CN215322958U

CN215322958U - Anti-toppling device and anti-toppling vehicle

Info

Publication number: CN215322958U
Application number: CN202023125598.7U
Authority: CN
Inventors: 吴锦飞; 张桂成; 苏德润; 罗颖
Original assignee: Huawei Technologies Co Ltd
Current assignee: Huawei Technologies Co Ltd
Priority date: 2020-12-22
Filing date: 2020-12-22
Publication date: 2021-12-28
Anticipated expiration: 2030-12-22

Abstract

The application provides an anti-toppling device and an anti-toppling vehicle. This anti-toppling device includes: the swing device comprises a first main body, at least one swing rod and a driving mechanism, wherein one section of the swing rod is provided with a roller, the other end of the swing rod is provided with a movable shaft, at least part of the movable shaft is accommodated in the sliding groove and slides along the sliding groove under the driving of the driving mechanism, and the movable shaft can axially rotate in the sliding groove so as to enable the swing rod to swing around the movable shaft relative to the first main body. The anti-toppling device can be arranged on a vehicle, the anti-toppling vehicle can obtain the gradient of a target slope and the gravity center position of the vehicle, then the target position of the movable shaft in the sliding chute is determined according to the gradient, the gravity center position and the length of the swing rod, and finally the movable shaft is driven by the driving mechanism to slide to the target position, so that the problem of toppling when the vehicle goes up and down the slope is solved.

Description

Anti-toppling device and anti-toppling vehicle

Technical Field

The application relates to the technical field of safety of vehicles, in particular to an anti-dumping device and an anti-dumping vehicle.

Background

With the development of machine intellectualization, more and more intelligent trolleys which are automatically driven start to be responsible for various goods transportation in indoor scenes such as underground garages, supermarkets, logistics storage and the like. For example, in a warehouse, the logistics trolley can transport the articles to a specified position according to instructions, and during the transportation process, the logistics trolley can automatically complete turning and other operations according to a specified route.

However, the smart car is often designed to be relatively high, so when the smart car passes through a slope, a situation that the smart car is broken because the gravity center of the smart car is too high to keep balance often occurs.

Currently, the prior art can prevent the vehicle from falling down when passing through a slope by designing the height of the vehicle to be low. However, this method cannot adjust the height of the center of gravity according to the gradient and cannot ensure that the vehicle does not topple over when passing any slope.

SUMMERY OF THE UTILITY MODEL

The technical problem to be solved by the embodiments of the present application is to provide a rotating shaft mechanism and a headset that can improve convenience and user experience.

In order to achieve the purpose, the implementation mode of the application adopts the following technical scheme:

in a first aspect, implementations of the present application provide an anti-tip device, the device comprising:

the first main body is provided with at least one sliding chute;

the swing rod is provided with a first end and a second end which are oppositely arranged, the first end is provided with a roller, the second end is provided with a movable shaft, at least part of the movable shaft is accommodated in the chute and slides along the chute, and the movable shaft can axially rotate in the chute so as to enable the swing rod to swing around the movable shaft relative to the first main body; and a process for the preparation of a coating,

and the driving mechanism is used for driving the movable shaft to slide along the sliding groove.

In one possible embodiment, the direction of extension of the sliding groove is perpendicular to the supporting surface.

In one possible implementation, when the movable shaft slides along the sliding groove in a direction approaching the supporting surface, the roller rolls on the supporting surface in a direction away from the first main body.

In one possible implementation, when the movable shaft slides along the sliding groove in a direction away from the supporting surface, the roller rolls on the supporting surface in a direction close to the first main body.

In a possible implementation manner, the diameter of the roller is smaller than the width of the sliding groove, and the length of the swing rod is smaller than that of the sliding groove, so that the swing rod can be retracted into the sliding groove in a specific scene.

In one possible implementation manner, the driving mechanism comprises a first motor, a first gear, a first rack, a second motor, a second gear and a second rack; the first motor is fixed on the first main body, a first gear is arranged on an output shaft of the first motor, the first gear is meshed with a first rack, and the first rack is connected with the movable shaft so that the movable shaft can slide to a first direction along the sliding groove; the second motor is fixed on the first main body, a second gear is arranged on an output shaft of the second motor, the second gear is meshed with a second rack, and the second rack is connected with the movable shaft so that the movable shaft can slide to the second direction along the sliding groove.

In one possible implementation, the anti-toppling device further includes a controller, the controller including one or more processors, one or more memories, the one or more memories storing computer instructions, the one or more processors invoking the computer instructions to perform:

acquiring the gradient of a target ramp and the gravity center position of a vehicle;

determining the target position of the movable shaft in the sliding chute according to the gradient, the gravity center position and the length of the swing rod;

the movable shaft is driven by the driving mechanism to slide to a target position.

In a second aspect, embodiments of the present application provide a vehicle including the anti-toppling device of any one of the first aspects.

The present application can further combine to provide more implementations on the basis of the implementations provided by the above aspects.

Drawings

FIG. 1 is a functional block diagram of a vehicle according to an embodiment of the present disclosure;

FIG. 2 is a schematic structural diagram of an anti-tipping device according to an embodiment of the present disclosure;

fig. 3A is a schematic view illustrating a connection between a movable shaft and a sliding chute according to an embodiment of the present disclosure;

fig. 3B is a schematic view of a movable shaft driving a swing rod to swing according to an embodiment of the present disclosure;

FIG. 4 is a schematic view of a swing link received in a sliding slot according to an embodiment of the present disclosure;

FIG. 5 is a schematic view of a drive mechanism provided in an embodiment of the present application;

FIG. 6 is a schematic view of an anti-tipping device according to an embodiment of the present disclosure;

FIG. 7 is a schematic flow chart of an anti-toppling method provided by an embodiment of the present application;

FIG. 8 is a schematic view of a target line provided by an embodiment of the present application;

FIG. 9 is a schematic diagram of two vehicles with different gravity center positions on a slope according to an embodiment of the present application;

FIG. 10 is a schematic view of a vehicle positioned on a target ramp according to an embodiment of the present application.

Detailed Description

For a better understanding of the anti-toppling device and the anti-toppling vehicle disclosed in the embodiments of the present application, a description will be given below of one vehicle used in the embodiments of the present application.

In the embodiment of the application, the vehicle can be an intelligent trolley, and the intelligent trolley has the function of automatically driving according to the designated route, so that the intelligent trolley can be applied to indoor scenes such as underground garages, supermarkets and logistics storage, and can transport specific articles according to instructions, thereby meeting the requirements of article transportation in different scenes.

Specifically, please refer to fig. 1, wherein fig. 1 is a functional framework diagram of a vehicle according to an embodiment of the present disclosure. As shown in FIG. 1, various subsystems may be included within the functional framework of the vehicle 10, such as a sensor system 12, a control system 14, one or more peripheral devices 16 (one shown for purposes of example), a power source 18, a computer system 20, and an anti-tipping device 22 as shown. Optionally, the vehicle 10 may also include other functional systems, such as an engine system for powering the vehicle 10, and the like, which are not limited herein. Wherein the content of the first and second substances,

the sensor system 12 may include a number of sensing devices that sense the information being measured and convert the sensed information into electrical signals or other desired forms of information output in a regular manner. As shown, the detection devices may include a global positioning system 1201 (GPS), a vehicle speed sensor 1202, an inertial measurement unit 1203(inertial measurement unit, IMU), a radar unit 1204, a laser range finder 1205, a camera 1206, a wheel speed sensor 1207, a steering sensor 1208, a shift sensor 1209, or other elements for automatic detection, and the like, and the present application is not limited thereto.

The global positioning system GPS 1201 is a system that performs positioning and navigation in real time in the global area using GPS positioning satellites. In the application, the GPS can be used for realizing the real-time positioning of the vehicle and providing the geographic position information of the vehicle. The vehicle speed sensor 1202 is used to detect the traveling speed of the vehicle. The inertial measurement unit 1203 may include a combination of accelerometers and gyroscopes, which are devices that measure the angular rate and acceleration of the vehicle 10. For example, during running of the vehicle, the inertia measurement unit may measure a position and an angle change or the like of the vehicle body based on inertial acceleration of the vehicle.

Radar unit 1204 may also be referred to as a radar system. The radar unit senses an object using a wireless signal in a current environment in which the vehicle is traveling. Optionally, the radar unit may also sense information such as the speed and direction of travel of the object. In practical applications, the radar unit may be configured as one or more antennas for receiving or transmitting wireless signals. The laser range finder 1205 can use modulated laser to realize the distance measurement of the target object, that is, the laser range finder can be used to realize the distance measurement of the target object. In practice, the laser rangefinder may include, but is not limited to, any one or combination of elements of: a laser source, a laser scanner, and a laser detector.

The camera 1206 is used for capturing images, such as images and videos. In the application, the camera device can acquire images in the environment where the vehicle is located in real time in the driving process of the vehicle or after the camera device is started. For example, in the process of entering and exiting the tunnel, the camera device can continuously acquire corresponding images in real time. In practical applications, the image capturing devices include, but are not limited to, a car recorder, a camera or other elements for taking pictures/photographs, and the number of the image capturing devices is not limited in this application.

The wheel speed sensor 1207 is a sensor for detecting the rotational speed of the vehicle wheel. Common wheel speed sensors 1207 may include, but are not limited to, magneto-electric wheel speed sensors and hall wheel speed sensors. The steering sensor 1208, which may also be referred to as a steering angle sensor, may represent a system for detecting a steering angle of the vehicle. In practical applications, the steering sensor 1208 may be used to measure the steering angle of a vehicle steering wheel, or to measure an electrical signal indicative of the steering angle of the vehicle steering wheel. Alternatively, the steering sensor 1208 may be used to measure the steering angle of the vehicle tire, or to measure an electrical signal representing the steering angle of the vehicle tire, and so on, and the application is not limited thereto.

That is, the steering sensor 1208 may be used to measure any one or combination of: a steering angle of a steering wheel, an electric signal indicating a steering angle of a steering wheel, a steering angle of a wheel (vehicle tire), an electric signal indicating a steering angle of a wheel, and the like.

And a gear sensor 1209 for detecting the current gear of the vehicle. The gears in the vehicle may also differ due to different manufacturers of the vehicle. Taking an autonomous vehicle as an example, the autonomous vehicle supports 6 gears, which are: p gear, R gear, N gear, D gear, 2 gear and L gear. Among them, the p (parking) gear is used for parking, and it locks the braking portion of the vehicle by using the mechanical device of the vehicle, so that the vehicle cannot move. R (reverse) gear, also known as reverse gear, is used for reversing the vehicle. The d (drive) range, also known as the forward range, is used for the vehicle to travel on the road. The 2 (second) gear is also a forward gear for adjusting the running speed of the vehicle. The 2 nd gear can be used for the vehicle to go up and down the slope. The l (low) gear, also called low gear, is used to define the running speed of the vehicle. For example, on a downhill road, the vehicle enters an L gear, so that the vehicle is braked by using the power of an engine when going downhill, and a driver does not need to step on the brake for a long time to cause the brake pad to be overheated so as to cause danger.

The control system 14 may include several elements, such as a steering unit 1401, a braking unit 1402, a lighting system 1403, an autopilot system 1404, a map navigation system 1405, a network time tick system 1406, and an obstacle avoidance system 1407, as illustrated. Optionally, the control system 14 may further include components such as a throttle controller and an engine controller for controlling the vehicle speed, which is not limited in this application.

Steering unit 1401 may represent a system for adjusting the direction of travel of vehicle 10, which may include, but is not limited to, a steering wheel, or any other structural device for adjusting or controlling the direction of travel of the vehicle. The braking unit 1402 may represent a system for slowing the travel speed of the vehicle 10, which may also be referred to as a vehicle braking system. Which may include, but is not limited to, a brake controller, a retarder, or any other structural device used to slow a vehicle. In practice, the braking unit 1402 may utilize friction to slow down the vehicle tires, and thus the travel speed of the vehicle. The lighting system 1403 is used to provide a lighting function or a warning function for the vehicle. For example, during night driving of the vehicle, the lighting system 1403 may activate front and rear lights of the vehicle to provide illumination for driving the vehicle, ensuring safe driving of the vehicle. In practical applications, the lighting system includes, but is not limited to, front lamps, rear lamps, width lamps, warning lamps, and the like.

Autopilot system 1404 may include hardware and software systems for processing and analyzing data input into autopilot system 14 to derive actual control parameters for various components in control system 14, such as desired brake pressure of brake controllers in brake units and desired torque of the engine, among other things. The control system 14 can realize corresponding control, and the safe running of the vehicle is ensured. Optionally, the autopilot system 14, by analyzing the data, may also determine obstacles faced by the vehicle, characteristics of the environment in which the vehicle is located (e.g., the lane in which the vehicle is currently traveling, the road boundaries, and upcoming traffic lights), and so forth. The data input into the autopilot system 14 may be image data collected by a camera device, or may be data collected by various components in the sensor system 12, such as a steering wheel angle provided by a steering angle sensor, a wheel speed provided by a wheel speed sensor, and the like, which is not limited in this application.

The map navigation system 1405 is used to provide map information and navigation services to the vehicle 10. In practical applications, the map navigation system 1405 may plan an optimal driving route, such as a shortest route or a route with less traffic, according to the positioning information of the vehicle (specifically, the current position of the vehicle) provided by the GPS and the destination address input by the user. The vehicle can conveniently navigate according to the optimal driving route to reach the destination address. Optionally, the map navigation system may provide or display corresponding map information to the user according to an actual demand of the user, for example, a current driving road segment of the vehicle is displayed on the map in real time, which is not limited in the present application.

The network time synchronization system 1406(network time system, NTS) is used for providing time synchronization service to ensure that the current time of the system of the vehicle is synchronized with the standard time of the network, which is beneficial to providing more accurate time information for the vehicle. In a specific implementation, the network time synchronization system 1406 can obtain a standard time signal from a GPS satellite, and use the time signal to synchronously update the system current time of the vehicle, so as to ensure that the system current time of the vehicle is consistent with the time of the obtained standard time signal.

The obstacle avoidance system 1407 is used to predict obstacles that may be encountered during the running of the vehicle, and then control the vehicle 10 to pass by or over the obstacles to achieve normal running of the vehicle 10. For example, obstacle avoidance system 1407 may analyze sensor data collected by various components of sensor system 12 to determine possible obstacles on the road on which the vehicle is traveling. If the obstacle is large in size, such as a fixed building (building) on the roadside or the like, the obstacle avoidance system 1407 may control the vehicle 10 to bypass the obstacle for safe driving. Conversely, if the obstacle is small in size, such as a small stone on the road, the obstacle avoidance system 1407 may control the vehicle 10 to continue traveling forward over the obstacle, and the like.

The peripheral devices 16 may include several elements such as a communication system 1601, a touch screen 1602, a user interface 1603, a microphone 1604, and speakers 1605, among others, as shown. Among other things, the communication system 1601 is used to enable network communications between the vehicle 10 and devices other than the vehicle 10. In practice, the communication system 1601 may employ wireless communication techniques or wired communication techniques to enable network communications between the vehicle 10 and other devices. The wired communication technology may refer to communication between the vehicle and other devices through a network cable or an optical fiber, and the like. The wireless communication technology includes, but is not limited to, global system for mobile communications (GSM), General Packet Radio Service (GPRS), Code Division Multiple Access (CDMA), Wideband Code Division Multiple Access (WCDMA), time-division code division multiple access (TD-SCDMA), Long Term Evolution (LTE), Wireless Local Area Network (WLAN) (e.g., wireless fidelity (wireless fidelity, Fi-SCDMA)), bluetooth (bluetooth, BT), global navigation satellite system (global navigation satellite system, GSM), radio frequency modulation (GNSS), wireless radio communication (FM, infrared communication, etc.).

The touch screen 1602 may be used to detect operational instructions on the touch screen 1602. For example, the user performs a touch operation on content data displayed on the touch screen 1602 according to actual requirements, so as to implement a function corresponding to the touch operation, such as playing multimedia files like music and video. The user interface 1603 may be specifically a touch panel for detecting an operation instruction on the touch panel. User interface 1603 may also be a physical button or a mouse. The user interface 1604 may also be a display screen for outputting data, displaying images or data. Alternatively, the user interface 1604 may also be at least one device belonging to the category of peripheral devices, such as a touch screen, a microphone, a speaker, and the like.

The microphone 1604, also known as a microphone, is used to convert sound signals into electrical signals. When making a call or sending a voice message, the user speaks near the microphone and a voice signal can be input into the microphone. The speaker 1605 is also called a horn for converting an audio electric signal into a sound signal. The vehicle can listen to music, or a handsfree call, or the like through the speaker 1605.

Power source 18 represents a system that provides electrical or energy to the vehicle, which may include, but is not limited to, rechargeable lithium or lead acid batteries, or the like. In practical applications, one or more battery assemblies in the power supply are used for providing electric energy or energy for starting the vehicle, and the type and material of the power supply are not limited in the present application. Alternatively, the power source 18 may be an energy source for providing energy source for vehicles, such as gasoline, diesel, ethanol, solar cells or panels, etc., without limitation.

Several functions of the vehicle 10 are controlled by the computer system 20. The computer system 20 may include one or more processors 2001 (illustrated as one processor) and memory 2002 (also referred to as storage). In practical applications, the memory 2002 may be also internal to the computer system 20, or may be external to the computer system 20, for example, as a cache in the vehicle 10, and the like, and the present application is not limited thereto. Wherein the content of the first and second substances,

the processor 2001 may include one or more general-purpose processors, such as a Graphics Processing Unit (GPU). The processor 2001 may be configured to execute the relevant programs stored in the memory 2002 or instructions corresponding to the programs to implement the corresponding functions of the vehicle.

The memory 2002 may include volatile memory (RAM); the memory may also include a non-volatile memory (non-volatile memory), such as a ROM, a flash memory (flash memory), a HDD, or a Solid State Disk (SSD); the memory 2002 may also comprise a combination of memories of the kind described above. The memory 2002 may be used to store a set of program codes or instructions corresponding to the program codes, such that the processor 2001 calls the program codes or instructions stored in the memory 2002 to implement the corresponding functions of the vehicle. The functions include, but are not limited to, some or all of the functions in the functional block diagram of the vehicle shown in fig. 1. In the present application, a set of program codes for controlling the vehicle may be stored in the memory 2002, and the processor 2001 may call the program codes to control the safe driving of the vehicle, which is described in detail below in the present application.

Alternatively, the memory 2002 may store information such as road maps, driving routes, sensor data, and the like, in addition to program codes or instructions. The computer system 20 may be combined with other elements of the functional block diagram of the vehicle, such as sensors in a sensor system, GPS, etc., to implement the relevant functions of the vehicle. For example, the computer system 20 may control the driving direction or driving speed of the vehicle 10 based on the data input from the sensor system 12, and the like, but is not limited in this application.

The anti-tipping device 22 may include several elements, such as the illustrated first body 2201, pendulum bar 2202, and drive device 2203. Specifically, the first body 2201 is provided with a chute; the swing rod 2201 has a first end and a second end which are oppositely arranged, wherein the first end is provided with a roller, the second end is provided with a movable shaft, and at least part of the movable shaft is accommodated in the chute; the driving mechanism is used for driving the movable shaft to slide on the sliding groove. The anti-toppling device 22 may further include a camera, a radar, or the like that acquires environmental information, and a calculation unit that calculates the sliding distance of the movable shaft.

FIG. 1 of the present application illustrates the four subsystems, sensor system 12, control system 14, computer system 20, and anti-tip device 22, by way of example only, and not by way of limitation. In practice, the vehicle 10 may combine several elements in the vehicle according to different functions, thereby resulting in subsystems with corresponding different functions. For example, an Electronic Stability Program (ESP), an Electric Power Steering (EPS), and the like may be included in the vehicle 10, which is not shown. The ESP system may be composed of a part of sensors in the sensor system 12 and a part of elements in the control system 14, and may specifically include a wheel speed sensor 1207, a steering sensor 1208, a lateral acceleration sensor, and a control unit involved in the control system 14, and the like. The EPS system may be comprised of components such as some of the sensors in the sensor system 12, some of the components in the control system 14, and the power source 18, and in particular may include the steering sensor 1208, the generator and speed reducer involved in the control system 14, battery power, and so forth. For another example, the anti-toppling device may also include a user interface 1603 and a touch screen 1602, etc. in the peripheral device to implement a function of receiving a user instruction, and may further include a camera unit in the sensor system for recognizing the ramp in cooperation with the controller 1203, for example, an image is sent to the controller 1203 by the camera unit, and the controller recognizes the ramp by the image.

It should be noted that fig. 1 is only a schematic diagram of one possible functional framework of the vehicle 10. In practice, the vehicle 10 may include more or fewer systems or components, and the application is not limited thereto.

The vehicle 10 may be a car, a truck, a motorcycle, a bus, a boat, an airplane, a helicopter, a lawn mower, an amusement car, a playground vehicle, construction equipment, a trolley, a golf cart, a train, a trolley, etc., and the embodiment of the present invention is not particularly limited.

Referring to fig. 2, fig. 2 is a schematic structural diagram of an anti-toppling device according to an embodiment of the present application, which can be disposed on the vehicle shown in fig. 1, or can be installed on the vehicle shown in fig. 1 as a separate device. The device anti-toppling device comprises a first main body 100, a swing rod 200 and a driving mechanism 300. Wherein:

the first body 100 is provided with a sliding groove 101, wherein the first body 100 may be a fixed plate or a vehicle casing. For example, when the first body 100 is a fixing plate, the fixing plate has a first surface and a second surface opposite to each other, wherein the first surface may be provided with a sliding groove 101, and the second surface is used for connecting other objects, such as a vehicle via the second surface to attach the anti-toppling device to the vehicle. The extending direction of the sliding groove 101 may be perpendicular to the supporting surface of the first body 100, as shown in fig. 2, the first body 100 is placed on a horizontal supporting surface, and the extending direction of the sliding groove 101 may be set to be perpendicular to the supporting surface.

Alternatively, the first body 100 may include at least one roller, for example, four rollers may be provided under the first body 100, so that the first body 100 may contact the ground through the four rollers.

The swing rod 200 has a first end and a second end which are oppositely arranged, wherein the first end is provided with a roller 201, the second end is provided with a movable shaft 202, at least a part of the movable shaft 202 is accommodated in the sliding groove 101, and the movable shaft 202 can axially rotate in the sliding groove 101, so that the swing rod 200 swings around the movable shaft 202 relative to the first main body 100.

Optionally, the swing link 200 may also be a retractable swing link. The rocker 200 may change its length as desired, for example, the rocker 200 may include at least two length adjustments.

Referring to fig. 3A, fig. 3A is a schematic view illustrating a connection between a movable shaft and a sliding chute according to an embodiment of the present application. As shown in fig. 3A, the movable shaft 202 is partially accommodated in the chute and can rotate along a first rotation axis, wherein the first rotation axis is perpendicular to the extending direction of the chute 101. It should be understood that the first axis of rotation is merely a virtual axis drawn for ease of describing the rotational movement.

Referring to fig. 3B, fig. 3B is a schematic view illustrating a swing shaft driving a swing rod to swing according to an embodiment of the present disclosure. As shown in fig. 3B, when the movable shaft 202 rotates, the swing rod 200 can be driven to swing around the movable shaft 202 relative to the first main body 100, where α represents an included angle formed between the first main body 100 and the swing rod 200.

In some embodiments, the swing link can be received in the chute. Referring to fig. 4, fig. 4 is a schematic view illustrating a swing link received in a sliding groove according to an embodiment of the present disclosure. As shown in fig. 4, the diameter d of the roller 201 is smaller than the width L of the sliding slot 101, and the length of the swing link 200 is smaller than the length of the sliding slot 101, so that the swing link 200 can be received in the sliding slot 101.

The driving mechanism 300 may be disposed on the first body 100, or may be connected to the movable shaft 202 as a separate device to drive the movable shaft 202 to slide on the sliding chute 101. Specifically, when the driving mechanism 300 drives the movable shaft 202 to slide along the sliding slot 101, the roller 201 can roll on the supporting surface of the anti-tipping device in a direction approaching to or departing from the first main body 100, so as to swing the swing rod 200 relative to the first main body 100.

As shown in fig. 2, the driving mechanism 300 may include a motor 301, a gear 302, and a rack 303. Specifically, the device can comprise a first motor, a first gear, a first rack, a second motor, a second gear and a second rack. The first motor is fixed on the first main body, a first gear is arranged on an output shaft of the first motor, the first gear is meshed with a first rack, and the first rack is connected with the movable shaft so that the movable shaft can slide to a first direction along the sliding groove; the second motor is fixed on the first main body, a second gear is arranged on an output shaft of the second motor, the second gear is meshed with a second rack, and the second rack is connected with the movable shaft so that the movable shaft can slide to the second direction along the sliding groove.

Referring to fig. 5, fig. 5 is a schematic view of a driving mechanism according to an embodiment of the present disclosure. As shown in fig. 5, the driving mechanism 300 includes two stepping motors and a traction chain connected to the stepping motors, and the up-and-down movement of the movable shaft 202 is realized by the two stepping motors and the traction chain. The stepping motor can receive a pulse result corresponding to the distance, the movable shaft 202 can move up and down through the traction chain according to the pulse result, and after the movable shaft 202 is moved to a position corresponding to the pulse result, the traction chains on the left lower part and the right upper part are mutually restrained to ensure that the movable shaft 202 is fixed.

In one implementation, the first body 100 is a housing of a vehicle, the sliding chute 101 is longitudinally disposed on the vehicle, and an extending direction of the sliding chute 101 is a direction perpendicular to the ground. When the vehicle normally runs, the movable shaft 202 is positioned at one end of the chute 101, which is far away from the ground, the roller 201 is in a ground-off state, and the swing rod 200 and the roller 201 can be retracted into the chute 101; when the driving mechanism 300 drives the movable shaft 202 to slide in the sliding chute 101, the swing link 200 can extend out of the sliding chute 101 under the action of the ground, and the roller 201 can roll on the ground.

Referring to fig. 6, fig. 6 is a schematic working diagram of an anti-tipping device according to an embodiment of the present application, in which a solid arrow indicates a moving direction of an object, and a dotted arrow indicates a rotating direction of the object along a first rotating axis, as shown in fig. 6, a driving mechanism 300 drives a movable shaft 202 to move downward along a chute 101, after a roller 201 contacts the ground, the movable shaft 202 rotates along a counterclockwise direction of the first rotating axis under the action of the ground, the movable shaft 202 rotates and simultaneously drives a swing link 200 to swing along the counterclockwise direction of the first rotating axis relative to a first main body 100, an angle α between the swing link and the first main body is increased, and the roller 201 rolls on the ground along a direction away from the first main body 100. Preferably, the joint of the movable shaft 202 and the sliding groove 101 has a certain damping design, the swing rod 200 extends out of the sliding groove 101, and the damping design can prevent shaking when the roller 201 rolls on a slope and meets uneven ground.

In connection with the vehicle in the embodiment described in the foregoing fig. 1, the vehicle is provided with the anti-toppling device in the above-described embodiment, in order to better explain the working principle of the anti-toppling vehicle. The following describes a method of preventing toppling provided by the present application.

In this embodiment, an anti-toppling device on a vehicle includes a first main body, a swing link, and a drive mechanism. Specifically, the first main body is a shell of the vehicle, and a longitudinally extending chute is arranged on the shell, namely the extending direction of the chute is vertical to the ground; one end of the swing rod is provided with a movable shaft, the movable shaft is partially accommodated in the chute, and the other end of the swing rod is provided with a roller; the vehicle is provided with a driving mechanism which can drive the movable shaft to slide along the sliding groove.

Referring to fig. 7, fig. 7 is a schematic flow chart of an anti-tipping method according to an embodiment of the present disclosure. The method may be performed by a vehicle, a processor disposed in the vehicle, or a device in communication with a vehicle network, where the vehicle may be a vehicle as shown in fig. 1, including but not limited to a cell phone, a tablet computer (tablet personal computer), a Personal Digital Assistant (PDA), a Mobile Internet Device (MID), a wearable device (webable device), an in-vehicle device, and other network communication enabled devices. The embodiment of the application is described by taking a vehicle as an example, and the anti-toppling method can comprise the following partial or whole steps:

s101, the vehicle acquires the gradient of the target slope and the gravity center position of the vehicle.

Wherein the position of the centre of gravity of the vehicle is known data or can be determined based on the centre of gravity of the vehicle when unloaded and the centre of gravity, weight etc. of the load.

In one implementation, in the driving process of the vehicle, the vehicle can detect the road condition in front in real time through equipment such as a vehicle-mounted camera and a radar, and when a slope is detected in front, the slope is the target slope of the vehicle, and further the gradient of the target slope can be obtained. In another implementation, the vehicle may also determine the target ramp according to the path plan of the vehicle, for example, a ramp closest to the vehicle in the path plan is determined as the target ramp.

In the embodiment of the application, the gradient of the target ramp can be obtained based on images shot by a vehicle-mounted camera or data detected by a radar; the system can also request other devices (such as a server), for example, a vehicle running on a road can obtain the data of the road section where the vehicle is located through a Baidu map, a Gade map and the like, and the data of the road section comprises the gradient and the position of the target ramp; the vehicle can also be obtained by analyzing the existing map data, which can be referred to as step 1011-1013 below, and will not be described herein again.

It will be appreciated that the map data may be a map of a particular area. For example, a vehicle operating in a fixed area may have a high-precision map of the area pre-stored in the vehicle, where the high-precision map of the area is obtained by all persons in the area, for example, all persons in a garage may obtain accurate map data of the garage.

The following exemplifies a specific embodiment in which the vehicle acquires the gradient of the target slope. Specifically, the implementation method may include some or all of the following steps:

and S1011, acquiring a map.

Specifically, the vehicle may have a built-in map, or may acquire the map in real time through a network. For example, taking an autonomous vehicle in a garage as an example, the autonomous vehicle may first acquire and pre-store a high-precision map of the garage.

And S1012, determining the position of the vehicle in the map according to the image of the surrounding environment acquired by the camera.

Specifically, the vehicle may acquire an image of the surrounding environment through the camera, and determine the position of the vehicle in the high-precision map according to the image. It should be noted that the vehicle may acquire an image in real time through the camera and process the image in real time.

In one implementation, the map includes the locations of the various markers. After the vehicle acquires the image of the surrounding environment, the marker in the image can be identified, and then the position of the identified marker is determined according to the map, and further the position of the marker and the position of the vehicle can be acquired by the vehicle according to the radar, so that the position of the vehicle can be accurately positioned. The positioning mode can improve the positioning accuracy of the vehicle.

Wherein, in some scenarios, the landmark may be a building, a sign, a street light, and the like. In other scenarios, such as a garage or warehouse, the markers may be support posts, buildings, signs, etc.

It should be understood that the steps of capturing an image and identifying a marker by a camera and acquiring the positions of the marker and the vehicle by a radar may be performed sequentially or simultaneously.

In another implementation, the vehicle's position in the map may be located by GPS, and may also be assisted by a camera or radar.

And S1013, determining the gradient of the target slope according to the position of the vehicle in the map.

In one implementation, the map may include data for the ramp, such as the location, length, grade, etc. of the ramp. The vehicle can search a first ramp in front of the driving direction of the vehicle in the map according to the position of the vehicle in the map and the current driving direction, and determine that the ramp is the target ramp. When the distance from the first slope in front of the vehicle driving direction to the vehicle is greater than the target distance, the target slope is not considered to be present. Further, the position, length, and gradient of the target ramp may be obtained from a map.

In some embodiments, the vehicle may obtain the grade of the target ramp after the target ramp is detected or determined. In other embodiments, after the vehicle determines the target ramp, the vehicle may also obtain the distance between the vehicle and the target ramp in real time; when the distance between the vehicle and the target ramp is equal to the first distance, the gradient of the target ramp is acquired. The first distance may be determined by the anti-toppling device of the vehicle and the calculation capability of the vehicle, for example, the first distance may satisfy that the vehicle travels the first distance at the current speed for a time longer than a time for completing the preparation work of the anti-toppling device, so that the anti-toppling device of the vehicle is in a working state when the vehicle is on an uphill slope.

And S102, judging whether the vehicle topples over on the slope according to the gradient of the target slope and the gravity center position of the vehicle.

Specifically, the vehicle may determine a first length according to the inclination angle of the target ramp and the position of the center of gravity, where the first length is a distance between a first point and a second point, where the first point is an intersection point of a plumb line of the vehicle and the target ramp, and the second point is a projection of the center of gravity on the target ramp; when the first length is larger than the second length, determining that the vehicle can topple over on the target ramp, wherein the second length is the distance between the projection and the target straight line; the target line is a line determined by a contact point of a front wheel or a rear wheel of the vehicle with the ground. For example, when the anti-toppling device is mounted on the rear side of the vehicle, the target straight line is a straight line determined by contact points of the two rear wheels of the four-wheeled vehicle with the ground during an uphill slope of the vehicle.

In another implementation, the vehicle is a two-wheeled vehicle and the second length may be a distance between a point of contact of a front or rear wheel of the vehicle with the target ramp and the projection. For example, the second length may be a distance between a contact point of a rear wheel of the vehicle with the target slope and the projection during uphill running of the vehicle when the anti-toppling device is installed on the rear side of the vehicle.

Referring to fig. 8, fig. 8 is a schematic view of a target straight line according to an embodiment of the present disclosure. Fig. 8 illustrates an example of a four-wheel vehicle ascending, and the target straight line is a straight line defined by contact points between two rear wheels of the vehicle and the target slope.

Alternatively, the vehicle may perform step S102 when the distance from the target slope is equal to the target distance. It will be appreciated that the target distance may be determined based on the vehicle's calculated pendulum, the time the anti-toppling device is operating, and the current vehicle speed, such that the anti-toppling device is in operation when the vehicle is on a grade.

The following illustrates a specific embodiment of comparing the first length and the second length. Specifically, step S102 may include some or all of the following steps:

referring to fig. 9, fig. 9 is a schematic diagram of two vehicles with different gravity center positions on a slope according to an embodiment of the present application. As shown in fig. 9, when the 2-wheeled vehicle is positioned on the target slope, point a represents the position of the rear wheel of the vehicle on the target slope, the position of the center of gravity of the vehicle is point G, the perpendicular line between the center of gravity of the vehicle and the ground is the plumb line of the vehicle, the intersection point of the plumb line and the slope is point B, and the projection of the center of gravity of the vehicle on the target slope is point C.

And S1021, determining a first length according to the gradient and the position of the center of gravity of the target slope.

As shown in fig. 9, GC is the height of the center of gravity of the vehicle, i.e., the distance from the center of gravity to the target ramp, and the height of the center of gravity GC may be determined based on the position of the center of gravity; β is the gradient of the target slope, and the gradient β of the vehicle can be obtained by step S101.

Further, the first length BC may be calculated by using the following formula (1).

BC ═ GC × tan β formula (1)

And S1022, the vehicle acquires the second length.

As shown in fig. 9, the second length AC is a distance between a contact point a of the rear wheel of the vehicle and the target ramp and the projection C, and the second length AC is a known parameter or is determined based on positions of the front and rear wheels of the vehicle, which is not described herein again.

And S1023, when the first length is larger than the second length, judging that the vehicle can topple over on the slope.

BC > AC, i.e., the first length is greater than the second length, as shown in fig. 9 (a), the vehicle may topple over the slope, and BC < AC, i.e., the first length is less than the second length, as shown in fig. 9 (B), the vehicle may not risk toppling over the slope. When the vehicle determines that the vehicle can topple over on the target slope, executing step S103; normal driving may continue when the vehicle determines that there is no risk of tipping over itself on the target ramp.

S103, when the vehicle is determined to topple over on the target slope, determining the target position of the movable shaft in the sliding chute according to the gradient of the target slope, the gravity center position of the vehicle and the length of the swing rod.

Specifically, the vehicle may determine the distance between the roller and the vehicle according to the position of the center of gravity of the vehicle and the gradient of the target ramp, and then determine the target position of the movable shaft in the chute according to the distance between the roller and the vehicle and the length of the swing link.

Referring to fig. 10, fig. 10 is a schematic view of a vehicle located on a target slope according to an embodiment of the present application. With reference to fig. 10, step S103 may include some or all of the following steps:

and S1031, determining the distance between the roller and the vehicle according to the gravity center position of the vehicle and the gradient of the target ramp.

As shown in fig. 10, MD is the distance between the roller and the vehicle, BC is the first length, and CD is the vehicle parameter. Where BC may be obtained from the position of the center of gravity of the vehicle and the gradient of the target slope at step S1021.

First, the length of the BD is obtained from the BD being BC-CD.

Further, since the vehicle does not topple over on the slope, it is necessary to satisfy the requirement that the length of MD is equal to or greater than the length of BD.

Therefore, from MD ═ BD + x, the length of MD can be obtained. Wherein, MN > x >0, MN is the length of pendulum rod.

Preferably, MD is greater than BD, and point B is a critical point of the roller that can prevent the vehicle from tipping.

S1032, determining the target position of the movable shaft in the sliding groove according to the distance between the roller and the vehicle and the length of the swing rod.

As shown in fig. 10, d is the diameter of the wheel and MN is the length of the pendulum rod.

The target height ND of the movable axis can be calculated using the following equation (2).

The target height ND of the movable shaft is the distance from the movable shaft to the target ramp when the movable shaft is at the target position.

If the distance from the bottom of the chute to the target ramp is the diameter of the wheel, the distance from the target position to the bottom of the chute is the target height ND of the movable shaft minus the diameter d of the wheel.

And S104, driving the movable shaft to move to the target position by the vehicle through the driving mechanism.

Specifically, the vehicle drives the movable shaft to move to a target position through the driving mechanism, and the swing rod swings to the roller to reach a fixed position under the action of the ground so as to prevent the vehicle from toppling.

In some implementations, a number of rotations of the motor may be determined based on a distance between the current position and the target position of the movable shaft, and further, the motor is controlled to rotate the determined number of rotations. And finally, the motor rotates the number of turns so that the rack drives the movable shaft to move to a target position.

Alternatively, the vehicle may drive the movable shaft to move to the target position when the distance from the target slope is equal to the second distance, and it should be noted that the vehicle is controlled to drive the movable shaft to move to the target position before the vehicle dumps, which is not limited herein.

In some embodiments, the swing rod can be retracted into the chute during normal running of the vehicle; when the vehicle is determined to topple over on the target slope, the vehicle drives the movable shaft to slide to the target position through the driving mechanism. When the roller wheel touches the ground in the downward sliding process of the movable shaft, the movable shaft rotates under the action of the ground, the swing rod swings to one side far away from the vehicle, and meanwhile, the roller wheel rolls to one side far away from the vehicle; when the movable shaft slides downwards to a target position, the movable shaft is fixed, at the moment, the swing rod is positioned outside the sliding groove, a certain included angle is formed between the swing rod and the vehicle, and the roller is positioned on the ground to become a supporting point of the vehicle so as to prevent the vehicle from toppling.

It will be appreciated that the anti-tipping device may be mounted either on the front side of the vehicle or on the rear side of the vehicle. For example, if the anti-toppling device is installed on the rear side of the vehicle, before step S103 is executed, the vehicle may determine whether the target slope is an ascending slope or a descending slope, and when the target slope is an ascending slope, the vehicle may drive the movable shaft to move to the target position by the driving mechanism when the distance from the slope is zero; when the target slope is a downhill slope, the vehicle can turn around and descend in a backward mode, and before descending, the movable shaft is driven by the driving mechanism to move to the target position.

It is understood that the position of the center of gravity of the vehicle is a fixed value, and parameters such as the length and width of each part of the vehicle and the distance between each part, for example, the height GC of the center of gravity of the vehicle, the diameter d of the wheel, the distance between the chute and the rear wheel of the vehicle, etc., may be stored in the vehicle in advance, and the parameters may be measured by an operator or may be configured by the factory of the vehicle.

One of ordinary skill in the art will appreciate that all or part of the processes in the methods of the above embodiments may be implemented by hardware related to instructions of a computer program, which may be stored in a computer-readable storage medium, and when executed, may include the processes of the above method embodiments. And the aforementioned storage medium includes: various media capable of storing program codes, such as ROM or RAM, magnetic or optical disks, etc.

Claims

1. An anti-tipping device, comprising:

the first main body is provided with at least one sliding chute;

2. The anti-toppling device according to claim 1, wherein the extension direction of the chute is perpendicular to the support surface.

3. The anti-toppling device according to claim 2, wherein the roller rolls on the support surface in a direction away from the first main body when the movable shaft slides along the slide groove in a direction approaching the support surface.

4. The anti-toppling device according to claim 2, wherein the roller rolls on the support surface in a direction approaching the first main body when the movable shaft slides along the slide groove in a direction away from the support surface.

5. The anti-toppling device according to any one of claims 1 to 4, wherein the diameter of the roller is smaller than the width of the chute, and the length of the swinging rod is smaller than the length of the chute.

6. The anti-toppling device according to any one of claims 1 to 4, wherein the driving mechanism comprises a first motor, a first gear, a first rack, a second motor, a second gear and a second rack;

the first motor is fixed on the first main body, the first gear is arranged on an output shaft of the first motor, the first gear is meshed with the first rack, and the first rack is connected with the movable shaft so that the movable shaft can slide along the sliding groove in a first direction;

the second motor is fixed on the first main body, the second gear is arranged on an output shaft of the second motor and meshed with the second rack, and the second rack is connected with the movable shaft so that the movable shaft slides to the second direction along the sliding groove.

7. The anti-toppling device of any one of claims 1 to 4, further comprising a controller comprising one or more processors, one or more memories storing computer instructions, the one or more processors invoking the computer instructions to perform:

determining the target position of the movable shaft in the sliding groove according to the gradient, the gravity center position and the length of the swing rod;

and driving the movable shaft to slide to the target position through the driving mechanism.

8. A vehicle, characterized in that it comprises an anti-tip over device according to any one of claims 1-7.