A vehicle based on a luggage rack system

Abstract

The present invention discloses a vehicle based on a roof rack system, relating to vehicle structures, which includes a vehicle body and a roof rack system arranged on the top of the vehicle body; the roof rack system has a normal state and a deployed state and can switch between the normal state and the deployed state; a rollover sensing system is configured on the vehicle body or the roof rack system, and the rollover sensing system is configured to: issue a control signal to make the roof rack system in the deployed state after the vehicle body rolls over beyond a preset angle; the deployed roof rack system and the side surface of the vehicle body together form a rollover support surface. By designing a deployable roof rack system on the top of the vehicle body, after the rollover angle of the vehicle exceeds the preset angle, the rollover sensing system issues a control signal to make the roof rack system in the deployed state; after a collision occurs, the stress area of the rollover support surface can be increased, thereby reducing the probability of re-rolling, reducing the possibility of secondary or multiple rollovers, narrowing the scope of the accident impact, and reducing the possibility of the occupants being injured.

Description

Technical Field

[0001] The present invention relates to a vehicle structure, and more particularly to a vehicle equipped with a roof rack system. Background Art

[0002] When a vehicle is impacted laterally during driving, there is a high probability that the vehicle will roll over. If the impact is strong, after the vehicle rolls over, there is a high probability of secondary rolling or multiple rollovers; multiple rollovers in an accident will significantly increase the possibility of occupants being injured and will also expand the scope of the accident. Summary of the Invention

[0003] Aiming at the problem in the prior art that a vehicle is prone to secondary rolling or multiple rollovers after being laterally impacted, the present invention provides a new technical solution. By redesigning a vehicle based on a roof rack system, when the vehicle rolls over, the roof rack system unfolds to increase the force-bearing area of the rollover support surface of the vehicle, reducing the possibility of the vehicle having secondary rolling or multiple rollovers.

[0004] The specific solution proposed by the present invention is as follows:

[0005] A vehicle based on a roof rack system, comprising a vehicle body and a roof rack system disposed on the top of the vehicle body; the roof rack system has a normal state and an unfolded state and can be switched between the normal state and the unfolded state;

[0006] A rollover sensing system is configured on the vehicle body or the roof rack system, and the rollover sensing system is configured to: issue a control signal after the vehicle body rolls over beyond a preset angle to make the roof rack system in the unfolded state;

[0007] The unfolded roof rack system and the side surface of the vehicle body together form a rollover support surface.

[0008] Further, the roof rack system includes a bearing frame and at least one lifting assembly;

[0009] The bearing frame is movably connected to the top of the vehicle body through the lifting assembly;

[0010] Each lifting assembly is controlled by the rollover sensing system to drive the bearing frame to perform a retracting or unfolding movement relative to the top of the vehicle body.

[0011] Further, each lifting assembly includes

[0012] a jack, which is controlled by the rollover sensing system to perform a telescopic movement; and

[0013] a first strut, having a first hinge end and a second hinge end; the first hinge end is hinged to the output end of the jack; the second hinge end is hinged to the bearing frame;

[0014] The extending action of the jack causes the first strut to jack up the luggage rack to the deployed state.

[0015] Furthermore, the luggage rack system further includes a base frame fixed on the top surface of the vehicle body; the jacking assembly connects the base frame and the load-bearing frame.

[0016] Furthermore, the base frame includes at least one longitudinal rod extending along and parallel to the length direction of the vehicle body;

[0017] The longitudinal rod has a chute therein such that the cross-section of the longitudinal rod is in a U-shaped structure, and the jack is built in the chute of the longitudinal rod and performs telescopic movement in the chute.

[0018] Furthermore, strip-shaped first guiding holes are also formed on two side walls of the longitudinal rod; the extending direction of the first guiding holes is the same as the telescopic direction of the jack;

[0019] The output end of the jack is hinged to the first hinge end of the first strut through a hinge shaft; both ends of the hinge shaft laterally extend into the first guiding holes.

[0020] Furthermore, the base frame further includes at least one cross rod, the extending direction of the cross rod is perpendicular to the length direction of the vehicle body, the cross rod is fixed to the longitudinal rod, and the cross rod has a chute making its cross-section in a U-shaped structure;

[0021] The jacking assembly further includes a second strut having a first end and a second end; the first end is hinged to the load-bearing frame, and the second end is built in the chute of the cross rod;

[0022] A stop structure is further provided on the cross rod, and the stop structure is configured to stop the second end when the second strut performs a jacking movement to prevent the second strut from sliding in the reverse direction.

[0023] Furthermore, the jacking assembly further includes a lifting hinge seat fixed on the load-bearing frame, and the second hinge end of the first strut and the first end of the second strut are both hinged on the lifting hinge seat.

[0024] Furthermore, the load-bearing frame includes a main body and an extension rod, and the extension rod can perform an extending movement relative to the main body;

[0025] The extension rod is also controlled by the roll sensing system; when the jacking assembly performs a deploying movement, the extension rod performs an extending movement.

[0026] Further, the load-bearing frame further includes a luggage fixing piece; the luggage fixing piece abuts against the main body through the extension rod;

[0027] After the extension rod moves outwards, the luggage fixing piece loses the abutting force and falls off from the main body.

[0028] The beneficial effects achieved by adopting this technical solution are as follows:

[0029] A deployable luggage rack system is designed on the top of the vehicle body. After the rollover angle of the vehicle exceeds the preset angle, the rollover sensing system sends a control signal to make the luggage rack system in the deployed state; the traditional rollover support surface is the side of the vehicle body, but the current rollover support surface is the combined combination of the deployed luggage rack system and the side of the vehicle body. At this time, the stress area of the rollover support surface is significantly larger than that of the traditional rollover support surface; after a collision, by increasing the stress area of the rollover support surface, the probability of re-rolling is reduced, the possibility of secondary or multiple rollovers is reduced, the scope of the accident is narrowed, and the possibility of the occupants being injured is reduced. Description of the Drawings

[0030] Figure 1 It is a structural display diagram of the luggage rack system in the normal state.

[0031] Figure 2 It is a structural display diagram of the luggage rack system in the deployed state.

[0032] Figure 3 It is a connection structure diagram among the load-bearing frame, the lifting assembly and the basic frame in the luggage rack system.

[0033] Figure 4 It is a cooperation structure diagram between the blocking structure and the second strut in the first form state.

[0034] Figure 5 It is a cooperation structure diagram between the blocking structure and the second strut in the second form state.

[0035] Figure 6 It is a cooperation structure diagram between the blocking structure and the second strut in the third form state.

[0036] Figure 7 It is a cooperation structure diagram between the blocking structure and the second strut adopted in this embodiment.

[0037] Figure 8 It is a principle structure diagram of the lifter and the thruster controlled by the ACU collision processor.

[0038] Figure 9 It is a composition structure diagram of the load-bearing frame.

[0039] Wherein: 10 is the load-bearing frame, 11 is the body, 12 is the extension rod, 13 is the spring, 14 is the slider, 15 is the luggage fixing piece, 16 is the thruster, 20 is the lifting assembly, 21 is the lifter, 22 is the first strut, 23 is the second strut, 24 is the lifting hinge seat, 30 is the basic frame, 31 is the longitudinal rod, 32 is the transverse rod, 33 is the stop structure, 100 is the luggage rack system, 111 is the card slot, 311 is the first guiding hole, 321 is the second guiding hole. Detailed implementation manner

[0040] The principles and features of the present invention will be described below with reference to the accompanying drawings. The examples given are only for explaining the present invention and are not intended to limit the scope of the present invention.

[0041] This embodiment provides a vehicle based on a luggage rack system. Briefly speaking, a luggage rack system 100 is designed and installed on the top of the vehicle. By designing the unfolding structure of the luggage rack system 100, after the vehicle is impacted from the side, the luggage rack system unfolds and cooperates with the side of the vehicle body to form a large-area rollover support surface; that is, by increasing the force-bearing area of the rollover support surface, the secondary rollover or multiple rollovers of the vehicle can be reduced; further, the purpose of reducing the accident impact range and the possibility of the occupants being injured can be achieved.

[0042] In this solution, the proposed vehicle specifically includes a vehicle body and a luggage rack system provided on the top of the vehicle body; the luggage rack system provided here has a normal state (see Figure 1 ) and an unfolded state (see Figure 2 ) and can be switched between the normal state and the unfolded state; it can be understood that the luggage rack system in the normal state can be used normally, that is, fixing luggage items such as fixed suitcases, fixed bicycles or fixed kayaks will not be affected.

[0043] Of course, in order not to interfere with or disturb the aerodynamic performance of the vehicle, the luggage rack system in the normal state is preferably designed to be streamlined to match the vehicle body shape, so that the fuel efficiency of the vehicle can be effectively improved without restricting the luggage items.

[0044] The unfolded state of the luggage rack system is not manually controlled to open, but is automatically controlled by a rollover sensing system. Only under such automatic control can the luggage rack system be instantly opened to be in the unfolded state when the vehicle encounters a side impact; specifically, the rollover sensing system mentioned here is provided on the vehicle body or on the luggage rack system; the rollover sensing system is configured to: send a control signal to make the luggage rack system in the unfolded state after the vehicle body rolls over beyond a preset angle.

[0045] That is, the deployment of the luggage rack system is controlled by the rollover sensor system. The vehicle has a certain reasonable roll angle range during driving, and the rollover sensor system will not respond under such a roll angle. However, when the vehicle's roll angle exceeds a certain range, that is, exceeds the preset angle of the system, the rollover sensor system can determine that the vehicle is in an accident state and is likely to roll over. At this time, the rollover sensor system will send a control signal to make the luggage rack system quickly deploy until it is in the deployed state. See Figure 2 .

[0046] The unfolded luggage rack system and the side of the vehicle body together form a rollover support surface; because in traditional designs, even if a luggage rack is designed, no other functions of the luggage rack are developed. At this time, only the side of the vehicle body can be used as a rollover support surface, so that after the vehicle rolls over, the rollover support surface first contacts the ground. However, if the lateral impact force is too large, the vehicle is likely to roll over twice or multiple times after the rollover support surface contacts the ground, causing serious injuries to the occupants; however, in this solution, by utilizing the unfolded luggage rack system, the force area of ​​the rollover support surface is significantly increased; at this time, the rollover support surface is a plane formed by the unfolded luggage rack system and the side of the vehicle body. The larger the force area of ​​the rollover support surface, the smaller the probability of the vehicle rolling over twice or multiple times.

[0047] Therefore, in this solution, the rollover sensor system is used to detect the rollover state of the vehicle. When the rollover angle exceeds the preset angle, the luggage rack system is controlled to unfold. The unfolded luggage rack system and the side of the vehicle body together form a rollover support surface with a large area, so as to reduce the possibility of secondary rolling or rolling again after the vehicle rolls over, and effectively reduce the possibility of secondary injury to the occupants.

[0048] In order to introduce the specific actions of the luggage rack system in detail, the composition of the luggage rack system is described in detail below:

[0049] In this embodiment, see Figure 2 - Figure 3 The proposed luggage rack system 100 includes a luggage rack 10 and at least one lifting assembly 20; wherein the luggage rack 10 is movably connected to the top of the vehicle body through the lifting assembly 20; each lifting assembly 20 is controlled by a rollover sensing system to drive the luggage rack 10 to retract or unfold relative to the top of the vehicle body.

[0050] That is, the normal state and the unfolded state of the luggage rack system are mainly completed by the carrying frame 10 and the lifting assembly 20; the normal state can be understood as that the carrying frame 10 is close to the top of the vehicle body, providing the normal and conventional function of restraining luggage items; and the unfolded state can be understood as that the carrying frame 10 is pushed out and raised under the action of the lifting assembly 20 so as to be away from the top of the vehicle body.

[0051] Specifically, each jacking assembly 20 includes a jack 21 and a first strut 22. The jack 21 is controlled by the rollover sensing system to perform telescopic movement. The first strut 22 has a first hinge end and a second hinge end. The first hinge end is hinged to the output end of the jack 21, and the second hinge end is hinged to the load-bearing frame 10. The extension of the jack 21 causes the first strut 22 to jack up the load-bearing frame 10 to the deployed state.

[0052] In this embodiment, in order to ensure the rapid deployment of the load-bearing frame 10, the jack 21 provided here is fired by gunpowder. That is, when a side collision occurs, the ACU collision processor in the rollover sensing system sends a firing instruction to the jack 21. The gunpowder in the jack 21 is ignited by stimulation, and the output end of the jack 21 instantly extends to push the first strut 22, so that the load-bearing frame 10 is instantly in the deployed state.

[0053] In the above solution, the proposed jacking assembly 20 can be customized according to the vehicle model and installed on the roof. When installing the jacking assembly 20, it is necessary to modify the appropriate position on the roof to facilitate the safe and stable operation of the jack 21. Of course, during the vehicle manufacturing process, a suitable installation position can also be reserved in advance to facilitate the later user to choose whether to install the luggage rack system by themselves.

[0054] However, in this embodiment, another general solution is provided, that is, first fix the basic frame 30 on the roof, and then install the jacking assembly 20 in the basic frame 30. The structure of the basic frame 30 is simple and can be fixed simply. Compared with directly installing the jack 21 with gunpowder ignition on the roof, both the installation cost and safety performance can be guaranteed. Specifically, the basic frame 30 is part of the luggage rack system, and the basic frame 30 is fixed on the top surface of the vehicle body. The jacking assembly 20 connects the basic frame 30 and the load-bearing frame 10.

[0055] Through the basic frame 30 here, the jacking assembly 20 and the load-bearing frame 10 can be mass-produced standardly. The basic frame 30 provides a standard installation platform for the fixed installation of the jacking assembly 20, and there is no need for customized installation according to the vehicle model.

[0056] In this embodiment, the basic frame 30 includes at least one longitudinal rod 31. The longitudinal rod 31 extends along the length direction of the vehicle body and is parallel to it. The longitudinal rod 31 has a chute so that the cross-section of the longitudinal rod 31 is in a U-shaped structure. The jack 21 described above is built in the chute of the longitudinal rod 31 and performs telescopic movement in the chute.

[0057] The longitudinal rod 31 proposed here not only facilitates the installation of the jack 21, but also avoids the direct contact between the jack 21 and the roof, effectively ensuring the safety of the vehicle.

[0058] To ensure that the jack 21 can stably push the first strut 22, strip-shaped first guiding holes 311 are also formed on two side walls of the longitudinal rod 31; the extending direction of the first guiding holes 311 is the same as the telescopic direction of the jack 21; the output end of the jack 21 is hinged to the first hinge end of the first strut 22 through a hinge shaft; both ends of the hinge shaft laterally extend into the first guiding holes 311.

[0059] It can be understood that both ends of the hinge shaft are respectively lapped in the first guiding holes 311 on the side walls of the longitudinal rod 31. When the jack 21 pushes the first strut 22 to move, the first guiding holes 311 provide a guiding function for the hinge shaft, and the hinge shaft can slide in the first guiding holes 311, thereby improving the stability of the jack 21 when driving the first strut 22 to move.

[0060] Optionally, two longitudinal rods 31 are provided in this solution, and the two longitudinal rods 31 are symmetrically distributed on the left and right sides of the vehicle roof to ensure the stability of the installation of the bearing frame 10.

[0061] In this embodiment, the basic frame 30 further includes at least one transverse rod 32. The extending direction of the transverse rod 32 is perpendicular to the length direction of the vehicle body. The transverse rod 32 is fixed to the longitudinal rod 31 to improve the stability of the entire basic frame 30. That is, in this embodiment, the two symmetrically distributed longitudinal rods 31 are connected and fixed to each other through the transverse rod 32 here; at the same time, the transverse rod 32 also has a chute, and the presence of the chute makes the cross section of the transverse rod 32 in a U shape.

[0062] The chute of the transverse rod 32 is used for the sliding of the second strut 23. Specifically, the lifting assembly 20 further includes a second strut 23. For the convenience of description and understanding, it is defined here that the second strut 23 has a head end and a tail end; the head end of the second strut 23 is hinged to the bearing frame 10, and the tail end of the second strut 23 is built in the chute of the transverse rod 32.

[0063] The main purpose of setting the second strut 23 here is to provide auxiliary support and further stabilize the support of the first strut 22 on the bearing frame 10; that is, the second strut 23 and the first strut 22 jointly form the support for the bearing frame 10 to ensure the stability of the bearing frame 10 when in the unfolded state.

[0064] Meanwhile, in this embodiment, a stop structure 33 is further provided on the transverse rod 32. The stop structure 33 is configured to stop the end of the second support rod 23 when the second support rod 23 makes a jacking movement to prevent the second support rod 23 from sliding in the reverse direction. That is, under the action of the jack 21, the first support rod 22 is pushed so that the bearing frame 10 starts to unfold. At the same time, since the second support rod 23 is also connected to the bearing frame 10, the unfolding action of the bearing frame 10 will pull the second support rod 23, and the end of the second support rod 23 slides in the transverse rod 32. After the bearing frame 10 is in the unfolded state, the stop structure 33 just abuts against the end of the second support rod 23, and the stop structure 33 here provides support for the second support rod 23; at this time, the bearing frame 10 will be more stable under the action of the jack 21 and the stop structure 33.

[0065] In this embodiment, the provided stop structure 33 can be designed in a variety of forms.

[0066] For example, in the first form, see Figure 4 :

[0067] The stop structure 33 is a stop piece fixed in the chute of the transverse rod 32. The stop piece is an arc-shaped bending structure. The lowest point in the middle of the stop piece is fixed in the chute of the transverse rod 32, and the end of the stop piece is upturned to form a flanging due to the bending structure; when the bearing frame 10 is in the normal state, the end of the second support rod 23 just lies at the lowest point in the middle of the stop piece; when the bearing frame 10 is in the unfolded state, the end of the second support rod 23 moves relative to the stop piece until the end of the second support rod 23 moves outside the stop piece and is just abutted and restricted by the flanging of the stop piece; at this time, the second support rod 23 is restricted and fixed and cannot move, thus ensuring the stability of the bearing frame 10.

[0068] Or, in the second form, see Figure 5 :

[0069] The stop structure 33 is a serrated limit block, that is, the limit block is designed in a serrated shape; then the end structure of the second support rod 23 is designed as a card plate shape that can cooperate with the tooth grooves on the limit block; in this way, when the bearing frame 10 makes an unfolding movement, the card plate at the end of the second support rod 23 will move on each serration; when the bearing frame 10 is in the unfolded state, the card plate at the end of the second support rod 23 also just moves to the corresponding tooth groove to form a position, so as to achieve the effect of restricting and fixing the second support rod 23.

[0070] Or, in the third form, see Figure 6 :

[0071] The second guiding hole 321 is formed on the side wall of the chute of the cross bar 32. The extending direction of the second guiding hole 321 is the same as the length direction of the cross bar 32. The stopping structure 33 includes a sawtooth rack formed in the second guiding hole. At this time, a clamping shaft is installed at the end of the second support rod 23. The two ends of the clamping shaft extend laterally into the second guiding hole, and the tooth grooves in the sawtooth rack are used to abut against the clamping shaft. When the bearing frame 10 is in the unfolded state, the clamping shaft is just toggled into the corresponding tooth groove in the sawtooth rack to form a clamping position.

[0072] Of course, the above three display forms are the preferred forms. In other embodiments, the stopping structure 33 may also be presented in other forms. However, it should be noted that no matter how the stopping structure 33 changes, its function is to limit the second support rod 23 and prevent the second support rod 23 from sliding in the reverse direction, and all should be within the protection scope of this solution.

[0073] In this embodiment, a combination of Form 1 and Form 3 is preferably adopted. Since the structure of Form 1 already has a stopping function, the sawtooth rack is not designed in the structure of Form 3. See Figure 7 , that is, the stopping structure 33 proposed in this solution includes a retaining piece fixed in the chute of the cross bar 32. At the same time, a second guiding hole 321 is also formed on the side wall of the chute of the cross bar 32, and a clamping shaft is installed at the end of the second support rod 23. The clamping shaft moves in the second guiding hole 321 to achieve a guiding function. The flanging of the retaining piece restricts the second support rod 23 from moving in the reverse direction when the bearing frame 10 is in the unfolded state.

[0074] Optionally, in order to reasonably layout and design the hinged position, in this embodiment, the lifting assembly 20 further includes a lifting hinge seat 24. The lifting hinge seat 24 is fixed to the bottom of the bearing frame 10. The second hinged end of the first support rod 22 and the first end of the second support rod 23 mentioned above are both hinged to the lifting hinge seat 24.

[0075] Through the design of the lifting hinge seat 24, the connection points of the first support rod 22 and the second support rod 23 are both located on the lifting hinge seat 24, reducing the influence caused by the structural damage to the bearing frame 10 directly connected to the bearing frame 10; ensuring the hardness and strength of the bearing frame 10.

[0076] Optionally, a shear pin is further provided on the lifting hinge seat 24. The shear pin is configured to be cut off when the lifting hinge seat 24 rises, so as to avoid rising under external force in non-use conditions to ensure the stability of the mechanism.

[0077] In this embodiment, the unfolded state of the carrying rack 10 is only one of the unfolded states of the luggage rack system, and the extended state of the carrying rack 10 should also belong to the unfolded state of the luggage rack; that is, the unfolded state of the luggage rack system mentioned in this scheme includes the unfolded state of the carrying rack 10 and the extended state of the carrying rack 10; the above description introduces the coordination between the structures when the carrying rack 10 is in the unfolded state, and below we will give a detailed explanation of the structural coordination of the carrying rack 10 in the extended state.

[0078] In the present embodiment, the structure of the supporting frame 10 is also optimized, that is, while the supporting frame 10 is in the unfolded state, it is also ensured to be in the extended state. In this way, after a collision occurs, while the supporting frame 10 is being lifted and unfolded, the length of the supporting frame 10 is also lengthened. At this time, the rollover support surface formed will become larger, that is, the lateral force area after the vehicle rolls over becomes larger, which is less likely to cause a secondary rollover or multiple rollovers of the vehicle.

[0079] In this embodiment, the bearing frame 10 includes a main body 11 and an extension rod 12. The extension rod 12 is built into the main body 11. At the same time, the extension rod 12 can extend relative to the main body 11, thereby lengthening the entire bearing frame 10. Specifically, the extension rod 12 here is also controlled by the rollover sensing system; when the jacking assembly 20 is unfolded, the extension rod 12 extends.

[0080] That is, the rollover sensing system in the present solution will simultaneously control the movement of the lifting assembly 20 and the extension rod 12. When a side collision occurs, the ACU collision processor in the rollover sensing system receives a rollover signal, and the ACU collision processor sends a control signal to the lifting assembly 20 and the extension rod 12, triggering the start of both.

[0081] In the above description, the jacking device 21 in the jacking assembly 20 is activated by gunpowder, and its purpose is to ensure the instantaneous response of the jacking assembly 20; therefore, a thruster 16 activated by gunpowder is also provided in the body 11, and one end of the extension rod 12 inside the body 11 is directly opposite to the output end of the thruster. After the thruster 16 receives the ignition control command issued by the ACU collision processor, the gas generated will push the extension rod 12 to extend instantly, and at the same time, the jacking device 21 in the jacking assembly 20 also starts to extend the first support rod, see Figure 8 Before the rollover support surface of the vehicle contacts the ground, the bearing frame 10 is already in the unfolded state, and the extension rod 12 in the bearing frame 10 is in the extended state.

[0082] In this embodiment, see Figure 9, it is necessary to ensure that the extension rod 12 is fixed to the main body 11 after extending to the preset position. That is to say, the movement of the extension rod 12 must ensure an effective connection with the main body 11. If the extension rod 12 extends until it detaches from the main body 11, the load-bearing frame 10 will not be able to achieve the effect of lengthening. Therefore, a slideway is provided in the main body 11, and the rod body of the extension rod 12 is placed in the slideway, with the rod head of the extension rod 12 outside the main body 11. After receiving the high-speed thrust of the thruster 16, the extension rod 12 slides out relative to the main body 11 in the slideway. At the same time, a card slot 111 is also provided in the slideway, and the function of the card slot 111 is to limit the further extension of the extension rod 12.

[0083] That is to say, the extension rod 12 makes an extending movement until the tail of the extension rod 12 moves to the card slot 111, and the extension rod 12 will be clamped in the card slot 111 here. At this time, the length of the extended extension rod 12 plus the length of the main body 11 makes the load-bearing frame 10 show the effect of overall length extension.

[0084] In this embodiment, an elastic member is designed on the rod body of the extension rod 12. Generally, the elastic member is in a compressed state. However, when the extension rod 12 moves to the position of the card slot 111, the elastic member automatically releases and just snaps into the card slot 111 here, using the elasticity of the elastic member itself to complete the fixation of the extension rod 12 relative to the main body 11.

[0085] Optionally, the elastic member includes a spring 13 and a slider 14. A receiving cavity is provided at a position near the tail of the rod body of the extension rod 12. The spring 13 and the slider 14 are both placed in the receiving cavity. The spring 13 is in the middle position, and both ends of the spring 13 are fixed to the slider 14. When the receiving cavity of the rod body is in the slideway, the inner wall of the slideway presses the slider 14 to make the spring 13 in a compressed state. When the receiving cavity of the rod body is in the position of the card slot 111, the spring 13 rebounds so that the sliders 14 at both ends can just snap into the card slot 111 here. In this way, it can play a role in limiting and fixing the extension rod 12.

[0086] In this embodiment, the influence probability of the vehicle's secondary roll when the vehicle is in a loaded state is also considered. That is to say, through a large number of tests, it is found that after binding the luggage items in the luggage rack system, the center of gravity of the vehicle will rise. After the center of gravity of the vehicle rises, the probability of the vehicle's secondary roll or multiple rolls increases significantly. Therefore, reducing the center of gravity of the vehicle in the loaded state is also an important measure to reduce the probability of secondary roll.

[0087] Therefore, in this solution, in order to lower the center of gravity of the vehicle under load, we adopt the solution of discarding luggage items, that is, after a rollover accident occurs, the luggage items on the roof will automatically fall off, and the vehicle at this time no longer has any load, which can be understood as an empty vehicle state. In this way, when the support frame 10 is in the unfolded state and the extension rod 12 is in the extended state, the probability of the vehicle rolling over again can be effectively reduced.

[0088] In this embodiment, the automatic separation of the luggage items is achieved by the luggage fixing piece 15. Specifically, the body 11 includes the luggage fixing piece 15, which is "convex" in shape, so the two ends of the luggage fixing piece 15 have a first limiting surface and the first limiting surface is close to the slideway. The body 11 has a second limiting surface, and the second limiting surface corresponds to the first limiting surface on the luggage fixing piece 15. When the extension rod 12 is not extended, the luggage fixing piece 15 is tightly pressed against the body 11 under the elastic force of the spring 13 and the slider 14, and the first limiting surface is tightly fitted with the second limiting surface. However, after the extension rod 12 is extended, the spring 13 and the slider 14 move into the slot 111. At this time, the luggage fixing piece 15 lacks the limitation of the abutment force and thus falls off toward the slideway.

[0089] When the luggage is tied up, the rope is fixed to the luggage through the luggage fixing piece 15; when the luggage fixing piece 15 falls off, the rope naturally loses the binding force on the luggage; in this way, after the vehicle rolls over, the extension rod 12 extends, the luggage fixing piece 15 loses the contact force and falls off the body 11, so that the luggage is no longer fixed on the roof, and the center of gravity of the vehicle is restored to a normal position. The weight and center of gravity of the vehicle are reduced, reducing the possibility of rolling over again.

[0090] The technical solution designs an expandable luggage rack system on the top of the vehicle body. After the vehicle rollover angle exceeds the preset angle, the rollover sensor system sends a control signal to put the luggage rack system in the expanded state; after the collision, the force-bearing area of ​​the rollover support surface is increased by the luggage rack system in the expanded state (the load rack is lifted and the extension rack is extended); at the same time, a detachable luggage fixing plate 15 is designed, and the fixed luggage items can be discarded in time when the vehicle is loaded, so that the weight and center of gravity of the whole vehicle are reduced; through the above three measures, the probability of rolling again is reduced, and the possibility of secondary or multiple rolling is reduced, so as to achieve the purpose of reducing the scope of accident impact and reducing the possibility of injury to occupants.

[0091] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A vehicle based on a roof rack system, comprising a vehicle body and a roof rack system (100) provided on the top of the vehicle body; characterized in that, The luggage rack system (100) has a normal state and a deployed state and can switch between the normal state and the deployed state; A rollover sensing system is configured on the vehicle body or the luggage rack system (100), and the rollover sensing system is configured to: issue a control signal after the vehicle body rolls over beyond a preset angle so that the luggage rack system (100) is in the deployed state; The deployed luggage rack system (100) and the side surface of the vehicle body together form a rollover support surface; The luggage rack system (100) includes a bearing frame (10) and at least one lifting assembly (20); The bearing frame (10) is movably connected to the top of the vehicle body through the lifting assembly (20); Each lifting assembly (20) is controlled by the rollover sensing system to drive the bearing frame (10) to perform a retracting or deploying movement relative to the top of the vehicle body; The bearing frame (10) includes a body (11) and an extension rod (12), and the extension rod (12) can perform an extending movement relative to the body (11); The extension rod (12) is also controlled by the rollover sensing system; when the lifting assembly (20) performs a deploying movement, the extension rod (12) performs an extending movement; The bearing frame (10) further includes a luggage fixing piece (15); the luggage fixing piece (15) abuts against the body (11) through the extension rod (12); After the extension rod (12) performs an extending movement, the luggage fixing piece (15) loses the abutting force and detaches from the body (11); A spring (13) and a slider (14) are provided on the extension rod (12), and the luggage fixing piece (15) tightly abuts against the body (11) under the elastic force of the spring (13) and the slider (14).

2. A vehicle based on a luggage rack system according to claim 1, characterized in that, Each lifting assembly (20) includes a jack (21) that is controlled by the rollover sensing system to perform a telescopic movement; and A first strut (22) having a first hinge end and a second hinge end; the first hinge end is hinged to the output end of the jack (21); the second hinge end is hinged to the bearing frame (10); The extending action of the jack (21) causes the first strut (22) to lift the bearing frame (10) to the deployed state.

3. The vehicle based on a luggage rack system according to claim 2, wherein, The luggage rack system (100) further includes a basic frame (30), and the basic frame (30) is fixed on the top surface of the vehicle body; the lifting assembly (20) connects the basic frame (30) and the bearing frame (10).

4. A vehicle based on a luggage rack system according to claim 3, characterized in that, The basic frame (30) includes at least one longitudinal rod (31), and the longitudinal rod (31) extends along and is parallel to the length direction of the vehicle body; A chute is provided in the longitudinal rod (31) so that the cross section of the longitudinal rod (31) is in a U-shaped structure, and the jack (21) is built in the chute of the longitudinal rod (31) and performs a telescopic movement in the chute.

5. A vehicle based on a luggage rack system according to claim 4, wherein, Bar-shaped first guiding holes (311) are further provided on two side walls of the longitudinal rod (31); the extending direction of the first guiding holes (311) is the same as the telescopic direction of the jack (21); The output end of the jack (21) is hinged to the first hinge end of the first strut (22) through a hinge shaft; both ends of the hinge shaft laterally extend into the first guiding hole (311).

6. A vehicle based on a luggage rack system according to claim 4, wherein, The base frame (30) further includes at least one cross bar (32), the extending direction of the cross bar (32) is perpendicular to the length direction of the vehicle body, the cross bar (32) is fixed to the longitudinal bar (31), and the cross bar (32) has a chute that makes its cross section U-shaped; The jacking assembly (20) further includes a second strut (23), the second strut (23) has a first end and a second end; the first end is hinged to the bearing frame (10), and the second end is built in the chute of the cross bar (32); A stop structure (33) is further provided on the cross bar (32), and the stop structure (33) is configured to stop the second end when the second strut (23) makes a jacking movement to prevent the second strut (23) from sliding reversely.

7. A vehicle based on a luggage rack system according to claim 6, characterized in that, The jacking assembly (20) further includes a lifting hinge seat (24), the lifting hinge seat (24) is fixed on the bearing frame (10), and the second hinge end of the first strut (22) and the first end of the second strut (23) are both hinged to the lifting hinge seat (24).

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