving driving safety.

[0078] As Figures 1 - 3 shown, the rollover prevention method of the embodiments of the present invention includes:

[0079] S1: Monitor the vehicle state; that is, actively monitor the driving state of the vehicle to obtain the roll condition of the vehicle. Specifically, when collecting the vehicle state, it is possible to ensure the collection of the mass of the whole vehicle, the center of mass, the tire pressure of each tire, the vehicle speed, the friction coefficient between the tire and the road surface, the current road surface gradient, the route condition, the actual roll angle of the whole vehicle, and the lateral acceleration of the whole vehicle. Thus, the vehicle state can be obtained, and it is possible to judge whether there is a rollover risk in the driving state of the vehicle based on the parameter information obtained above.

[0080] S2: Judge the rollover risk of the vehicle according to the vehicle state; the parameters obtained by monitoring the vehicle can be transmitted to the decision-making system of the vehicle, such as transmitted to the main controller 22. The main controller 22 can analyze and process the relevant parameters reflecting the vehicle state to judge whether there is a rollover risk according to the results of the analysis and processing.

[0081] S3: When it is determined that the rollover risk meets the rollover condition, perform rollover prevention operations; thus, when the vehicle has a rollover risk, the state of the vehicle can be corrected and adjusted by performing rollover prevention operations to adjust the vehicle state to a safe state, that is, to avoid vehicle rollover.

[0082] Among them, the rollover prevention operation includes controlling the opening of the rollover prevention legs 12 and controlling the automatic deflation of the tires. That is, when the vehicle has a risk of rollover, the rollover prevention legs 12 can be opened to support the ground, so that the rollover prevention legs 12 can generate a certain supporting force on the vehicle body 200, realizing the active resistance to the rollover of the vehicle body 200. And, the tires can be automatically deflated to reduce the roll angle of the vehicle body 200, which can also reduce the risk of vehicle rollover. Thus, in the present invention, through the design of controlling the opening of the rollover prevention legs 12 and automatically deflating the tires, the roll state of the vehicle can be actively adjusted. Compared with the traditional design of only braking and decelerating, the rollover prevention effect is better. Especially when the vehicle has a large tilt angle, the rollover prevention legs 12 can effectively prevent the vehicle body 200 from further tilting, and the deflation of the tires can reduce the center of mass of the vehicle body 200, thereby improving driving safety.

[0083] It can be understood that traditional rollover prevention designs mostly brake and decelerate from the perspective of the vehicle body 200 itself to alleviate the risk of rollover of the vehicle body 200. In the present invention, by providing the rollover prevention legs 12, when the rollover prevention legs 12 support the ground, the ground can generate an active force to prevent rollover on the vehicle body 200. This is different from the starting angle of traditional rollover prevention designs, so that the rollover prevention effect with a larger roll angle can be achieved.

[0084] According to the rollover prevention method of the embodiment of the present invention, when it is determined that the vehicle has a risk of rollover, the opening of the rollover prevention legs 12 can be controlled and the tires can be automatically deflated to actively prevent the rollover of the vehicle body 200 by using the supporting force of the ground. At the same time, the center of mass of the vehicle body 200 is reduced, so that rollover prevention with a larger roll angle can be achieved, improving driving safety.

[0085] In some embodiments, the determination of the rollover risk of the vehicle in S2 includes:

[0086] S21: Obtain the effective roll angle of the vehicle according to the vehicle state. Among them, the effective roll angle can be set as K, K = (1 + a) * β, where β is the real-time roll angle of the vehicle, and a is the vehicle rollover coefficient obtained by comprehensively considering the state information of the vehicle. Specifically, it is known that the rollover trend of the vehicle is related to the center of mass of the vehicle, the current road surface slope, the route condition, the real-time roll angle of the whole vehicle, and the lateral acceleration of the whole vehicle. After comprehensive consideration, the influence degree of the center of mass of the vehicle on the rollover trend is a1, the influence degree of the current road surface slope on the rollover trend is a2, the influence degree of the route condition (such as turning, going straight, etc.) on the rollover trend is a3, and the influence degree of the lateral acceleration of the whole vehicle on the rollover trend is a4, then a = a1 + a2 + a3 + a4.

[0087] S22: Determine the rollover risk of the vehicle based on the effective roll angle. Thus, when judging the rollover risk of the vehicle, the effective roll angle can reflect the roll trend of the vehicle, the vehicle's center of mass, the current road surface gradient, the route condition, the real-time roll angle of the whole vehicle, the lateral acceleration of the whole vehicle, the influence degree of the current road surface gradient on the roll trend, the influence degree of the route condition (such as turning, going straight, etc.) on the roll trend, and the influence degree of the lateral acceleration of the whole vehicle on the roll trend. Therefore, the effective roll angle can reflect the influence of various state factors of the vehicle on rollover, consider the rollover factors more comprehensively and accurately from different angles of the vehicle, and then improve the accuracy and reliability of rollover risk judgment.

[0088] In a further embodiment, step S3 of the rollover prevention method includes:

[0089] S31: When it is determined according to the effective roll angle that the rollover risk meets the first rollover condition, control the rollover prevention support leg 12 to open and control the tire to automatically deflate until the tire pressure drops to the first tire pressure value. That is to say, when the rollover risk meets the first rollover condition, the operations of opening the rollover prevention support leg 12 and automatically deflating the tire can be performed simultaneously, that is, while forming a ground support for the vehicle body 200 through the rollover prevention support leg 12, the center of mass of the vehicle body 200 is lowered.

[0090] Thus, when the first rollover condition is met, the rollover prevention operation can be performed from two angles simultaneously, enhancing the rollover prevention effect and reducing the rollover risk.

[0091] In some embodiments, determining that the rollover risk meets the first rollover condition according to the effective roll angle in S31 includes:

[0092] S311: When the effective roll angle is greater than the maximum safe roll angle and less than or equal to the average roll angle, it is determined that the first rollover condition is met. Among them, the maximum safe roll angle is the maximum roll angle that can be reset without performing the rollover prevention operation, the average roll angle is the average value of the maximum safe roll angle and the maximum reset roll angle, and the maximum reset roll angle is the maximum roll angle that can be reset after performing the rollover prevention operation.

[0093] In specific design, the maximum safe roll angle can be set as K0, that is, K0 is the maximum roll angle that the vehicle can automatically reset in the current state without deploying the rollover prevention support leg and without performing the tire automatic deflation strategy, where K0 = (1 - a) * β0; β0 is the maximum roll angle that can be automatically reset when the vehicle is fully loaded and statically rolls over. The maximum reset roll angle can be set as K2, which is the maximum roll angle that the vehicle can automatically reset in the current state after performing the strategy of the present invention. Among them, K2 = (1 - a) * β1; and the average roll angle can be set as K1, which is the average value of K0 and K2, that is, K1 = (K0 + K2) / 2.

[0094] Thus, asFigure 2 As shown, when K0 < K ≤ K1, the rollover risk meets the first rollover condition. At this time, the anti-rollover leg 12 can be controlled to open and the tire can be automatically deflated until the tire pressure drops to the first tire pressure value, so as to realize the anti-rollover operation under the first rollover condition.

[0095] In some embodiments, the anti-rollover method further includes:

[0096] S312: When it is determined according to the effective roll angle that the rollover risk meets the first rollover condition, turn on the rollover risk reminder and / or automatically brake to reduce the speed. That is, when the vehicle is in the first rollover condition, the driver, passengers, and nearby vehicles can be reminded so that the driver, passengers, and nearby vehicles are aware of the rollover risk of this vehicle, thereby enhancing the driver's and passengers' awareness of preventing rollover; and, the vehicle can be automatically braked to reduce the speed, effectively reducing the speed of the vehicle, and then facilitating the vehicle to return to a stable state, achieving the anti-rollover effect.

[0097] Thus, when the rollover risk is in the first rollover condition, multiple different anti-rollover operations such as opening the anti-rollover leg 12, automatically deflating the tire, automatically braking to reduce the speed, and rollover risk reminder can be performed simultaneously, realizing multi-faceted anti-rollover processing and improving the driving safety of the vehicle.

[0098] And, in some embodiments, the first tire pressure value can be 70% of the standard tire pressure when the tire is fully loaded. Thus, after dropping to the first tire pressure value, the center of mass of the vehicle can be effectively reduced, and the vehicle can still maintain a stable driving state, that is, while performing the anti-rollover operation, it is ensured that the vehicle can still continue to drive reliably.

[0099] In some embodiments, the anti-rollover method further includes:

[0100] S32: When it is determined according to the effective roll angle that the rollover risk meets the second rollover condition, automatically brake to reduce the speed and control the tire to be automatically deflated until the tire pressure drops to the second tire pressure value. That is to say, when the rollover risk meets the second rollover condition, automatic braking to reduce the speed can be performed, and at the same time, the operation of automatically deflating the tire can be controlled, that is, anti-rollover operations are carried out from two aspects of braking acceleration and tire deflation. Thus, when the second rollover condition is met, through the above anti-rollover operations, the anti-rollover effect can be enhanced and the rollover risk can be reduced.

[0101] In a further embodiment, determining that the rollover risk meets the second rollover condition according to the effective roll angle in S32 includes:

[0102] S321: When the effective roll angle is greater than the average roll angle and less than or equal to the maximum reset roll angle, it is determined that the second rollover condition is met;

[0103] Among them, the maximum reset roll angle is the maximum roll angle that can be reset when performing the rollover prevention operation, the average roll angle is the average of the maximum safe roll angle and the maximum reset roll angle, and the maximum safe roll angle is the maximum roll angle that can be reset without performing the rollover prevention operation. In specific design, the maximum safe roll angle can be set as K0, that is, K0 is the maximum roll angle that the vehicle can automatically reset in the current state without deploying the rollover support legs and without implementing the tire automatic deflation strategy, where K0 = (1 - a) * β0; β0 is the maximum roll angle that can be automatically reset when the vehicle is fully loaded and statically rolls over. The maximum reset roll angle can be set as K2, which is the maximum roll angle that the vehicle can automatically reset in the current state after implementing the strategy of the present invention. Among them, K2 = (1 - a) * β1; and, the average roll angle can be set as K1, which is the average of K0 and K, that is, K1 = (K0 + K2) / 2.

[0104] Thus, as Figure 2 shown, when K1 < K ≤ K2, the rollover risk meets the second rollover condition. At this time, the vehicle can automatically brake and decelerate and control the tires to automatically deflate until the tire pressure drops to the second tire pressure value, realizing the rollover prevention operation under the second rollover condition.

[0105] In some embodiments, the second tire pressure value is the lowest tire pressure value to ensure the normal driving of the vehicle. Thus, when performing the rollover prevention operation under the second rollover condition, the tire pressure can be reduced to the lowest tire pressure value for the normal driving of the vehicle, so that the center of mass of the vehicle is reduced to the lowest value that can maintain the driving state, and further, the rollover prevention operation is maximally performed from the perspective of reducing the center of mass, enhancing the rollover prevention effect.

[0106] It should be noted that the specific value of the second tire pressure value can be built-in when the vehicle leaves the factory.

[0107] In some embodiments, the rollover prevention method further includes:

[0108] S33: When it is determined according to the effective roll angle that the rollover risk meets the third rollover condition, the vehicle is alarmed and the rollover address and time are sent out. That is to say, when it is determined that the rollover risk meets the third rollover condition, the vehicle body 200 can no longer effectively avoid rollover through the rollover prevention operation. At this time, it is beneficial for the police and the rescue team to obtain the address and time of the vehicle rollover in the first time. After determining through the operator's internal system, the traffic police department and the hospital near the accident are contacted in time, which is beneficial for emergency rescue, so that the wounded can be rescued in time after the rollover accident, ensuring the life safety of the wounded.

[0109] In some embodiments, determining that the rollover risk meets the third rollover condition according to the effective roll angle in S33 includes:

[0110] S331: When the effective roll angle is greater than or equal to the maximum reset roll angle, it is determined that the third rollover condition is met;

[0111] Among them, the maximum reset roll angle is the maximum roll angle that can be reset when performing the rollover prevention operation. The maximum reset roll angle can be set as K2, which is the maximum roll angle that the vehicle can automatically reset after performing the strategy of the present invention in the current state. Where K2 = (1 - a) * β1. In other words, as Figure 3 shown, after K ≥ K2, the third rollover condition is satisfied, that is, it is determined that the vehicle is about to roll over. At this time, the vehicle can be alarmed and the rollover address and time can be sent out, which is beneficial to the rescue operation after the accident.

[0112] In some embodiments, as Figure 3 shown, the rollover prevention method further includes:

[0113] S341: After determining that the rollover risk meets the third rollover condition, obtain the suspension form;

[0114] S342: When the suspension form is an air spring, release the lowest limit of the air spring and lower the air spring to the lowest position. By controlling the air spring, the center of mass of the vehicle body 200 can also be reduced, thereby reducing the danger level after the vehicle body 200 rolls over and improving the safety of the occupants.

[0115] In addition, the rollover prevention method further includes:

[0116] S343: After lowering the air spring to the lowest position, obtain the current speed of the vehicle; selectively control the tires to deflate automatically until the gas is completely released according to the current speed of the vehicle and the set instability speed.

[0117] Specifically, after lowering the air spring to the lowest position, the current vehicle speed can be judged. For example, the current vehicle speed is V. At the same time, the set instability speed is set as V0. Among them, the set instability speed V0 is the lowest speed at which the whole vehicle loses stability due to too low tire pressure when the vehicle is fully loaded and driving straight and rolls over. The current vehicle speed V can be compared and analyzed with the set instability speed V0. Among them, when V ≤ V0, control the tires to deflate automatically until the gas is completely released. If V > V0, no rollover prevention operation is performed. Thus, it can ensure that the vehicle loses stability during low-pressure driving and ensure the safety of vehicle driving.

[0118] The present invention also proposes a rollover prevention structure 1.

[0119] According to the rollover prevention structure 1 of the embodiment of the present invention, the rollover prevention structure 1 is applicable to the rollover prevention method described in any of the above embodiments, and the rollover prevention structure 1 includes a mounting body 11 and rollover prevention legs 12.

[0120] Among them, the mounting body 11 is adapted to be connected to the vehicle body 200. The mounting body 11 can be fixedly connected to the vehicle body 200, or connected to the vehicle body 200 through a connecting member, or the mounting body 11 and the vehicle body 200 can be integrally formed, that is, the mounting body 11 forms a part of the vehicle body 200. For example, the mounting body 11 is configured as a vehicle frame, and the frame is fixedly connected to the vehicle body 200.

[0121] The anti-rollover leg 12 is rotatably connected to the mounting body 11. The anti-rollover leg 12 is located outside the wheel 201. After the anti-rollover leg 12 is rotatably connected to the mounting body 11, the anti-rollover leg 12 can rotate relative to the mounting body 11 and the vehicle body 200, and then rotate from the storage position to the open position, so that the anti-rollover leg 12 can support on the ground to support the vehicle body 200, and after the vehicle passes through the stage with the risk of rollover, the anti-rollover leg 12 can be rotated from the open position to the storage position.

[0122] Thus, the anti-rollover leg 12 of the anti-rollover structure 1 in the present invention is used to open and support on the ground when performing the anti-rollover operation, that is, the anti-rollover leg 12 can be opened when the vehicle body 200 has a risk of rollover. After the anti-rollover leg 12 supports on the ground, the ground can apply a force to the vehicle body 200 through the anti-rollover leg 12, and then play an active supporting role on the vehicle body 200. Thus, when the vehicle body 200 tilts at a large angle, a large supporting force is generated on the vehicle body 200, so that anti-rollover with a large roll angle can be realized.

[0123] In some embodiments, the anti-rollover structure 1 further includes an energy-absorbing damping member 13. The energy-absorbing damping member 13 is connected to the anti-rollover leg 12. The energy-absorbing damping member 13 is used to provide a damping force to the anti-rollover leg 12. Thus, the energy-absorbing damping member 13 can absorb the force from the anti-rollover leg 12, and then play a certain damping and buffering role in the movement of the anti-rollover leg 12.

[0124] Specifically, one end of the anti-rollover leg 12 is rotatable relative to the mounting body 11, and the other end of the anti-rollover leg 12 can rotate relative to the mounting body 11 to support on the ground. At the same time, one end of the energy-absorbing damping member 13 can be mounted on the mounting body 11, and the other end of the energy-absorbing damping member 13 is rotatably connected to the middle of the anti-rollover leg 12. Thus, when the vehicle rollover is inevitable, the energy-absorbing damping member 13 can absorb the rollover energy prior to the anti-rollover leg 12. By absorbing a part of the rollover energy, it can play a good role in rollover energy absorption and buffering, and can play a certain protective role for both the vehicle occupants and the vehicle.

[0125] In some embodiments, the roll - over prevention structure 1 further includes a pushing member 15. The pushing member 15 is used to push the energy - absorbing damping member 13 to drive the roll - over prevention leg 12 to open. That is to say, when the vehicle has a risk of roll - over, the pushing member 15 can actively push the energy - absorbing damping member 13, and then drive the roll - over prevention leg 12 to open through the energy - absorbing damping member 13, realizing the active opening and active support of the roll - over prevention leg 12.

[0126] Among them, the pushing member 15 can be set as an automatic pushing member 15, or can also be set as a manual pushing member 15. The specific pushing method is not limited to this.

[0127] When specifically setting, the pushing member 15 can be set to be slidable relative to the mounting body 11. At the same time, the pushing member 15 can act on one end of the energy - absorbing damping member 13 away from the roll - over prevention leg 12 to drive the roll - over prevention leg 12 to open during the process of pushing the energy - absorbing damping member 13 to move. Thus, not only can the roll - over prevention leg 12 be opened, but also the energy - absorbing damping member 13 connected to the roll - over prevention leg 12 can absorb roll - over energy, and then a setting integrating two functions is realized.

[0128] In some embodiments, one end of the energy - absorbing damping member 13 is rotatably connected to the middle part of the roll - over prevention leg 12. The other end of the energy - absorbing damping member 13 is rotatably connected with a driven slider 14. The driven slider 14 is slidably mounted on the mounting body 11. Among them, the pushing member 15 is adapted to push the driven slider 14 to slide to drive the energy - absorbing damping member 13 to drive the roll - over prevention leg 12 to open. Thus, during the process of the pushing member 15 pushing the driven slider 14 to slide, the driven slider 14 can drive the energy - absorbing damping member 13 and the roll - over prevention leg 12 to move together.

[0129] Specifically, as Figure 7 shown, the driven slider 14 is slidable in the horizontal direction. The left end of the energy - absorbing damping member 13 is rotatably connected to the driven slider 14. At the same time, the right end of the energy - absorbing damping member 13 is rotatably connected to the middle part of the roll - over prevention leg 12. The right end of the roll - over prevention leg 12 is rotatably connected to the mounting body 11, and the left end of the roll - over prevention leg 12 can rotate relative to its right end. When the vehicle has a risk of roll - over, the pushing member 15 can be made to push the driven slider 14 to slide to the right. The driven slider 14 pushes the left end of the energy - absorbing damping member 13 to move to the right. The right end of the energy - absorbing damping member 13 pushes the roll - over prevention leg 12 to rotate downward around its right end, and then the left end of the roll - over prevention leg 12 is opened downward, thus realizing the supporting effect on the vehicle body 200.

[0130] Among them, the roll - over prevention leg 12 can be constructed as a telescopic rocker arm, an energy - absorbing damping device, or a superposition of the two. And when applied to a vehicle, at least two roll - over prevention legs 12 with a large enough span can be arranged on one side of the vehicle.

[0131] In some embodiments, the pushing member 15 is configured as an elastic member. One end of the elastic member is relatively fixed to the mounting body 11, and the other end is provided with an active slider 16. The active slider 16 is used to push the driven slider 14 to slide. It should be noted that before the anti-rollover leg 12 is opened, the elastic member can be set to be in a contracted or stretched state. When the anti-rollover leg 12 is about to be opened, the elastic potential energy of the elastic member is released to drive the active slider 16, and then drive the driven slider 14 to slide, so as to realize the driving effect on the anti-rollover leg 12.

[0132] Among them, the elastic member can be configured as a spring. The active slider 16 is connected to the right end of the spring. The active slider 16 and the driven slider 14 are distributed opposite to each other in the left-right direction. Before the anti-rollover leg 12 is opened, the spring is in a compressed state. When the anti-rollover leg 12 is opened, the elastic potential energy of the spring is released to push the active slider 16 to slide, realizing the automatic opening of the anti-rollover leg 12. The structure is simple and the operation is convenient.

[0133] In addition, the mounting body 11 can be provided with a guide rail 111 to guide the sliding of the active slider 16 and the telescopic direction of the elastic member, improving the accuracy of movement.

[0134] In some embodiments, the anti-rollover structure 1 further includes a first locking structure 17. The first locking structure 17 is used to selectively lock the pushing member 15. The pushing member 15 is adapted to push the energy-absorbing damping member 13 after the first locking structure 17 is unlocked. That is, the first locking structure 17 can be used to limit and lock the pushing member 15 so that the anti-rollover leg 12 is kept in the stowed position. When the anti-rollover leg 12 is opened, the pushing member 15 can be unlocked through the first locking structure 17, so that the pushing member 15 can drive the anti-rollover leg 12 to open through the energy-absorbing damping member 13, realizing anti-rollover support.

[0135] Specifically, as Figure 6 shown, the pushing member 15 is configured as a spring, and the right end of the spring is connected to the active slider 16. The first locking structure 17 can be configured as an electromagnetic lock, and the electromagnetic lock can selectively lock the active slider 16 to limit the spring. When the electromagnetic lock is opened, the active slider 16 drives the driven slider 14 and the energy-absorbing damping member 13 to move together under the action of the spring, realizing the function of opening the anti-rollover leg 12.

[0136] In some embodiments, the anti-rollover structure 1 further includes a second locking structure 18. The second locking structure 18 is used to lock the energy-absorbing damping member 13 when the anti-rollover leg 12 is opened to the maximum position. That is, after the anti-rollover leg 12 and the energy-absorbing damping member 13 are both in the open state, the energy-absorbing damping member 13 can be actively locked through the second locking structure 18 so that the anti-rollover leg 12 and the energy-absorbing damping member 13 can be kept in this relative position.

[0137] Specifically, as Figure 8 and Figure 9 shown, the energy-absorbing damping member 13 and the rollover prevention leg 12 are both in the open position, and one end of the rollover prevention leg 12 can be supported on the ground. The driven slider 14 connected to the energy-absorbing damping member 13 moves to the second locking structure 18. At this time, the second locking structure 18 can actively lock the driven slider 14, so that the rollover prevention leg 12 can effectively support the vehicle body 200 and form a rollover prevention force.

[0138] In some embodiments, one end of the rollover prevention leg 12 is rotatably connected to the mounting body 11, and the other end is provided with a universal wheel 19 for supporting on the ground. As Figure 4 and Figure 5 shown, after the rollover prevention leg 12 is opened, the upper end of the rollover prevention leg 12 is connected to the mounting body 11 and the vehicle body 200, and the lower end of the rollover prevention leg 12 is provided with a universal wheel 19 to support on the ground through the universal wheel 19.

[0139] Thus, by setting the universal wheel 19, the rollover prevention leg 12 can flexibly make rolling contact with the ground from different directions, that is, to avoid rigid contact between the rollover prevention leg 12 and the ground, and as the vehicle moves, the universal wheel 19 can also adjust the contact direction with the ground accordingly, ensuring smoother force transmission between the rollover prevention leg 12 and the ground. Among them, the structural member of the rollover prevention leg 12 in contact with the ground is not limited to the universal wheel 19, and can also be set as a rubber ball, a single-wheel, a shock-absorbing pad, corresponding to different vehicle types with high, medium and low speeds respectively.

[0140] By setting the above-mentioned rollover prevention structure 1, effective rollover prevention operations can be carried out. Specifically, when the vehicle is driving normally, the rollover prevention leg 12 is folded and suspended in the girder at the bottom of the vehicle through the first locking structure 17; when the vehicle is at risk of rollover, the first locking structure 17 unlocks and releases the compressed elastic member, and the compressed elastic member releases the spring force to push the active slider 16 welded to it. The active slider 16 slides along the guide rail 111 and pushes the driven slider 14 hinged to the energy-absorbing damping member 13 to slide in the direction of vehicle rollover. Since the hinge point of the energy-absorbing damping member 13 and the rollover prevention leg 12 is lower than the hinge point of the energy-absorbing damping member 13 and the driven slider 14 and the hinge point of the rollover prevention leg 12 and the end of the girder, and the angle of the three-point connection line is less than 180°, when the driven slider 14 slides along the guide rail 111 in the side direction, it will push the rollover prevention leg 12 to rotate around its hinge point with the end of the girder through the energy-absorbing damping member 13. When the driven slider 14 slides to the second locking structure 18, it stops sliding due to the limitation of the second locking structure 18 and is locked.

[0141] Among them, the rollover prevention leg 12 can be arranged in the girder of the vehicle body 200, but is not limited to the girder, and can also be arranged in the side wall column or the rollover diagonal brace.

[0142] It should be noted that all the above processes occur in a very short time, which can ensure that when the vehicle is in danger of rollover, the anti-rollover leg 12 can pop out in time, and the universal wheel 19 can touch the ground in time and give the vehicle an anti-rollover force. Among them, the anti-rollover leg 12 can be arranged at any position at the bottom of the vehicle frame. When there is a risk of rollover, the anti-rollover force given by the anti-rollover leg 12 to the vehicle can be more dispersed and uniform, which can effectively reduce the structural strength requirements of a single anti-rollover leg 12. Due to the dispersion of the anti-rollover fulcrums, the device causes less lateral damage to the vehicle during anti-rollover; and the front and rear anti-rollover fulcrums have a large front-to-back spacing, so the anti-rollover performance of the anti-rollover leg 12 is better. When the rollover of the vehicle cannot be avoided, the energy-absorbing damping member 13 of the leg absorbs rollover energy prior to the anti-rollover leg 12. By absorbing a part of the rollover energy, it can play a good role in rollover energy absorption and buffering, and can play a certain protective role for both the vehicle occupants and the vehicle.

[0143] The present invention also proposes an anti-rollover system 100.

[0144] The anti-rollover system 100 according to an embodiment of the present invention is applicable to the anti-rollover method of any of the above embodiments, and / or includes the anti-rollover structure 1 of any of the above embodiments. Thus, when the anti-rollover system 100 is applied to a vehicle, it can support the anti-rollover leg 12 on the ground by opening it, and can also perform effective anti-rollover operations when the vehicle body 200 is tilted to a large angle, improving driving safety.

[0145] In some embodiments, as Figure 10 shown, the anti-rollover system 100 further includes a monitoring module 21, a main controller 22, and a tire automatic deflation module 23. Among them, the monitoring module 21 is used to monitor the vehicle state, that is, a system that can collect and record the vehicle state through the monitoring module 21. The collected parameters include: the mass of the whole vehicle, the center of mass, the tire pressure of each tire, the vehicle speed, the friction coefficient between the tire and the road surface, the current road slope, the route condition, the real-time roll angle of the whole vehicle, and the lateral acceleration of the whole vehicle, so as to obtain the driving situation of the vehicle in real time.

[0146] The main controller 22 is electrically connected to the monitoring module 21. The main controller 22 is the decision-making system of the anti-rollover system 100, receives the vehicle information transmitted by the monitoring module 21, and processes the received vehicle information. The tire automatic deflation module 23 is electrically connected to the main controller 22, and the main controller 22 is used to control the opening of the anti-rollover leg 12 of the anti-rollover structure 1 and the tire automatic deflation module 23 to deflate the tires according to the vehicle state, so as to perform anti-rollover operations, so as to generate an anti-rollover acting force on the vehicle body 200 through the ground, and at the same time, reduce the center of mass of the vehicle body 200, reduce the risk of rollover, and improve driving safety.

[0147] In some embodiments, such as Figure 10 shown, the rollover prevention system 100 further includes a braking module 24. The braking module 24 is electrically connected to the main controller 22, and the main controller 22 is configured to control the braking module 24 to perform braking according to the vehicle state. That is, when there is a risk of vehicle rollover, the main controller 22 can select different automatic braking measures to brake the vehicle according to the vehicle state. For example, by fusing and judging parameters such as vehicle speed, friction coefficient between the tire and the road surface, current road slope of travel, route conditions, real-time roll angle of the whole vehicle, and lateral acceleration of the whole vehicle, and selecting point braking at different time intervals, it can also play a role in preventing rollover.

[0148] Or in some embodiments, the rollover prevention system 100 further includes a reminder and alarm module 25. The reminder and alarm module 25 is electrically connected to the main controller 22, and the main controller 22 is configured to control the reminder and alarm module 25 to perform vehicle alarm and send the rollover address and time according to the vehicle state; when there is a risk of vehicle rollover, it reminds the driver, passengers and nearby vehicles of the rollover risk; when rollover is inevitable, through the vehicle's built-in communication system, it timely uploads the accident time and location to the operator. After being determined through the operator's internal system, it timely contacts the traffic police department and hospital near the accident, so as to perform safety handling after the accident and ensure the safety of the occupants.

[0149] Or in some other embodiments, the rollover prevention system 100 further includes an air spring control module 26. The air spring control module 26 is electrically connected to the main controller 22, and the main controller 22 is configured to control the air spring control module 26 to lower the position according to the vehicle state. The air spring control module 26 can actively control the air spring suspension according to the vehicle state. Specifically, the air spring control module 26 is configured to forcibly release the lowest limit of the air spring when vehicle rollover is inevitable, and at the cost of damaging the air spring, lower the air spring to the lowest position, thereby reducing the vehicle's center of mass, that is, reducing the rollover risk.

[0150] The rollover prevention system 100 in the present invention can be used to execute the above-mentioned rollover prevention method. Specifically:

[0151] Step 1: During the vehicle driving process, the main controller 22 and the monitoring module 21 are always working. The monitoring module 21 continuously collects vehicle-related information; the main controller 22 continuously updates the value of the effective roll angle K of the vehicle according to the vehicle-related information collected by the monitoring module 21, and compares the magnitudes of K with K0, K1, and K2 at each moment.

[0152] Step 2: When K ≤ K0, the braking module 24, reminder and alarm module 25, air spring control module 26, rollover prevention structure 1, and tire automatic deflation module 23 in the vehicle's rollover prevention system 100 do not work temporarily. When K0 < K ≤ K1, the main controller 22 sends corresponding signals to the braking module 24, reminder and alarm module 25, rollover prevention structure 1, and tire automatic deflation module 23. The braking module 24 executes the braking strategy of the main controller 22; the reminder and alarm module 25 reminds the driver, passengers, and nearby vehicles of the rollover risk through in-vehicle voice devices; the rollover prevention structure 1 pops out the rollover prevention legs 12; the tire automatic deflation module 23 controls the automatic deflation of the tires so that the tire pressure drops and is not lower than 70% of the full-load standard tire pressure.

[0153] Step 3: After the first round of rollover prevention operations, if K ≤ K0 and the value of K gradually decreases, the vehicle's rollover prevention is successful, and the effective rollover angle of the vehicle has dropped below the safe value. At this time, the main controller 22 sends signals to the braking module 24 and the reminder and alarm module 25. The braking module 24 stops the automatic rollover prevention braking, and the reminder and alarm module 25 turns off the rollover voice reminder. If K0 < K ≤ K1, the vehicle still has a rollover risk. At this time, the main controller 22 sends signals to the braking module 24 and the tire automatic deflation module 23. The braking module 24 executes the braking strategy of the main controller 22 at this time, and the tire automatic deflation module 23 controls the automatic deflation of the tires so that the tire pressure drops until it reaches 70% of the full-load standard tire pressure. After that, if the interval where the value of K is located remains unchanged, the tire automatic deflation module 23 stops working. If K1 < K < K2 and the value of K gradually increases, the effective rollover angle of the vehicle continues to increase, and the vehicle's rollover prevention fails. At this time, the main controller 22 sends signals to the braking module 24 and the tire automatic deflation module 23. The braking module 24 executes the braking strategy of the main controller 22 at this time, and the tire automatic deflation module 23 controls the automatic deflation of the tires so that the tire pressure drops until it reaches the minimum tire pressure value that ensures the normal driving of the vehicle, which is built-in at the factory of the vehicle.

[0154] Step 4: After the second round of rollover prevention operations, if K < K2 and the value of K gradually decreases, the vehicle's rollover prevention is successful. When K ≤ K0, the main controller 22 sends signals to the braking module 24 and the reminder and alarm module 25. The braking module 24 stops the automatic rollover prevention braking, and the reminder and alarm module 25 turns off the rollover voice reminder. If K ≥ K2 and the value of K gradually increases, the vehicle rollover is inevitable. At this time, the main controller 22 sends signals to the reminder and alarm module 25. The reminder and alarm module 25 uploads the accident occurrence time and location to the operator in a timely manner through the vehicle's built-in communication system. After being determined through the operator's internal system, it promptly contacts the traffic police department and hospital near the accident.

[0155] Step 5: After the reminder and alarm module 25 sends an alarm signal, the main controller 22 identifies the vehicle's suspension system. If the vehicle has an air suspension, the main controller 22 sends a signal to release the air spring's minimum limit to the air spring control module 26. The air spring control module 26 forcibly releases the air spring's minimum limit and lowers the air spring to its lowest position.

[0156] Step 6: If the main controller 22 determines that the vehicle's suspension is not air-suspension or that the air springs have been lowered to their lowest position, the main controller 22 will determine the current vehicle speed V. If V ≤ V0, the main controller 22 sends a deflation signal to the automatic tire deflation module 23. The automatic tire deflation system automatically deflates the tires until all air is released. If V > V0, the anti-rollover system 100 does not operate. V0 is the minimum speed at which the vehicle will become unstable due to low tire pressure when rolling over while fully loaded and traveling in a straight line. Different vehicles have different V0 values, and the V0 value is built into the main controller 22 when the vehicle leaves the factory.

[0157] In the above process, if K>K0, the vehicle is at risk of rollover, and the reminder and alarm module 25 will continue to remind the driver, passengers and nearby vehicles of the rollover risk through the on-board voice equipment; if K0<K<K2, the braking module 24 in the anti-rollover system 100 has been executing the braking strategy of the main controller 22.

[0158] Therefore, the anti-rollover system 100 of the present invention can produce the following effects: 1. Automatically deflate the tires to reduce tire pressure, increase the rolling resistance coefficient, and shorten the braking distance; 2. Automatically brake to reduce vehicle speed and reduce the vehicle's kinetic energy; 3. Deflate the tires and release the suspension's minimum limit to lower the vehicle's center of gravity, thereby reducing the vehicle's rollover potential energy when rollover is unavoidable; 4. The two strategies of supporting the anti-rollover legs 12 and reducing the vehicle's center of gravity by tire deflation complement and interact with each other; the supporting role of the anti-rollover legs 12 can extend the vehicle's rollover time, facilitate vehicle braking by the brake module 24, and facilitate the deflation operation of the automatic deflation system; and when the tires are deflated, the vehicle's center of gravity moves downward, and the anti-rollover effect of the anti-rollover legs 12 is increased.

[0159] By implementing the above four strategies for vehicle rollover prevention control, the vehicle's kinetic energy and the potential energy of the change in the vehicle's center of mass before and after a rollover can be effectively reduced, thereby reducing the vehicle's rollover energy during a rollover. Furthermore, during a rollover, the anti-rollover legs 12 can reabsorb the rollover energy through the damping device. The above method and system can effectively protect people and vehicles from rollovers. The anti-rollover strategies of the four anti-rollover modules, namely the braking module 24, the air spring control module 26, the anti-rollover structure 1, and the automatic tire deflation module 23, complement each other, achieving a 1+1 greater than 2 effect and effectively preventing rollovers.

[0160] The present invention also provides a vehicle.

[0161] The vehicle according to an embodiment of the present invention includes the rollover prevention structure 1 of any one of the above embodiments and / or the rollover prevention system 100 of any one of the above embodiments. When it is determined that the vehicle has a rollover risk, the rollover prevention legs 12 can be controlled to open and the tires can be automatically deflated, so as to actively prevent the rollover of the vehicle body 200 by using the supporting force of the ground. At the same time, the center of mass of the vehicle body 200 is lowered, thereby enabling rollover prevention with a larger roll angle and improving driving safety.

[0162] In the description of this specification, the descriptions with reference to the terms "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0163] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. An anti-rollover method, characterized in that, Including: Monitoring the vehicle status; Judging the rollover risk of the vehicle according to the vehicle status; When it is determined that the rollover risk meets the rollover condition, performing an anti-rollover operation; Wherein, the anti-rollover operation includes controlling the anti-rollover legs to open and controlling the tires to deflate automatically.

2. The anti-rollover method according to claim 1, wherein The judging of the rollover risk of the vehicle includes: Obtaining the effective roll angle of the vehicle according to the vehicle status; Judging the rollover risk of the vehicle according to the effective roll angle.

3. The anti-rollover method according to claim 2, wherein The anti-rollover method includes: When it is determined according to the effective roll angle that the rollover risk meets the first rollover condition, controlling the anti-rollover legs to open and controlling the tires to deflate automatically until the tire pressure drops to the first tire pressure value.

4. The rollover prevention method according to claim 3, wherein The determining that the rollover risk meets the first rollover condition according to the effective roll angle includes: When the effective roll angle is greater than the maximum safe roll angle and less than or equal to the average roll angle, it is determined that the first rollover condition is met; Wherein, the maximum safe roll angle is the maximum roll angle that can be reset without performing the anti-rollover operation, the average roll angle is the average of the maximum safe roll angle and the maximum reset roll angle, and the maximum reset roll angle is the maximum roll angle that can be reset after performing the anti-rollover operation.

5. The anti-rollover method according to claim 3, wherein The anti-rollover method further includes: When it is determined according to the effective roll angle that the rollover risk meets the first rollover condition, turning on the rollover risk reminder and / or automatically braking to reduce speed.

6. The anti-rollover method according to claim 3, wherein The first tire pressure value is 70% of the standard tire pressure when the tire is fully loaded.

7. The anti-rollover method according to claim 2, wherein The anti-rollover method further includes: When it is determined according to the effective roll angle that the rollover risk meets the second rollover condition, automatically braking to reduce speed and controlling the tires to deflate automatically until the tire pressure drops to the second tire pressure value.

8. The anti-rollover method according to claim 7, wherein The determining that the rollover risk meets the second rollover condition according to the effective roll angle includes: When the effective roll angle is greater than the average roll angle and less than or equal to the maximum reset roll angle, it is determined that the second rollover condition is met; Wherein, the maximum reset roll angle is the maximum roll angle that can be reset after performing the anti-rollover operation, the average roll angle is the average of the maximum safe roll angle and the maximum reset roll angle, and the maximum safe roll angle is the maximum roll angle that can be reset without performing the anti-rollover operation.

9. The anti-rollover method according to claim 7, wherein The second tire pressure value is the lowest tire pressure value to ensure the normal driving of the vehicle.

10. The anti-rollover method according to claim 2, characterized in that, The anti-rollover method further includes: When it is determined according to the effective roll angle that the rollover risk meets the third rollover condition, giving an alarm for the vehicle and sending out the rollover address and time.

11. The anti-rollover method according to claim 10, wherein The determining that the rollover risk meets the third rollover condition according to the effective roll angle includes: When the effective roll angle is greater than or equal to the maximum reset roll angle, it is determined that the third rollover condition is met; Wherein, the maximum reset roll angle is the maximum roll angle that can be reset after performing the anti-rollover operation.

12. The anti-rollover method according to claim 10, characterized in that, The anti-rollover method further includes: After it is determined that the rollover risk meets the third rollover condition, obtaining the suspension form; When the suspension form is an air spring, releasing the lowest limit of the air spring and lowering the air spring to the lowest position.

13. The anti-rollover method according to claim 12, wherein The anti-rollover method further includes: After lowering the air spring to the lowest position, obtaining the current speed of the vehicle; Selectively control the automatic deflation of the tire until the gas is completely released according to the current speed of the vehicle and the set instability speed.

14. An anti-rollover structure, characterized in that, The rollover prevention structure is applicable to the rollover prevention method described in any one of claims 1-13, and includes: A mounting body (11), the mounting body (11) being adapted to be connected to the vehicle body (200); A rollover prevention leg (12), the rollover prevention leg (12) being rotatably connected to the mounting body (11), and the rollover prevention leg (12) being used to open and support on the ground when performing a rollover prevention operation.

15. The rollover prevention structure according to claim 14, wherein, Further includes an energy absorption damping member (13), the energy absorption damping member (13) being connected to the rollover prevention leg (12), and the energy absorption damping member (13) being used to provide a damping force to the rollover prevention leg (12).

16. The anti-rollover structure according to claim 15, characterized in that, Further includes a pushing member (15), the pushing member (15) being used to push the energy absorption damping member (13) to drive the rollover prevention leg (12) to open.

17. The rollover prevention structure according to claim 16, wherein, One end of the energy absorption damping member (13) is rotatably connected to the middle of the rollover prevention leg (12), and the other end of the energy absorption damping member (13) is rotatably connected with a driven slider (14), and the driven slider (14) is slidably mounted on the mounting body (11); Wherein, the pushing member (15) is adapted to push the driven slider (14) to slide, so as to drive the energy absorption damping member (13) to drive the rollover prevention leg (12) to open.

18. The anti-rollover structure according to claim 17, wherein, The pushing member (15) is configured as an elastic member, one end of the elastic member is relatively fixed to the mounting body (11) and the other end is provided with an active slider (16), and the active slider (16) is used to push the driven slider (14) to slide.

19. The rollover prevention structure according to claim 16, wherein, Further includes a first locking structure (17), the first locking structure (17) being used to selectively lock the pushing member (15), and the pushing member (15) being adapted to push the energy absorption damping member (13) after the first locking structure (17) is unlocked.

20. The rollover prevention structure according to claim 15, wherein, Further includes a second locking structure (18), the second locking structure (18) being used to lock the energy absorption damping member (13) when the rollover prevention leg (12) is opened to the maximum position.

21. The rollover prevention structure according to claim 14, wherein One end of the rollover prevention leg (12) is rotatably connected to the mounting body (11), and the other end is provided with a universal wheel (19) for supporting on the ground.

22. An anti-rollover system, characterized in that, Applicable to the rollover prevention method described in any one of claims 1-13 and / or includes the rollover prevention structure described in any one of claims 14-21.

23. The rollover prevention system according to claim 22, wherein Further includes: A monitoring module (21), the monitoring module (21) being used to monitor the vehicle state; A main controller (22), the main controller (22) being electrically connected to the monitoring module (21); A tire automatic deflation module (23), the tire automatic deflation module (23) being electrically connected to the main controller (22), and the main controller (22) being used to control the opening of the rollover prevention leg (12) of the rollover prevention structure and the tire automatic deflation module (23) to deflate the tire according to the vehicle state.

24. The rollover prevention system according to claim 23, characterized in that, It further includes a braking module (24), the braking module (24) is electrically connected to the main controller (22), and the main controller (22) is configured to control the braking module (24) to perform braking according to the vehicle state; And / or, it further includes a reminder and alarm module (25), the reminder and alarm module (25) is electrically connected to the main controller (22), and the main controller (22) is configured to control the reminder and alarm module (25) to give a vehicle alarm and send out the rollover address and time according to the vehicle state; And / or, it further includes an air spring control module (26), the air spring control module (26) is electrically connected to the main controller (22), and the main controller (22) is configured to control the air spring control module (26) to lower its position according to the vehicle state.

25. A vehicle, characterized in that, It includes the anti-rollover structure according to any one of claims 14-21 and / or the anti-rollover system according to any one of claims 22-24.

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