Anti-rollover control method for a stacker, electronic device, storage medium, and program product

Abstract

The application provides a stacking machine anti-rollover control method, an electronic device, a storage medium and a program product. The method comprises the following steps: acquiring an operating state parameter of a vehicle, and calculating a center of mass position of the vehicle based on the operating state parameter; wherein the state parameter comprises a load weight and a load height; based on the center of mass position, a driving speed and a tire angle, calculating a rollover torque generated when the vehicle turns and a stable torque resisting rollover; when a steering action is detected, comparing the rollover torque with the stable torque; if the rollover torque is greater than or equal to the stable torque, dynamically limiting the hydraulic flow of a steering oil cylinder according to the current driving speed; based on the current tire angle, the center of mass height and the wheelbase of the vehicle, calculating a maximum allowable driving speed, and when the current driving speed is greater than the maximum allowable driving speed, controlling the driving motor to brake so that the vehicle is slowed down to not exceed the maximum allowable driving speed.

Description

Technical Field

[0001] This application relates to the field of industrial vehicle safety control technology, and in particular to a forklift anti-tipping control method, electronic equipment, storage medium and program product. Background Technology

[0002] Forklifts, as key material handling equipment in warehousing and logistics systems, are widely used for lifting, stacking, and transferring goods. During actual operation, when a forklift is under high load and with a high mast, its high center of gravity and the concentration of most of its weight at the front can cause significant lateral forces at high turning speeds if the rear wheels swing excessively or at too high a speed. This can cause the vehicle's center of gravity to shift beyond the supported wheelbase, easily leading to a rollover accident and seriously threatening the safety of operators and the integrity of the equipment.

[0003] In existing technologies, some forklifts reduce the risk of rollover by limiting maximum travel speed or setting fixed steering angle thresholds. For example, some models automatically limit the travel speed to a lower level when the gantry rises above a preset height; other solutions use tilt sensors to monitor the vehicle's attitude, triggering emergency braking once the tilt exceeds a safety threshold. However, these methods mostly rely on static threshold judgments and do not comprehensively consider the dynamic coupling relationship between load weight, load height, travel speed, and steering angle. This leads to excessive limitation of vehicle performance under low-risk conditions, while still posing a risk of response lag or misjudgment under complex dynamic conditions, failing to achieve accurate and adaptive rollover risk prevention.

[0004] Therefore, there is an urgent need for a forklift anti-rollover control method that can integrate multi-dimensional operating status parameters in real time, dynamically assess vehicle stability boundaries, and actively intervene in driving and steering behavior, so as to effectively suppress the risk of rollover while ensuring operational efficiency. Summary of the Invention

[0005] This application provides a forklift anti-tipping control method, electronic equipment, storage medium, and program products to achieve the effect of ensuring operational efficiency while effectively suppressing the risk of tipping over.

[0006] In a first aspect, embodiments of this application provide a method for preventing a forklift from tipping over, including:

[0007] The system acquires the vehicle's operating status parameters and calculates the vehicle's center of gravity position based on these parameters. These parameters include load weight and load height. Based on the center of gravity position, driving speed, and tire angle, the system calculates the overturning moment and the stabilizing moment to resist rollover during cornering. When a steering action is detected, the overturning moment is compared with the stabilizing moment. If the overturning moment is greater than or equal to the stabilizing moment, the system dynamically limits the hydraulic flow of the steering cylinder based on the current driving speed. The system calculates the maximum permissible driving speed based on the current tire angle, center of gravity height, and vehicle track width. When the current driving speed exceeds this maximum permissible speed, the system controls the driving motor to brake, reducing the vehicle's speed to below the maximum permissible speed.

[0008] In one possible implementation, the vertical and longitudinal positions of the load center of mass in the vehicle coordinate system are determined based on the load weight and load height; and the load center of mass and the vehicle body center of mass are weighted and averaged to obtain the lateral offset and height value of the composite center of mass of the whole vehicle.

[0009] In one possible implementation, the corresponding maximum allowable steering flow rate is determined by querying a pre-established and stored correspondence between the current driving speed and the maximum allowable steering flow rate; based on the maximum allowable steering flow rate, an output signal is generated to control the steering proportion valve to limit the flow of hydraulic oil entering the steering cylinder.

[0010] In one possible implementation, the current center of gravity height and vehicle track width are obtained; based on the steering angle, center of gravity height, and track width, the maximum permissible driving speed is calculated by substituting them into the vehicle lateral stability critical condition formula.

[0011] In one possible implementation, the current turning radius is calculated based on the steering angle and the vehicle wheelbase; the turning radius, center of gravity height, and track width are substituted into the critical speed expression for lateral stability to calculate the maximum permissible driving speed.

[0012] In one possible implementation, a motor braking command proportional to the difference between the current driving speed and the maximum permissible driving speed is generated; the motor braking command is sent to the driving electronic control system to control the driving motor to output negative torque; the driving speed during the deceleration process is monitored in real time, and when the driving speed drops to equal to or below the maximum permissible driving speed, the output of the motor braking command is stopped.

[0013] Secondly, embodiments of this application provide a forklift anti-tipping control device, comprising:

[0014] The system includes: an acquisition module for acquiring vehicle operating status parameters and calculating the vehicle's center of gravity position based on these parameters; wherein the operating status parameters include load weight, load height, driving speed, and steering angle; a calculation module for calculating the centripetal force component and tire support force component based on the center of gravity position, driving speed, and steering angle; a first control module for dynamically limiting the hydraulic flow of the steering cylinder based on the current driving speed; a detection module for calculating the corresponding maximum permissible driving speed based on the current steering angle when steering action is detected; and a second control module for calculating the maximum permissible driving speed based on the current tire angle, center of gravity height, and vehicle track width, and controlling the driving motor to brake when the current driving speed exceeds the maximum permissible driving speed, thereby reducing the vehicle speed to below the maximum permissible driving speed.

[0015] Thirdly, embodiments of this application provide a forklift anti-tipping control device, including: a memory and a processor;

[0016] The memory stores computer-executed instructions;

[0017] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0018] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0019] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0020] The forklift anti-rollover control method, electronic device, storage medium, and program product provided in this application embodiment acquire vehicle operating status parameters and calculate the vehicle's center of gravity position based on these parameters. These parameters include load weight and load height. Based on the center of gravity position, travel speed, and tire angle, the overturning moment and the stabilizing moment against rollover are calculated. When a steering action is detected, the overturning moment is compared with the stabilizing moment. If the overturning moment is greater than or equal to the stabilizing moment, the hydraulic flow of the steering cylinder is dynamically limited based on the current travel speed. The maximum permissible travel speed is calculated based on the current tire angle, center of gravity height, and vehicle wheelbase. When the current travel speed exceeds this maximum permissible travel speed, the travel motor is controlled to brake, causing the vehicle to decelerate to below the maximum permissible travel speed. Attached Figure Description

[0021] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0022] Figure 1 A schematic diagram of the force analysis of the forklift provided in this application;

[0023] Figure 2 A flowchart illustrating the anti-tipping control method for forklifts provided in this application;

[0024] Figure 3 A schematic diagram of the equivalent analysis of the forklift anti-tipping control method provided in this application;

[0025] Figure 4 A schematic diagram illustrating the calculation of the minimum turning radius for the forklift anti-tipping control method provided in this application.

[0026] Figure 5 A schematic diagram of the anti-tipping control device for forklifts provided in this application;

[0027] Figure 6 This is a structural schematic diagram of the forklift anti-tipping control device provided in this application.

[0028] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0029] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0030] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0031] The forklift tipped over due to inertial forces, not a tripping hazard. A stress analysis of the product was performed, such as... Figure 1 As shown, Figure 1A schematic diagram of the force analysis of the forklift provided in this application:

[0032] Force analysis of the front and rear tires of the forklift (red dots in the diagram):

[0033] a. During vehicle operation, the electric motor provides the driving force to the wheels, which, after being amplified by the front axle reducer, is then supplied to the front axle wheels with a rearward driving force F. 动 ;

[0034] b. The frictional force F exerted on the wheels by the vehicle's mass and the surface conditions. 摩 ,F 动 >F 摩 The vehicle moves forward.

[0035] c. During turning, at the steering angle α, because the rear wheels are turning and are the driven wheels, the rear wheels are tractioned by the front wheels, i.e., the direction of travel... Traction generates a component force and ;

[0036] Treating the entire vehicle as a single unit, equivalent to a point mass, and performing a force analysis at the center of mass:

[0037] a. The center of mass is subjected to the driving force F from the wheel:

[0038] Resistance in the same direction as the rear tires ;

[0039] Force perpendicular to the direction of the rear tire ;

[0040] Longitudinal friction of front and rear tires and ;

[0041] b. As vehicle speed increases, the vehicle's inertia gradually increases. When the steering angle increases, the front wheels in the direction of steering will continuously experience force. Due to the high center of gravity, a lateral force is applied to the front wheels, then F 向 The larger F is 向 The increased force will have a lateral effect on the vehicle, causing the other front wheel to lift off the ground, eventually leading to a rollover.

[0042] Figure 2 This is a flowchart illustrating the forklift anti-tipping control method provided in this application, as shown below. Figure 2 As shown, the method includes:

[0043] S201. Obtain the vehicle's operating status parameters and calculate the vehicle's center of mass position based on the operating status parameters.

[0044] Operating status parameters refer to key physical quantities that affect vehicle stability, including load weight (measured by weighing sensors), load height (i.e., gantry lifting height, reflecting the vertical position of the cargo's center of gravity), and overall vehicle structural mass distribution (known body parameters).

[0045] The center of gravity (CG) refers to the spatial coordinates of the point where the entire mass of the vehicle (including load) is concentrated. It is usually expressed by horizontal offset and vertical height. The higher the CG and the further forward / rear the vehicle is, the more prone it is to instability.

[0046] The system acquires the current load mass through load weight measurement devices (such as pressure sensors) and the mast lifting height through height measurement devices (such as encoders or displacement sensors). The vehicle controller (VCU), combining the mass and geometric parameters of the forklift body (such as vehicle weight, center of gravity position, and mast structure), uses the torque balance principle or a pre-stored center of gravity mapping model to calculate the three-dimensional center of gravity coordinates of the entire vehicle, including the load (especially the center of gravity height h and lateral / longitudinal offset), in real time, providing basic data for subsequent stability assessment.

[0047] Alternatively, the centroid can be calculated as follows:

[0048] based on Figure 1 The force analysis shown transforms the forklift machine into an equivalent analysis as follows: Figure 3 The force diagram shown is as follows. Figure 3 A schematic diagram of the equivalent analysis of the forklift anti-tipping control method provided in this application.

[0049] The force balance formula is G·e=F·h'. When the lateral steering force is greater than the downforce of the entire vehicle, the forklift will tip over. θ is the tilt angle, and is the maximum preset value for tipping over.

[0050] G represents the weight of the equivalent center of gravity, and h' represents the height of the center of gravity. The calculation method uses a cumulative summation method, that is, accumulating the weights based on the positions of all vehicle components and the center of gravity. According to the design dimensions, the position and height of the combined center of gravity of all components can be determined. Specifically, a component is selected first, such as the front tire or wheel rim assembly, and its individual weight is calculated. Its center of mass position The unit is mm, and then another weight is added. For components, such as the drive axle, the added component's center of mass position B is... The mass of the synthesized component is then... The position of the centroid after synthesis ; ; Then, treat the two as a whole and update... Data, i.e. Calculate in this order, and finally... That is, G, the final one. That is, the height of the center of mass, h'.

[0051] S202. Based on the center of gravity position, driving speed and tire angle, calculate the overturning moment and the stabilizing moment to resist rollover when the vehicle is turning.

[0052] Overturning moment is the torque that causes a vehicle to roll outwards due to centrifugal force acting on its center of mass when it turns.

[0053] Stabilizing moment is the anti-rollover restoring moment generated by the horizontal distance between the vehicle's line of gravity and the supporting surface (tire contact line).

[0054] Tire angle refers to the deflection angle of the front wheel (or steering wheel) relative to the longitudinal axis of the vehicle, and is used to calculate the turning radius.

[0055] The VCU first calculates the current turning radius R based on the tire angle and vehicle wheelbase. Then, combining the driving speed v and center-of-gravity height h, it calculates the centrifugal force using the formula Fc = Rmv², and multiplies this by the center-of-gravity height to obtain the overturning moment Mroll = Fc⋅h. Simultaneously, based on the wheelbase t (center distance between the left and right tires) and the total vehicle weight mg, it calculates the lever arm of gravity on the rollover axle (usually t / 2), thus obtaining the stabilizing moment. .

[0056] This step enables a quantitative assessment of the vehicle's dynamic stability.

[0057] S203. When a steering action is detected, compare the overturning moment with the stabilizing moment;

[0058] Steering action refers to the behavior of a driver operating the steering wheel or steering handle, which causes a change in the angle of the steering wheels. This can be determined by the rate of change or threshold of the output signal of the steering angle measuring device.

[0059] Torque comparison involves comparing the real-time calculated overturning moment with the stabilizing moment to determine whether it is close to or exceeds the rollover critical point.

[0060] The system continuously monitors the output of the steering angle measuring device. When a tire angle change exceeds a set threshold (e.g., >1°) or the rate of change is significant, it determines that "steering action exists." At this point, the VCU compares the two torque values ​​calculated in S202. If no steering is detected, the stability intervention logic is skipped, and normal straight-line driving is maintained. This judgment mechanism avoids accidental triggering of restrictive measures while driving straight, improving the user experience.

[0061] S204. If the overturning moment is greater than or equal to the stabilizing moment, the hydraulic flow of the steering cylinder shall be dynamically limited according to the current driving speed.

[0062] The hydraulic flow rate of the steering cylinder is a key parameter that controls the speed of the steering actuator. The greater the flow rate, the more sensitive the steering; conversely, the slower the steering.

[0063] Dynamic restrictions refer to restrictions that are adjusted in real time according to vehicle speed, rather than being a fixed value.

[0064] When the risk of rollover is deemed high, the VCU sends a control signal to the steering proportion valve in the steering actuator to reduce its opening, thereby reducing the flow of hydraulic oil into the steering cylinder. Simultaneously, the limiting strategy is linked to the current vehicle speed: the higher the speed, the stronger the flow restriction (e.g., using an inverse proportional function or lookup table method), making steering "sluggish" at high speeds, forcing the driver to steer slowly and effectively reducing the risk of rollover caused by a sudden increase in centrifugal force.

[0065] S205. Calculate the maximum permissible driving speed based on the current tire angle, center of gravity height, and vehicle track width. When the current driving speed exceeds the maximum permissible driving speed, control the driving motor to brake and decelerate the vehicle to no more than the maximum permissible driving speed.

[0066] Optionally, the maximum permissible driving speed is determined as follows:

[0067] F is the rollover moment, which is known from the formula for steering centripetal force. ;

[0068] m is the total mass of the equipment.

[0069] like Figure 4 As shown, Figure 4 This is a schematic diagram illustrating the calculation of the minimum turning radius for the forklift anti-tipping control method provided in this application; r is the turning radius, where A constant, where B is the wheelbase, β is the tire steering angle, C is the distance from the steering knuckle to the outer contour of the configuration, and v is the vehicle speed;

[0070] e is the overturning arm, which is the horizontal distance from the center of gravity to the overturning line. e = f( H, M), where H refers to the height of the spreading device and m refers to the load weight.

[0071] Based on the above analysis, the maximum stable non-rollover speed under the current steering speed condition is:

[0072]

[0073] The forklift anti-rollover control method provided in this application obtains the vehicle's operating state parameters and calculates the vehicle's center of gravity position based on these parameters. These parameters include load weight and load height. Based on the center of gravity position, travel speed, and tire angle, the overturning moment and the stabilizing moment against rollover are calculated. When a steering action is detected, the overturning moment and the stabilizing moment are compared. If the overturning moment is greater than or equal to the stabilizing moment, the hydraulic flow of the steering cylinder is dynamically limited based on the current travel speed. The maximum permissible travel speed is calculated based on the current tire angle, center of gravity height, and vehicle track width. When the current travel speed is not greater than the maximum permissible travel speed, a safe steering speed is maintained. When the current travel speed is greater than the maximum permissible travel speed, the travel motor is controlled to brake, causing the vehicle to decelerate to below the maximum permissible travel speed.

[0074] Figure 2 Flowchart of the forklift anti-tipping control method provided in this application Figure 2 ,like Figure 2 As shown, in this embodiment... Figure 2 Based on the embodiments, the method for preventing the forklift from tipping over is described in detail. The method includes:

[0075] Optionally, the vertical and longitudinal positions of the load center of mass in the vehicle coordinate system are determined based on the load weight and load height; and the load center of mass and the vehicle body center of mass are weighted and averaged to obtain the lateral offset and height value of the composite center of mass of the whole vehicle.

[0076] Load centroid modeling: The goods carried by the forklift are usually concentrated at the front of the mast. Given the load weight (m_load) and the mast lifting height (h_lift), we can assume that the centroid of the goods is located at a fixed distance in front of the mast centerline (determined by the forklift structure), thus determining its longitudinal position x_load and vertical position z_load = h_lift + constant offset in the vehicle coordinate system.

[0077] Vehicle center of gravity synthesis: The mass m_body of the vehicle body (excluding load) and its inherent center of gravity positions (x_body, z_body) are known design parameters. The system calculates the composite center of gravity of the entire vehicle using a mass-weighted average formula.

[0078] Lateral offset: Under symmetrical loads and without lateral offset, the lateral offset is usually 0; however, if there is an asymmetrical load (such as a single-sided pallet), a lateral component y_total can be introduced.

[0079] Function: This method enables high-precision dynamic modeling of the centroid, which forms the basis for subsequent calculations of overturning moment and stabilizing moment.

[0080] Optionally, the corresponding maximum allowable steering flow rate is determined by querying the pre-established and stored correspondence between speed and maximum allowable steering flow rate based on the current driving speed; an output signal for controlling the steering ratio valve is generated based on the maximum allowable steering flow rate to limit the flow of hydraulic oil entering the steering cylinder.

[0081] Speed-Flow Mapping Table: During the system development phase, a look-up table is established through simulation or actual measurement to define the maximum allowable steering cylinder flow rate (unit: L / min) at different vehicle speeds. For example:

[0082] Vehicle speed ≤3km / h → 100% flow allowed (normal turning);

[0083] Vehicle speed = 6km / h → Traffic flow limited to 50%;

[0084] Vehicle speed ≥ 8km / h → Traffic flow limited to 20% (extremely slow turning);

[0085] Control execution: The VCU reads the current vehicle speed in real time, looks up the maximum allowable flow rate from the table, and then converts it into a PWM signal or analog voltage signal, which is output to the electronic control port of the steering proportional valve to adjust the valve core opening, thereby physically limiting the rate at which hydraulic oil flows into the steering cylinder.

[0086] Advantages: Compared to pure formula control, the lookup table method is more flexible, can incorporate nonlinear safety strategies, and is easy to calibrate and adjust on-site.

[0087] Optionally, the current center of gravity height and vehicle track width are obtained; based on the steering angle, center of gravity height, and track width, the maximum permissible driving speed is calculated by substituting them into the vehicle lateral stability critical condition formula.

[0088] Among them, the critical condition formula for lateral stability is used to describe the physical relationship when the overturning moment generated by centrifugal force and the stabilizing moment generated by gravity reach equilibrium during a vehicle's turn, and is used to derive the limit speed at which no rollover occurs.

[0089] Maximum permissible driving speed The theoretical maximum safe speed used to ensure that the vehicle does not roll over under the current steering angle, center of gravity height, and wheel track conditions is used as the actual control threshold after introducing a safety factor.

[0090] The vehicle control unit (VCU) obtains the current load status from the height measurement device and the load weight measurement device, and calculates the real-time center of gravity height h by combining the vehicle body structural parameters;

[0091] Read the fixed track width t (in meters) from the vehicle design parameters;

[0092] The current steering angle δ (unit: radians or degrees) is obtained through a steering angle measuring device.

[0093] Substitute h, t, and δ into the pre-defined critical condition formula for transverse stability, for example:

[0094]

[0095] Where g is the acceleration due to gravity and L is the vehicle wheelbase, the maximum permissible driving speed v under the current operating conditions can be directly calculated. max ;

[0096] The v max This serves as a benchmark threshold for subsequent speed determination and braking control.

[0097] Optionally, the current turning radius is calculated based on the steering angle and the vehicle wheelbase; the turning radius, center of gravity height, and track width are substituted into the expression for critical speed for lateral stability to calculate the maximum permissible driving speed.

[0098] Vehicle wheelbase (L): refers to the horizontal distance between the center of the front axle and the center of the rear axle, and is a key parameter for calculating the geometry of turning.

[0099] Turning radius (R): The radius of the arc corresponding to the trajectory of the vehicle's center of gravity when turning. The smaller R is, the sharper the turn and the higher the risk of rollover.

[0100] The expression for the critical velocity for lateral stability: based on the standard formula derived from mechanical equilibrium.

[0101]

[0102] This indicates that the maximum safe speed is positively correlated with the turning radius and negatively correlated with the center of gravity height.

[0103] The VCU obtains the current steering angle δ and the pre-stored vehicle wheelbase L;

[0104] Calculate the turning radius R using the Ackermann steering geometry approximation formula:

[0105]

[0106] (This approximation has sufficient accuracy for small angles or low-speed conditions.)

[0107] Simultaneously obtain the current center of gravity height h and wheel track t;

[0108] Substituting R, h, and t into the expression for the critical velocity for lateral stability:

[0109]

[0110] Calculate the maximum permissible speed under the current turning condition. ;

[0111] Optionally, multiply by a safety factor k (e.g., 0.85) to obtain the actual control threshold: .

[0112] Optionally, a motor braking command proportional to the difference between the current driving speed and the maximum permissible driving speed is generated; the motor braking command is sent to the driving electronic control system to control the driving motor to output negative torque; the driving speed during the deceleration process is monitored in real time, and the output of the motor braking command is stopped when the driving speed drops to equal or lower than the maximum permissible driving speed.

[0113] Motor braking command: A control signal generated by the vehicle controller to instruct the drive motor to enter braking mode, usually expressed in the form of target negative torque, braking current or PWM duty cycle.

[0114] Negative torque: The electromagnetic torque output by the motor is opposite to the direction of rotation, used to consume the vehicle's kinetic energy and achieve deceleration.

[0115] Driving electronic control system: refers to the inverter and control unit that drives the motor, which receives VCU commands and executes motor torque / speed control.

[0116] Proportional control is a feedback control strategy where the output is proportional to the error (in this case, the overspeed), resulting in fast response and no steady-state delay.

[0117] The VCU acquires the current driving speed v and the calculated maximum permissible driving speed v in real time. max ;

[0118] If v > vmax, calculate the overspeed: ;

[0119] Based on the preset proportional coefficient Kp, generate motor braking commands:

[0120]

[0121] (Tbrake is the required negative torque output from the motor).

[0122] The braking command is sent to the driving electronic control system via CAN bus or other vehicle communication protocols;

[0123] The driving electronic control system drives the motor to enter regenerative braking or energy consumption braking mode, outputting the corresponding negative torque to decelerate the vehicle;

[0124] The VCU continuously monitors vehicle speed feedback. Once it detects that v ≤ vmax, it immediately cancels the braking command (assuming Tbrake = 0) to avoid excessive deceleration.

[0125] The system returns to normal driving or controlled steering.

[0126] Figure 5 This is a schematic diagram of the structure of the forklift anti-tipping control device provided in this application, as shown below. Figure 5 As shown, the forklift anti-tipping control device 40 provided in this embodiment includes:

[0127] The acquisition module 401 is used to acquire the vehicle's operating status parameters and calculate the vehicle's center of gravity position based on the operating status parameters; wherein, the operating status parameters include load weight, load height, driving speed and steering angle;

[0128] The calculation module 402 is used to calculate the overturning moment and the stabilizing moment against rollover when the vehicle turns, based on the center of gravity position, driving speed and tire angle.

[0129] The first control module 403 is used to compare the overturning moment with the stabilizing moment when a steering action is detected;

[0130] The detection module 404 is used to dynamically limit the hydraulic flow of the steering cylinder according to the current driving speed if the overturning moment is greater than or equal to the stabilizing moment.

[0131] The second control module 405 is used to calculate the maximum permissible driving speed based on the current tire angle, center of gravity height and vehicle track width. When the current driving speed is greater than the maximum permissible driving speed, the driving motor is controlled to brake so that the vehicle decelerates to no more than the maximum permissible driving speed.

[0132] In one possible implementation, the calculation module 402 is used to determine the vertical and longitudinal positions of the load center of mass in the vehicle coordinate system based on the load weight and load height; and to perform a weighted average of the load center of mass and the vehicle body center of mass by combining the fixed mass of the vehicle body and its distribution parameters to obtain the lateral offset and height value of the composite center of mass of the whole vehicle.

[0133] In one possible implementation, the first control module 403 is used to query the pre-established and stored correspondence between speed and maximum allowable steering flow rate according to the current driving speed, determine the corresponding maximum allowable steering flow rate, and generate an output signal for controlling the steering ratio valve based on the maximum allowable steering flow rate to limit the flow of hydraulic oil entering the steering cylinder.

[0134] In one possible implementation, the detection module 404 is used to obtain the current center of gravity height and vehicle track width; based on the steering angle, center of gravity height and track width, the maximum permissible driving speed is calculated by substituting the vehicle lateral stability critical condition formula.

[0135] In one possible implementation, the second control module 405 is used to calculate the current turning radius based on the steering angle and the vehicle wheelbase; and to calculate the maximum permissible driving speed by substituting the turning radius, center of gravity height and wheelbase into the critical speed expression for lateral stability.

[0136] In one possible implementation, a motor braking command proportional to the difference between the current driving speed and the maximum permissible driving speed is generated; the motor braking command is sent to the driving electronic control system to control the driving motor to output negative torque; the driving speed during the deceleration process is monitored in real time, and the output of the motor braking command is stopped when the driving speed drops to equal to or below the maximum permissible driving speed.

[0137] The forklift anti-tipping control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0138] Figure 6 This is a structural schematic diagram of the forklift anti-tipping control device provided in this application. Figure 6 As shown, the electronic device 50 provided in this embodiment includes at least one processor 501 and a memory 502. Optionally, the device 50 further includes a communication component 503. The processor 501, memory 502, and communication component 503 are connected via a bus 504.

[0139] In a specific implementation, at least one processor 501 executes computer execution instructions stored in memory 502, causing at least one processor 501 to perform the above-described method.

[0140] The specific implementation process of processor 501 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0141] In the above embodiments, it should be understood that the processor 501 can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0142] The memory 502 may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0143] Bus 504 can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0144] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0145] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0146] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0147] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0148] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0149] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0150] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0151] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0152] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0153] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for preventing a forklift from tipping over, characterized in that, include: The vehicle's operating status parameters are obtained, and the vehicle's center of gravity position is calculated based on the operating status parameters; wherein, the operating status parameters include: load weight and load height; Based on the center of gravity position, driving speed and tire angle, calculate the overturning moment and the stabilizing moment to resist rollover when the vehicle turns; When a steering action is detected, the overturning moment is compared with the stabilizing moment; If the overturning moment is greater than or equal to the stabilizing moment, the hydraulic flow of the steering cylinder is dynamically limited according to the current driving speed. The maximum permissible driving speed is calculated based on the current tire angle, center of gravity height, and vehicle track width. When the current driving speed exceeds the maximum permissible driving speed, the driving motor is controlled to brake, so that the vehicle decelerates to no more than the maximum permissible driving speed.

2. The method according to claim 1, characterized in that, Based on the center of gravity position, driving speed, and tire angle, calculate the overturning moment and the stabilizing moment against rollover generated when the vehicle turns, including: Determine the vertical and longitudinal positions of the load's center of mass in the vehicle coordinate system based on the load weight and load height. By combining the fixed mass and distribution parameters of the vehicle body, a weighted average of the load center of mass and the vehicle body center of mass is performed to obtain the lateral offset and height value of the composite center of mass of the whole vehicle.

3. The method according to claim 1, characterized in that, The hydraulic flow to the steering cylinder is dynamically limited based on the current driving speed, including: Based on the current driving speed, query the pre-established and stored correspondence between speed and maximum permissible turning flow to determine the corresponding maximum permissible turning flow; Based on the maximum allowable steering flow rate, an output signal is generated to control the steering proportioning valve, thereby limiting the flow of hydraulic oil into the steering cylinder.

4. The method according to claim 1, characterized in that, The maximum permissible speed is calculated based on the current tire angle, center of gravity height, and vehicle track width, including: Obtain the current center of gravity height and vehicle track width; Based on the steering angle, center of gravity height, and wheel track, the maximum permissible driving speed is calculated by substituting the formula for the critical condition of vehicle lateral stability.

5. The method according to claim 4, characterized in that, Based on the steering angle, center of gravity height, and track width, the maximum permissible speed is calculated by substituting these parameters into the critical formula for vehicle lateral stability, including: Calculate the current turning radius based on the steering angle and vehicle wheelbase; Substituting the turning radius, center of gravity height, and wheel track into the critical speed expression for lateral stability, the maximum permissible driving speed is calculated.

6. The method according to claim 1, characterized in that, The method further includes: Generate motor braking commands that are proportional to the difference between the current driving speed and the maximum permissible driving speed; The motor braking command is sent to the driving electronic control system to control the driving motor to output negative torque; The vehicle monitors the driving speed in real time during deceleration. When the driving speed drops to the level of or below the maximum permissible driving speed, the vehicle stops outputting the motor braking command.

7. A forklift anti-tipping control device, characterized in that, include: The acquisition module is used to acquire the vehicle's operating status parameters and calculate the vehicle's center of gravity position based on the operating status parameters; wherein, the operating status parameters include load weight, load height, driving speed, and steering angle; The calculation module is used to calculate the overturning moment and the stabilizing moment against rollover when the vehicle turns, based on the center of gravity position, driving speed and tire angle. The first control module is used to compare the overturning moment with the stabilizing moment when a steering action is detected. The detection module is used to dynamically limit the hydraulic flow of the steering cylinder based on the current driving speed if the overturning moment is greater than or equal to the stabilizing moment. The second control module is used to calculate the maximum permissible driving speed based on the current tire angle, center of gravity height and vehicle track. When the current driving speed is greater than the maximum permissible driving speed, the driving motor is controlled to brake, so that the vehicle decelerates to no more than the maximum permissible driving speed.

8. A forklift anti-tipping control device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-6.

10. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method described in any one of claims 1-6.

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