CN114030331B - Rollover prevention system - Google Patents
Rollover prevention system Download PDFInfo
- Publication number
- CN114030331B CN114030331B CN202111195027.7A CN202111195027A CN114030331B CN 114030331 B CN114030331 B CN 114030331B CN 202111195027 A CN202111195027 A CN 202111195027A CN 114030331 B CN114030331 B CN 114030331B
- Authority
- CN
- China
- Prior art keywords
- electrically connected
- valve
- cylindrical cavity
- induction switch
- centrifugal force
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
- B60G17/08—Characteristics of fluid dampers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/10—Damping action or damper
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/40—Steering
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/24—Steering, cornering
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Air Bags (AREA)
Abstract
The invention discloses an anti-rollover system, which comprises a steering induction switch, wherein the steering induction switch is electrically connected with a centrifugal force induction switch and a gravity center adjusting structure; the gravity center adjusting structure comprises damping air bags which are respectively connected with the left and right sides of the bottom of the vehicle body, and the lower sides of the damping air bags are connected with supporting plates; the joint of the vehicle body and the damping air bag is provided with an inclined plane with a vertical line upwards deflected to the center of the vehicle body, and the upper surface of the supporting plate is parallel to the inclined plane; the damping air bag is provided with an exhaust valve, and the centrifugal force induction switch is electrically connected with the exhaust valve; the damping air bag is provided with a first air inlet valve, and the centrifugal force induction switch is electrically connected with the first air inlet valve; the first air inlet valve is communicated with a buffer air tank which is communicated with an inflator pump, and the inflator pump is electrically connected with a steering induction switch; the steering inductive switch controls the centrifugal force inductive switch circuit to be electrified. The beneficial effect of this scheme can learn according to the description to above-mentioned scheme, simple structure, reasonable in design can make the electric motor car avoid taking place to turn on one's side when turning.
Description
Technical Field
The invention relates to the field of electric vehicle safety, in particular to an anti-rollover system.
Background
With the discovery of technology, more and more small and environment-friendly electric vehicles are provided. However, the electric vehicle is easy to turn over outwards due to the action of centrifugal force when turning due to the narrow body.
Disclosure of Invention
Aiming at the defects existing in the prior art, the invention provides the rollover prevention system which has simple structure and reasonable design and can prevent the electric vehicle from rollover during turning.
In order to achieve the above object, the present invention provides an anti-rollover system, comprising a steering induction switch, wherein the steering induction switch is electrically connected with a centrifugal force induction switch and a gravity center adjusting structure;
the gravity center adjusting structure is arranged between the vehicle body and the vehicle axle and comprises damping air bags which are respectively connected with the left side and the right side of the bottom of the vehicle body, the lower sides of the damping air bags are connected with supporting plates, the supporting plates are connected with supporting blocks, and the supporting blocks are connected with the vehicle axle;
an inclined plane with a vertical line upwards deflecting to the center of the vehicle body is arranged at the joint of the vehicle body and the damping air bag, and the upper surface of the supporting plate is parallel to the inclined plane;
the damping air bag is provided with an exhaust valve, the centrifugal force induction switch is electrically connected with the exhaust valve, and the exhaust valve is electrified to open an air passage;
the damping air bag is provided with a first air inlet valve, the centrifugal force induction switch is electrically connected with the first air inlet valve, and when the first air inlet valve is electrified, the air passage is closed;
the first air inlet valve is communicated with a buffer air tank which is communicated with an inflator pump, and the inflator pump is electrically connected with the steering induction switch;
the steering inductive switch controls the centrifugal force inductive switch circuit to be electrified.
Further, the damping air bag is provided with a first pressure limiting valve and a second pressure limiting valve, the first pressure limiting valve is electrically connected with the steering induction switch, and when the first pressure limiting valve is electrified, the air passage is closed;
the first pressure limiting valve is smaller than the second pressure limiting valve in pressure limiting value.
Further, the centrifugal force induction switch comprises a fixed disc perpendicular to the axis of the vehicle body, the center of the disc is connected with a central shaft which is in the same direction as the axis of the vehicle body, one end of the central shaft is connected with a pendulum bob which rotates around the axis of the central shaft, and one end of the pendulum bob is provided with a heavy hammer;
the upper end of the disc is connected with a left knob structure, the right side of the disc is connected with a right knob structure, the disc is provided with an arc-shaped through hole, and the left knob structure and the right knob structure are provided with a deflector rod penetrating through the through hole and entering the track of the upper end of the pendulum;
the left knob structure is electrically connected with the exhaust valve of the shock absorption air bag on the left side of the automobile body, and the right knob structure is electrically connected with the exhaust valve of the shock absorption air bag on the right side of the automobile body;
the left knob structure is electrically connected with the first air inlet valve of the shock absorbing air bag on the left side of the automobile body, and the right knob structure is electrically connected with the first air inlet valve of the shock absorbing air bag on the right side of the automobile body.
Further, the steering induction switch comprises a first cylindrical cavity, a first piston column is arranged in the first cylindrical cavity, a first spring is arranged on one side of the first piston column in the first cylindrical cavity, and the first cylindrical cavity is communicated with a steering power assisting oil pipe on the other side of the first piston column;
the bottom of the first cylindrical cavity, which is provided with one end of the first spring, is provided with a button, and the button is higher than the compression limit of the first spring.
Further, the buffer gas tank is provided with a first ventilation valve which is communicated with the damping airbag;
the buffer gas tank is provided with a second vent valve which is communicated with a speed reducing structure, the speed reducing structure comprises a second cylindrical cavity, the second cylindrical cavity is communicated with the hydraulic brake pipeline, and a second piston column is arranged in the second cylindrical cavity;
the second cylindrical cavity is communicated with a third cylindrical cavity, a third piston column is arranged in the third cylindrical cavity, and a push rod is arranged between the third piston column and the second piston column;
the third cylindrical cavity is communicated with the second ventilation valve;
the diameter of the third cylindrical cavity is larger than that of the second cylindrical cavity;
the length of the push rod is longer than that of the third cylindrical cavity;
and a second spring is arranged between one end, connected with the second cylindrical cavity, of the third cylindrical cavity and the third piston column.
Further, a tension spring is arranged between the inclined plane and the axle, specifically, the axle is provided with a first cylindrical tube, a first sliding block is arranged in the first cylindrical tube, the first sliding block is fixedly connected with the tension spring, and the other end of the tension spring is fixedly connected with the inclined plane.
Further, a second cylindrical pipe is arranged on the side face of the first cylindrical pipe, a second sliding block is arranged in the second cylindrical pipe, a bayonet lock penetrating through the first cylindrical pipe is arranged on one side, facing the first cylindrical pipe, of the second sliding block, and a third spring is arranged between the bottoms of the second cylindrical pipe and the other side of the second sliding block;
the first sliding block is provided with a clamping groove in cooperation with the clamping pin;
the side surface of the second cylindrical tube, which is close to one end of the first cylindrical tube, is communicated with a second air inlet valve, the second air inlet valve is electrically connected with the centrifugal force induction switch, and the air passage is opened when the second air inlet valve is electrified;
the left knob structure is electrically connected with the second air inlet valve of the shock absorbing air bag on the right side of the automobile body, and the right knob structure is electrically connected with the second air inlet valve of the shock absorbing air bag on the left side of the automobile body.
In general, the shock absorbing structure plays a role in assisting the elbow in the process of rollover of the vehicle. The shock absorbing structure prevents a rigid connection of the vehicle body and the axle, because of the relatively flexible nature. However, during cornering, the shock absorbing structure located outside the radius of the curve may further exacerbate the outward deflection of the center of gravity of the vehicle due to centrifugal force.
After the scheme is adopted, the centrifugal force induction switch is always in a normally open state in the running process of the vehicle, but the steering induction switch controls the power-on of the centrifugal force induction switch, so that the centrifugal force induction switch does not work if the vehicle does not turn.
The scheme is provided with the damping air bag, so that the tension spring is arranged to counteract vibration formed by vibration of the vehicle, and the rising of the gravity center of the vehicle body caused by the bouncing of the damping air bag is prevented.
During cornering of the vehicle, if the steering wheel turns sufficiently, the pressure of the steering-assist oil pipe activates the steering-sensitive switch.
At the moment, an inflator pump electrically connected with the steering induction switch is started to start preparation work; the first pressure limiting valves electrically connected with the steering induction switch close the air passage to prevent centrifugal force pressure of the vehicle body from forcing the outer damping air bags to be suppressed.
For ease of explanation we assume that the vehicle is now turning left and centrifugal force is to the right. If the centrifugal force is large, the centrifugal force induction switch is caused to open the left knob. At this time, the left knob opens the exhaust valve of the left shock-absorbing airbag, closes the first intake valve of the left shock-absorbing airbag, and opens the air passage of the right second intake valve. Then, the left side cushion bag starts to exhaust, the pressure limiting value of the right side cushion bag increases, and inflation may start. The possible state of inflation is when the centrifugal force presses the air bag, so that the air pressure of the right shock-absorbing air bag is still below the pressure limiting value. The right tension spring does not work.
If the centrifugal force is too large, the left side knob is electrically connected with the second ventilation valve, the second ventilation valve is opened, and the vehicle starts to decelerate automatically.
In this way, if the centrifugal force is not too great, no cushion airbag venting is required to relieve the inflator load, and if the centrifugal force is not too great, no self-deceleration is required.
After the turning is completed, the left exhaust valve is closed, the left first air inlet valve is opened, and the left shock absorbing air bag starts to be inflated by the buffer air tank. The right second air inlet valve is closed, and the right tension spring starts to work. The first pressure limiting valve begins to operate. In the sloshing of the vehicle running, the tension springs and the first pressure reducing valve at the two sides can balance the two sides finally.
The beneficial effect of this scheme can learn according to the description to above-mentioned scheme, simple structure, reasonable in design can make the electric motor car avoid taking place to turn on one's side when turning, in the turning, not only can reduce the inboard height of turning radius, can make the whole relative axle of automobile body move to turning radius inboard moreover.
Drawings
FIG. 1 is a schematic diagram of the structure of the present invention;
FIG. 2 is an enlarged view of the portion I of FIG. 1;
FIG. 3 is a schematic diagram of a centrifugal force sensing switch;
FIG. 4 is a schematic diagram of a steering sensing switch;
FIG. 5 is a schematic diagram of a deceleration structure;
in the figure, 1, a vehicle body; 2. an axle; 3. a shock absorbing air bag; 4. a support plate; 5. a support block; 6. an exhaust valve; 7. a first intake valve; 8. a buffer gas tank; 9. a first pressure limiting valve; 10. a second pressure limiting valve; 11. a disc; 12. a central shaft; 13. a pendulum; 14. an arc-shaped through hole; 15. a deflector rod; 16. a first cylindrical cavity; 17. a first piston rod; 18. a first spring; 19. a steering assist oil pipe; 20. a button; 21. a first vent valve; 22. a second vent valve; 23. a second cylindrical cavity; 24. a hydraulic brake line; 25. a second piston post; 26. a third cylindrical cavity; 27. a third piston post; 28. a push rod; 29. a second spring; 30. a tension spring; 31. a first cylindrical tube; 32. a first slider; 33. a second cylindrical tube; 34. a second slider; 35. a bayonet lock; 36. a third spring; 37. and a second intake valve.
Detailed Description
In order to clearly illustrate the technical characteristics of the scheme, the scheme is explained below through a specific embodiment.
As shown in fig. 1, the embodiment discloses an anti-rollover system, which comprises a steering induction switch, wherein the steering induction switch is electrically connected with a centrifugal force induction switch and a gravity center adjusting structure;
a gravity center adjusting structure is arranged between the vehicle body 1 and the vehicle axle 2, the gravity center adjusting structure comprises damping air bags 3 which are respectively connected with the bottom of the vehicle body 1 left and right, the lower side of each damping air bag 3 is connected with a supporting plate 4, each supporting plate 4 is connected with a supporting block 5, and each supporting block 5 is connected with the vehicle axle 2;
the joint of the vehicle body 1 and the shock absorption air bag 3 is provided with an inclined plane with a vertical line upwards deflected to the center of the vehicle body 1, and the upper surface of the supporting plate 4 is parallel to the inclined plane;
the damping air bag 3 is provided with an exhaust valve 6, the centrifugal force induction switch is electrically connected with the exhaust valve 6, and the exhaust valve 6 is electrified to open an air passage;
the damping air bag 3 is provided with a first air inlet valve 7, a centrifugal force induction switch is electrically connected with the first air inlet valve 7, and the air passage is closed when the first air inlet valve 7 is electrified;
the first air inlet valve 7 is communicated with the buffer air tank 8, the buffer air tank 8 is communicated with an inflator pump, and the inflator pump is electrically connected with a steering induction switch;
the steering inductive switch controls the centrifugal force inductive switch circuit to be electrified.
The damping air bag 3 is provided with a first pressure limiting valve 9 and a second pressure limiting valve 10, the first pressure limiting valve 9 is electrically connected with a steering induction switch, and the first pressure limiting valve 9 closes an air passage when being electrified;
the first pressure limiting valve 9 has a pressure limiting value smaller than that of the second pressure limiting valve 10.
The centrifugal force induction switch comprises a fixed disc 11 perpendicular to the axis of the vehicle body 1, the center of the disc 11 is connected with a central shaft 12 which is in the same direction as the axis of the vehicle body, one end of the central shaft 12 is connected with a pendulum 13 which rotates around the axis of the central shaft, and one end of the pendulum is provided with a heavy hammer;
the upper end of the disc 11 is connected with a left knob structure, the right side is connected with a right knob structure, the disc is provided with an arc-shaped through hole 14, and the left knob structure and the right knob structure are provided with a deflector rod 15 penetrating through the through holes and entering the track of the upper end of the pendulum;
the left knob structure is electrically connected with the exhaust valve 6 of the shock-absorbing air bag 3 on the left side of the vehicle body 1, and the right knob structure is electrically connected with the exhaust valve 6 of the shock-absorbing air bag 3 on the right side of the vehicle body 1;
the left knob structure is electrically connected with the first air inlet valve 7 of the shock absorbing air bag 3 on the left side of the vehicle body 1, and the right knob structure is electrically connected with the first air inlet valve 7 of the shock absorbing air bag 3 on the right side of the vehicle body 1.
The steering induction switch comprises a first cylindrical cavity 16, a first piston column 17 is arranged in the first cylindrical cavity 16, a first spring 18 is arranged on one side of the first piston column 17 in the first cylindrical cavity 16, and the first cylindrical cavity 16 is communicated with a steering power-assisted oil pipe 19 on the other side of the first piston column 17;
the bottom of the end of the first cylindrical cavity 16 provided with the first spring 18 is provided with a button 20, the button 20 being above the compression limit of the first spring 18.
The buffer gas tank 8 is provided with a first ventilation valve 21, and the first ventilation valve 21 is communicated with the damping airbag 3;
the buffer gas tank 8 is provided with a second ventilation valve 22, the second ventilation valve 22 is communicated with a speed reduction structure, the speed reduction structure comprises a second cylindrical cavity 23, the second cylindrical cavity 23 is communicated with a hydraulic brake pipeline 24, and a second piston column 25 is arranged in the second cylindrical cavity 23;
the second cylindrical cavity 23 is communicated with a third cylindrical cavity 26, a third piston column 27 is arranged in the third cylindrical cavity 26, and a push rod 28 is arranged between the third piston column 27 and the second piston column 25;
the third cylindrical cavity 26 is communicated with the second ventilation valve 22;
the diameter of the third cylindrical cavity 26 is larger than that of the second cylindrical cavity 23;
the length of the push rod 28 is greater than the length of the third cylindrical cavity 26;
a second spring 29 is provided between one end of the third cylindrical cavity 26 connected to the second cylindrical cavity 23 and the third piston post 27.
A tension spring 30 is arranged between the inclined plane of the vehicle body 1 and the vehicle axle 2, specifically, the vehicle axle 2 is provided with a first cylindrical tube 31, a first sliding block 32 is arranged in the first cylindrical tube 31, the first sliding block 32 is fixedly connected with the tension spring 30, and the other end of the tension spring 30 is fixedly connected with the inclined plane.
The side surface of the first cylindrical tube 31 is provided with a second cylindrical tube 33, a second sliding block 34 is arranged in the second cylindrical tube 33, one side of the second sliding block 34 facing the first cylindrical tube 31 is provided with a bayonet lock 35 penetrating through the first cylindrical tube 31, and a third spring 36 is arranged between the other side of the second sliding block 34 and the bottom of the second cylindrical tube 31;
the first slider 32 is provided with a clamping groove in cooperation with the clamping pin 35;
the side surface of the second cylinder tube 33, which is close to one end of the first cylinder tube 31, is communicated with a second air inlet valve 37, the second air inlet valve 37 is electrically connected with a centrifugal force induction switch, and the air passage is opened when the second air inlet valve 37 is electrified;
the left knob structure is electrically connected to the second air inlet valve 37 of the shock absorbing air bag 3 on the right side of the vehicle body 1, and the right knob structure is electrically connected to the second air inlet valve 37 of the shock absorbing air bag 3 on the left side of the vehicle body 1.
Generally, the shock absorbing structure plays a bad role in the process of rollover of the vehicle. Due to the shock-absorbing structure, a rigid connection of the vehicle body 1 and the axle 2 is avoided, because of the relatively flexible nature. However, during cornering, the shock absorbing structure located outside the radius of the curve may further exacerbate the outward deflection of the center of gravity of the vehicle due to centrifugal force.
After the scheme is adopted, the centrifugal force induction switch is always in a normally open state in the running process of the vehicle, but the steering induction switch controls the power-on of the centrifugal force induction switch, so that the centrifugal force induction switch does not work if the vehicle does not turn.
In the scheme, the damping air bag 3 is arranged, so that the tension spring 30 is arranged to counteract vibration formed by vehicle vibration, and the center of gravity of the vehicle body 1 is prevented from rising due to the bouncing of the damping air bag 3.
During cornering of the vehicle, if the steering wheel is turned sufficiently, the pressure of the steering pipe 19 activates the steering sensor switch.
At the moment, an inflator pump electrically connected with the steering induction switch is started to start preparation work; the first pressure limiting valves 9 electrically connected with the steering induction switch close the air passages so as to prevent centrifugal force pressure of the vehicle body from forcing the outer damping air bags 3 to be suppressed.
For ease of explanation we assume that the vehicle is now turning left and centrifugal force is to the right. If the centrifugal force is large, the centrifugal force induction switch is caused to open the left knob. At this time, the left knob opens the exhaust valve 6 of the left shock-absorbing bag 3, closes the first intake valve 7 of the left shock-absorbing bag 3, and opens the air passage of the right second intake valve 37. Then, the left side cushion airbag 3 starts to exhaust, the pressure limiting value of the right side cushion airbag 3 increases, and inflation may start. The possible state of inflation is when the centrifugal force presses the air bag, resulting in the air pressure of the right shock absorbing air bag 3 being still below the pressure limiting value. The right tension spring 30 is not operated due to the disengagement of the bayonet 35.
If the centrifugal force is too high, the left side knob is electrically connected with the second ventilation valve 22, the second ventilation valve 22 is opened, and the vehicle starts to decelerate automatically.
In this way, if the centrifugal force is not too large, the cushion airbag 3 is not required to be exhausted to relieve the load of the inflator, and if the centrifugal force is not too large, self-deceleration is not required.
When the turning is completed, the left exhaust valve 6 is closed, the left first intake valve 7 is opened, and the left shock absorbing bag 3 starts to be inflated by the buffer tank 8. The right second intake valve 37 is closed and the right tension spring 30 starts to operate. The first pressure limiting valve 9 starts to operate. In the sloshing of the vehicle running, the two-sided tension springs 30 and the first pressure reducing valve 9 eventually balance the two sides.
The technical features of the present invention that are not described in the present invention can be realized by or are realized by the prior art, and the description is not limited to the above-mentioned embodiments, and the present invention is not limited to the above-mentioned embodiments, and the changes, modifications, additions or substitutions made by those skilled in the art within the spirit and scope of the present invention shall fall within the protection scope of the present invention.
Claims (3)
1. The rollover prevention system is characterized by comprising a steering induction switch, wherein the steering induction switch is electrically connected with a centrifugal force induction switch and a gravity center adjusting structure;
the gravity center adjusting structure is arranged between the vehicle body and the vehicle axle and comprises damping air bags which are respectively connected with the left side and the right side of the bottom of the vehicle body, the lower side of each damping air bag is connected with a supporting plate, each supporting plate is connected with a supporting block, and each supporting block is connected with the vehicle axle;
an inclined plane with a vertical line upwards deflecting to the center of the vehicle body is arranged at the joint of the vehicle body and the damping air bag, and the upper surface of the supporting plate is parallel to the inclined plane;
the damping air bag is provided with an exhaust valve, the centrifugal force induction switch is electrically connected with the exhaust valve, and the exhaust valve is electrified to open an air passage;
the damping air bag is provided with a first air inlet valve, the centrifugal force induction switch is electrically connected with the first air inlet valve, and when the first air inlet valve is electrified, the air passage is closed;
the first air inlet valve is communicated with a buffer air tank which is communicated with an inflator pump, and the inflator pump is electrically connected with the steering induction switch;
the steering inductive switch controls the centrifugal force inductive switch circuit to be electrified;
the centrifugal force induction switch comprises a fixed disc perpendicular to the axis of the vehicle body, the center of the disc is connected with a central shaft which is in the same direction as the axis of the vehicle body, one end of the central shaft is connected with a pendulum bob which rotates around the axis of the central shaft, and one end of the pendulum bob is provided with a heavy hammer;
the upper end of the disc is connected with a left knob structure, the right side of the disc is connected with a right knob structure, the disc is provided with an arc-shaped through hole, and the left knob structure and the right knob structure are provided with a deflector rod penetrating through the through hole and entering the track of the upper end of the pendulum;
the left knob structure is electrically connected with the exhaust valve of the shock absorption air bag on the left side of the automobile body, and the right knob structure is electrically connected with the exhaust valve of the shock absorption air bag on the right side of the automobile body;
the left knob structure is electrically connected with the first air inlet valve of the shock absorption air bag on the left side of the automobile body, and the right knob structure is electrically connected with the first air inlet valve of the shock absorption air bag on the right side of the automobile body;
the steering induction switch comprises a first cylindrical cavity, a first piston column is arranged in the first cylindrical cavity, a first spring is arranged on one side of the first piston column in the first cylindrical cavity, and the first cylindrical cavity is communicated with a steering power-assisted oil pipe on the other side of the first piston column;
the bottom of one end of the first cylindrical cavity, provided with the first spring, is provided with a button, and the button is higher than the compression limit of the first spring;
a tension spring is arranged between the inclined plane and the axle, specifically, the axle is provided with a first cylindrical tube, a first sliding block is arranged in the first cylindrical tube, the first sliding block is fixedly connected with the tension spring, and the other end of the tension spring is fixedly connected with the inclined plane;
the side surface of the first cylindrical pipe is provided with a second cylindrical pipe, a second sliding block is arranged in the second cylindrical pipe, one side of the second sliding block, which faces the first cylindrical pipe, is provided with a bayonet lock penetrating through the first cylindrical pipe, and a third spring is arranged between the bottom of the second cylindrical pipe and the other side of the second sliding block;
the first sliding block is provided with a clamping groove in cooperation with the clamping pin;
the side surface of the second cylindrical tube, which is close to one end of the first cylindrical tube, is communicated with a second air inlet valve, the second air inlet valve is electrically connected with the centrifugal force induction switch, and the air passage is opened when the second air inlet valve is electrified;
the left knob structure is electrically connected with the second air inlet valve of the shock absorbing air bag on the right side of the automobile body, and the right knob structure is electrically connected with the second air inlet valve of the shock absorbing air bag on the left side of the automobile body.
2. The rollover prevention system as defined in claim 1, wherein the shock absorbing bladder is provided with a first pressure limiting valve and a second pressure limiting valve, the first pressure limiting valve being electrically connected to the steering sensing switch, the first pressure limiting valve closing the air passage when energized;
the first pressure limiting valve is smaller than the second pressure limiting valve in pressure limiting value.
3. The rollover prevention system as defined in claim 1, wherein the buffer tank is provided with a first vent valve that communicates with the shock bladder;
the buffer gas tank is provided with a second vent valve which is communicated with a speed reducing structure, the speed reducing structure comprises a second cylindrical cavity, the second cylindrical cavity is communicated with a hydraulic brake pipeline, and a second piston column is arranged in the second cylindrical cavity;
the second cylindrical cavity is communicated with a third cylindrical cavity, a third piston column is arranged in the third cylindrical cavity, and a push rod is arranged between the third piston column and the second piston column;
the third cylindrical cavity is communicated with the second ventilation valve;
the diameter of the third cylindrical cavity is larger than that of the second cylindrical cavity;
the length of the push rod is longer than that of the third cylindrical cavity;
a second spring is arranged between one end of the third cylindrical cavity, which is connected with the second cylindrical cavity, and the third piston column;
the second ventilation valve is electrically connected with the centrifugal force induction switch, and when the second ventilation valve is electrified, the air passage is opened;
the left knob structure or the right knob structure is electrically connected with the second ventilation valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111195027.7A CN114030331B (en) | 2021-10-14 | 2021-10-14 | Rollover prevention system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111195027.7A CN114030331B (en) | 2021-10-14 | 2021-10-14 | Rollover prevention system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114030331A CN114030331A (en) | 2022-02-11 |
| CN114030331B true CN114030331B (en) | 2023-09-12 |
Family
ID=80141390
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111195027.7A Active CN114030331B (en) | 2021-10-14 | 2021-10-14 | Rollover prevention system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114030331B (en) |
Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6209887B1 (en) * | 1999-04-05 | 2001-04-03 | Meritor Heavy Vehicle Systems, Llc | Microprocessor controlled vehicle suspension |
| US6240339B1 (en) * | 1999-02-26 | 2001-05-29 | Freightliner Llc | Vehicle rear axle load relief method and system |
| KR20020074862A (en) * | 2001-03-22 | 2002-10-04 | 기아자동차주식회사 | System and method for electronically controlling an air spring |
| KR20060053590A (en) * | 2004-11-17 | 2006-05-22 | 기아자동차주식회사 | Roll sensible type bump stopper of a vehicle |
| JP2013028204A (en) * | 2011-07-27 | 2013-02-07 | Nissan Motor Co Ltd | Turn traveling control device and method for controlling turn traveling |
| CN103600635A (en) * | 2013-11-15 | 2014-02-26 | 安徽工程大学 | Automobile balance device capable of preventing side tilt and forward tilt of automobile, and control method thereof |
| CN106696630A (en) * | 2016-12-20 | 2017-05-24 | 管中林 | Suspension system for automatically controlling automobile balance |
| CN107082003A (en) * | 2017-04-20 | 2017-08-22 | 山东交通学院 | One kind passes through the spring controlled motor bus anti-rollover control device of auxiliary air |
| CN209666765U (en) * | 2019-03-28 | 2019-11-22 | 梁山锦建汽车配件制造有限公司 | A kind of autobalance air suspension apparatus and trailer/semitrailer |
| CN210257901U (en) * | 2019-07-01 | 2020-04-07 | 莱芜市泰祥汽车部件科技有限公司 | Driving system of air suspension device |
| JP2021011249A (en) * | 2019-07-09 | 2021-02-04 | 方小剛 | Anti-tipping device used during sudden steering of vehicle |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20050017462A1 (en) * | 2003-07-23 | 2005-01-27 | Kroppe William J. | Suspension system |
| US7261303B2 (en) * | 2003-11-20 | 2007-08-28 | Autoliv Asp, Inc. | System and method for preventing rollover |
| US8967648B2 (en) * | 2009-03-12 | 2015-03-03 | Arvinmeritor Technology, Llc | Continuous force control for dual air spring configuration |
-
2021
- 2021-10-14 CN CN202111195027.7A patent/CN114030331B/en active Active
Patent Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6240339B1 (en) * | 1999-02-26 | 2001-05-29 | Freightliner Llc | Vehicle rear axle load relief method and system |
| US6209887B1 (en) * | 1999-04-05 | 2001-04-03 | Meritor Heavy Vehicle Systems, Llc | Microprocessor controlled vehicle suspension |
| KR20020074862A (en) * | 2001-03-22 | 2002-10-04 | 기아자동차주식회사 | System and method for electronically controlling an air spring |
| KR20060053590A (en) * | 2004-11-17 | 2006-05-22 | 기아자동차주식회사 | Roll sensible type bump stopper of a vehicle |
| JP2013028204A (en) * | 2011-07-27 | 2013-02-07 | Nissan Motor Co Ltd | Turn traveling control device and method for controlling turn traveling |
| CN103600635A (en) * | 2013-11-15 | 2014-02-26 | 安徽工程大学 | Automobile balance device capable of preventing side tilt and forward tilt of automobile, and control method thereof |
| CN106696630A (en) * | 2016-12-20 | 2017-05-24 | 管中林 | Suspension system for automatically controlling automobile balance |
| CN107082003A (en) * | 2017-04-20 | 2017-08-22 | 山东交通学院 | One kind passes through the spring controlled motor bus anti-rollover control device of auxiliary air |
| CN209666765U (en) * | 2019-03-28 | 2019-11-22 | 梁山锦建汽车配件制造有限公司 | A kind of autobalance air suspension apparatus and trailer/semitrailer |
| CN210257901U (en) * | 2019-07-01 | 2020-04-07 | 莱芜市泰祥汽车部件科技有限公司 | Driving system of air suspension device |
| JP2021011249A (en) * | 2019-07-09 | 2021-02-04 | 方小剛 | Anti-tipping device used during sudden steering of vehicle |
Non-Patent Citations (1)
| Title |
|---|
| 夏晶晶 ; 常绿 ; 胡晓明 ; 何勇 ; .基于模型预测的重型车辆侧翻主动控制.农业工程学报.2010,(09),全文. * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114030331A (en) | 2022-02-11 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4422661A (en) | Height adjusting system for motorcycle | |
| US8874291B2 (en) | Electricity generating suspension system for hybrid and electric automobiles | |
| EP2058155B1 (en) | Suspension device and method during spring action and/or damping action for a vehicle | |
| CN110450593B (en) | Truck suspension variable-rigidity auxiliary device and control method | |
| CN103552468A (en) | Truck vibration energy recovery system | |
| CN106696630A (en) | Suspension system for automatically controlling automobile balance | |
| CN114030331B (en) | Rollover prevention system | |
| CN1070124C (en) | Automotive tyre explosion safety tyre pressure indicating adjustable suspension system | |
| CN202378862U (en) | Automobile, anti-overturn safety system and anti-overturn safety device for automobile | |
| CN113829821B (en) | Steering centrifugal force countermeasure system for vehicle | |
| JP2946856B2 (en) | Car air suspension | |
| KR100371419B1 (en) | Suspension apparatus | |
| CN201520183U (en) | Automobile oil gas suspending device | |
| JP4989387B2 (en) | Axle spring system for vehicle | |
| JP4810860B2 (en) | Suspension device | |
| JPS6232084Y2 (en) | ||
| JPS6230803Y2 (en) | ||
| CN2312822Y (en) | Suspension rack of motor vehicle | |
| KR0153164B1 (en) | Energy reproduction shock-absorption device | |
| CN219707227U (en) | Shock attenuation inflation mechanism and bicycle | |
| CN201346974Y (en) | Combined air suspension system with plate spring | |
| JPS6220325Y2 (en) | ||
| CN201300688Y (en) | An adjustable damper airbag | |
| KR0183125B1 (en) | Control apparatus of the height of a car body depending upon the driving status | |
| KR100477091B1 (en) | Automotive air suspension |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |