Anti-rollover control method and device and vehicle

Abstract

The invention relates to the technical field of vehicle control, and provides an anti-rollover control method and device and a vehicle. The method comprises the following steps: acquiring attitude parameter data, wherein the attitude parameter data comprises roll angle data; calculating a front axle height change rate and a rear axle height change rate based on the attitude parameter data; calculating a vehicle body swing change rate based on the attitude parameter data; when the larger one of the front axle height change rate and the rear axle height change rate is larger than the vehicle body swing change rate and the roll angle is larger than a preset angle, it is determined that the vehicle is about to roll; and controlling the supporting mechanism to execute a supporting action so as to reset the vehicle. The height change rate of a front axle and a rear axle of the vehicle and the swing change rate of the vehicle body are calculated by monitoring attitude parameters such as a roll angle in real time, and a response can be made quickly when the vehicle is about to roll over to activate the supporting mechanism. The occurrence of rollover accidents is reduced, and the vehicle can be helped to recover to a normal driving state under the condition that the vehicle has rollover.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle control, and in particular to an anti-rollover control method, device and vehicle. Background Art

[0002] When vehicles are driving under extreme conditions, they often face a variety of complex terrains such as steep slopes, side slopes, mud, rocks, etc. These extreme conditions place extremely high demands on the stability and safety of the vehicle. Since some vehicles are designed with a higher center of gravity and a larger ground clearance to adapt to various harsh road conditions, this also leads to a higher rollover center of the vehicle. The high rollover center makes it easier for the vehicle to lose balance when encountering steep slopes or side slopes, and then roll over or roll over. Once a rollover occurs, it will not only cause damage to the vehicle, but may also cause serious casualties and bring huge economic losses to the owner.

[0003] In actual applications, when a vehicle rolls over or rolls over, other rescue vehicles are often needed for on-site rescue. However, these extreme conditions usually occur in remote areas with inconvenient transportation, and it is difficult for rescue vehicles to arrive at the scene quickly. Waiting for rescue is not only time-consuming and laborious, but also incurs high rescue costs. In addition, long waits may delay rescue opportunities and increase the risk of injury.

[0004] Therefore, how to take effective preventive measures in time when a vehicle is about to roll over, and how to quickly restore the vehicle to its normal position after the rollover occurs, have become technical problems that need to be solved urgently. Summary of the invention

[0005] In view of this, the embodiments of the present application provide an anti-rollover control method, device and vehicle, which can monitor the vehicle posture in real time, predict the rollover risk and take corresponding measures to assist the vehicle in resetting to a normal posture, thereby improving the stability and safety of the vehicle under extreme working conditions.

[0006] A first aspect of an embodiment of the present application provides a vehicle rollover prevention control method, wherein the vehicle includes a support mechanism connected to the vehicle body, the support mechanism is used to contact the ground and provide a support force for restoring the vehicle when the vehicle rolls over, and the method includes:

[0007] Acquiring attitude parameter data, wherein the attitude parameter data includes roll angle data;

[0008] Calculate the front axle height change rate and the rear axle height change rate based on the posture parameter data;

[0009] Calculating the vehicle body swing change rate based on the posture parameter data;

[0010] When the larger of the front axle height change rate and the rear axle height change rate is greater than the vehicle body swing change rate, and the roll angle is greater than a preset angle, it is determined that the vehicle will roll;

[0011] The supporting mechanism is controlled to perform a supporting action to reset the vehicle.

[0012] The embodiment of the present application can quickly respond and activate the support mechanism when the vehicle is about to roll over by monitoring attitude parameters such as roll angle in real time, calculating the height change rate of the front and rear axles of the vehicle and the swing change rate of the vehicle body. This method not only improves the safety of the vehicle under bad road conditions and reduces the occurrence of rollover accidents, but also helps the vehicle return to normal driving state when it has already rolled over, greatly reducing rescue costs and time.

[0013] In one embodiment, the calculating the front axle height change rate and the rear axle height change rate based on the posture parameter data includes:

[0014] Calculate the height difference between the left and right sides of the front axle and the height difference between the left and right sides of the rear axle;

[0015] The front axle height change rate is calculated based on the left-right height difference of the front axle, and the rear axle height change rate is calculated based on the left-right height difference of the rear axle.

[0016] The embodiment of the present application can more accurately reflect the degree of tilt of the vehicle in different directions by calculating the height difference between the left and right sides of the front and rear axles. This method not only considers the overall posture change of the vehicle, but also pays attention to the local tilt, thereby improving the accuracy of rollover prediction.

[0017] In one embodiment, the posture parameter data also includes the distance between the left front wheel and the ground at a specified height. Left front suspension travel position The distance between the right front wheel and the ground Right front suspension travel position The distance between the left rear wheel and the ground Left rear suspension travel position The distance D between the right rear wheel and the ground rr , right rear suspension travel position S rr ;

[0018] The front axle height change rate and the rear axle height change rate are calculated by the following formula:

[0019] According to the formula Calculate the height difference ΔH between the left and right sides of the front axle f ;

[0020] According to the formula Calculate the height difference ΔH between the left and right sides of the rear axler ;

[0021] According to the formula Calculate the front axle height change rate H′ f ;

[0022] According to the formula Calculate the rear axle height change rate H′ r .

[0023] The embodiment of the present application introduces more specific posture parameters, including the distance of each wheel from the ground and the suspension travel position. The introduction of these parameters makes the process of calculating the height change rate of the front and rear axles more comprehensive and accurate. For example, by measuring the distance of each wheel from the ground, the posture change of the vehicle in complex terrain can be more accurately judged. This not only improves the robustness of the system, but also enhances the adaptability to different models and different road conditions.

[0024] In one embodiment, the posture parameter data also includes wheelbase Wt and roll angle θ r ;

[0025] The calculation formula of the vehicle body swing change rate is:

[0026] The embodiment of the present application adds wheelbase and roll angle as parameters for calculating the body swing change rate. The wheelbase reflects the width of the vehicle, while the roll angle directly reflects the degree of inclination of the vehicle. By incorporating these two parameters into the calculation, the behavior characteristics of the vehicle at the critical point of rollover can be more accurately evaluated. For example, when turning at high speed, the roll angle of the vehicle will increase. At this time, by calculating the body swing change rate, the risk of rollover can be identified earlier, so that measures can be taken in advance to ensure the stability and safety of the vehicle.

[0027] In one embodiment, the support mechanism includes a first support mechanism for providing lateral support and a second support mechanism for providing top support, the second support mechanism is arranged on both sides of the vehicle body, and the method further includes:

[0028] Calculate the ratio of the larger of the front axle height change rate and the rear axle height change rate to the vehicle body swing change rate

[0029] If the first threshold < ≤ a second threshold, activating the first supporting mechanism and the second supporting mechanism;

[0030] If the second threshold < ≤ the third threshold, the first support mechanism is controlled to be deployed toward the side where the roll occurs;

[0031] like > the third threshold, the second supporting mechanism on the side farther from the ground is controlled to unfold.

[0032] The embodiment of the present application describes in detail the control logic of the support mechanism, including a first support mechanism (lateral support) and a second support mechanism (top support). By calculating the ratio of the height change rate of the front axle and the rear axle to the body swing change rate, and setting different thresholds, the support mechanism can be activated and controlled in stages. This staged control strategy not only improves the response speed of the system, but also can take corresponding measures according to different degrees of rollover risk. For example, when the vehicle's roll angle is small but there is a risk of rollover, the support mechanism can be activated in advance and ready to be deployed at any time; when the roll angle is large, the corresponding side support mechanism can be quickly deployed to ensure the safety of the vehicle.

[0033] In one embodiment, the preset angle is configured to be smaller than the roll stability angle β, and the calculation formula of the roll stability angle β is:

[0034] β=arctan(0.5×Wt / h cg );

[0035] Among them, h cg is the height of the vehicle's center of gravity.

[0036] The embodiment of the present application can ensure that timely measures are taken when the vehicle approaches the critical point of rollover by setting the preset angle to be less than the roll stability angle β. The calculation formula of the roll stability angle β takes into account the height of the center of gravity of the vehicle body, which is of great significance for the rollover risk assessment under different vehicle models and different load conditions. This method not only improves the versatility of the system, but also enables personalized adjustments based on the characteristics of different vehicles to ensure optimal safety performance.

[0037] A second aspect of an embodiment of the present application provides a vehicle rollover prevention control device, wherein the vehicle includes a support mechanism connected to the vehicle body, the support mechanism is used to contact the ground and provide a support force for restoring the vehicle when the vehicle rolls over, and the rollover prevention control device includes:

[0038] A data acquisition unit, used for acquiring attitude parameter data, wherein the attitude parameter data includes roll angle data;

[0039] A height change rate calculation unit, used for calculating a front axle height change rate and a rear axle height change rate based on the posture parameter data;

[0040] A swing change rate calculation unit, used for calculating the swing change rate of the vehicle body based on the posture parameter data;

[0041] a judgment unit, configured to determine that the vehicle will roll when the larger of the front axle height change rate and the rear axle height change rate is greater than the vehicle body swing change rate and the roll angle is greater than a first threshold;

[0042] The control unit is used to control the supporting mechanism to perform a supporting action so as to reset the vehicle.

[0043] The embodiment of the present application includes a data acquisition unit, a height change rate calculation unit, a swing change rate calculation unit, a judgment unit and a control unit. The data acquisition unit is responsible for real-time monitoring of the vehicle's posture parameters, the height change rate calculation unit and the swing change rate calculation unit are responsible for processing data, the judgment unit is responsible for assessing the rollover risk, and the control unit is responsible for controlling the action of the support mechanism. It not only improves the safety of the vehicle under harsh road conditions and reduces the occurrence of rollover accidents, but also helps the vehicle return to a normal driving state when the vehicle has already rolled over, greatly reducing the rescue cost and time.

[0044] A third aspect of an embodiment of the present application provides a vehicle, comprising a support mechanism and an anti-rollover control device, wherein the anti-rollover control device is used to execute the method provided in the first aspect of the embodiment of the present application.

[0045] In one embodiment, the support mechanism includes a first support mechanism, which includes a first sleeve, a pair of first worm gears and a pair of first rollers. The first sleeve is horizontally fixed on the top of the vehicle body, and the pair of first worm gears are movably arranged inside the first sleeve and can extend respectively along the two ends of the first sleeve. The end of the first worm gear facing the outside of the first sleeve is connected to the first roller, and the central axis of the first roller is parallel to the vertical axis of the vehicle.

[0046] The structure of the first support mechanism of the embodiment of the present application includes a first sleeve, a pair of first worms and a pair of first rollers. The first sleeve is fixed horizontally on the top of the vehicle body, and the worm can be extended and retracted in the sleeve, and the central axis of the roller is parallel to the vertical axis of the vehicle. This design enables the support mechanism to extend quickly when the vehicle rolls over, providing a stable support force. In particular, during the vehicle rollover process, the rollers can reduce friction with the ground, making it easier for the vehicle to return to a normal posture. This design not only improves the reliability of the support mechanism, but also enhances its adaptability in complex terrain.

[0047] In one embodiment, the support mechanism includes a second support mechanism arranged on both sides of the vehicle body in the vertical direction, the second support mechanism includes a second sleeve, a second worm and a second roller, the second sleeve is fixed on one side of the vehicle body in the vertical direction, the second worm is movably arranged inside the second sleeve and can extend along an end away from the bottom of the vehicle, the end of the second worm facing the outside of the second sleeve is connected to the second roller, and the central axis of the second roller is perpendicular to the vertical axis of the vehicle.

[0048] The structure of the second support mechanism of the embodiment of the present application includes a second sleeve, a second worm and a second roller. The second sleeve is fixedly arranged on both sides of the vehicle body in the vertical direction, and the worm can be extended and retracted in the second sleeve, and the central axis of the roller is perpendicular to the vertical axis of the vehicle. This design enables the support mechanism to first deploy the support mechanism on the side higher from the ground when the top of the vehicle is facing the ground, so as to provide a support force for the vehicle to return to the normal posture. This structure ensures that the vehicle can function effectively in different rollover situations, thereby enhancing the reliability and safety of the system.

[0049] The first aspect of the embodiment of the present application provides a vehicle rollover prevention control method, which can quickly respond to activate the support mechanism when the vehicle is about to roll over by monitoring attitude parameters such as roll angle in real time and calculating the height change rate of the front and rear axles of the vehicle and the swing change rate of the vehicle body. This method not only improves the safety of the vehicle under harsh road conditions and reduces the occurrence of rollover accidents, but also helps the vehicle return to normal driving state when the vehicle has already rolled over, greatly reducing rescue costs and time.

[0050] It can be understood that the beneficial effects of the second to third aspects mentioned above can be found in the relevant description of the first aspect mentioned above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0052] Figure 1 It is a flow chart of a vehicle rollover prevention control method provided by an embodiment of the present application;

[0053] Figure 2 is a flow chart of a vehicle rollover prevention control method provided by another embodiment of the present application;

[0054] Figure 3 is a schematic diagram of the arrangement of a laser rangefinder provided in yet another embodiment of the present application;

[0055] Figure 4 is a flow chart of a vehicle rollover prevention control method provided by another embodiment of the present application;

[0056] Figure 5 is a schematic structural diagram of an anti-rollover control device provided in one embodiment of the present application;

[0057] Figure 6is a structural schematic diagram of a support mechanism provided in one embodiment of the present application;

[0058] Figure 7 It is a structural schematic diagram of a support mechanism provided in one embodiment of the present application. DETAILED DESCRIPTION

[0059] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0060] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, wholes, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or combinations thereof.

[0061] It should also be understood that the term “and / or” used in the specification and appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0062] As used in the specification and appended claims of this application, the term "if" can be interpreted as "when" or "uponce" or "in response to determining" or "in response to detecting", depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" can be interpreted as meaning "uponce it is determined" or "in response to determining" or "uponce [described condition or event] is detected" or "in response to detecting [described condition or event]", depending on the context.

[0063] In addition, in the description of the present application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0064] References to "one embodiment" or "some embodiments" etc. described in the specification of this application mean that one or more embodiments of the present application include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0065] like Figure 1 As shown, the anti-rollover control method for a vehicle provided in an embodiment of the present application, the vehicle includes a support mechanism connected to the vehicle body, the support mechanism is used to contact the ground and provide a support force for the vehicle to be reset when the vehicle rolls over, and the method includes the following steps S101 to S105:

[0066] Step S101, acquiring attitude parameter data, where the attitude parameter data includes roll angle data.

[0067] In the application, the attitude parameter data can be obtained through the sensors installed on the vehicle. These sensors include but are not limited to vehicle attitude sensors, laser rangefinders, ultrasonic radars or optical imaging devices. The attitude parameter data mainly includes roll angle data, as well as other key parameters such as vehicle speed, acceleration, roll angular velocity, heading angle, shock absorber travel position, etc. These data provide the basis for subsequent calculations and judgments.

[0068] Step S102: Calculate the front axle height change rate and the rear axle height change rate based on the posture parameter data.

[0069] Step S103, calculating the vehicle body swing change rate based on the posture parameter data;

[0070] Step S104: when the larger of the front axle height change rate and the rear axle height change rate is greater than the vehicle body swing change rate, and the roll angle is greater than a preset angle, it is determined that the vehicle will roll;

[0071] Step S105: Control the supporting mechanism to perform a supporting action to reset the vehicle.

[0072] The embodiment of the present application can quickly respond and activate the support mechanism when the vehicle is about to roll over by monitoring attitude parameters such as roll angle in real time, calculating the height change rate of the front and rear axles of the vehicle and the swing change rate of the vehicle body. This method not only improves the safety of the vehicle under bad road conditions and reduces the occurrence of rollover accidents, but also helps the vehicle return to normal driving state when it has already rolled over, greatly reducing rescue costs and time.

[0073] In one embodiment, Figure 2 As shown, step S102 includes the following steps S201 and S202:

[0074] Step S201, calculating the height difference between the left and right sides of the front axle and the height difference between the left and right sides of the rear axle;

[0075] Step S202, calculating the front axle height change rate based on the left and right side height difference of the front axle, and calculating the rear axle height change rate based on the left and right side height difference of the rear axle.

[0076] The embodiment of the present application can more accurately reflect the degree of tilt of the vehicle in different directions by calculating the height difference between the left and right sides of the front and rear axles. This method not only considers the overall posture change of the vehicle, but also pays attention to the local tilt, thereby improving the accuracy of rollover prediction.

[0077] In one embodiment, the posture parameter data also includes the distance between the left front wheel and the ground at a specified height. Left front suspension travel position The distance between the right front wheel and the ground Right front suspension travel position The distance between the left rear wheel and the ground Left rear suspension travel position The distance D between the right rear wheel and the ground rr , right rear suspension travel position S rr ;

[0078] The front axle height change rate and the rear axle height change rate are calculated by the following formula:

[0079] According to the formula Calculate the height difference ΔH between the left and right sides of the front axle f ;

[0080] According to the formula Calculate the height difference ΔH between the left and right sides of the rear axle r ;

[0081] According to the formula Calculate the front axle height change rate H′ f ;

[0082] According to the formula Calculate the rear axle height change rate H′ r .

[0083] In applications, such as Figure 3 As shown, a laser rangefinder 12 or an ultrasonic radar can be installed near the wheels 11 at the four corners of the bottom of the vehicle body 1 to measure D rrThese sensors can monitor the height changes of the vehicle in real time under different road conditions. In some high-end models, optical imaging equipment can also be used to assist in measuring the distance between the wheel and the ground, improving the accuracy and reliability of the measurement.

[0084] In the application, a travel sensor can be installed at the suspension position of each wheel to measure the travel position of the suspension. S rr These sensors can reflect the suspension status of the vehicle under different road conditions and help to more accurately judge the tilt of the vehicle. All sensors are connected to the central computing unit through the vehicle network (such as CAN bus) to transmit data in real time. The central computing unit is responsible for collecting and processing this data for subsequent calculations and judgments.

[0085] In applications, in order to ensure the accuracy of data, sensors are calibrated regularly, especially after the vehicle has been used for a long time or has passed through harsh road conditions, to eliminate sensor drift and errors.

[0086] The embodiment of the present application introduces more specific posture parameters, including the distance of each wheel from the ground and the suspension travel position. The introduction of these parameters makes the process of calculating the height change rate of the front and rear axles more comprehensive and accurate. For example, by measuring the distance of each wheel from the ground, the posture change of the vehicle in complex terrain can be more accurately judged. This not only improves the robustness of the system, but also enhances the adaptability to different models and different road conditions.

[0087] In one embodiment, the posture parameter data also includes the wheelbase Wt and the roll angle θ r ;

[0088] The calculation formula of the body swing change rate is:

[0089] The embodiment of the present application adds wheelbase and roll angle as parameters for calculating the body swing change rate. The wheelbase reflects the width of the vehicle, while the roll angle directly reflects the degree of inclination of the vehicle. By incorporating these two parameters into the calculation, the behavior characteristics of the vehicle at the critical point of rollover can be more accurately evaluated. For example, when turning at high speed, the roll angle of the vehicle will increase. At this time, by calculating the body swing change rate, the risk of rollover can be identified earlier, so that measures can be taken in advance to ensure the stability and safety of the vehicle.

[0090] In one embodiment, the support mechanism includes a first support mechanism for providing lateral support and a second support mechanism for providing top support, and the second support mechanism is arranged on both sides of the vehicle body. Figure 4 As shown, the method also includes:

[0091] Calculate the ratio of the larger of the front axle height change rate and the rear axle height change rate to the body swing change rate

[0092] If the first threshold < ≤ a second threshold, activating the first supporting mechanism and the second supporting mechanism;

[0093] If the second threshold < ≤ the third threshold, the first support mechanism is controlled to be deployed toward the side where the roll occurs;

[0094] like > the third threshold, the second supporting mechanism on the side farther from the ground is controlled to unfold.

[0095] In an application, the first threshold may be 1, the second threshold may be 1.02, and the third threshold may be 1.05.

[0096] In applications, when a vehicle is driving on a side slope, the height change rate of the front and rear axles will increase significantly because the height of the wheels on one side is significantly lower than that of the other side. ≤ the second threshold, the system will activate the first support mechanism and the second support mechanism, specifically waking up the servo motor, ready to drive the worm at any time, and ready to deal with possible rollover risks at any time. Continue to increase, enter the second stage, the first support mechanism will be deployed to the side where the roll occurs, provide lateral support force, and prevent the vehicle from further tilting. The servo motor continues to drive the first worm to extend to the side where the roll occurs, and the first roller contacts the ground to provide lateral support force. Continue to increase, enter the third stage, the servo motor of the second support mechanism on the side farther from the ground drives the second worm to extend, and the second roller contacts the ground to provide top support force to ensure that the vehicle will not roll over completely. When it drops below the first threshold, the support mechanism is retracted and the vehicle enters a normal state.

[0097] The embodiment of the present application describes in detail the control logic of the support mechanism, including a first support mechanism (lateral support) and a second support mechanism (top support). By calculating the ratio of the height change rate of the front axle and the rear axle to the body swing change rate, and setting different thresholds, the support mechanism can be activated and controlled in stages. This staged control strategy not only improves the response speed of the system, but also can take corresponding measures according to different degrees of rollover risk. For example, when the vehicle's roll angle is small but there is a risk of rollover, the support mechanism can be activated in advance and ready to be deployed at any time; when the roll angle is large, the corresponding side support mechanism can be quickly deployed to ensure the safety of the vehicle.

[0098] In one embodiment, the preset angle is configured to be smaller than the roll stabilization angle β, and the calculation formula of the roll stabilization angle β is:

[0099] β=arctan(0.5×Wt / h cg );

[0100] Among them, h cg is the height of the vehicle's center of gravity.

[0101] In the application, the preset angle is configured as β-2°, and can be specifically configured as 40°. The roll stability angle β is the roll stability angle of different vehicles under rollover tests. It can also be calculated according to the formula β=arctan(0.5×Wt / h cg )calculate.

[0102] The embodiment of the present application can ensure that timely measures are taken when the vehicle approaches the critical point of rollover by setting the preset angle to be less than the roll stability angle β. The calculation formula of the roll stability angle β takes into account the height of the center of gravity of the vehicle body, which is of great significance for the rollover risk assessment under different vehicle models and different load conditions. This method not only improves the versatility of the system, but also enables personalized adjustments based on the characteristics of different vehicles to ensure optimal safety performance.

[0103] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0104] The present application also provides a vehicle rollover prevention control device for executing the steps in the above vehicle rollover prevention control method embodiment. The vehicle rollover prevention control device can be a virtual appliance in an electronic device, which is run by a processor of the electronic device, or it can be the electronic device itself.

[0105] like Figure 5 As shown, the vehicle rollover prevention control device 100 provided in the embodiment of the present application includes:

[0106] A data acquisition unit 101 is used to acquire attitude parameter data, where the attitude parameter data includes roll angle data;

[0107] A height change rate calculation unit 102 is used to calculate a front axle height change rate and a rear axle height change rate based on the posture parameter data;

[0108] A swing change rate calculation unit 103, used to calculate the swing change rate of the vehicle body based on the posture parameter data;

[0109] The judgment unit 104 is used to determine that the vehicle will roll when the larger of the front axle height change rate and the rear axle height change rate is greater than the vehicle body swing change rate and the roll angle is greater than a first threshold;

[0110] The control unit 105 is used to control the supporting mechanism to perform a supporting action to reset the vehicle.

[0111] The embodiment of the present application includes a data acquisition unit, a height change rate calculation unit, a swing change rate calculation unit, a judgment unit and a control unit. The data acquisition unit is responsible for real-time monitoring of the vehicle's posture parameters, the height change rate calculation unit and the swing change rate calculation unit are responsible for processing data, the judgment unit is responsible for assessing the rollover risk, and the control unit is responsible for controlling the action of the support mechanism. It not only improves the safety of the vehicle under harsh road conditions and reduces the occurrence of rollover accidents, but also helps the vehicle return to a normal driving state when the vehicle has already rolled over, greatly reducing the rescue cost and time.

[0112] In application, each module in the vehicle's anti-rollover control device may be a software program module, or may be implemented through different logic circuits integrated in a processor, or may be implemented through multiple distributed processors.

[0113] The third aspect of the embodiment of the present application provides a vehicle, including a support mechanism 2 and an anti-rollover control device 100, the anti-rollover control device 100 is used to perform the method provided by the first aspect of the embodiment of the present application. The support mechanism 2 is fixedly connected to the vehicle body 1. The support mechanism 2 includes a first support mechanism 21, a second support mechanism 22 and a servo motor 23.

[0114] In one embodiment, Figure 6 , 7 As shown, the support mechanism 2 includes a first support mechanism 21, which includes a first sleeve 211, a pair of first worm gears 212 and a pair of first rollers 213. The first sleeve 211 is horizontally fixed on the top of the vehicle body 1, and the pair of first worm gears 212 are movably arranged inside the first sleeve 211 and can extend from both ends of the first sleeve 211 respectively. One end of the first worm gear 212 facing the outside of the first sleeve 211 is connected to the first roller 213, and the central axis of the first roller 213 is parallel to the vertical axis of the vehicle.

[0115] In application, when the system detects that the vehicle is at risk of rollover, the servo motor of the first support mechanism 21 is started, driving the first worm 212 on the corresponding side to extend out of the first sleeve 211, and the first roller 213 then contacts the ground to provide lateral support force to prevent the vehicle from continuing to tilt. If the rollover risk increases further, the servo motor continues to drive the first worm 212 to fully unfold toward the side where the rollover occurs, and the first roller 213 provides a stronger lateral support force to ensure the stability of the vehicle. When the rollover risk is eliminated, the servo motor drives in the reverse direction to retract the first worm 212 into the sleeve and restore it to its initial state.

[0116] The structure of the first support mechanism 21 of the embodiment of the present application includes a first sleeve 211, a pair of first worm gears 212 and a pair of first rollers 213. The first sleeve 211 is horizontally fixed on the top of the vehicle body 1, and the worm gear can be extended and retracted in the sleeve, and the central axis of the roller is parallel to the vertical axis of the vehicle. This design enables the support mechanism 2 to be quickly extended when the vehicle rolls over, providing a stable support force. In particular, during the vehicle rollover process, the rollers can reduce friction with the ground, making it easier for the vehicle to return to a normal posture. This design not only improves the reliability of the support mechanism 2, but also enhances its adaptability in complex terrain.

[0117] In one embodiment, the support mechanism 2 includes a second support mechanism 22 arranged on both sides of the vehicle body 1 in the vertical direction, the second support mechanism 22 includes a second sleeve 221, a second worm and a second roller 222, the second sleeve 221 is fixed on one side of the vehicle body 1 in the vertical direction, the second worm is movably arranged inside the second sleeve 221 and can extend along an end away from the bottom of the vehicle, the end of the second worm facing the outside of the second sleeve 221 is connected to the second roller 222, and the central axis of the second roller 222 is perpendicular to the vertical axis of the vehicle.

[0118] In application, when the top of the vehicle touches the ground, the second worm gear on the side farther from the ground is driven to fully extend, and the second roller 222 provides a stronger top support force to make the vehicle return to the normal position. When the rollover risk is eliminated, the servo motor drives in the reverse direction to retract the second worm gear into the sleeve and return to the initial state.

[0119] The structure of the second support mechanism 22 of the embodiment of the present application includes a second sleeve 221, a second worm and a second roller 222. The second sleeve 221 is fixedly arranged on both sides of the vehicle body 1 in the vertical direction, and the worm can be extended and retracted in the sleeve, and the central axis of the roller is perpendicular to the vertical axis of the vehicle. This design enables the support mechanism 2 to be deployed first on the side higher from the ground when the top of the vehicle is facing the ground, providing a support force for the vehicle to return to the normal posture. This structure ensures that the vehicle can function effectively in different rollover situations, thereby enhancing the reliability and safety of the system.

[0120] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0121] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0122] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0123] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A vehicle rollover prevention control method, characterized in that: The vehicle comprises a support mechanism connected to the vehicle body, the support mechanism being used to contact the ground and provide a support force for restoring the vehicle when the vehicle rolls over, and the method comprising: Acquiring attitude parameter data, wherein the attitude parameter data includes roll angle data; Calculate the front axle height change rate and the rear axle height change rate based on the posture parameter data; Calculating the vehicle body swing change rate based on the posture parameter data; When the larger of the front axle height change rate and the rear axle height change rate is greater than the vehicle body swing change rate, and the roll angle is greater than a preset angle, it is determined that the vehicle will roll; The supporting mechanism is controlled to perform a supporting action to reset the vehicle.

2. The vehicle rollover prevention control method according to claim 1, characterized in that: The calculating the front axle height change rate and the rear axle height change rate based on the posture parameter data includes: Calculate the height difference between the left and right sides of the front axle and the height difference between the left and right sides of the rear axle; The front axle height change rate is calculated based on the left-right height difference of the front axle, and the rear axle height change rate is calculated based on the left-right height difference of the rear axle.

3. The vehicle rollover prevention control method according to claim 2, characterized in that: The posture parameter data also includes the distance D between the left front wheel and the ground at a specified height. fl , Left front suspension travel position S fl , the distance D between the right front wheel and the ground at the specified height fr , right front suspension travel position S fr , The distance between the left rear wheel and the ground at a specified height Left rear suspension travel position The distance D between the right rear wheel and the ground rr , right rear suspension travel position S rr ; The front axle height change rate and the rear axle height change rate are calculated by the following formula: According to the formula ΔH f =|(D fl +S fl )-(D fr +S fr )|Calculate the height difference ΔH between the left and right sides of the front axle f ; According to the formula Calculate the height difference ΔH between the left and right sides of the rear axle r ; According to the formula Calculate the front axle height change rate H′ f ; According to the formula Calculate the rear axle height change rate H′ r .

4. The vehicle rollover prevention control method according to claim 1, characterized in that: The posture parameter data also includes wheelbase Wt and roll angle θ r ; The calculation formula of the vehicle body swing change rate is:

5. The vehicle rollover prevention control method according to claim 1, characterized in that: The support mechanism includes a first support mechanism for providing lateral support and a second support mechanism for providing top support, wherein the second support mechanism is arranged on both sides of the vehicle body, and the method further includes: Calculate the ratio of the larger of the front axle height change rate and the rear axle height change rate to the vehicle body swing change rate like then activating the first supporting mechanism and the second supporting mechanism; like then controlling the first supporting mechanism to unfold toward the side where the roll occurs; like Then the second supporting mechanism on the side farther from the ground is controlled to unfold.

6. The vehicle rollover prevention control method according to claim 1, characterized in that: The preset angle is configured to be smaller than the roll stabilization angle β, and the calculation formula of the roll stabilization angle β is: β=arctan(0.5×Wt / h cg ); Among them, h cg is the height of the vehicle's center of gravity.

7. A vehicle rollover prevention control device, characterized in that: The vehicle comprises a support mechanism connected to the vehicle body, the support mechanism is used to contact the ground and provide a support force for restoring the vehicle when the vehicle rolls over, and the anti-rollover control device comprises: A data acquisition unit, used for acquiring attitude parameter data, wherein the attitude parameter data includes roll angle data; A height change rate calculation unit, used for calculating a front axle height change rate and a rear axle height change rate based on the posture parameter data; A swing change rate calculation unit, used for calculating the swing change rate of the vehicle body based on the posture parameter data; a judgment unit, configured to determine that the vehicle will roll when the larger of the front axle height change rate and the rear axle height change rate is greater than the vehicle body swing change rate and the roll angle is greater than a first threshold; The control unit is used to control the supporting mechanism to perform a supporting action so as to reset the vehicle.

8. A vehicle, characterized in that: The invention comprises a supporting mechanism and an anti-rollover control device, wherein the anti-rollover control device is used to execute the method according to any one of claims 1 to 6.

9. The vehicle according to claim 8, characterized in that The supporting mechanism includes a first supporting mechanism, which includes a first sleeve, a pair of first worm gears and a pair of first rollers. The first sleeve is horizontally fixed on the top of the vehicle body, and the pair of first worm gears are movably arranged inside the first sleeve and can extend respectively along the two ends of the first sleeve. One end of the first worm gear facing the outside of the first sleeve is connected to the first roller, and the central axis of the first roller is parallel to the vertical axis of the vehicle.

10. The vehicle according to claim 8, characterized in that The support mechanism includes a second support mechanism arranged on both sides of the vehicle body in the vertical direction, the second support mechanism includes a second sleeve, a second worm and a second roller, the second sleeve is fixedly arranged on one side of the vehicle body in the vertical direction, the second worm is movably arranged inside the second sleeve and can be extended along an end away from the bottom of the vehicle, the end of the second worm facing the outside of the second sleeve is connected to the second roller, and the central axis of the second roller is perpendicular to the vertical axis of the vehicle.

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