CN219523843U - Trailer initiative rollover prevention device - Google Patents
Trailer initiative rollover prevention device Download PDFInfo
- Publication number
- CN219523843U CN219523843U CN202320699566.2U CN202320699566U CN219523843U CN 219523843 U CN219523843 U CN 219523843U CN 202320699566 U CN202320699566 U CN 202320699566U CN 219523843 U CN219523843 U CN 219523843U
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- hydraulic actuator
- wheel shaft
- trailer
- axle body
- hinged
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- 230000002265 prevention Effects 0.000 title claims abstract description 13
- 238000001514 detection method Methods 0.000 claims description 6
- 230000005484 gravity Effects 0.000 abstract description 8
- 229910000831 Steel Inorganic materials 0.000 description 5
- 239000010959 steel Substances 0.000 description 5
- 230000009471 action Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 238000005096 rolling process Methods 0.000 description 3
- 238000013016 damping Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000007306 turnover Effects 0.000 description 2
- 206010034719 Personality change Diseases 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
Classifications
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
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- Vehicle Body Suspensions (AREA)
Abstract
The utility model discloses an active rollover prevention device of a trailer, which comprises an axle body, a left wheel shaft, a right wheel shaft, a left hydraulic actuator, a right hydraulic actuator and a frame, wherein the left wheel shaft is connected with the left wheel shaft; when the vehicle runs, when the risk of right rollover is faced, the left hydraulic actuator is controlled to be shortened, the left hydraulic actuator drives the left wheel shaft to drive the left wheel to move upwards, meanwhile, the right hydraulic actuator is controlled to be lengthened, the right hydraulic actuator drives the right wheel shaft to drive the right wheel to move downwards, and the gravity center of the vehicle is further shifted leftwards; when the left side turning risk is faced, the left side hydraulic actuator is controlled to extend, so that the left side hydraulic actuator drives the left wheel shaft to drive the left wheel to move downwards, meanwhile, the right side hydraulic actuator is controlled to shorten, the right side hydraulic actuator drives the right wheel shaft to drive the right wheel to move upwards, and the gravity center of the vehicle is further shifted rightwards.
Description
Technical Field
The utility model belongs to the technical field of anti-rolling of vehicles, and particularly relates to an active anti-rollover device of a trailer.
Background
The research shows that the rollover critical value of most small buses is larger than 1g, the rollover critical value of light trucks, convertible vehicles and SUVs is about 0.8-1.2 g, and the rollover critical value of heavy cargo trailers is lower than 0.5g, so that the heavy cargo trailers are easy to roll over, and safety accidents are caused.
Cargo trailers also have the following safety issues:
1. most of the trailers in China are shoulder-mounted, and the gravity center of the trailers is close to the rear, so that the stability of the trailers is affected, and side turning occurs.
2. In order to increase the load, the number of leaf springs is required to be increased on a tractor and a trailer, so that the gravity center of the load is increased, and when the vehicle runs in a curve or turns, the gravity center is greatly deviated due to the action of inertia and centrifugal force, so that the vehicle is easy to turn over.
3. When the goods are stacked and have heavier mass, the main beam is deformed under the action of inertia and yaw force to generate larger yaw angle speed when the vehicle is in emergency obstacle avoidance and turning, so that side turning is caused.
Therefore, the technical problem that the trailer is easy to turn over is needed to be solved.
Disclosure of Invention
The utility model aims to solve the technical problem that a trailer is easy to roll over, and provides an active roll-over preventing device for the trailer.
The aim of the utility model is achieved by the following technical scheme.
A trailer initiative rollover prevention device comprises an axle body, a left wheel shaft, a right wheel shaft, a left hydraulic actuator, a right hydraulic actuator and a frame;
the frame is arranged above the axle body, the middle part of the left wheel shaft is hinged with the axle body through a first rotating shaft, the left wheel is arranged at the outer end of the left wheel shaft, the left hydraulic actuator is arranged at the inner end of the left wheel shaft, the bottom end of the left hydraulic actuator is hinged with the axle body, and the top end of the left hydraulic actuator is hinged with the inner end of the left wheel shaft; the middle part of the right wheel shaft is hinged with the axle body through a second rotating shaft, the outer end of the right wheel shaft is provided with a right wheel, the right hydraulic actuator is arranged at the inner end of the right wheel shaft, the bottom end of the right hydraulic actuator is hinged with the axle body, and the top end of the right hydraulic actuator is hinged with the inner end of the right wheel shaft;
in the technical scheme, the frame is arranged above the axle body through the left side leaf spring and the right side leaf spring, and the left side leaf spring and the right side leaf spring play a role in damping and supporting the frame.
In the technical scheme, the ratio of the distance from the outer end of the left wheel shaft to the first rotating shaft to the distance from the first rotating shaft to the inner end of the left wheel shaft is preferably 1:3, so that a labor-saving lever structure is formed, and the bearing capacity of the left hydraulic actuator is effectively reduced.
In the technical scheme, the ratio of the distance between the outer end of the right wheel shaft and the second rotating shaft to the distance between the second rotating shaft and the inner end of the right wheel shaft is preferably 1:3, so that a labor-saving lever structure is formed, and the bearing capacity of the right hydraulic actuator is effectively reduced.
In the technical scheme, the posture detection sensor is arranged on the vehicle frame or the vehicle axle body, and posture change data in the running process of the vehicle is detected through the posture detection sensor.
In the technical scheme, in the initial state, the left hydraulic actuator and the right hydraulic actuator are both in a vertical state, the lengths of the left hydraulic actuator and the right hydraulic actuator are equal, and the axle body is in a horizontal state.
The utility model has the following advantages and beneficial effects:
the utility model can control the vehicle to incline to the inner side of the turn when the vehicle turns, so that the gravity center of the vehicle inclines to the inner side to counteract the lateral side turning effect generated by the turning of the vehicle, thereby stabilizing the running of the vehicle. According to the utility model, the steel plate spring is vertically arranged on the frame, so that the deformation of the main beam is slowed down and rollover is prevented when the vehicle is oversized.
Drawings
Fig. 1 is a schematic structural diagram of an active rollover prevention device for a trailer of the present utility model.
Fig. 2 is a schematic diagram of the action principle of two hydraulic actuators when the trailer actively prevents the rollover device from rolling right.
Fig. 3 is a state diagram (the state of the wheels contacting the bottom surface) after the two hydraulic actuators act when the trailer actively prevents the rollover device of the present utility model from rolling right.
Wherein,,
1: axle body, 2: left wheel axle, 3: right wheel axle, 4: left hydraulic actuator, 5: right hydraulic actuator, 6: left leaf spring, 7: right leaf spring, 8: frame, 9.1: first pivot, 9.2: a second rotating shaft, a left wheel 10 and a right wheel 11.
Detailed Description
The technical scheme of the utility model is further described below with reference to specific embodiments.
As shown in fig. 1, the active rollover prevention device for the trailer comprises an axle body 1, a left wheel shaft 2, a right wheel shaft 3, a left hydraulic actuator 4, a right hydraulic actuator 5, a left leaf spring 6, a right leaf spring 7 and a frame 8.
The frame 8 is arranged above the axle body 1 through a left steel plate spring 6 and a right steel plate spring 7, and the left steel plate spring 6 and the right steel plate spring 7 play a role in damping and supporting the frame 8; the middle part of the left wheel shaft 2 is hinged with the axle body 1 through a first rotating shaft 9.1, a left wheel 10 is arranged at the outer end of the left wheel shaft 2, the left hydraulic actuator 4 is arranged at the inner end of the left wheel shaft 2, the bottom end of the left hydraulic actuator 4 is hinged with the axle body 1, the top end of the left hydraulic actuator 4 is hinged with the inner end of the left wheel shaft 2, and the left wheel shaft 2 can be driven to rotate around the first rotating shaft 9.1 through the left hydraulic actuator 4; the middle part of the right wheel shaft 3 is hinged with the axle body 1 through a second rotating shaft 9.2, a right wheel 11 is arranged at the outer end of the right wheel shaft 3, the right hydraulic actuator 5 is arranged at the inner end of the right wheel shaft 3, the bottom end of the right hydraulic actuator 5 is hinged with the axle body 1, the top end of the right hydraulic actuator 5 is hinged with the inner end of the right wheel shaft 3, and the right wheel shaft 3 can be driven to rotate around the second rotating shaft 9.2 through the right hydraulic actuator 5.
Further, the ratio of the distance from the outer end of the left wheel shaft 2 to the first rotating shaft 9.1 to the distance from the first rotating shaft 9.1 to the inner end of the left wheel shaft 2 is preferably 1:3, so that a labor-saving lever structure is formed, and the bearing capacity of the left hydraulic actuator 4 is effectively reduced; similarly, the ratio of the distance from the outer end of the right wheel shaft 3 to the second rotating shaft 9.2 to the distance from the second rotating shaft 9.2 to the inner end of the right wheel shaft 3 is preferably 1:3, so that a labor-saving lever structure is formed, and the bearing capacity of the right hydraulic actuator 4 is effectively reduced.
Further, an attitude detection sensor is provided on the vehicle frame 8 or the axle body 1, and attitude change data during running of the vehicle is detected by the attitude detection sensor.
Further, in the initial state, the left hydraulic actuator and the right hydraulic actuator are both in a vertical state, the lengths of the left hydraulic actuator and the right hydraulic actuator are equal, and the axle body 1 is in a horizontal state.
The method for rollover prevention control by using the trailer active rollover prevention device comprises the following steps:
in the running process of the vehicle, whether the vehicle is in a left side rollover risk or a right side rollover risk is judged through vehicle posture data detected by a posture detection sensor, when the vehicle is in a right side rollover risk, referring to fig. 2, the left side hydraulic actuator 4 is controlled to shorten, the left side hydraulic actuator 4 is controlled to drive the left wheel shaft 2 to drive the left wheel 10 to move upwards, meanwhile, the right side hydraulic actuator 5 is controlled to extend, the right side hydraulic actuator 5 is controlled to drive the right wheel shaft 3 to drive the right wheel 11 to move downwards, and the gravity center of the vehicle is further shifted leftwards (referring to fig. 3), so that the risk of preventing the vehicle from turning rightwards is achieved. Similarly, when the left side turning risk is faced, the left side hydraulic actuator 4 is controlled to extend, the left side hydraulic actuator 4 drives the left side wheel shaft 2 to drive the left side wheel 10 to move downwards, meanwhile, the right side hydraulic actuator 5 is controlled to shorten, the right side hydraulic actuator 5 drives the right side wheel shaft 3 to drive the right side wheel 11 to move upwards, and the gravity center of the vehicle is further shifted rightwards, so that the risk of the vehicle turning leftwards is prevented.
The foregoing has described exemplary embodiments of the utility model, it being understood that any simple variations, modifications, or other equivalent arrangements which would not unduly obscure the utility model may be made by those skilled in the art without departing from the spirit of the utility model.
Claims (6)
1. The utility model provides a trailer initiative prevents device of turning on one's side which characterized in that: the vehicle comprises an axle body, a left wheel shaft, a right wheel shaft, a left hydraulic actuator, a right hydraulic actuator and a vehicle frame; the frame is arranged above the axle body, the middle part of the left wheel shaft is hinged with the axle body through a first rotating shaft, the left wheel is arranged at the outer end of the left wheel shaft, the left hydraulic actuator is arranged at the inner end of the left wheel shaft, the bottom end of the left hydraulic actuator is hinged with the axle body, and the top end of the left hydraulic actuator is hinged with the inner end of the left wheel shaft; the middle part of the right wheel shaft is hinged with the axle body through a second rotating shaft, the outer end of the right wheel shaft is provided with a right wheel, the right hydraulic actuator is arranged at the inner end of the right wheel shaft, the bottom end of the right hydraulic actuator is hinged with the axle body, and the top end of the right hydraulic actuator is hinged with the inner end of the right wheel shaft.
2. The active rollover prevention device for a trailer as defined in claim 1, wherein: the frame is installed above the axle body through a left side leaf spring and a right side leaf spring.
3. The active rollover prevention device for a trailer as defined in claim 1, wherein: the ratio of the distance of the outer end of the left wheel axle from the first rotational axis to the distance of the first rotational axis from the inner end of the left wheel axle is 1:3.
4. The active rollover prevention device for a trailer as defined in claim 1, wherein: the ratio of the distance from the outer end of the right wheel axle to the second rotating shaft to the distance from the second rotating shaft to the inner end of the right wheel axle is 1:3.
5. The active rollover prevention device for a trailer as defined in claim 1, wherein: an attitude detection sensor is arranged on the frame or the axle body.
6. The active rollover prevention device for a trailer as defined in claim 1, wherein: in the initial state, the left hydraulic actuator and the right hydraulic actuator are both in a vertical state, the lengths of the left hydraulic actuator and the right hydraulic actuator are equal, and the axle body is in a horizontal state.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320699566.2U CN219523843U (en) | 2023-03-31 | 2023-03-31 | Trailer initiative rollover prevention device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320699566.2U CN219523843U (en) | 2023-03-31 | 2023-03-31 | Trailer initiative rollover prevention device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219523843U true CN219523843U (en) | 2023-08-15 |
Family
ID=87651542
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320699566.2U Active CN219523843U (en) | 2023-03-31 | 2023-03-31 | Trailer initiative rollover prevention device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219523843U (en) |
-
2023
- 2023-03-31 CN CN202320699566.2U patent/CN219523843U/en active Active
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