Anti-rollover control methods, devices, dump trucks, and systems for dump truck lifting.

Abstract

This application relates to the field of safety control for engineering vehicles, specifically to a method, device, dump truck, and system for preventing rollover during dump truck lifting. It includes acquiring chassis tilt angle data collected by a first angle sensor and cargo box tilt angle data collected by a second angle sensor. The first angle sensor is deployed on the chassis of the dump truck, and the second angle sensor is deployed on the cargo box. Based on the chassis tilt angle data and cargo box tilt angle data, the absolute attitude of the cargo box and its offset relative to the chassis are calculated. Based on the absolute attitude of the cargo box, the offset, and a preset rollover warning threshold, control commands are generated. This solves the problem in existing technologies where it is difficult to distinguish between chassis foundation tilt and cargo box relative offset, leading to insufficient accuracy and real-time performance in rollover risk identification under complex working conditions. It improves the accuracy of rollover risk judgment, the stability of warnings, and the targeted nature of control, and is applicable to complex lifting and unloading conditions.

Description

Technical Field

[0001] This application relates to the field of dump truck lifting control technology, and in particular to a method, device, dump truck and system for preventing rollover during dump truck lifting. Background Technology

[0002] Dump trucks, as essential equipment in the engineering transportation field, are widely used in complex operating environments such as mines, construction sites, and waste treatment plants. Due to the irregularity of actual operating sites and the unevenness of cargo loading, vehicles are highly susceptible to rollover accidents during lifting due to center of gravity shift or chassis tilting. Therefore, accurately sensing vehicle posture and dynamically calculating center of gravity shift under complex working conditions has become a key requirement for improving the safety of dump truck lifting operations.

[0003] In the prior art, the anti-rollover system of dump trucks usually uses a single angle sensor to monitor the tilt angle of the chassis or cargo box, and judges the risk of rollover based on a preset threshold, thereby realizing the anti-rollover control of dump trucks.

[0004] However, in the existing technology, a single angle sensor can only reflect the local tilt state of the chassis or cargo box, and cannot distinguish the difference between the tilt of the chassis and the tilt of the cargo box, which reduces the control efficiency of dump truck anti-rollover. Summary of the Invention

[0005] This application provides a method, device, dump truck, and system for preventing rollover during dump truck lifting. The method addresses the need for rollover risk identification and control during the dump truck lifting and unloading process. It comprehensively considers the correlation between the overall vehicle posture and the cargo box posture, performs collaborative analysis on the vehicle's lifting state under complex working conditions, and outputs corresponding control information based on the posture relationship and risk assessment results, thereby improving the accuracy of rollover risk identification and the real-time performance of control response.

[0006] In a first aspect, this application provides a method for preventing rollover during the lifting of a dump truck, comprising:

[0007] The system acquires the vehicle frame tilt angle data collected by the first angle sensor and the cargo box tilt angle data collected by the second angle sensor. The first angle sensor is deployed on the vehicle frame of the dump truck, and the second angle sensor is deployed on the cargo box.

[0008] Based on the vehicle frame tilt angle data and the cargo box tilt angle data, calculate the absolute attitude of the cargo box and the offset of the cargo box relative to the vehicle frame;

[0009] Control commands are generated based on the absolute attitude of the cargo box, the offset, and a preset rollover warning threshold.

[0010] In one possible implementation, control commands are generated based on the absolute attitude of the cargo box, the offset, and a preset rollover warning threshold, including:

[0011] Based on the preset rollover warning threshold, determine the warning threshold requirements for each level;

[0012] The absolute attitude of the cargo box and the offset are compared with the warning threshold requirements of each level to obtain the comparison results;

[0013] Based on the comparison results, control commands are generated.

[0014] In one possible implementation, based on the comparison result, a control command is generated, including:

[0015] Based on the comparison results, the tipping risk level of the cargo container is determined;

[0016] Control commands are generated based on the risk level of the cargo container tipping over.

[0017] In one possible implementation, control instructions are generated based on the tipping risk level of the cargo container, including:

[0018] When the risk level of the cargo box tipping over is in a safe state, a control command is generated that allows the dump truck to lift normally.

[0019] When the risk level of the cargo box tipping over is at the first warning level, a control command is generated that allows the dump truck to lift normally and provides an audible and visual warning.

[0020] When the risk level of the cargo box tipping over is at level two, a control command is generated to stop the dump truck from continuing to lift and to issue an audible and visual warning.

[0021] When the risk level of the cargo box tipping over is level three, a control command is generated to pull the cargo box back and trigger an audible and visual alarm.

[0022] In one possible implementation, the warning threshold requirements for each level include threshold requirements under a safe state, threshold requirements under a first-level warning, threshold requirements under a second-level warning, and threshold requirements under a third-level danger.

[0023] In one possible implementation, acquiring the vehicle frame tilt angle data collected by the first angle sensor and the cargo box tilt angle data collected by the second angle sensor includes:

[0024] Based on the first angle sensor, the lateral tilt angle and longitudinal tilt angle of the vehicle frame are collected;

[0025] Based on the second angle sensor, the lateral tilt angle and longitudinal tilt angle of the cargo box are collected;

[0026] The lateral and longitudinal tilt angles of the vehicle frame and the lateral and longitudinal tilt angles of the cargo box are respectively subjected to moving average filtering to obtain vehicle frame tilt angle data and cargo box tilt angle data.

[0027] In one possible implementation, calculating the absolute attitude of the cargo box and the offset of the cargo box relative to the vehicle frame based on the vehicle frame tilt angle data and the cargo box tilt angle data includes:

[0028] Based on the cargo box tilt angle data, calculate the absolute lateral tilt angle and absolute longitudinal tilt angle of the cargo box;

[0029] Calculate the absolute attitude of the cargo box based on its absolute lateral tilt angle and absolute longitudinal tilt angle;

[0030] Based on the chassis tilt angle data and the cargo box tilt angle data, the lateral offset and longitudinal offset of the cargo box relative to the chassis are calculated.

[0031] Secondly, this application provides an anti-rollover control device for dump truck lifting, comprising:

[0032] The tilt angle acquisition module is used to acquire the vehicle frame tilt angle data collected by the first angle sensor and the cargo box tilt angle data collected by the second angle sensor. The first angle sensor is deployed on the vehicle frame of the dump truck, and the second angle sensor is deployed on the cargo box.

[0033] The attitude acquisition module is used to calculate the absolute attitude of the cargo box and the offset of the cargo box relative to the vehicle frame based on the vehicle frame tilt angle data and the cargo box tilt angle data.

[0034] The anti-rollover control module is used to generate control commands based on the absolute attitude of the cargo box, the offset, and a preset rollover warning threshold.

[0035] Thirdly, this application provides a dump truck, including: a frame, a memory, and a processor;

[0036] The vehicle frame is equipped with a cargo box, a first angle sensor is fixedly installed at the front end of the vehicle frame, and a second angle sensor is fixedly installed at the bottom of the cargo box;

[0037] The memory stores computer-executed instructions;

[0038] The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any of the first aspects.

[0039] Fourthly, this application provides a tipple prevention control system for a dump truck, including a computer program that, when executed by a processor, implements the method described in any of the first aspects.

[0040] This application relates to the field of safety control for engineering vehicles, specifically to a method, device, dump truck, and system for preventing rollover during dump truck lifting. It includes acquiring chassis tilt angle data collected by a first angle sensor and cargo box tilt angle data collected by a second angle sensor. The first angle sensor is deployed on the chassis of the dump truck, and the second angle sensor is deployed on the cargo box. Based on the chassis tilt angle data and cargo box tilt angle data, the absolute attitude of the cargo box and its offset relative to the chassis are calculated. Based on the absolute attitude of the cargo box, the offset, and a preset rollover warning threshold, control commands are generated. This solves the problem in existing technologies where it is difficult to distinguish between chassis foundation tilt and cargo box relative offset, leading to insufficient accuracy and real-time performance in rollover risk identification under complex working conditions. It improves the accuracy of rollover risk judgment, the stability of warnings, and the targeted nature of control, and is applicable to complex lifting and unloading conditions. Attached Figure Description

[0041] 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.

[0042] Figure 1 A flowchart illustrating an embodiment of the anti-rollover control method for dump truck lifting provided in this application;

[0043] Figure 2 A schematic flowchart of Embodiment 2 of the anti-rollover control method for dump truck lifting provided in this application;

[0044] Figure 3 A flowchart illustrating Embodiment 3 of the anti-rollover control method for dump truck lifting provided in this application;

[0045] Figure 4 A schematic diagram of the anti-rollover control device for the lifting of a dump truck provided in this application;

[0046] Figure 5 This is a structural diagram of the dump truck provided in this application.

[0047] 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

[0048] 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.

[0049] This application applies to dump truck lifting operations in complex terrains such as mines, construction sites, and waste treatment plants. On uneven roads, steep slopes, or with numerous curves, vehicles frequently need to lift and unload cargo. In such situations, the chassis may shift laterally or longitudinally due to road inclination, while the cargo box may shift its center of gravity due to uneven loading or differences in material flowability. The system uses dual-axis angle sensors deployed at the front of the chassis (monitoring chassis attitude) and at the bottom of the cargo box (monitoring cargo box attitude) to collect tilt angle data in real time. The main controller then performs data fusion and risk assessment. Ultimately, the system triggers control actions such as alarms, prohibiting lifting, or automatically lowering the cargo box based on the risk level, dynamically adapting to safety requirements under complex working conditions.

[0050] In existing technologies, single-angle sensors can only reflect the local tilt state of the chassis or cargo box, and cannot distinguish the difference between chassis tilt and cargo box tilt. For example, when the chassis shifts laterally due to road tilt, the system may misjudge it as cargo box off-center loading, leading to unnecessary warnings or false control. Furthermore, during vehicle lifting, dynamic environmental factors such as vibration and impact can easily distort sensor data, and existing systems lack effective filtering mechanisms, resulting in accumulated attitude calculation errors. More importantly, existing technologies do not combine the relative attitude changes of the chassis and cargo box to dynamically calculate center of gravity shift, relying solely on single-angle data to estimate rollover risk, making it difficult to timely identify cumulative effects (such as the combined impact of chassis tilt and cargo box off-center loading), leading to delayed risk prediction.

[0051] Based on the aforementioned technical problems, the inventors, starting from the issues of biased attitude perception and data interference, first proposed the idea of ​​"cooperative deployment of dual-angle sensors": by installing sensors on both the chassis and the cargo box, independent tilt angle data is obtained to distinguish the tilt states of the chassis and the cargo box. Subsequently, to address the data distortion problem, a moving average filtering algorithm is introduced to preprocess the sensor data and remove outliers. Building on this, a "dynamic data fusion algorithm" is further proposed: by calculating the absolute lateral tilt angle of the cargo box and its lateral offset relative to the chassis, combined with the longitudinal tilt angle, a multi-dimensional risk assessment model is constructed. Finally, to adapt to the dynamic needs of different risk levels, a four-level control logic of "safety - first-level warning - second-level warning - third-level danger" is designed, corresponding to differentiated actions such as allowing lifting, audible and visual warning, prohibiting lifting, and automatically lowering the cargo box. Through the above technical path, the inventors have gradually realized a complete closed loop from attitude perception to risk assessment to control execution, solving the core problems of insufficient accuracy and response lag in existing technologies.

[0052] 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.

[0053] Figure 1 This is a flowchart illustrating an embodiment of the anti-rollover control method for dump truck lifting provided in this application. Figure 1 As shown, the method includes:

[0054] S101. Obtain the vehicle frame tilt angle data collected by the first angle sensor and the cargo box tilt angle data collected by the second angle sensor.

[0055] The first angle sensor is deployed on the chassis of the dump truck to collect chassis tilt angle data. The chassis tilt angle data is used to characterize the current tilt state of the chassis and serves as the basic input for subsequent calculation of the offset of the cargo box relative to the chassis.

[0056] The second angle sensor is deployed on the cargo box to collect cargo box tilt angle data. The cargo box tilt angle data is used to characterize the tilt state of the cargo box and serves as a direct input for calculating the absolute attitude of the cargo box.

[0057] Based on the above analysis, the core of this step is to simultaneously acquire attitude information from two different parts, the chassis and the cargo box, so that the control system can distinguish between the tilt of the vehicle foundation and the attitude change of the cargo box itself, thereby avoiding risk identification errors caused by relying solely on the angle data of a single installation position.

[0058] In practical implementation, the executing entity can be a vehicle controller, lifting controller, or dedicated anti-rollover controller installed on the dump truck. The controller is connected to the first and second angle sensors via wired signal lines, vehicle bus, or industrial serial communication interface. The first angle sensor is installed on the main beam of the frame, the middle crossbeam, the front stable area, or near a relatively stable position of the suspension, so that its output can stably reflect the basic attitude of the frame relative to the horizontal plane. The second angle sensor is installed below the cargo box floor, on the reinforced part of the cargo box side wall, or near the connection area between the lifting hinge point and the cargo box body, so that it can output corresponding angle information as the overall attitude of the cargo box changes. To reduce the impact of installation deviation, after the dump truck is initially assembled or during the maintenance calibration phase, zero-position calibration can be performed on a flat ground with the cargo box fully in place. The reference output values ​​of the first and second angle sensors are recorded respectively, and the reference output value is written into the controller's storage unit. In subsequent operation, the real-time collected value is subtracted from the reference output value to obtain effective angle data reflecting the actual attitude changes.

[0059] In one possible embodiment, both the first and second angle sensors can be dual-axis tilt sensors or inertial measurement units to output tilt angle information in the lateral and longitudinal directions. Upon receiving a lifting operation request from the driver, or detecting status signals indicating the start of the lifting process such as PTO engagement, hydraulic pump startup, or lifting cylinder movement, the controller initiates the angle data acquisition process. The acquisition process can be executed according to a preset sampling period, which can be set from 20 milliseconds to 200 milliseconds. In situations where the lifting speed of engineering vehicles is relatively slow and vibration disturbances are significant, this sampling period can balance real-time performance and anti-interference capabilities. Within each sampling period, the controller first reads the vehicle frame tilt angle data, then the cargo box tilt angle data, or uses timestamps to synchronize the outputs of the two sensors to ensure time consistency of the data used for the same calculation. If either sensor does not return valid data in the current period, the controller can maintain the valid value from the previous period and mark the current state as pending data confirmation to prevent false triggering of control due to momentary communication anomalies.

[0060] To meet the data disturbance suppression requirements caused by vibration, impact, and cargo slippage in actual lifting operations, this application embodiment can also perform basic preprocessing before the data enters the attitude calculation process. Specifically, the first angle sensor and the second angle sensor respectively collect the lateral tilt angle and longitudinal tilt angle of the chassis and the cargo box. For the chassis, the lateral tilt angle is used to characterize the lateral deflection state of the chassis relative to the horizontal plane, and the longitudinal tilt angle is used to characterize the pitch state of the chassis relative to the horizontal plane. For the cargo box, the lateral tilt angle and the longitudinal tilt angle represent the attitude changes of the cargo box in the lateral and longitudinal directions, respectively, to reflect the tilt of the cargo box relative to the ground.

[0061] Since the chassis and cargo box may be affected by uneven road surfaces, hydraulic movements, and cargo flow during lifting operations, separate filtering methods can preserve their respective attitude change patterns while reducing the interference of occasional disturbances on subsequent attitude analysis. Specifically, moving average filtering is applied to the lateral and longitudinal tilt angles of the chassis and the lateral and longitudinal tilt angles of the cargo box, i.e., smoothing continuous sampling points to reduce spike fluctuations caused by vibration, impact, and instantaneous slippage. This results in stable chassis and cargo box tilt angle data, improving the continuity and consistency of attitude determination and reducing misjudgments caused by short-term noise.

[0062] This step collects attitude data from both the vehicle frame and cargo box, establishing input conditions that distinguish between base terrain tilt and superstructure offset. This prevents the system from attributing all tilt angle changes to the same risk source. When the vehicle is parked on a cross slope, the vehicle frame tilt angle data characterizes the overall tilt caused by the ground foundation. When cargo is piled up on one side, has residual material, or slides to one side during lifting, the difference between the output of the second angle sensor and the first angle sensor reflects the independent trend of cargo box attitude change. Therefore, this step provides dual-source base data that more closely approximates real-world conditions for subsequent risk assessment, helping to improve the accuracy and stability of rollover detection under complex conditions.

[0063] S102. Based on the chassis tilt angle data and cargo box tilt angle data, calculate the absolute attitude of the cargo box and the offset of the cargo box relative to the chassis.

[0064] Among them, the absolute attitude of the cargo box is used to reflect the absolute tilt state of the cargo box relative to the horizontal plane, and is one of the important indicators for judging the risk of rollover.

[0065] The offset of the cargo box relative to the chassis is used to describe the attitude deviation of the cargo box relative to the chassis, in order to distinguish between the overall vehicle tilt caused by uneven foundation and the relative anomalies caused by cargo box unbalanced loading, material sticking, unilateral slippage, etc.

[0066] The offset of the cargo box relative to the chassis includes both lateral and longitudinal offsets. It can be determined by the difference between the cargo box tilt angle data and the chassis tilt angle data. The lateral offset reflects the degree of lateral deflection of the cargo box relative to the chassis, while the longitudinal offset reflects the degree of longitudinal deflection. This offset calculation can be performed synchronously based on the chassis lateral tilt angle, chassis longitudinal tilt angle, and corresponding cargo box tilt angle collected at the same time, and the relative attitude difference result is output.

[0067] The key to this step is to utilize the correlation between the vehicle frame tilt angle data and the cargo box tilt angle data to obtain a result that reflects the overall spatial attitude and a result that reflects the degree of relative change, thereby upgrading the rollover risk monitoring from a single angle to a correlation attitude analysis.

[0068] Specifically, the absolute lateral tilt angle and absolute longitudinal tilt angle of the cargo box need to be calculated first to obtain the absolute attitude of the cargo box. The absolute lateral tilt angle and absolute longitudinal tilt angle of the cargo box can be directly determined by the angle values ​​output by the corresponding channels and used as input for subsequent attitude calculations after data filtering. Among them, the absolute longitudinal tilt angle of the cargo box is used to reflect the tilting degree of the cargo box in the longitudinal direction, and the absolute attitude of the cargo box is used to comprehensively characterize the overall spatial attitude of the cargo box.

[0069] In the specific implementation process, the controller reads the chassis tilt angle data and cargo box tilt angle data corresponding to the same moment from the buffer, and establishes two calculation channels in the lateral and longitudinal directions. If the first angle sensor outputs the chassis lateral tilt angle Φx and chassis longitudinal tilt angle Φy, and the second angle sensor outputs the cargo box lateral tilt angle θx and cargo box longitudinal tilt angle θy, then the absolute attitude of the cargo box can be composed of the absolute lateral tilt angle and the absolute longitudinal tilt angle of the cargo box. Specifically, the output results of the second angle sensor relative to the horizontal plane can be directly used, that is, θx and θy are used as the constituent parameters of the absolute attitude of the cargo box; the offset of the cargo box relative to the chassis can be composed of the lateral offset Δθx and the longitudinal offset Δθy, where Δθx = θx - Φx, Δθy = θy - Φy. Among them, θx and θy are used to characterize the absolute spatial attitude of the cargo box after the change during the lifting process, and Δθx and Δθy are used to characterize how much additional change has occurred in the cargo box relative to the chassis. The difference calculation in the formula essentially eliminates the interference of the vehicle frame's basic posture on risk assessment, enabling the system to identify whether the cargo box has an additional tendency to deflect under the same ground slope.

[0070] In another implementation, to improve the stability of the calculation results under complex working conditions, the controller can dynamically update and verify the rationality of the cargo box's absolute attitude and offset. For example, within each sampling period, θx, θy, Δθx, and Δθy are calculated based on the latest collected data, and the rate of change is compared with the result from the previous moment. If the change in a certain direction exceeds the upper limit of change that the vehicle lifting mechanism can achieve under normal movement within a very short time, the change can be identified as an impact disturbance or a transient anomaly. The controller can then smooth the result before proceeding to the risk assessment stage. The smoothing process can employ first-order low-pass filtering, moving average filtering, or weighted average filtering. Its purpose is to retain the trend changes caused by the continuous offset of the cargo while suppressing high-frequency fluctuations caused by hydraulic pulsation and mechanical vibration. For lateral data in the absolute attitude and offset, the controller can assign higher weight, as the risk of lifting rollover is usually more easily triggered by insufficient lateral stability. For longitudinal data, auxiliary judgment can be made by combining factors such as ramp parking, front and rear wheel height difference, and unloading direction attitude.

[0071] This step decouples the calculations of the chassis tilt angle data and the cargo box tilt angle data to obtain two complementary indicators: the absolute attitude of the cargo box and the offset of the cargo box relative to the chassis. The absolute attitude of the cargo box reflects the vehicle's stability relative to the horizontal plane during the current lifting phase, while the offset of the cargo box relative to the chassis reveals relative tilt caused by cargo misalignment, uneven adhesion, structural jamming, or abnormal local stress. Combining these two indicators effectively solves the problem in existing technologies where single-point attitude information is insufficient to distinguish between slope attitude and cargo box offset. Furthermore, it can be dynamically updated during the lifting process, promptly reflecting the evolving trend of risks and providing a reliable basis for subsequent generation of tiered control commands.

[0072] S103. Generate control commands based on the absolute attitude of the cargo box, the offset, and the preset rollover warning threshold.

[0073] In this embodiment, a preset rollover warning threshold is used as a risk assessment benchmark. The controller determines whether the current lifting operation is in a safe state, a warning state, or a dangerous state based on whether the absolute posture and offset of the cargo box reach the corresponding threshold range, and further outputs corresponding control commands.

[0074] Control commands are used to constrain, prompt, or intervene in the lifting behavior of dump trucks, so as to achieve early warning and timely control of rollover risks.

[0075] Based on the above analysis, it can be seen that this system, by correlating the absolute attitude of the cargo box, the offset, and the preset rollover warning threshold, forms a complete closed loop from risk identification to action intervention. On the one hand, the absolute attitude of the cargo box reflects the overall risk level of the vehicle and cargo box relative to the horizontal plane under the current lifting state; on the other hand, the offset reflects the abnormal change trend of the cargo box relative to the chassis, which can reveal signs of instability caused by uneven loading, material sticking, and cargo flow earlier. By setting warning thresholds and control commands, the system can not only provide stable and timely warnings to the driver before danger occurs, but also directly intervene in the lifting mechanism when the risk continues to increase, reducing the probability of rollover accidents, thereby improving the real-time performance, safety, and targeted control of dump truck lifting operations under complex working conditions.

[0076] This application provides a method for preventing rollover during dump truck lifting. By setting angle sensing channels on the chassis and cargo box respectively, and synchronously collecting, correlating, calculating, and controlling the two attitude data, the system can effectively distinguish the difference between the vehicle foundation tilt and the relative tilt of the cargo box. This avoids the problems of false alarms, missed alarms, and distorted risk levels caused by relying solely on a single-point tilt angle for risk assessment in existing technologies. At the same time, it can continuously track the changes in the cargo box's attitude and offset trend during the lifting process. In scenarios such as complex slopes, soft foundations, uneven cargo loading, and cargo slippage, it can promptly output warnings, limit lifting, or stop lifting control actions, thereby improving the accuracy of rollover risk identification, real-time response, and overall vehicle operation safety during dump truck lifting operations.

[0077] Figure 2 This is a flowchart illustrating Embodiment 2 of the anti-rollover control method for dump truck lifting provided in this application. Figure 2 As shown, in Figure 1 Based on the implementation examples, control commands are generated according to the absolute attitude of the cargo box, the offset, and the preset rollover warning threshold, including:

[0078] S201. Determine the warning threshold requirements for each level based on the preset rollover warning threshold.

[0079] The warning threshold requirements for each level are achieved by breaking down the unified threshold system into multiple risk level conditions to characterize different rollover risk stages.

[0080] Specifically, these include threshold requirements under safe conditions, threshold requirements under Level 1 warning, threshold requirements under Level 2 warning, and threshold requirements under Level 3 danger. Among them, the threshold requirements under safe conditions are used to limit the absolute attitude and offset of the cargo container to within the range of normal lifting; the threshold requirements under Level 1 warning are used to limit the boundary of mild risk; the threshold requirements under Level 2 warning are used to limit the boundary of moderate risk; and the threshold requirements under Level 3 danger are used to limit the boundary of high risk.

[0081] By adopting the above threshold classification method, a clear boundary relationship is formed between the safe state, first-level warning, second-level warning and third-level danger. This enables the controller to accurately identify the evolution of the rollover risk from low to high, reduce false alarms and missed alarms caused by single threshold judgment, and make control actions such as normal lifting, audible and visual warning, stopping lifting and pulling back the cargo box correspond one-to-one with the risk level, thereby improving the real-time performance, accuracy and adaptability of the dump truck lifting anti-rollover control.

[0082] In the actual implementation, after receiving the absolute attitude and offset of the cargo box, the controller first calls the preset threshold library to generate corresponding threshold requirements according to the safe state, first-level warning state, second-level warning state and third-level danger state. Each level of threshold can correspond to different angle ranges and offset ranges.

[0083] Among them, the safe status indicates that the cargo box is in a position where operations can continue; the first-level warning status indicates that the risk of the cargo box tipping over has initially emerged but has not yet reached the point where lifting must be stopped; the second-level warning status indicates that continuing to lift may significantly increase the probability of tipping over; and the third-level danger status indicates that it has approached or reached the danger boundary and requires immediate mandatory intervention.

[0084] S202. Compare the absolute attitude and offset of the cargo box with the warning threshold requirements of each level to obtain the comparison results.

[0085] Among them, the absolute attitude of the cargo box is used to reflect the overall attitude state of the cargo box relative to the horizontal plane, and the offset is used to reflect the degree of attitude deviation of the cargo box relative to the vehicle frame.

[0086] The comparison result is the judgment output obtained by comparing the above attitude parameters with the threshold requirements of each level.

[0087] In the specific implementation process, the controller compares the absolute attitude of the cargo box with the threshold requirements of each level step by step, and at the same time compares the offset with the threshold requirements of each level step by step. The comparison results of the two are correlated to form a risk judgment conclusion that simultaneously reflects the tilt of the whole vehicle and the off-center loading of the cargo box.

[0088] S203. Based on the comparison results, determine the risk level of the cargo box tipping over and generate control instructions.

[0089] The control commands are used to drive the lifting mechanism or alarm unit to perform corresponding actions.

[0090] In the specific implementation, after receiving the comparison results, the controller determines the comparison results that meet the safety threshold requirements as a safe state according to the pre-configured level mapping relationship, the comparison results that are close to the warning threshold boundary as a first-level warning state, the comparison results that exceed the higher risk threshold as a second-level warning state, and the comparison results that reach the danger threshold as a third-level danger state.

[0091] Subsequently, the controller invokes the corresponding control strategy based on the determined rollover risk level and outputs control commands. Specifically, it first matches the rollover risk level with a pre-stored control strategy table, and then outputs the corresponding execution signal. In a safe state, the controller sends a signal to the lifting actuator to maintain the lifting permission, allowing the hydraulic system to continue operating at the predetermined rate. In a first-level warning state, while maintaining the lifting permission, the controller activates the audible and visual alarm unit into warning mode to alert the driver of the risk without interfering with normal unloading. The warning mode of the audible and visual alarm unit uses a buzzer, warning light, or a combination of both to remind the driver to pay attention to the current posture change.

[0092] For Level 2 warning status, the controller cuts off the permission signal for continued lifting while maintaining the audible and visual warning output, thereby preventing further deterioration of the cargo box's posture. For Level 3 danger status, the controller outputs a pull-back signal to the hydraulic retraction circuit, causing the cargo box to fall back to a more stable posture, while simultaneously driving the audible and visual alarm unit to continuously issue warnings. The audible and visual alarm is used to output a stronger warning signal in high-risk situations to improve the timeliness of on-site response. The controller can be a vehicle-mounted controller with a pre-set level determination and command mapping module. In practical applications, other models of the controller can also be selected; this application embodiment does not limit this.

[0093] The above steps convert the comparison results into risk levels, and then output control commands according to the risk levels. This establishes a stable correspondence between risk assessment and control execution, thus avoiding misjudgments caused by direct control based solely on a single comparison result. By outputting control commands of varying intensities at different levels, the vehicle can maintain operational continuity when the risk is minor, promptly suppress lifting actions when the risk increases, and quickly enter a protective state when the risk is significant. This improves the accuracy of rollover warnings and the reliability of control during the lifting and unloading process of dump trucks.

[0094] This embodiment compares the absolute attitude and offset separately, enabling control commands to be output according to different risk states. During the lifting process, the system can simultaneously identify changes in the overall tilt and relative offset of the cargo box, thereby improving the accuracy and timeliness of rollover risk assessment and enhancing the matching degree between control commands and actual working conditions.

[0095] Figure 3This is a flowchart illustrating Embodiment 3 of the anti-rollover control method for dump truck lifting provided in this application. Figure 3 As shown, in this embodiment... Figure 1 and Figure 2 Based on the embodiments, the warning threshold requirements for each level are described. Specifically, the warning thresholds include the first warning threshold, the second warning threshold, the third warning threshold, the fourth warning threshold, the fifth warning threshold, the sixth warning threshold, the seventh warning threshold, the eighth warning threshold, the ninth warning threshold, and the tenth warning threshold.

[0096] Among them, the first warning threshold is less than the second warning threshold, less than the third warning threshold, and less than the fourth warning threshold; the fifth warning threshold is less than the sixth warning threshold, and less than the seventh warning threshold; the eighth warning threshold is less than the ninth warning threshold, and less than the tenth warning threshold.

[0097] In the process of assessing the risk of rollover, for a safe condition, the judgment condition requires the simultaneous fulfillment of the first, second, and third conditions. Specifically, the first condition is that the lateral tilt angle of the cargo box is less than the first warning threshold, the second condition is that the lifting angle of the cargo box is less than the fifth warning threshold, and the third condition is that the lateral tilt angle of the cargo box relative to the vehicle frame is less than the eighth warning threshold.

[0098] For a Level 1 warning status, the determination condition is that the fourth and fifth conditions are met simultaneously, or the sixth condition is met. Specifically, the fourth condition is that the first warning threshold is less than or equal to the cargo box's lateral tilt angle being less than the third warning threshold; the fifth condition is that the fifth warning threshold is less than or equal to the cargo box's lifting angle being less than the sixth warning threshold; and the sixth condition is that the eighth warning threshold is less than or equal to the cargo box's lateral tilt angle relative to the vehicle frame being less than the ninth warning threshold.

[0099] For a Level 2 warning status, the determination condition is that both the seventh and eighth conditions are met simultaneously, or the ninth condition is met. Specifically, the seventh condition is that the third warning threshold is less than or equal to the cargo box's lateral tilt angle being less than the fourth warning threshold; the eighth condition is that the sixth warning threshold is less than or equal to the cargo box's lifting angle being less than the seventh warning threshold; and the ninth condition is that the ninth warning threshold is less than or equal to the cargo box's lateral tilt angle relative to the vehicle frame being less than the tenth warning threshold.

[0100] For a Level 3 hazardous condition, the determination condition is that any one of the tenth, eleventh, or twelfth conditions is met. Specifically, the tenth condition is that the lateral tilt angle of the cargo box is greater than or equal to the fourth warning threshold, the eleventh condition is that the lifting angle of the cargo box is greater than or equal to the seventh warning threshold, and the twelfth condition is that the lateral tilt angle of the cargo box relative to the vehicle frame is greater than or equal to the tenth warning threshold.

[0101] In another aspect of this application, vehicle dynamics simulation is also performed. The simulation is based on multibody dynamics simulation of the vehicle, and the vehicle parameters include basic parameters, simulation conditions, and simulation output.

[0102] The basic parameters are: wheel track 2020mm, full load center of gravity height 2250mm, leaf spring suspension roll stiffness 12500N•m / °, rated full load 25t, ultimate cross slope 12°, and material unilateral eccentric load 150mm.

[0103] The simulation conditions are a flat road surface or a cross slope of 3°, 6°, 9° or 12°, and a full load with no eccentric load or a single-sided eccentric load of 100 / 200mm, with a lifting speed of 0.6° / s and a full range of 0~48° lifting.

[0104] The simulation outputs are the cargo box tilt angle, lifting angle, and cargo box torsion angle relative to the vehicle frame corresponding to the vehicle's lateral load transfer rate of less than 0.6 (safe), 0.6~0.8 (first-level warning state), greater than 0.8 (second-level warning state), and single-side wheel off the ground (third-level danger state), which serve as the theoretical threshold benchmarks.

[0105] Finally, the simulation yields the following threshold parameters:

[0106] For the first warning threshold, the simulation parameter is 3°, which physically means the upper limit of the safe lateral tilt angle of the cargo box (the boundary between the safe state and the first-level warning state).

[0107] For the second warning threshold, the parameter obtained from the simulation is 4°, which physically means the auxiliary threshold for triggering the danger linkage (raising to a higher position and slight tilting will trigger an alarm).

[0108] For the third warning threshold, the simulated parameter is 7°, which physically represents the boundary between the first-level and second-level warning states for the cargo box's lateral tilt angle.

[0109] For the fourth warning threshold, the simulated parameter is 12°, which physically represents the boundary between the second-level warning state and the third-level danger state of the lateral tilt angle.

[0110] For the fifth warning threshold, the simulation parameter is 32°, which physically means the upper limit of the cargo box lifting angle (the boundary between the safe state and the first-level warning state).

[0111] For the sixth warning threshold, the simulated parameter is 40°, which physically represents the boundary between the first-level and second-level warning states of the cargo box lifting angle.

[0112] For the seventh warning threshold, the simulated parameter is 46°, which physically represents the boundary between the cargo box lifting angle level 2 warning state and level 3 dangerous state.

[0113] For the eighth warning threshold, the simulation parameter is 2.5°, which physically means the upper limit of the safe lateral tilt angle of the cargo box relative to the chassis (the boundary between the safe state and the first-level warning state).

[0114] For the ninth warning threshold, the simulated parameter is 6°, which physically represents the boundary between the first-level and second-level warning states of the cargo box's lateral tilt angle relative to the vehicle frame.

[0115] For the tenth warning threshold, the parameter obtained from the simulation is 10, which physically represents the boundary between the second-level warning state and the third-level danger state of the cargo box relative to the chassis lateral tilt angle.

[0116] Figure 4 A schematic diagram of the anti-rollover control device for dump truck lifting provided in this application. Figure 4 As shown, the anti-rollover control device 40 for dump truck lifting provided in this embodiment includes:

[0117] The tilt angle acquisition module 401 is used to acquire the vehicle frame tilt angle data collected by the first angle sensor and the cargo box tilt angle data collected by the second angle sensor. The first angle sensor is deployed on the vehicle frame of the dump truck, and the second angle sensor is deployed on the cargo box.

[0118] The attitude acquisition module 402 is used to calculate the absolute attitude of the cargo box and the offset of the cargo box relative to the vehicle frame based on the vehicle frame tilt angle data and the cargo box tilt angle data.

[0119] The anti-rollover control module 403 is used to generate control commands based on the absolute attitude of the cargo box, the offset, and the preset rollover warning threshold.

[0120] In one possible implementation, the anti-rollover control module 403 is further specifically used for:

[0121] Based on the preset rollover warning threshold, determine the warning threshold requirements for each level;

[0122] The absolute attitude and offset of the cargo box are compared with the warning threshold requirements of each level to obtain the comparison results;

[0123] Based on the comparison results, control commands are generated.

[0124] In one possible implementation, the anti-rollover control module 403 is further specifically used for:

[0125] Based on the comparison results, the risk level of the cargo container tipping over is determined;

[0126] Control instructions are generated based on the risk level of the cargo container tipping over.

[0127] In one possible implementation, the anti-rollover control module 403 is further specifically used for:

[0128] When the risk level of the cargo box tipping over is in a safe state, a control command is generated that allows the dump truck to lift normally.

[0129] When the risk level of the cargo box tipping over is at the first warning level, a control command is generated that allows the dump truck to lift normally and provides an audible and visual warning.

[0130] When the risk level of the cargo box tipping over is at the level of a Level 2 warning, a control command is generated to stop the dump truck from continuing to lift and to issue an audible and visual warning.

[0131] When the risk level of the cargo box tipping over is level three, a control command is generated to pull the dump truck back to the cargo box and trigger an audible and visual alarm.

[0132] In one possible implementation, the warning threshold requirements for each level include threshold requirements under a safe state, threshold requirements under a Level 1 warning, threshold requirements under a Level 2 warning, and threshold requirements under a Level 3 danger.

[0133] In one possible implementation, the tilt angle acquisition module 401 is further specifically used for:

[0134] Based on the first angle sensor, the lateral tilt angle and longitudinal tilt angle of the vehicle frame are collected;

[0135] Based on the second angle sensor, the lateral tilt angle and longitudinal tilt angle of the cargo box are collected;

[0136] The lateral and longitudinal tilt angles of the chassis and the cargo box are processed by moving average filtering to obtain chassis tilt angle data and cargo box tilt angle data.

[0137] In one possible implementation, the attitude acquisition module 402 is further specifically used for:

[0138] Calculate the absolute lateral tilt angle and absolute longitudinal tilt angle of the cargo box based on the tilt angle data;

[0139] Calculate the absolute attitude of the cargo box based on its absolute lateral tilt angle and absolute longitudinal tilt angle;

[0140] Based on the chassis tilt angle data and cargo box tilt angle data, the lateral and longitudinal offsets of the cargo box relative to the chassis are calculated.

[0141] The anti-rollover control device for dump truck lifting 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.

[0142] Figure 5 This is a structural diagram of the dump truck provided in this application. Figure 5 As shown, the dump truck 50 provided in this embodiment includes at least one processor 501 and a memory 502. Optionally, the dump truck 50 also includes a communication component 503. The processor 501, memory 502, and communication component 503 are connected via a bus 504.

[0143] In addition, the dump truck 50 is equipped with a cargo box mounted on its frame. A first angle sensor is fixedly installed at the front of the frame, and a second angle sensor is fixedly installed at the bottom of the cargo box. By placing the first angle sensor at the front of the frame and the second angle sensor at the bottom of the cargo box, the frame attitude and cargo box attitude information can be obtained separately, thus providing a data basis for distinguishing between the vehicle's foundation tilt and the relative offset of the cargo box. After the memory and processor work together to execute the method, the two angle data can be calculated and analyzed to obtain the absolute attitude of the cargo box and the offset of the cargo box relative to the frame, so that the rollover risk assessment no longer relies solely on a single tilt angle. This allows for more accurate identification of risk differences caused by uneven ground or cargo offset under complex working conditions such as slopes, potholes, or unloading with uneven loads, thereby improving the real-time performance, accuracy, and targeted control of the lifting anti-rollover control.

[0144] In the specific implementation process, at least one processor 501 executes computer execution instructions stored in memory 502, causing at least one processor 501 to execute the above-mentioned anti-rollover control method for dump truck lifting.

[0145] 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.

[0146] In the above embodiments, it should be understood that the processor 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.

[0147] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0148] The bus 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.

[0149] This application also provides a tipple protection control system for dump truck lifting, including a computer program that, when executed by a processor, implements the aforementioned tipple protection control method for dump truck lifting.

[0150] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the aforementioned anti-rollover control method for dump truck lifting.

[0151] 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.

[0152] 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.

[0153] 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.

[0154] 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.

[0155] 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.

[0156] 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.

[0157] 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.

[0158] 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.

Claims

1. A method for preventing rollover during the lifting of a dump truck, characterized in that, include: The system acquires the vehicle frame tilt angle data collected by the first angle sensor and the cargo box tilt angle data collected by the second angle sensor. The first angle sensor is deployed on the vehicle frame of the dump truck, and the second angle sensor is deployed on the cargo box. Based on the vehicle frame tilt angle data and the cargo box tilt angle data, calculate the absolute attitude of the cargo box and the offset of the cargo box relative to the vehicle frame; Control commands are generated based on the absolute attitude of the cargo box, the offset, and a preset rollover warning threshold.

2. The anti-rollover control method according to claim 1, characterized in that, Based on the absolute attitude of the cargo box, the offset, and a preset rollover warning threshold, control commands are generated, including: Based on the preset rollover warning threshold, determine the warning threshold requirements for each level; The absolute attitude of the cargo box and the offset are compared with the warning threshold requirements of each level to obtain the comparison results; Based on the comparison results, control commands are generated.

3. The anti-rollover control method according to claim 2, characterized in that, Based on the comparison results, control commands are generated, including: Based on the comparison results, the tipping risk level of the cargo container is determined; Control commands are generated based on the risk level of the cargo container tipping over.

4. The anti-rollover control method according to claim 3, characterized in that, Based on the tipping risk level of the cargo container, control instructions are generated, including: When the risk level of the cargo box tipping over is in a safe state, a control command is generated that allows the dump truck to lift normally. When the risk level of the cargo box tipping over is at the first warning level, a control command is generated that allows the dump truck to lift normally and provides an audible and visual warning. When the risk level of the cargo box tipping over is at level two, a control command is generated to stop the dump truck from continuing to lift and to issue an audible and visual warning. When the risk level of the cargo box tipping over is level three, a control command is generated to pull the cargo box back and trigger an audible and visual alarm.

5. The anti-rollover control method according to claim 2, characterized in that, The warning threshold requirements for each level include the threshold requirements under a safe state, the threshold requirements under a Level 1 warning, the threshold requirements under a Level 2 warning, and the threshold requirements under a Level 3 danger.

6. The anti-rollover control method according to claim 1, characterized in that, Acquire the vehicle frame tilt angle data collected by the first angle sensor and the cargo box tilt angle data collected by the second angle sensor, including: Based on the first angle sensor, the lateral tilt angle and longitudinal tilt angle of the vehicle frame are collected; Based on the second angle sensor, the lateral tilt angle and longitudinal tilt angle of the cargo box are collected; The lateral and longitudinal tilt angles of the vehicle frame and the lateral and longitudinal tilt angles of the cargo box are respectively subjected to moving average filtering to obtain vehicle frame tilt angle data and cargo box tilt angle data.

7. The anti-rollover control method according to claim 1, characterized in that, Based on the vehicle frame tilt angle data and the cargo box tilt angle data, calculate the absolute attitude of the cargo box and the offset of the cargo box relative to the vehicle frame, including: Based on the cargo box tilt angle data, calculate the absolute lateral tilt angle and absolute longitudinal tilt angle of the cargo box; Calculate the absolute attitude of the cargo box based on its absolute lateral tilt angle and absolute longitudinal tilt angle; Based on the chassis tilt angle data and the cargo box tilt angle data, the lateral offset and longitudinal offset of the cargo box relative to the chassis are calculated.

8. A tip-over prevention control device for lifting a dump truck, characterized in that, include: The tilt angle acquisition module is used to acquire the vehicle frame tilt angle data collected by the first angle sensor and the cargo box tilt angle data collected by the second angle sensor. The first angle sensor is deployed on the vehicle frame of the dump truck, and the second angle sensor is deployed on the cargo box. The attitude acquisition module is used to calculate the absolute attitude of the cargo box and the offset of the cargo box relative to the vehicle frame based on the vehicle frame tilt angle data and the cargo box tilt angle data. The anti-rollover control module is used to generate control commands based on the absolute attitude of the cargo box, the offset, and a preset rollover warning threshold.

9. A dump truck, characterized in that, include: Chassis, memory, processor; The vehicle frame is equipped with a cargo box, a first angle sensor is fixedly installed at the front end of the vehicle frame, and a second angle sensor is fixedly installed at the bottom of the cargo box; 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 1-7.

10. A tip-over prevention control system for a dump truck lifting mechanism, characterized in that, Includes a computer program that, when executed by a processor, implements the method described in any one of claims 1-7.

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