Vehicle rollover prevention structure
By designing a telescopic rod assembly that can adjust the angle of the wheel hub and a telescopic auxiliary device in the vehicle, the problem of the vehicle rolling over due to excessive centrifugal force when driving on the curve is solved, the cushioning of the vehicle rolling over and the flexible handling of the wheel hub is achieved, and the safety and driving stability of the vehicle are ensured.
Patent Information
- Application Number
- CN202422183139.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-06
- Publication Date
- 2025-06-27
- Estimated Expiration
- 2034-09-06
AI Technical Summary
When the vehicle is driving on a curve, especially when the downhill or the steering angle is large, the vehicle may overturn due to excessive centrifugal force. Especially when the wheels on the inner side of the curve are more likely to overturn when the wheels on the inner side of the curve leave the ground, and the space on both sides of the vehicle is small, so side safety protection measures are inconvenient to be installed.
A vehicle anti-roll structure is designed, including frame assembly and auxiliary devices. The frame assembly moves through a combination of telescopic rod and connecting seat, actively adjusting the angle of the hub to reversely buffer the rollover process, and preventing the rollover by plugging the guide rod into the ground. The auxiliary device can lift the wheel hub on one side of the vehicle out of contact when it falls into a pothole or tire blows, ensuring that the vehicle continues to drive or maintains.
Effectively slow down the process of vehicle overturning, ensure vehicle safety, and ensure vehicle driving stability and maintenance convenience under special circumstances.
Smart Images
Figure CN223030732U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the technical field of vehicle safety, and particularly relates to a vehicle rollover prevention structure. Background Art
[0002] Vehicle safety can be divided into two major aspects: active safety and passive safety. Active safety means that the vehicle can be manipulated and controlled as freely as possible. Whether it is braking and accelerating in a straight line or turning left and right, it should be as stable as possible, without deviating from the established travel route, and without affecting the driver's vision and comfort. In this way, the vehicle has a relatively high ability to avoid accidents, especially to ensure driving safety under emergency conditions. Passive safety refers to the protection of the vehicle occupants and the vehicle periphery after an accident occurs.
[0003] During the process of a vehicle driving on a curve, when the vehicle needs to avoid obstacles and increase the steering angle, or is interfered by unfavorable road conditions such as downhill, the centrifugal force will increase sharply. After exceeding the limit value that the vehicle can bear, it may cause the vehicle to roll over to the outside of the curve; for small wheelbase and narrow-body light vehicles, the space on both sides inside the vehicle is small, and it is inconvenient to install side safety protection measures; when the inner wheel on the curve leaves the ground, it will cause the vehicle to roll over to the outside of the curve. Summary of the Utility Model
[0004] The purpose of the utility model is to provide a vehicle rollover prevention structure, aiming to solve the problems raised in the above background art.
[0005] To achieve the above purpose, the utility model provides the following technical solutions:
[0006] A vehicle rollover prevention structure includes a frame assembly and an auxiliary device. The frame assembly includes a frame body and a wheel hub. An expansion rod is hinged to the side wall at the lower end of the frame body. A connecting seat is hinged to the end of the expansion rod. The wheel hub is rotatably installed at the end of the connecting seat.
[0007] The auxiliary device includes a sleeve and a roller. The sleeve is connected to the middle position at the lower end of the frame body by bolts. An extension tube is sleeved in the middle of the sleeve. The roller rotates inside the extension tube.
[0008] As a preferred solution of the utility model, a shock absorber is connected to the lower end of the frame body through a rotating shaft above the expansion rod, and the other end of the shock absorber is hinged to the side wall of the connecting seat.
[0009] As a preferred solution of the utility model, a guide rod is movably inserted into the side wall of the connecting seat. The end of the guide rod contacts the side wall of the arc-shaped plate at the bottom of the frame body, and the side strip on the side wall of the guide rod is in sliding contact with the inner wall of the connecting seat.
[0010] As a preferred solution of the present utility model, a spring is connected inside the connecting seat by bolts, the end of the spring is clamped on the inner side wall of the guide rod, a handle bolt is threadedly connected to the outer side wall of the connecting seat, and the end of the handle bolt penetrates through the side wall of the connecting seat and contacts the side wall of the guide rod.
[0011] As a preferred solution of the present utility model, a tension spring is connected inside the sleeve by bolts, and the lower end of the tension spring is clamped on the inner side wall of the extension tube.
[0012] As a preferred solution of the present utility model, an air pump is connected to the side wall of the sleeve by bolts, and the air inlet of the air pump is communicated with the inside of the sleeve through a pipeline.
[0013] As a preferred solution of the present utility model, a solenoid valve is threadedly connected to the side wall of the sleeve, and the air inlet of the solenoid valve is communicated with the inside of the sleeve.
[0014] Compared with the prior art, the beneficial effects of the present utility model are:
[0015] In this application, by adding a telescopic rod assembly that can adjust the angle of the wheel hub, during the process of vehicle rollover, through the combined movement of the telescopic rod installed on the side wall of the connecting seat and the shock absorber, the angle of the connecting seat installed with the wheel hub can be actively adjusted to reversely buffer the rollover process of the vehicle. When the connecting seat rotates to a certain angle, the guide rod extending from the side wall of the connecting seat can be inserted into the ground to further prevent the vehicle from rolling over and ensure vehicle safety.
[0016] In this application, by installing a telescopic auxiliary device below the middle of the vehicle frame body, when used in special positions, such as when one side wheel hub of the vehicle gets stuck in a pothole and cannot move or when a tire bursts and cannot drive, the non-operating wheel hub on one side can be lifted off the ground and separated from the ground contact, and cooperate with the wheel hub assembly on the other side of the vehicle to continue moving forward. It can also actively lift the vehicle to a certain height when maintenance is required for one side wheel hub of the vehicle, facilitating vehicle maintenance. BRIEF DESCRIPTION OF THE DRAWINGS
[0017] In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings. Among them:
[0018] Figure 1 is the overall structural schematic diagram of the present utility model;
[0019] Figure 2 is the top view structural schematic diagram of the present utility model;
[0020] Figure 3 It is a front structure schematic diagram of the present utility model;
[0021] Figure 4 It is a structural schematic diagram of the guide rod assembly of the present utility model;
[0022] Figure 5 It is a structural schematic diagram of the auxiliary device of the present utility model.
[0023] In the figure: 100, frame assembly; 101, frame main body; 102, wheel hub; 103, telescopic rod; 104, connecting seat; 105, shock absorber; 106, guide rod; 107, spring; 108, handle bolt; 200, auxiliary device; 201, sleeve; 202, roller; 203, extension pipe; 204, tension spring; 205, air pump; 206, solenoid valve. Specific embodiments
[0024] In order to make the above objects, features and advantages of the present utility model more obvious and understandable, the specific embodiments of the present utility model will be described in detail below with reference to the accompanying drawings of the specification.
[0025] Many specific details are set forth in the following description in order to provide a thorough understanding of the present utility model, but the present utility model may be practiced in other ways different from those described herein. Those skilled in the art can make similar extensions without departing from the connotation of the present utility model, so the present utility model is not limited by the specific embodiments disclosed below.
[0026] Secondly, the so-called "one embodiment" or "embodiment" herein refers to a specific feature, structure or characteristic that may be included in at least one implementation manner of the present utility model. The "in one embodiment" that appears in different places in this specification does not all refer to the same embodiment, nor is it a separate or alternative embodiment that excludes other embodiments.
[0027] Embodiment 1
[0028] Referring to Figures 1-5 , it is the first embodiment of the present utility model. This embodiment provides a vehicle anti-rollover structure, including, the purpose of the present utility model is to provide a vehicle anti-rollover structure, aiming to solve the problems raised in the above background technology.
[0029] To achieve the above object, the present utility model provides the following technical solutions:
[0030] A frame assembly 100 of a vehicle anti-rollover structure, the frame assembly 100 includes a frame main body 101 and a wheel hub 102. The lower side wall of the frame main body 101 is hinged with a telescopic rod 103, the end of the telescopic rod 103 is hinged with a connecting seat 104, and the wheel hub 102 is rotatably installed at the end of the connecting seat 104;
[0031] Specifically, a shock absorber 105 is connected to the lower end of the frame main body 101 through a rotating shaft and is located above the telescopic rod 103. The other end of the shock absorber 105 is hinged to the side wall of the connecting seat 104.
[0032] Furthermore, a guide rod 106 is movably inserted into the side wall of the connecting seat 104. The end of the guide rod 106 is in contact with the side wall of the arc-shaped plate at the bottom of the frame main body 101, and the side strip of the side wall of the guide rod 106 is in sliding contact with the inner wall of the connecting seat 104.
[0033] Preferably, a spring 107 is connected inside the connecting seat 104 by bolts. The end of the spring 107 is clamped to the inner side wall of the guide rod 106. A handle bolt 108 is threadedly connected to the outer side wall of the connecting seat 104, and the end of the handle bolt 108 penetrates through the side wall of the connecting seat 104 and is in contact with the side wall of the guide rod 106.
[0034] During use, when the inclination angle of the vehicle is too large, the telescopic rod 103 is driven to operate by a control device. The telescopic rod 103 can be a cylinder or a hydraulic rod, or a component such as an electric telescopic rod can be used instead. The telescopic rod 103 advances forward, driving the connecting seat 104 to tilt actively, changing the inclination angle of the wheel hub 102 installed at the end of the connecting seat 104. The other side of the frame main body 101 will change the force application point provided by the wheel hub 102, and under the action of gravity, the overall inclination angle of the frame main body 101 will be reduced, thereby slowing down the process of vehicle rollover. When the connecting seat 104 rotates to a certain angle, the end of the guide rod 106 disengages from the contact with the side wall of the frame main body 101, and will pop out from the side wall of the connecting seat 104 under the cooperation of the spring 107 and be inserted into the ground, providing a certain connection basis for the vehicle in cooperation with the connecting seat 104 assembly to further prevent the vehicle from rolling over. After use, the guide rod 106 is actively retracted into the connecting seat 104, and the handle bolt 108 is tightened. With the cooperation of the auxiliary device 200, the vehicle is lifted, and then the connecting seat 104 is driven by the telescopic rod 103 to rotate to a horizontal position under the cooperation of the shock absorber 105 to complete the reset action. Finally, the handle bolt 108 is loosened, so that the guide rod 106 extends back to the position where it contacts the chute on the side wall of the frame main body 101 under the elastic force of the spring 107.
[0035] In summary, through the addition of the telescopic rod 103 assembly that can adjust the angle of the wheel hub 102, the present application can, during the process of vehicle rollover, actively adjust the angle of the connecting seat 104 where the wheel hub 102 is installed through the combined movement of the telescopic rod 103 and the shock absorber 105 installed on the side wall of the connecting seat 104 to reversely buffer the process of vehicle rollover. When the connecting seat 104 rotates to a certain angle, the guide rod 106 extending from the side wall of the connecting seat 104 can be inserted into the ground to further prevent the vehicle from rolling over and ensure vehicle safety.
[0036] Embodiment 2
[0037] Reference Figures 1-5 Figures 1-5 , which is the second embodiment of the present utility model. Different from the previous embodiment, this embodiment provides an auxiliary device 200 for a vehicle anti-rollover structure. The auxiliary device 200 includes a sleeve 201 and a roller 202. The sleeve 201 is connected to the middle position at the lower end of the vehicle frame main body 101 by bolts. An extension tube 203 is sleeved in the middle of the sleeve 201, and the roller 202 rotates inside the extension tube 203.
[0038] Specifically, a tension spring 204 is connected inside the sleeve 201 by bolts, and the lower end of the tension spring 204 is clamped to the inner side wall of the extension tube 203.
[0039] Furthermore, an air pump 205 is connected to the side wall of the sleeve 201 by bolts, and the air inlet of the air pump 205 is communicated with the inside of the sleeve 201 through a pipeline.
[0040] Preferably, a solenoid valve 206 is threadedly connected to the side wall of the sleeve 201, and the air inlet of the solenoid valve 206 is communicated with the inside of the sleeve 201.
[0041] During use, when the power supply of the air pump 205 is turned on, the air pump 205 will inflate the inside of the sleeve 201. The increased air pressure inside the sleeve 201 will drive the extension tube 203 to move forward, driving the roller 202 to contact the ground under the vehicle until the vehicle is lifted by cooperating with the vehicle wheel hub. Then, the power supply of the air pump 205 is disconnected to stop the air pump 205 from working. A check valve is added to the pipeline between the air pump 205 and the sleeve 201 to maintain the stability of the gas inside the sleeve 201. After use, when the power supply of the solenoid valve 206 is turned on, the solenoid valve 206 opens the sleeve 201. Under its own gravity, the vehicle will press down on the sleeve 201, reducing the internal space of the sleeve 201 and discharging the gas inside the sleeve 201. Cooperating with the tension spring 204, the extension tube 203 is retracted into the sleeve 201, causing the roller 202 to disengage from the ground.
[0042] In summary, in this application, a telescopic auxiliary device 200 is installed below the middle of the vehicle frame main body 101. When used in special positions, such as when one side wheel hub 102 of the vehicle is stuck in a pothole and cannot move or has a flat tire and cannot drive, the non-operating wheel hub 102 on one side is lifted from the ground and disengaged from the ground contact, and it can continue to move forward in cooperation with the wheel hub 102 assembly on the other side of the vehicle. It can also actively lift the vehicle to a certain height when maintenance is required for one side wheel hub 102 of the vehicle, facilitating vehicle maintenance.
[0043] Importantly, it should be noted that the construction and arrangement of the present application shown in multiple different exemplary embodiments are merely illustrative. Although only a few embodiments are described in detail in this disclosure, those who refer to this disclosure should easily understand that many modifications are possible without materially departing from the novel teachings and advantages of the subject matter described in this application (e.g., changes in the dimensions, scales, structures, shapes and proportions of various elements, as well as parameter values (such as temperature, pressure, etc.), installation arrangements, use of materials, colors, orientations, etc.). For example, an element shown as integrally formed may be composed of multiple parts or elements, the position of the element may be inverted or otherwise changed, and the nature, number or position of discrete elements may be altered or changed. Therefore, all such modifications are intended to be included within the scope of the present utility model. The order or sequence of any process or method steps may be changed or reordered according to alternative embodiments. In the claims, any "means plus function" clauses are intended to cover the structures that perform the recited functions described herein, and not only structural equivalents but also equivalent structures. Other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the exemplary embodiments without departing from the scope of the present utility model. Therefore, the present utility model is not limited to a specific embodiment, but extends to various modifications that still fall within the scope of the appended claims.
[0044] In addition, in order to provide a concise description of the exemplary embodiments, not all features of the actual embodiments may be described (i.e., those features that are not relevant to the currently contemplated best mode of carrying out the present utility model or those features that are not relevant to the implementation of the present utility model).
[0045] It should be understood that in the development of any actual implementation, as in any engineering or design project, a large number of specific implementation decisions may be made. Such development efforts may be complex and time-consuming, but for those of ordinary skill in the art who benefit from this disclosure, without undue experimentation, such development efforts will be a routine task of design, manufacturing and production.
[0046] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present utility model and not to limit them. Although the present utility model has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present utility model may be modified or equivalently replaced without departing from the spirit and scope of the technical solutions of the present utility model, and all of them should be covered by the scope of the claims of the present utility model.
Claims
1. A vehicle rollover prevention structure, characterized in that: The vehicle comprises a frame assembly (100) and an auxiliary device (200), wherein the frame assembly (100) comprises a frame body (101) and a wheel hub (102), a telescopic rod (103) is hingedly connected to a side wall at the lower end of the frame body (101), a connecting seat (104) is hingedly connected to the end of the telescopic rod (103), and the wheel hub (102) is rotatably mounted on the end of the connecting seat (104); The auxiliary device (200) comprises a sleeve (201) and a roller (202); the sleeve (201) is connected to the middle position of the lower end of the frame body (101) by bolts; an extension tube (203) is sleeved in the middle of the sleeve (201); and the roller (202) rotates inside the extension tube (203).
2. The vehicle rollover prevention structure according to claim 1, characterized in that: The lower end of the frame body (101) is connected to a shock absorber (105) located above the telescopic rod (103) via a rotating shaft, and the other end of the shock absorber (105) is hinged to the side wall of the connecting seat (104).
3. The vehicle rollover prevention structure according to claim 2, characterized in that: A guide rod (106) is movably inserted into the side wall of the connecting seat (104), the end of the guide rod (106) contacts the side wall of the arc-shaped plate at the bottom of the frame body (101), and the side wall edge strip of the guide rod (106) is in sliding contact with the inner wall of the connecting seat (104).
4. The vehicle rollover prevention structure according to claim 3, characterized in that: A spring (107) is connected to the interior of the connecting seat (104) via bolts, and an end of the spring (107) is clamped on the inner wall of the guide rod (106). A handle bolt (108) is threadedly connected to the outer wall of the connecting seat (104), and an end of the handle bolt (108) passes through the side wall of the connecting seat (104) and contacts the side wall of the guide rod (106).
5. The vehicle rollover prevention structure according to claim 4, characterized in that: A tension spring (204) is connected inside the sleeve (201) via bolts, and the lower end of the tension spring (204) is clamped on the inner wall of the extension tube (203).
6. The vehicle rollover prevention structure according to claim 5, characterized in that: The side wall of the sleeve (201) is connected to an air pump (205) via bolts, and an air inlet of the air pump (205) is connected to the interior of the sleeve (201) via a pipeline.
7. The vehicle rollover prevention structure according to claim 6, characterized in that: The side wall of the sleeve (201) is threadedly connected with a solenoid valve (206), and the air inlet of the solenoid valve (206) is in communication with the interior of the sleeve (201).