Anti-rollover golf cart and using method thereof

Abstract

The invention relates to the technical field of golf carts, and provides an anti-rollover golf cart which comprises a body and anti-rollover assemblies, the anti-rollover assemblies are fixedly connected to the left side surface and the right side surface of the body, and each anti-rollover assembly comprises an inclination angle measuring unit, a supporting rod, a telescopic unit, a damper, an elastic component and a buffer rod. One end of the supporting rod is hinged to the surface of the body, one end of the telescopic unit is hinged to the surface, close to the body, of the supporting rod, the other end of the telescopic unit is hinged to the surface of the body, and the supporting rod is provided with a containing groove in the length direction; the damper is installed in the containing groove, one end of the damper is fixedly connected with the bottom of the containing groove, the other end of the damper is fixedly connected with the buffer rod, and the elastic component is located in the containing groove and arranged on the damper in a sleeving mode. Rollover of the golf cart can be avoided, and safe and stable operation of the golf cart is guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of golf carts, and in particular to an anti-rollover golf cart and a method of using the same. Background Art

[0002] With the popularity of golf, four-wheeled golf carts are becoming an important means of transportation on golf courses and are being used more and more frequently. However, existing four-wheeled golf carts have many design deficiencies, especially in terms of driving stability, which makes them difficult to meet actual usage requirements.

[0003] Golf courses feature complex and diverse terrain, often featuring slopes, curves, and uneven surfaces. Existing four-wheeled golf carts are prone to rollover accidents when operating in these conditions due to their high center of gravity, poorly designed suspension systems, and chassis structures. A rollover not only damages the cart but also poses a serious threat to the lives of those on board, disrupting the normal course of golf. Furthermore, traditional golf carts lack effective anti-rollover control mechanisms for sharp turns and emergency avoidance maneuvers, further increasing the risk of rollover.

[0004] Although there are some improvement solutions for vehicle rollover prevention in the existing technology, due to the unique usage scenarios and performance requirements of golf carts, these solutions are difficult to apply directly or cannot achieve the ideal rollover prevention effect. Therefore, there is an urgent need to design a stable four-wheeled golf cart with rollover prevention function to improve the safety and stability of the vehicle when driving on complex terrain and meet the higher requirements of golf for transportation. Summary of the Invention

[0005] Based on this, in order to solve the problem that the existing golf cart has an unsatisfactory anti-rollover effect, the present invention provides an anti-rollover golf cart and a method of using the same. The specific technical solutions are as follows:

[0006] A rollover-resistant golf cart comprises a body and an rollover-resistant assembly, wherein the rollover-resistant assembly is fixedly connected to the left and right side surfaces of the body, and comprises an inclination measuring unit, a support rod, a telescopic unit, a damper, an elastic component and a buffer rod. The inclination measuring unit is used to measure the inclination of the body, one end of the support rod is hinged to the surface of the body, one end of the telescopic unit is hinged to the surface of the support rod close to the body, and the other end of the telescopic unit is hinged to the surface of the body, the support rod is provided with a receiving groove along the length direction, the damper is installed in the receiving groove and one end is fixedly connected to the bottom of the receiving groove, the other end of the damper is fixedly connected to the buffer rod, and the elastic component is located in the receiving groove and is sleeved on the damper.

[0007] The anti-rollover golf cart continuously monitors the tilt state of the vehicle body through an inclination measuring unit. The support rod is hinged to the surface of the main body and can rotate around the hinge point under the drive of the telescopic unit, thereby controlling the lifting height and force of the support rod. A damper and an elastic component are arranged in the receiving groove, which can effectively attenuate the vibration of the buffer rod during movement and provide a strong elastic restoring force when the golf cart tilts. The damper and the elastic component jointly adjust the vehicle body posture to prevent the golf cart from rolling over and ensure the safe and stable operation of the golf cart.

[0008] Preferably, the anti-rollover assembly also includes a support plate, a slide rail and a limit block. The support plate extends from the edge of one side of the surface of the support rod close to the main body along the length direction of the support rod. The slide rail is arranged on the support plate along the length direction of the support plate. The limit block is fixedly mounted on the buffer rod and is slidably connected to the slide rail.

[0009] Preferably, the anti-rollover assembly also includes a first bracket, a second bracket and a third bracket, the first bracket and the third bracket are fixedly mounted on the left and right side surfaces of the main body, one end of the support rod is hinged to the first bracket through a pin, the other end of the telescopic unit is hinged to the third bracket through a pin, the second bracket is fixedly mounted on the bottom of the surface of the support rod close to the main body, and one end of the telescopic unit is hinged to the second bracket through a pin.

[0010] Preferably, the anti-rollover golf cart further includes a control unit, which is mounted on the body and signal-connected to the tilt measurement unit. The control unit obtains a current tilt angle and a current tilt angular velocity based on a tilt angle signal fed back by the tilt measurement unit, and responds to a corresponding execution strategy based on the current tilt angle, the current tilt angular velocity, and a pre-stored tilt risk level.

[0011] Preferably, the method for obtaining the pre-stored tilt risk level matrix specifically includes:

[0012] Based on the tilt angle, tilt angular velocity and the overall weight of the golf cart, a tilt risk level matrix is ​​obtained through a fuzzy logic algorithm.

[0013] A method for using a rollover-resistant golf cart, applied to the rollover-resistant golf cart, comprises the following steps:

[0014] During the driving of the golf cart, the current tilt angle of the vehicle body is continuously monitored by the tilt measuring unit;

[0015] The telescopic parameters of the telescopic unit are controlled in real time according to the current tilt angle to adjust the body posture and prevent the golf cart from rolling over.

[0016] Preferably, the specific method of controlling the telescopic parameters of the telescopic unit in real time according to the tilt angle includes the following steps:

[0017] Get the current tilt angular velocity according to the current tilt angle;

[0018] Based on the tilt angle, tilt angular velocity and the overall weight of the golf cart, a tilt risk level matrix is ​​obtained through a fuzzy logic algorithm;

[0019] A corresponding execution strategy is responded to according to the current tilt angle, the current tilt angular velocity and the tilt risk level matrix.

[0020] Preferably, the specific method of executing the corresponding strategy according to the current tilt angle, the current tilt angular velocity and the tilt risk level matrix response includes the following steps:

[0021] Obtaining a specific tilt risk level according to the current tilt angle, the current tilt angular velocity, and the tilt risk level matrix;

[0022] An execution strategy is acquired according to the specific risk level, and a scaling parameter of the scaling unit is controlled according to the execution strategy.

[0023] Preferably, the telescopic unit is a hydraulic telescopic rod, and the telescopic parameters include the telescopic speed, hydraulic pressure and telescopic length of the hydraulic telescopic rod.

[0024] Preferably, the specific risk levels include alert level, warning level and danger level, the execution strategies include prediction mode, level one response and emergency braking, and the alert level, warning level and danger level correspond one-to-one to the prediction mode, level one response and emergency braking respectively. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The present invention can be further understood from the following description in conjunction with the accompanying drawings. The components in the figures are not necessarily drawn to scale, but rather the emphasis is placed on illustrating the principles of the embodiments. In different views, the same reference numerals designate corresponding parts.

[0026] Figure 1 FIG1 is a perspective view of an anti-rollover golf cart according to an embodiment of the present invention.

[0027] Figure 2 The figure is a perspective schematic diagram of an anti-rollover assembly for an anti-rollover golf cart according to one embodiment of the present invention.

[0028] Figure 3 Schematic cross-sectional view of an anti-rollover assembly in one embodiment of the present invention.

[0029] Figure 4 This is a schematic exploded front view of an anti-rollover assembly in one embodiment of the present invention.

[0030] Figure 5Schematic diagram of an exploded rear view of an anti-rollover assembly in one embodiment of the present invention.

[0031] Figure 6 The figure is a schematic diagram of the overall process of a method for using an anti-rollover golf cart according to one embodiment of the present invention.

[0032] Figure 7 1 is a flow chart of a specific method for controlling the telescopic parameters of the telescopic unit in real time according to the tilt angle in one embodiment of the present invention.

[0033] Figure 8 The figure is a flowchart of a specific method for responding to a corresponding execution strategy in one embodiment of the present invention.

[0034] Description of reference numerals:

[0035] 1. Main body; 2. Anti-rollover assembly; 3. Solar panel; 4. Placement bucket; 21. Inclination measurement unit; 22. Support rod; 23. Telescopic unit; 24. Receiving slot; 25. Damper; 26. Buffer rod; 27. Elastic component; 28. Arc support plate; 29. ​​Limit block; 210. Slide rail; 220. Support plate. DETAILED DESCRIPTION

[0036] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with its embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and do not limit the scope of protection of the present invention.

[0037] It should be noted that when an element is referred to as being "fixed to" another element, it may be directly attached to the other element or there may be an intermediate element. When an element is referred to as being "connected to" another element, it may be directly connected to the other element or there may be an intermediate element. The terms "vertical," "horizontal," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only implementation methods.

[0038] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this invention pertains. The terms used herein in the specification of the present invention are for the purpose of describing specific embodiments only and are not intended to limit the present invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0039] The "first" and "second" in the present invention do not represent specific quantities and orders, but are only used to distinguish names.

[0040] Example 1:

[0041] like Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 as well as Figure 5 As shown, an anti-rollover golf cart according to an embodiment of the present invention includes a body 1 and an anti-rollover assembly 2, wherein the anti-rollover assembly 2 is fixedly connected to the left and right side surfaces of the body 1, and includes an inclination measuring unit 21, a support rod 22, a telescopic unit 23, a damper 25, an elastic component 27 and a buffer rod 26. The inclination measuring unit 21 is used to measure the inclination of the body 1. One end of the support rod 22 is hinged to the surface of the body 1, one end of the telescopic unit 23 is hinged to the surface of the support rod 22 close to the body 1, and the other end of the telescopic unit 23 is hinged to the surface of the body 1. The support rod 22 is provided with a receiving groove 24 along its length. The damper 25 is installed in the receiving groove 24 and one end is fixedly connected to the bottom of the receiving groove 24. The other end of the damper 25 is fixedly connected to the buffer rod 26. The elastic component 27 is located in the receiving groove 24 and is sleeved on the damper 25.

[0042] As a preferred technical solution, the anti-rollover assembly 2 further includes a slide rail 210, a stopper 29, a first bracket, a second bracket, and a third bracket. The edge of the support rod 22 on one side of the surface close to the body 1 extends along the length of the support rod 22 to form a support plate 220. The slide rail 210 is arranged on the support plate 220 along the length of the support plate. The stopper 29 is fixedly mounted on the buffer rod 26 and is slidably connected to the slide rail 210. One end of the telescopic unit 23 is hinged to the support plate 220.

[0043] The slider and the slide rail 210 are provided and slidably connected to the slide rail 210 to ensure stable movement of the buffer rod 26, prevent the buffer rod 26 from shaking, and ensure the normal operation of the anti-rollover assembly 2. A gap is left between the curved support plate 28 and the support rod 22, specifically between the curved support plate and the support plate, to reserve space for the movement of the curved support plate 28 during the anti-rollover process, avoid interference, and ensure the effective implementation of the anti-rollover function.

[0044] Specifically, the support rod 22 is integrally formed, and the telescopic unit 23 can be a hydraulic telescopic rod. The inclination measurement unit 21 utilizes a high-precision inclination sensor, which can sensitively detect even the slightest tilt angle changes during driving. These sensors are symmetrically located on the left and right surfaces of the golf cart body 1 to comprehensively monitor the body's tilt and ensure a timely rollover prevention response. The support rod 22 is constructed from a high-strength, lightweight alloy, ensuring sufficient support strength while reducing the overall weight of the golf cart.

[0045] The first support and the third support are fixedly installed on the left and right side surfaces of the body 1, one end of the support rod 22 is hinged to the first support through a pin shaft, the other end of the telescopic unit 23 is hinged to the third support through a pin shaft, the second support is fixedly installed on the surface of the support rod 22 close to the bottom of the body 1, and one end of the telescopic unit 23 is hinged to the second support through a pin shaft.

[0046] The support rod 22 is hinged to the surface of the golf cart body 1 through a flexible rotating pin shaft, can smoothly rotate around the hinge point under the drive of the hydraulic telescopic rod, and the two ends of the hydraulic telescopic rod are respectively hinged to the support rod 22 and the surface of the golf cart body 1 through pin shafts, so that the height control of the support rod 22 can be realized. The inside accommodating groove 24 of the support rod 22 is open at one end and closed at the other end. The damper 25 adopts an oil damping principle and can effectively attenuate the vibration of the buffer rod 26 in the movement process. The elastic component 27 sleeved on the surface of the damper 25 can be selected as a shock absorbing spring, which is made of high-quality spring steel material with high elasticity and fatigue resistance, and can provide strong elastic recovery force when the golf cart is tilted. The arc-shaped support plate 28 fixedly installed at the bottom of the buffer rod 26 is designed in an arc shape in accordance with the principles of ergonomics and mechanics, can form good adhesion with the ground, and disperses the support force.

[0047] As shown in Figure 1 , in the normal driving state of the golf cart, the damper 25 is in the longest stroke state. When the golf cart is about to roll over, the anti-rollover assembly can be lifted up by the extension of the telescopic unit 23, so as to present an unfolded state, and the unfolding angle can be controlled between 45-60 degrees. After the anti-rollover assembly is unfolded, if the golf cart continues to roll over, the arc-shaped support plate 28 is in contact with the ground, so as to give a lateral support force to the golf cart, and the arc-shaped support plate 28 exerts a pressure on the damper 25 after being extruded, and the damper 25, the buffer rod 26 and the shock absorbing spring 27 jointly act on the extrusion force of the arc-shaped support plate 28 to attenuate and buffer the extrusion force.

[0048] As shown in Figure 1 , the top of the golf cart body 1 can be fixedly installed with a solar panel 3, which can convert light energy into electrical energy to power the driving system, the anti-rollover assembly and the like of the golf cart, reduce the dependence on traditional batteries, realize green energy saving, and prolong the cruising range of the golf cart. The rear seat of the golf cart body 1 is fixedly installed with a placing barrel 4 to facilitate the storage of articles and improve the practicability and functionality of the golf cart.

[0049] A rubber buffer pad is bonded on the bottom of the arc-shaped support plate 28 through an adhesive, and the surface of the rubber buffer pad is provided with anti-skid lines. By arranging the rubber buffer pad and the anti-skid lines, the ground adhesion of the golf cart on complex ground can be enhanced, and the anti-rollover performance and driving stability can be improved.

[0050] As shown in Figure 6As shown, this embodiment also provides a method for using an anti-rollover golf cart, which is applied to the anti-rollover golf cart and includes the following steps:

[0051] S1 , during the driving process of the golf cart, the current tilt angle of the vehicle body is continuously monitored by the tilt angle measurement unit 21 .

[0052] S2, controlling the telescopic parameters of the telescopic unit 23 in real time according to the current tilt angle to adjust the vehicle body posture to prevent the golf cart from rolling over.

[0053] Specifically, the telescopic unit 23 is preferably a hydraulic rod, and the telescopic parameters of the hydraulic telescopic rod include, but are not limited to, telescopic speed, hydraulic pressure, and telescopic length. For example, a mapping function can be constructed to correspond one-to-one between different tilt angles and telescopic parameters. For example, different telescopic speeds, hydraulic pressures, and telescopic lengths corresponding to different tilt angles can be pre-set. The telescopic parameters of the telescopic unit 23 can then be controlled in real time based on the mapping function and the current tilt angle.

[0054] The working principle of the anti-rollover golf cart in this embodiment is as follows: during driving, the tilt sensor continuously monitors the tilt angle of the vehicle body. When encountering complex terrain and causing the tilt angle of the vehicle body to reach a preset dangerous value, the tilt sensor immediately transmits a signal to the control system, which quickly activates the hydraulic telescopic rod. The hydraulic telescopic rod extends and pushes the support rod 22 to rotate around the pin shaft, so that the arc-shaped support plate 28 contacts the ground, increasing the support points and support area of ​​the golf cart.

[0055] During this process, the impact rod 26, reacting to the ground's reaction force, compresses the damper 25 and the shock-absorbing spring upward. The damper 25 absorbs the impact energy, while the shock-absorbing spring provides elastic cushioning. Together, they adjust the vehicle's posture and prevent the cart from tipping over. Once the cart stabilizes, the hydraulic telescopic rod retracts, driving the impact rod 26 and the curved support plate 28 back to their normal state.

[0056] At the same time, the solar panel 3 provides power for various systems of the golf cart, the storage bucket 4 meets the storage needs of items, and other structures cooperate with each other to ensure the safe and stable operation of the golf cart.

[0057] In summary, the anti-rollover golf cart can continuously monitor the tilt state of the vehicle body through the inclination measuring unit 21. The support rod 22 is hinged to the surface of the main body 1 and can smoothly rotate around the hinge point under the drive of the telescopic unit 23, thereby controlling the lifting height and force of the support rod 22. The damper 25 and the elastic component 27 are arranged in the accommodating groove 24, which can effectively attenuate the vibration of the buffer rod 26 during movement and provide a strong elastic restoring force when the golf cart tilts. The damper 25 and the elastic component 27 jointly adjust the vehicle body posture to prevent the golf cart from rolling over and ensure the safe and stable operation of the golf cart.

[0058] As a preferred technical solution, the anti-rollover golf cart further includes a control unit, which is mounted on the body 1 and signal-connected to the tilt measurement unit 21. The control unit obtains a current tilt angle and a current tilt angular velocity based on the tilt angle signal fed back by the tilt measurement unit 21, and responds to a corresponding execution strategy based on the current tilt angle, the current tilt angular velocity, and a pre-stored tilt risk level.

[0059] The method for obtaining the pre-stored tilt risk level matrix specifically includes: obtaining the tilt risk level matrix through a fuzzy logic algorithm based on the tilt angle, the tilt angular velocity and the overall weight of the golf cart.

[0060] The overall weight of the golf cart can be acquired by a strain gauge pressure sensor installed at the connection point between the chassis and the suspension system, specifically expressed as m sensor Preferably, since the motor current of the electric golf cart is proportional to the load, the overall weight m of the golf cart can be estimated indirectly by obtaining the real-time current I and combining it with the vehicle speed and the road slope α (obtained by the inclination sensor). For example, the overall weight m of the golf cart is Where r is the radius of the golf cart wheel, g is the acceleration of gravity, α is the road slope, μ is the rolling resistance coefficient and can be calibrated by experiment, K t Represents the motor torque constant. This can compensate for the limitations of load cells (such as providing redundancy in the event of a sensor failure) and reduce reliance on a single sensor.

[0061] Furthermore, the direct measurement value collected by the strain gauge pressure sensor and the indirect estimated value m calculated based on the motor current can be compared. current Perform Kalman filter fusion to eliminate noise (such as sensor drift, current fluctuation) and output high-precision real-time weight value m real Specifically, m real =w·m sensor +(1-w)·m current Wherein: w is a preset weight coefficient, which can be dynamically adjusted according to the accuracy of the strain gauge pressure sensor. For example, when the accuracy of the strain gauge pressure sensor is high (eg, 0.05-0.1% FS), w = 0.7 or 0.8.

[0062] Preferably, if Figure 7 As shown, the specific method for controlling the telescopic parameters of the telescopic unit in real time according to the tilt angle includes the following steps:

[0063] S3, obtaining the current tilt angular velocity according to the current tilt angle;

[0064] S4, obtaining a tilt risk level matrix based on the tilt angle, the tilt angular velocity, and the overall weight of the golf cart through a fuzzy logic algorithm;

[0065] S5, responding to a corresponding execution strategy according to the current tilt angle, the current tilt angular velocity, and the tilt risk level matrix.

[0066] Specifically, in step S5, as shown in the table below, the specific method of responding to a corresponding execution strategy according to the current tilt angle, the current tilt angular velocity, and the tilt risk level matrix includes the following steps: Figure 8

[0067] S51, obtaining a specific tilt risk level according to the current tilt angle, the current tilt angular velocity, and the tilt risk level matrix.

[0068] S52, obtaining an execution strategy according to the specific risk level, and controlling the telescopic parameter of the telescopic unit according to the execution strategy.

[0069] Preferably, the specific risk level includes but is not limited to a warning level, a warning level, and a danger level, the execution strategy includes a pre-judgment mode, a first-level response, and an emergency brake, and the warning level, the warning level, and the danger level are one-to-one corresponding to the pre-judgment mode, the first-level response, and the emergency brake. The telescopic unit is a hydraulic telescopic rod, and the telescopic parameter includes the telescopic speed, the hydraulic pressure, and the telescopic length of the hydraulic telescopic rod. The three specific risk levels of the warning level, the warning level, and the danger level gradually increase, and the corresponding tilt angle, tilt angular velocity, and overall weight of the golf cart also gradually increase. As for the numerical range of the tilt angle and the tilt angular velocity corresponding to the specific risk level, it can be adjusted according to the actual situation.

[0070] Since weight is a key factor affecting the rollover risk of the golf cart (when the load is heavy, the center of gravity of the vehicle body is raised, and the rollover threshold is reduced), the weight can be integrated into the specific tilt risk level, and the safety threshold can be corrected based on the fuzzy logic algorithm to ensure the accuracy of risk assessment.

[0071] For example, assuming that the tilt angle is θ and the tilt angular velocity is dθ / dt (unit ° / s), the tilt risk level matrix is shown in the table below:

[0072]

[0073] ​It should be noted that the parameters in the above table are only exemplary and can be adjusted according to different scenarios. The heavy load here means that the overall weight of the golf cart is greater than the preset heavy load threshold, such as 800kg. Unloaded means that the overall weight of the golf cart is less than the preset unloaded threshold (such as 500kg). When the preset unloaded threshold ≤ the overall weight of the golf cart ≤ the preset heavy load threshold, it can be determined as medium load. For example, when the overall weight of the golf cart is less than 500k, that is, when it is in an unloaded state, if the tilt angle is between 0-3° or the tilt angular velocity is less than 0.5° / s, the specific tilt risk level is the warning level. If it is in a heavy load state, the corresponding tilt angle and tilt angular velocity will be relatively reduced.

[0074] Preferably, for the tilt risk level matrix, a medium load state can also be introduced, so that different specific risk levels correspond to a tilt angle value range and a tilt angular velocity value range under no-load, medium load and heavy load states, so as to refine the coverage and accuracy of the risk assessment.

[0075] The fuzzy logic algorithm takes as input the tilt angle, tilt angular velocity, and the total weight of the golf cart, and outputs a specific risk level. This approach can address multivariable coupling issues (e.g., a heavy load combined with a small tilt angle could trigger a high risk).

[0076] In predictive mode, the hydraulic pressure can be set to 0.5MPa, the hydraulic pressure corresponding to the first-level response is set to 1.2MPa, and the hydraulic pressure corresponding to emergency braking is set to 2.0MPa, triggering ABS linkage. Other telescopic parameters, such as telescopic speed and telescopic length, can be set and adjusted according to the execution strategy. For example, the basic telescopic speed and basic telescopic length of the hydraulic telescopic rod corresponding to different execution strategies can be pre-set, and then the basic telescopic speed and basic telescopic length can be compensated according to the current tilt angle, current tilt angular velocity, and the current overall weight of the golf cart.

[0077] By incorporating weight into tilt risk grading through fuzzy logic algorithm, a tilt risk level matrix with more comprehensive coverage is constructed to ensure the accuracy of risk assessment.

[0078] Example 2:

[0079] It should be understood that this embodiment at least includes all the technical features of the above embodiments, and is further described in detail based on the above embodiments.

[0080] In this embodiment, weight is used as the core input variable, and the dynamic PID control algorithm and multi-stage pressure regulation mechanism are optimized. Based on the dynamically adjusted and corrected PID parameters, the parameters of the hydraulic telescopic rod, such as the telescopic speed and hydraulic pressure, are adjusted to ensure that the hydraulic telescopic rod can provide appropriate support force and response speed under different weights.

[0081] Specifically, the PID parameters are dynamically modified by integrating the tilt angle, tilt angular velocity and weight, and the proportional gain Integral gain Differential gain

[0082] Among them, k1, k2, k3, k4, and k5 are all weight coefficients calibrated through experiments. For example, k3 is the influence coefficient of weight on the proportional link. When overloaded, k3 increases, the proportional gain increases, and greater support force is provided; the proportional gain increases with increasing weight to ensure that sufficient support force is quickly provided when overloaded; the integral gain increases with increasing weight to accelerate the elimination of static errors (for example, the tilt angle persists when overloaded, and the integral term needs to accumulate faster); the differential gain increases with increasing weight to predict the tilt trend in advance (the vehicle body inertia is large when overloaded, and the support rod position needs to be adjusted earlier).

[0083] In the first embodiment, the hydraulic pressure under different execution strategies is fixed and lacks flexibility. This embodiment will dynamically adjust the pressure threshold according to the weight to ensure that the support force matches the weight. Specifically, the dynamically adjusted pressure threshold P is obtained according to the formula P=P0+k6·m, where P0 is the basic hydraulic pressure when no-load (such as P0 corresponding to the pre-judgment mode, first-level response and emergency braking are 0.5MPa, 1.2MPa and 2.0MPa respectively), and k6 is the correction coefficient of weight to pressure (such as k6=0.1MPa / 100kg), which can be adjusted according to different experience settings or scenarios.

[0084] For example, the hydraulic pressure values ​​corresponding to the different modified execution strategies are shown in the following table:

[0085] Execution Strategy Empty (<500kg) Medium load (500≤m≤800kg) Heavy load (m>800kg) Prediction Mode 0.5MPa 0.6MPa 0.7MPa First-level response 1.2MPa 1.4MPa 1.6MPa emergency braking 2.0MPa 2.3MPa 2.6MPa

[0086] When overloaded, the pressure under emergency braking increases from 2.0MPa to 2.6MPa to ensure that the support rod can provide sufficient support force to prevent rollover; the pressure adjustment is linked to the risk level and execution strategy. When the risk level is upgraded (such as from alert level to warning level), the pressure mode is automatically switched and the pressure value is adjusted according to the weight.

[0087] Preferably, when heavily loaded, the vehicle body has greater inertia, requiring a faster response. In this case, the hydraulic pump flow rate is dynamically adjusted based on the weight, increasing the telescopic rod's extension and retraction speed as the weight increases. For example, the hydraulic pump flow rate Q is dynamically adjusted according to the formula Q = k7·m, where k7 is a preset flow correction factor.

[0088] When overloaded, the force on the buffer rod increases, and the oil damping coefficient needs to be increased. At this time, the oil damping coefficient can be dynamically adjusted according to the weight to attenuate vibration and improve stability. For example, according to the formula Dynamically adjust the hydraulic pump flow Q, k8 is the preset damping correction coefficient.

[0089] In this embodiment, the effect can be verified by simulation + actual test to ensure the performance under different weights and different road conditions. For example, MATLAB / Simulink can be used to establish a golf cart dynamics model (including weight, tilt, hydraulic system) to simulate performance indicators under scenarios such as slope driving (α=15°) and emergency steering (dθ / dt=3° / s) under no-load (m=400kg), medium-load (m=600kg), and heavy-load (m=900kg). Alternatively, a load sensor, tilt sensor, and hydraulic pressure sensor can be installed on a physical golf cart, and a slope (α=10°-20°) and uneven road surface (bumpiness ±5cm) can be set up in the test field to test the anti-rollover effect under different weights.

[0090] In summary, this embodiment uses a closed-loop design of weight perception, risk coupling, and parameter optimization to dynamically adjust PID parameters and multi-level pressure modes, enabling the hydraulic system to provide appropriate support force and response speed under different weights. This achieves full-scenario adaptive adjustment of the golf cart's hydraulic parameters, effectively improving driving stability and safety under complex road conditions and enhancing the anti-rollover effect.

[0091] The technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0092] The above-described embodiments merely illustrate several implementations of the present invention, and while their descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent. It should be noted that a person skilled in the art would be able to make numerous variations and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present invention. Therefore, the scope of protection of the patent for this invention shall be determined by the appended claims.

Claims

1. A rollover-resistant golf cart, comprising a body, characterized in that: The anti-rollover golf cart also includes an anti-rollover assembly, which is fixedly connected to the left and right side surfaces of the body. The anti-rollover assembly includes an inclination measuring unit, a support rod, a telescopic unit, a damper, an elastic component and a buffer rod. The inclination measuring unit is used to measure the inclination of the body. One end of the support rod is hinged to the surface of the body, one end of the telescopic unit is hinged to the surface of the support rod close to the body, and the other end of the telescopic unit is hinged to the surface of the body. The support rod is provided with a receiving groove along the length direction. The damper is installed in the receiving groove and one end is fixedly connected to the bottom of the receiving groove. The other end of the damper is fixedly connected to the buffer rod. The elastic component is located in the receiving groove and is sleeved on the damper.

2. The anti-rollover golf cart according to claim 1, characterized in that: The anti-rollover assembly also includes a support plate, a slide rail and a limit block. The support plate extends from the edge of one side of the surface of the support rod close to the main body along the length direction of the support rod. The slide rail is arranged on the support plate along the length direction of the support plate. The limit block is fixedly installed on the buffer rod and is slidably connected to the slide rail.

3. The anti-rollover golf cart according to claim 2, wherein: The anti-rollover assembly also includes a first bracket, a second bracket and a third bracket. The first bracket and the third bracket are fixedly mounted on the left and right side surfaces of the main body. One end of the support rod is hinged to the first bracket through a pin, and the other end of the telescopic unit is hinged to the third bracket through a pin. The second bracket is fixedly mounted on the bottom of the support rod close to the main body, and one end of the telescopic unit is hinged to the second bracket through a pin.

4. The anti-rollover golf cart according to claim 1, wherein: The anti-rollover golf cart further includes a control unit mounted on the body and signal-connected to the tilt measurement unit. The control unit obtains a current tilt angle and a current tilt angular velocity based on a tilt angle signal fed back by the tilt measurement unit, and responds to a corresponding execution strategy based on the current tilt angle, the current tilt angular velocity, and a pre-stored tilt risk level.

5. The anti-rollover golf cart according to claim 4, characterized in that: The method for obtaining the pre-stored tilt risk level matrix specifically includes: Based on the tilt angle, tilt angular velocity and the overall weight of the golf cart, a tilt risk level matrix is ​​obtained through a fuzzy logic algorithm.

6. A method for using a rollover-resistant golf cart, applied to the rollover-resistant golf cart according to any one of claims 1 to 5, characterized in that: The method for using the anti-rollover golf cart comprises the following steps: During the driving of the golf cart, the current tilt angle of the vehicle body is continuously monitored by the tilt measuring unit; The telescopic parameters of the telescopic unit are controlled in real time according to the current tilt angle to adjust the body posture and prevent the golf cart from rolling over.

7. A method for using a rollover-resistant golf cart as claimed in claim 6, characterized in that: The specific method for controlling the telescopic parameters of the telescopic unit in real time according to the tilt angle includes the following steps: Get the current tilt angular velocity according to the current tilt angle; Based on the tilt angle, tilt angular velocity and the overall weight of the golf cart, a tilt risk level matrix is ​​obtained through a fuzzy logic algorithm; A corresponding execution strategy is responded to according to the current tilt angle, the current tilt angular velocity and the tilt risk level matrix.

8. The method for using a rollover-resistant golf cart according to claim 7, wherein: The specific method of executing the corresponding strategy according to the current tilt angle, the current tilt angular velocity and the tilt risk level matrix comprises the following steps: Obtaining a specific tilt risk level according to the current tilt angle, the current tilt angular velocity, and the tilt risk level matrix; An execution strategy is acquired according to the specific risk level, and a scaling parameter of the scaling unit is controlled according to the execution strategy.

9. The method for using a rollover-resistant golf cart according to claim 8, wherein: The telescopic unit is a hydraulic telescopic rod, and the telescopic parameters include the telescopic speed, hydraulic pressure and telescopic length of the hydraulic telescopic rod.

10. The method for using a rollover-resistant golf cart according to claim 9, wherein: The specific risk levels include alert level, warning level and danger level, and the execution strategies include prediction mode, level one response and emergency braking. The alert level, warning level and danger level correspond one-to-one to the prediction mode, level one response and emergency braking respectively.

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