Roll-over prevention control method, device and vehicle

Abstract

The present application relates to the technical field of vehicle control, and provides a rollover prevention control method, device and 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 greater than the vehicle body swing change rate, and the roll angle is greater than a preset angle, determining that the vehicle will roll over; and controlling a support mechanism to perform a support action to reset the vehicle. By monitoring the roll angle and other attitude parameters in real time, calculating the height change rates of the front axle and the rear axle of the vehicle and the vehicle body swing change rate, a reaction can be made quickly when the vehicle is about to roll over, and the support mechanism is activated. The occurrence of rollover accidents is reduced, and the vehicle can also be helped to return to a normal driving state when the vehicle has already rolled over.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a rollover prevention control method and device and a vehicle. BACKGROUND

[0002] When a vehicle is running in extreme conditions, it often faces steep slopes, side slopes, mud, rocks and other complex terrains. These extreme conditions pose high requirements on the stability and safety of the vehicle. Due to the design of some vehicles with high vehicle center of gravity and large ground clearance to adapt to various harsh road conditions, but this also leads to a high rollover center. The high rollover center makes the vehicle more likely to lose balance when encountering steep slopes or side slopes, and then roll over or overturn. Once the vehicle overturns, not only will it cause damage to the vehicle, but also may cause serious personnel injuries, bringing huge economic losses to the vehicle owner.

[0003] In actual application, when the vehicle overturns or rolls over, other rescue vehicles often need to be on site for rescue. However, these extreme conditions usually occur in remote areas where traffic is not convenient, and rescue vehicles are difficult to arrive on site quickly. Waiting for rescue not only consumes time and effort, but also incurs high rescue costs. In addition, long waiting time may delay the rescue opportunity and increase the risk of personnel injury.

[0004] Therefore, how to take timely and effective preventive measures when the vehicle is about to overturn, and how to quickly restore the normal posture of the vehicle after the vehicle overturns, have become technical problems to be solved. SUMMARY

[0005] Therefore, the embodiments of the present application provide a rollover prevention control method, device and vehicle, which can monitor the vehicle posture in real time, predict the rollover risk and take corresponding measures, assist the vehicle to reset to the normal posture, and improve the stability and safety of the vehicle in extreme conditions.

[0006] A first aspect of the embodiments of the present application provides a rollover prevention control method of a vehicle, the vehicle comprising a support mechanism connected to a vehicle body, the support mechanism being used to contact the ground and provide a support force for the vehicle to reset when the vehicle overturns, the method comprising:

[0007] Obtaining posture parameter data, the posture parameter data comprising roll angle data;

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

[0009] Calculating a 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 the preset angle, it is determined that the vehicle will roll over;

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

[0012] The embodiments of the present application can quickly respond when the vehicle is about to roll over by monitoring the roll angle and other attitude parameters in real time, calculating the height change rates of the front axle and the rear axle, and the vehicle body swing change rate. This method not only improves the safety of the vehicle in bad road conditions and reduces the occurrence of rollover accidents, but also helps the vehicle to return to normal driving state when the vehicle has rolled over, greatly reducing the rescue cost and time.

[0013] In one embodiment, the front axle height change rate and the rear axle height change rate are calculated based on the attitude parameter data, comprising:

[0014] The left and right side height differences of the front axle and the rear axle are calculated;

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

[0016] The embodiments of the present application can more accurately reflect the degree of inclination of the vehicle in different directions by calculating the left and right side height differences of the front axle and the rear axle. This method not only considers the overall attitude change of the vehicle, but also pays attention to the local inclination, thereby improving the accuracy of rollover prediction.

[0017] In one embodiment, the attitude parameter data further comprises the distance of the left front wheel from the ground at a specified height The front left suspension stroke position The distance of the right front wheel from the ground at a specified height The front right suspension stroke position The distance of the left rear wheel from the ground at a specified height The left rear suspension stroke position The distance of the right rear wheel from the ground at a specified height D rr , the right rear suspension stroke 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 The left and right side height differences of the front axle ΔH f ;

[0020] According to the formula The left and right side height differences of the rear axle ΔHr ;

[0021] The front axle height change rate H' is calculated according to the formula f ;

[0022] The rear axle height change rate H' is calculated according to the formula r .

[0023] The embodiments of the present application introduce more specific attitude parameters, including the distance of each wheel from the ground and the suspension stroke position. The introduction of these parameters makes the process of calculating the front axle and rear axle height change rate more comprehensive and accurate. For example, by measuring the distance of each wheel from the ground, the attitude 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 vehicle models and different road conditions.

[0024] In one embodiment, the attitude parameter data further includes wheel distance Wt and roll angle θ r ;

[0025] The formula for calculating the body roll change rate is

[0026] The embodiments of the present application increase the wheel distance and roll angle as parameters for calculating the body roll change rate. The wheel distance 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 rollover critical point can be more accurately evaluated. For example, when turning at high speed, the roll angle of the vehicle will increase, and at this time, by calculating the body roll 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 being arranged on both sides of the vehicle body, and the method further comprises:

[0028] Calculating the ratio of the larger one of the front axle height change rate and the rear axle height change rate to the body roll change rate

[0029] If the first threshold value < H' / H' < the second threshold value, then activate the first support mechanism and the second support mechanism;

[0030] If the second threshold value < H' / H' < the third threshold value, then control the first support mechanism to deploy to the side where the roll occurs;

[0031] If H' / H' > the third threshold value, then control the first support mechanism to deploy to the side where the roll does not occur; ​​​​if the roll angle is greater than the third threshold value, the second support mechanism on the side farther from the ground is controlled to be deployed.

[0032] The embodiments of the present application describe the control logic of the support mechanism, including the first support mechanism (lateral support) and the second support mechanism (top support). By calculating the ratio of the front axle height change rate and the rear axle height change rate to the body swing change rate, and setting different threshold values, 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 appropriate measures according to different rollover risk levels. For example, when the vehicle roll angle is small but there is a rollover risk, the support mechanism can be activated in advance and be ready to deploy 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 less 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] wherein h cg is the height of the vehicle body center of gravity.

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

[0037] The second aspect of the embodiments of the present application provides a vehicle rollover prevention control device, the vehicle comprising a support mechanism connected to the vehicle body, the support mechanism being used to contact the ground and provide a support force for the vehicle to reset when the vehicle rolls over, the rollover prevention control device comprising:

[0038] a data acquisition unit configured to acquire attitude parameter data, the attitude parameter data comprising roll angle data;

[0039] a height change rate calculation unit configured to calculate a front axle height change rate and a rear axle height change rate based on the attitude parameter data;

[0040] a swing change rate calculation unit configured to calculate a body swing change rate based on the attitude parameter data;

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

[0042] a control unit configured to control the support mechanism to perform a support action to reset the vehicle.

[0043] The embodiments of the present application include 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 attitude parameters of the vehicle, the height change rate calculation unit and the swing change rate calculation unit are responsible for processing data, the judgment unit is responsible for evaluating the rollover risk, and the control unit is responsible for controlling the action of the support mechanism. Not only improves the safety of the vehicle in bad road conditions, reduces the occurrence of rollover accidents, but also helps the vehicle to restore to normal driving state in the case of vehicle rollover, greatly reduces the rescue cost and time.

[0044] The third aspect of the embodiments of the present application provides a vehicle including a support mechanism and a rollover prevention control device, the rollover prevention control device is configured to perform the method provided by the first aspect of the embodiments of the present application.

[0045] In one embodiment, the support mechanism includes a first support mechanism, the first support mechanism includes a first sleeve, a pair of first worms, and a pair of first rollers, the first sleeve is horizontally fixed on the top of the vehicle body, a pair of the first worms are movably arranged inside the first sleeve and can respectively extend out of the two ends of the first sleeve, the end of the first worm facing the outside of the first sleeve is connected with 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 embodiments of the present application includes a first sleeve, a pair of first worms, and a pair of first rollers. The first sleeve is horizontally fixed on the top of the vehicle body, the worm can be telescoped 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 quickly extend out when the vehicle rolls over, providing stable support force. Especially during the process of vehicle rollover, the roller can reduce the friction with the ground, making it easier for the vehicle to restore to normal attitude. 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 out of the end away from the vehicle bottom, the end of the second worm facing the outside of the second sleeve is connected with 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 comprises a second sleeve, a second worm and a second roller. The second sleeve is fixed to the two sides of the vehicle body in the vertical direction, 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 be deployed on the side of the vehicle that is higher from the ground when the vehicle is on the ground, thereby providing a righting support force for the vehicle and enabling the vehicle to return to the normal posture. This structure ensures that the system can effectively function in different rollover conditions and enhances the reliability and safety of the system.

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

[0050] It can be understood that the beneficial effects of the second aspect to the third aspect can be referred to the related description in the first aspect, which will not be repeated here. BRIEF DESCRIPTION OF DRAWINGS

[0051] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiments or prior art description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0052] Figure 1 is a flowchart of a vehicle anti-rollover control method provided by an embodiment of the present application;

[0053] Figure 2 is a flowchart of a vehicle anti-rollover control method provided by another embodiment of the present application;

[0054] Figure 3 is a schematic diagram of the arrangement of a laser range finder provided by another embodiment of the present application;

[0055] Figure 4 is a flowchart of a vehicle anti-rollover control method provided by another embodiment of the present application;

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

[0057] Figure 6is a structural schematic diagram of a support mechanism provided by an embodiment of the present application.

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

[0059] In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular sequences of acts, techniques, etc., in order to provide a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application can be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known methods, devices, circuits, and

[0060] It is to be understood that the terminology "includes", "has", "holds", "contains" or "comprising", "comprised of" or "comprising", as used in the specification and in the following claims, indicates the presence of the described features, integers, steps, operations, elements, and / or components, but does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0061] It is also to be understood that the terminology "and / or" as used in the specification and in the following claims, indicates any combination of the associated listed items, as well as all possible combinations of the items.

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

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

[0064] Reference to "one embodiment" or "some embodiments" etc. in the specification or claims of this application means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the application. The appearances of the phrases "in one embodiment" or "in some embodiments" or "in other embodiments" or "in still other embodiments" etc. in various places in the specification are not necessarily all referring to the same embodiment, although they can. The terms "comprising," "including," "having" and their variants, etc. mean "including but not limited to," unless expressly specified otherwise.

[0065] As Figure 1 shown, the vehicle anti-rollover control method provided by the embodiments of the application includes the following steps S101-S105:

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

[0067] In application, the attitude parameter data can be acquired by sensors installed on the vehicle. These sensors include but are not limited to vehicle attitude sensors, laser range finders, ultrasonic radars or optical imaging devices, etc. The attitude parameter data mainly includes roll angle data, as well as other key parameters such as the speed, acceleration, roll angular velocity, heading angle, shock absorber stroke position, etc. of the vehicle. These data provide a basis for subsequent calculation and judgment.

[0068] Step S102, calculating the front axle height change rate and the rear axle height change rate based on the attitude parameter data.

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

[0070] Step S104, determining that the vehicle will roll over when the larger one 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.

[0071] Step S105, controlling the support mechanism to perform a support action to reset the vehicle.

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

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

[0074] Step S201: 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;

[0075] Step S202: Calculate the front axle height change rate based on the height difference between the left and right sides of the front axle, and calculate the rear axle height change rate based on the height difference between the left and right sides of the rear axle.

[0076] This application's embodiments, by calculating the left and right height differences between the front and rear axles, can more accurately reflect the vehicle's tilt in different directions. This method not only considers the overall attitude changes of the vehicle but also focuses on local tilt conditions, thereby improving the accuracy of rollover prediction.

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

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

[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 for measurement. D rrThese sensors can monitor the height changes of the vehicle in different road conditions in real time. In some high-end vehicles, optical imaging devices can also be used to assist in measuring the distance from the wheels to the ground, improving the accuracy and reliability of the measurement.

[0084] In application, a stroke sensor can be installed at the suspension position of each wheel to measure the stroke position of the suspension S rr These sensors can reflect the suspension state of the vehicle in different road conditions, helping to more accurately determine the inclination of the vehicle. All sensors are connected to the central computing unit through the vehicle network (such as CAN bus) for real-time data transmission. The central computing unit is responsible for collecting and processing these data for subsequent calculation and judgment.

[0085] In application, to ensure the accuracy of the data, the sensors are calibrated regularly. Especially after the vehicle has been used for a long time or has passed through rough roads, the sensor drift and error can be eliminated.

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

[0087] In one embodiment, the attitude parameter data further includes wheel track Wt and roll angle θ r ;

[0088] The formula for calculating the body roll change rate is

[0089] The embodiments of the present application increase the wheel track and roll angle as parameters for calculating the body roll change rate. The wheel track reflects the width of the vehicle, while the roll angle directly reflects the degree of inclination of the vehicle. By including these two parameters in the calculation, the behavior characteristics of the vehicle at the rollover critical point can be more accurately evaluated. For example, when turning at high speed, the roll angle of the vehicle will increase, and at this time, by calculating the body roll 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, the second support mechanism being arranged on both sides of the vehicle body, as Figure 4 shown, the method further comprises:

[0091] calculating the ratio of the larger one of the front axle height change rate and the rear axle height change rate to the body roll change rate

[0092] If the first threshold < If the value is less than or equal to the second threshold, then the first support mechanism and the second support mechanism are activated.

[0093] If the second threshold < If the value is less than or equal to the third threshold, then the first support mechanism is controlled to extend towards the side where the tilting occurred;

[0094] like >The third threshold will then control the deployment of the second support mechanism on the side farther from the ground.

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

[0096] In applications, when a vehicle travels on a side slope, the height variation rate of the front and rear axles increases significantly because the height of one side's wheels is significantly lower than the other. If the calculated first threshold is < If the value is less than or equal to the second threshold, the system will activate the first and second support mechanisms. Specifically, this could involve waking up the servo motor, preparing to drive the worm gear at any time, and being ready to handle potential rollover risks. Continuing to increase, in the second stage, the first support mechanism extends towards the side where the tilt occurred, providing lateral support to prevent the vehicle from tilting further. The servo motor continues to drive the first worm gear to extend towards the side where the tilt occurred, and the first roller contacts the ground, providing lateral support. If Continuing to increase, entering the third stage, the servo motor of the second support mechanism on the side farther from the ground drives the second worm gear to extend, and the second roller contacts the ground, providing top support force to ensure the vehicle does not completely roll over. When the vehicle drops below the first threshold, the support mechanism retracts, and the vehicle returns to normal operation.

[0097] This 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 change rate of front and rear axle height to the change rate of vehicle body sway and setting different thresholds, the support mechanism can be activated and controlled in stages. This staged control strategy not only improves the system's response speed but also enables corresponding measures to be taken according to different rollover risk levels. For example, when the vehicle roll angle is small but there is a risk of rollover, the support mechanism can be activated in advance, ready to deploy at any time; when the roll angle is large, the corresponding side support mechanism can be deployed quickly to ensure vehicle safety.

[0098] In one embodiment, the preset angle is configured to be less than the roll stability angle β, and the formula for calculating the roll stability angle β is:

[0099] β=arctan(0.5×Wt / h cg );

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

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

[0102] This embodiment of the application, by setting a preset angle less than the roll stability angle β, ensures timely intervention when the vehicle approaches the rollover threshold. The calculation formula for the roll stability angle β takes into account the vehicle's center of gravity height, which is crucial for rollover risk assessment under different vehicle models and load conditions. This method not only improves the system's versatility but also allows for personalized adjustments based on the characteristics of different vehicles, ensuring optimal safety performance.

[0103] It should be understood that the sequence number of each step in the above embodiments does not imply 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 this application.

[0104] This application also provides a vehicle rollover prevention control device for executing the steps in the above-described vehicle rollover prevention control method embodiments. The vehicle rollover prevention control device can be a virtual appliance within an electronic device, run by the electronic device's processor, or it can be the electronic device itself.

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

[0106] Data acquisition unit 101 is used to acquire attitude parameter data, including roll angle data;

[0107] The height change rate calculation unit 102 is used to calculate the front axle height change rate and the rear axle height change rate based on attitude parameter data.

[0108] The sway change rate calculation unit 103 is used to calculate the vehicle body sway change rate based on attitude 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 sway change rate and the roll angle is greater than a first threshold.

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

[0111] The embodiment of the present application comprises 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 attitude parameters of the vehicle, the height change rate calculation unit and the swing change rate calculation unit are responsible for processing data, the judgment unit is responsible for evaluating the rollover risk, and the control unit is responsible for controlling the action of the support mechanism. Not only improves the safety of the vehicle in bad road conditions, reduces the occurrence of rollover accidents, but also helps the vehicle to restore to normal driving state in the case of vehicle rollover, greatly reduces the rescue cost and time.

[0112] In application, each module in the anti-rollover control device of the vehicle can be a software program module, can also be realized by different logic circuits integrated in the processor, and can also be realized by multiple distributed processors.

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

[0114] In one embodiment, as shown in Figure 6 、 7 The support mechanism 2 comprises the first support mechanism 21, the first support mechanism 21 comprises a first sleeve 211, a pair of first worms 212 and a pair of first rollers 213, the first sleeve 211 is horizontally fixedly arranged on the top of the vehicle body 1, the pair of first worms 212 are movably arranged in the first sleeve 211 and can respectively extend out of the two ends of the first sleeve 211, the end of the first worm 212 towards the outside of the first sleeve 211 is connected with 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 has a rollover risk, the servo motor of the first support mechanism 21 is started to drive the first worm 212 on the corresponding side to extend out of the first sleeve 211, and the first roller 213 contacts the ground to provide a lateral support force to prevent the vehicle from continuing to tilt. If the rollover risk further increases, the servo motor continues to drive the first worm 212 to fully expand to the side where the tilt occurs, and the first roller 213 provides a stronger lateral support force to ensure the stability of the vehicle. When the rollover risk is removed, the servo motor is reversely driven to make the first worm 212 retract into the sleeve and return to the initial state.

[0116] The structure of the first support mechanism 21 of the embodiment of the present application comprises a first sleeve 211, a pair of first worms 212 and a pair of first rollers 213. The first sleeve 211 is horizontally fixed on the top of the vehicle body 1, the worms can be extended and retracted in the sleeve, and the central axis of the rollers is parallel to the vertical axis of the vehicle. This design enables the support mechanism 2 to quickly extend when the vehicle rolls over, providing stable support force. In particular, during the process of vehicle rollover, the rollers can reduce the friction with the ground, making it easier for the vehicle to return to the 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 comprises a second support mechanism 22 arranged on both sides of the vehicle body 1 in the vertical direction, the second support mechanism 22 comprises 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 be extended from one end away from the bottom of the vehicle, the second worm is connected to the second roller 222 at the end facing the outside of the second sleeve 221, 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 on the side farthest from the ground is fully extended, and the second roller 222 provides stronger support force to the top of the vehicle, enabling the vehicle to return to the normal posture. After the risk of rollover is eliminated, the servo motor is reversely driven to make the second worm retract into the sleeve, returning to the initial state.

[0119] The structure of the second support mechanism 22 of the embodiment of the present application comprises a second sleeve 221, a second worm and a second roller 222. The second sleeve 221 is fixed on both sides of the vehicle body 1 in the vertical direction, 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 on the side higher from the ground first when the top of the vehicle touches the ground, providing support force to the vehicle to return to the normal posture. This structure ensures that the system can work effectively in different rollover situations, enhancing the reliability and safety of the system.

[0120] In the above embodiments, the description of each embodiment focuses on different aspects, and the parts not described or recorded in a certain embodiment can be referred to the relevant description of other embodiments.

[0121] Those skilled in the art can understand that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be realized in electronic hardware or a combination of computer software and electronic hardware. Whether the functions are realized in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to realize the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0122] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, i.e. can be located in one place, or can be distributed to multiple network units. Part or all of the units can be selected to achieve the purpose of the embodiments according to actual needs.

[0123] The above embodiments are only used to illustrate the technical solutions of the present application, but not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that the technical solutions recorded in the foregoing embodiments can still be modified, or some technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A roll-over prevention control method of a vehicle, characterized by: 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 the vehicle to reset when the vehicle rolls over, and the method comprises: obtaining attitude parameter data, the attitude parameter data comprising 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 greater than the vehicle body swing change rate and the roll angle is greater than a preset angle, determining that the vehicle will roll over; controlling the support mechanism to perform a support action to reset the vehicle; the support mechanism comprises a first support mechanism for providing lateral support and a second support mechanism for providing top support, the second support mechanism being arranged on both sides of the vehicle body, and the method further comprises: calculating a ratio of the greater of the front and rear wheel height change rates to the body roll change rate If then activating the first support mechanism and the second support mechanism; If then the first support mechanism is controlled to deploy to the side of the roll occurrence; If then the second support mechanism on the side further from the ground is controlled to deploy.

2. The vehicle roll-over prevention control method according to claim 1, characterized by: the calculation of the front axle height change rate and the rear axle height change rate based on the attitude parameter data comprises: calculating a front axle left-right height difference and a rear axle left-right height difference; calculating the front axle height change rate based on the front axle left-right height difference and calculating the rear axle height change rate based on the rear axle left-right height difference.

3. The vehicle roll-over prevention control method according to claim 2, characterized by: The attitude parameter data further includes a left front wheel specified height distance from the ground Left front suspension stroke position Right front wheel specified height distance from the ground D fr Right front suspension stroke position S fr Left rear wheel specified height distance from the ground Left rear suspension stroke position Right rear wheel specified height distance from the ground D rr Right rear suspension stroke 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 The front axle left and right height difference ΔH is calculated f ; According to the formula The rear axle left and right side height difference AH is calculated r ; According to the formula The front axle height change rate H' is calculated f ; According to the formula The rate of change of the rear axle height H' is calculated r .

4. The vehicle roll-over prevention control method according to claim 1, characterized by: The attitude parameter data further comprises a wheel track Wt and a roll angle θ r ; The formula for calculating the body swing change rate is 5. The vehicle roll-over prevention control method according to claim 1, characterized by, the preset angle is configured to be less than a roll stability angle β, and the calculation formula of the roll stability angle β is: β = arctan (0.5 x Wt / h cg ); wherein h cg is the height of the center of gravity of the vehicle body.

6. A roll-over prevention control device for a vehicle of the roll-over prevention control method according to any one of claims 1 to 5, characterized by 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 the vehicle to reset when the vehicle rolls over, and the anti-rollover control device comprises: a data acquisition unit for acquiring attitude parameter data, the attitude parameter data comprising roll angle data; a height change rate calculation unit for calculating a front axle height change rate and a rear axle height change rate based on the attitude parameter data; a swing change rate calculation unit for calculating a vehicle body swing change rate based on the attitude parameter data; a judgment unit for determining that the vehicle will roll over when the larger one 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 value; a control unit for controlling the support mechanism to perform a support action to reset the vehicle.

7. A vehicle characterized by comprising: a support mechanism and an anti-rollover control device, the anti-rollover control device being used to perform the method of any one of claims 1-5.

8. The vehicle of claim 7, wherein, the support mechanism comprises a first support mechanism, the first support mechanism comprising a first sleeve, a pair of first worms and a pair of first rollers, the first sleeve being horizontally fixed to the top of the vehicle body, a pair of the first worms being movably arranged inside the first sleeve and being respectively capable of extending along both ends of the first sleeve, the end of the first worm facing the outside of the first sleeve being connected to the first roller, and the central axis of the first roller being parallel to the vertical axis of the vehicle.

9. The vehicle of claim 7, wherein, The support mechanism comprises second support mechanisms arranged on both sides of the vehicle body in the vertical direction, each of the second support mechanisms comprising a second sleeve, a second worm and a second roller, the second sleeve being fixedly arranged on one side of the vehicle body in the vertical direction, the second worm being movably arranged inside the second sleeve and being capable of extending from one end away from the bottom of the vehicle body, one end of the second worm towards the outside of the second sleeve being connected to the second roller, and the central axis of the second roller being perpendicular to the vertical axis of the vehicle.

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