KR102621522B1 - System and method for preventing rollover of vehicle - Google Patents

Abstract

The present invention relates to a vehicle rollover prevention system and method for ensuring driving stability by preventing vehicle rollover when turning, and is provided on both left and right sides of the front body with a driver's seat and the rear body without a driver's seat. Each device installs a lateral acceleration sensor and predicts the occurrence of rollover of the vehicle during turning based on the signal of the lateral acceleration sensor, and when the occurrence of rollover is predicted, a refraction node mechanism is connected between the front body and the rear body. The purpose is to provide a vehicle rollover prevention system and method that prevents rollover of a running vehicle by increasing the bending angle of the (bending connector) to generate vehicle body support in the opposite direction to the vehicle rollover direction.

Description

System and method for preventing rollover of vehicle {System and method for preventing rollover of vehicle}

The present invention relates to a vehicle rollover prevention system and method, and more specifically, to a vehicle rollover prevention system and method for ensuring driving stability by preventing vehicle rollover when turning.

In general, when a vehicle traveling in a straight line changes direction and turns, a roll phenomenon may occur where the body of the vehicle is tilted in the direction of the turn. If this roll phenomenon occurs excessively, it is called a rollover and the vehicle turns to the side. It may cause accidents such as falling or tipping over.

The rollover may occur when the wheel hits a bump in the road or due to excessive turning of the vehicle. For example, when the driver exerts excessive steering force to avoid an obstacle, the lateral acceleration of the vehicle increases excessively, causing the vehicle to crash. Overturning accidents may occur.

Meanwhile, commercial vehicles with a high center of gravity, such as buses, are relatively vulnerable to the above-mentioned rollover phenomenon, and therefore require more attention to rollover than general vehicles. In addition, the articulated bus, which is a large bus class, connects two buses to be able to bend through an articulated node mechanism, and is longer than a regular bus, so there is a greater possibility of a rollover accident due to rollover.

Registered Patent No. 10-1378667

The present invention was developed in consideration of the above points, and lateral acceleration sensors are installed on both left and right sides of the front body with a driver's seat and the rear body without a driver's seat, and the device turns based on the signal from the lateral acceleration sensor. Predicts the occurrence of rollover of the vehicle during driving, and when the occurrence of the rollover is predicted, the bending angle of the deflection node mechanism (refraction connector) connected between the front and rear body parts is increased to roll in the opposite direction to the vehicle rollover direction. The purpose of the present invention is to provide a vehicle rollover prevention system and method that prevents rollover of a running vehicle by generating vehicle body support.

Accordingly, in the present invention, it is a rollover prevention system for a vehicle consisting of a front body part where the driver's seat is installed and a rear body part bendably connected to the front body part through an articulated connector, wherein the front body part is installed on both left and right sides of the front body part. acceleration sensor; Rear lateral acceleration sensors installed on both left and right sides of the rear body part; When the rollover of the vehicle is predicted based on the signals from the front lateral acceleration sensor and the rear lateral acceleration sensor during turning, a controller increases the turning angle of the front body part according to the operation of the deflection connector. Provides a rollover prevention system for vehicles that

Specifically, the controller determines the difference between the measured value of the front lateral acceleration sensor installed on the left side of the front body part and the measured value of the front lateral acceleration sensor installed on the right side, and the measured value of the rear lateral acceleration sensor installed on the left side of the rear body part and the right side If at least one of the difference values between the measured values of the rear lateral acceleration sensor installed in the vehicle is greater than a set reference value, the occurrence of rollover of the vehicle is predicted, and when the occurrence of rollover is predicted, the left damping cylinder disposed on the left side of the articulated connector and the right Among the right damping cylinders arranged in , when switching from straight driving to turning driving, hydraulic pressure to prevent rollover is supplied to the contracted damping cylinder, thereby increasing the turning angle of the front body part.

In addition, the articulated connector includes a front mount coupled to the front body part; A rear mount rotatably connected to the front mount and the pivot axis and coupled to the rear body part; a left damping cylinder flexibly installed between the left side of the front mount and the left side of the rear mount; and a right damping cylinder flexibly installed between the right side of the front mount and the right side of the rear mount, wherein when switching from straight driving to turning driving, one of the left damping cylinder and the right damping cylinder is selected. As one damping cylinder expands and the other damping cylinder contracts, either the front mount or the rear mount is bent relative to the other mount to form a bend angle for turning.

In addition, the present invention is a method for preventing rollover of a vehicle consisting of a front body part where a driver's seat is installed and a rear body part bendably connected to the front body part through an articulated connector, wherein the front lateral acceleration installed on both left and right sides of the front body part Predicting whether a rollover of the vehicle will occur during turning based on signals from the sensor and a rear lateral acceleration sensor installed on both left and right sides of the rear body part; When the occurrence of the rollover is predicted, increasing the turning angle of the front body part according to the operation of the articulation connector is also provided.

According to the vehicle rollover prevention system and method according to the present invention, when rollover of the vehicle is predicted to occur during turning driving, the bending angle of the deflection connector connected between the front and rear body parts is increased to prevent the vehicle from rolling over in the direction of rollover. By generating support for the vehicle body in the opposite direction, rollover of a running vehicle can be prevented, thereby ensuring driving stability and improving vehicle marketability.

Figure 1 is a diagram showing a conventional articulated bus.
Figure 2 is an example diagram showing the operating mode of the articulation joint mechanism for a conventional articulated bus.
Figure 3 is a diagram showing a rollover prevention system for a vehicle according to the present invention.
Figure 4 is a conceptual diagram showing a method of controlling the bending angle of a bending connector to prevent rollover according to the present invention.
Figure 5 is a flowchart illustrating a method of preventing rollover of a vehicle according to the present invention.

Hereinafter, the present invention will be described so that those skilled in the art can easily carry it out.

First, with reference to FIGS. 1 and 2, a vehicle (i.e., articulated bus) to which an articulation system is applied to the center of the vehicle will be briefly described.

The articulated bus is capable of turning while bending on a curved road by connecting two buses through an articulation system. As shown in FIG. 1, the front body part 10 where the driver's seat is installed and the driver's seat are It may include an uninstalled rear body part 20 and a refraction system configured to be able to bend between the front body part 10 and the rear body part 20.

The deflection system includes a deflection connector 30 and a bellows 60 installed between the front body part 10 and the rear body part 20, and the deformation of the bellows 60 expands and contracts to restore the bellows 60. It may be configured to include an energy guiding 70 that generates elastic restoring force for.

As shown in FIG. 2, the articulated connector 30 is connected to the front mount 31 and the rear body part coupled to the rear end of the front body part 10 so that it can move and turn integrally with the front body part 10. A rear mount (32) coupled to the front end of the rear body part (20) so that it can move and pivot integrally with (20), and a damping cylinder (33) installed between the front mount (31) and the rear mount (32). ,34).

The front mount 31 and the rear mount 32 are coupled to each other so that they can rotate around a pivot axis, and the damping cylinder 33 may be composed of a left damping cylinder 33 and a right damping cylinder 34. . The left damping cylinder 33 and the right damping cylinder 34 are connected between the front mount 31 and the rear mount 32, and are disposed on both left and right sides of the front mount 31 and the rear mount 32, respectively.

The left damping cylinder (33) and the right damping cylinder (34) are configured to maintain the front mount (31) and rear mount (32) arranged in line by receiving the same hydraulic pressure (basic hydraulic pressure) when driving on a straight road. Accordingly, when driving in a straight line, the front body part 10 and the rear body part 20 can maintain a serial arrangement. Also, during turning, the hydraulic pressure supplied to the damping cylinders 33 and 34 is differentially controlled, so that the front mount 31 turns to the right axis due to the expansion of the left damping cylinder 33 and the contraction of the right damping cylinder 34. Alternatively, the front mount 31 can rotate to the left by contracting the left damping cylinder 33 and expanding the right damping cylinder 34.

A vehicle using the articulated system configured as described above, that is, an articulated bus, generally controls the deflection angle of the articulated connector 30 to ensure a minimum turning radius in order to ensure driving stability when turning. Here, the refraction angle refers to the turning angle of the front mount 31 (i.e., the turning angle of the front body part 10 for turning) that occurs when the front mount 31 is rotated about the turning axis during turning. says

On the other hand, since the articulated bus has a higher center of gravity and a longer length than a regular vehicle, there is a problem that when excessive turning is performed, there is an increased possibility of rollover in which the vehicle body tilts excessively toward the turning inner wheel, and the rollover occurs when the vehicle turns sideways. It may cause accidents such as falling or tipping over.

Accordingly, in the present invention, lateral acceleration sensors 11, 12, 21, and 22 are installed on both left and right sides of the front body 10 and the rear body 20, respectively, and rollover of the vehicle occurs based on the signal of the lateral acceleration sensor. Predicts, and when the rollover is predicted to occur, the deflection angle (refraction angle for turning) of the refraction connector 30 connected between the front body part 10 and the rear body part 20 is increased in real time. It prevents the rollover phenomenon of a running vehicle by generating a vehicle body support force that acts in the opposite direction to the vehicle rollover direction.

The attached Figure 3 is a diagram showing a rollover prevention system for a vehicle according to the present invention, Figure 4 is a conceptual diagram showing a method of controlling the bending angle of a bending connector for preventing rollover according to the present invention, and Figure 5 is a diagram showing a rollover prevention system for a vehicle according to the present invention. This is a flow chart to explain how to prevent rollover. Here, Figure 3 briefly shows only the lower frames of the front and rear body parts to show the configuration installed in the front and rear body parts.

As shown in FIG. 3, the rollover prevention system for a vehicle according to the present invention includes an articulated connector 30 installed between the front body 10 and the rear body 20, on both left and right sides of the front body 10. A pair of front lateral acceleration sensors 11 and 12 installed, a pair of rear lateral acceleration sensors 21 and 22 installed on both left and right sides of the rear body part 20, and the front lateral acceleration sensors 11 and 12. and a controller 50 that selectively increases the bending angle of the bending connector 30 according to signals from the rear lateral acceleration sensors 21 and 22.

The articulated connector 30 may be configured in the same manner as the articulated connector applied to a conventional articulated bus. That is, the articulated connector 30 is integrated with the front mount 31 and the rear body 20 coupled to the rear end of the front body 10 so that it can move and turn integrally with the front body 10. A rear mount 32 coupled to the front end of the rear body 20 so that it can move and turn, and a pair of damping cylinders 33 and 34 installed between the front mount 31 and the rear mount 32. It may be configured to include.

The front mount 31 and the rear mount 32 are coupled to each other so that they can rotate about the pivot axis, and the damping cylinders 33 and 34 are composed of a left damping cylinder 33 and a right damping cylinder 34. You can. The left damping cylinder 33 and the right damping cylinder 34 are connected between the front mount 31 and the rear mount 32, and can be placed on both left and right sides of the front mount 31 and the rear mount 32, respectively. there is. That is, the left damping cylinder 33 is elastically connected between the left side of the front mount 31 and the left side of the rear mount 32, and the right damping cylinder 34 is connected to the right side of the front mount 31. It is elastically connected between and the right side of the rear mount 32.

The left damping cylinder 33 and the right damping cylinder 34 are supplied with the same hydraulic pressure (basic hydraulic pressure) when driving on a straight road, so that the front mount 31 and the rear mount 32 can be maintained in a aligned state without bending. It is structured so that Accordingly, when switching from straight driving to turning driving, the front mount 31 turns to the right axis due to the expansion of the left damping cylinder 33 and the contraction of the right damping cylinder 34, or the left damping cylinder The front mount 31 rotates to the left due to the contraction of 33 and the expansion of the right damping cylinder 34.

The left damping cylinder 33 and the right damping cylinder 34 are configured to expand and contract by hydraulic pressure supplied from the electric hydraulic pump 40, and are located between the damping cylinders 33 and 34 and the hydraulic pump 40. A solenoid valve (not shown) may be installed in the hydraulic line connected to the hydraulic line. The opening and closing operation of the solenoid valve can be performed according to the instructions (control signal) of the controller 50, and accordingly, the hydraulic pressure supplied from the hydraulic pump 40 is connected to the left damping cylinder 33 and the right damping cylinder 34. It can be distributed equally or differentially.

As the controller 50, an articulation control unit (ACU) disposed on the refractive connector 30 may be used. When the controller 50 predicts the occurrence of a rollover of the vehicle based on the signals from the front lateral acceleration sensors 11 and 12 and the rear lateral acceleration sensors 21 and 22, the front body part formed by the operation of the deflection connector 30 The turning angle (i.e., the bending angle of the front body part 10 with respect to the rear body part 20) of (10) is increased (see FIG. 4).

When the driving direction of the articulated bus is changed and straight driving is converted to turning driving, the articulating connector 30 is operated to bend at an angle (bending angle) within a certain range to ensure driving stability.

Therefore, when turning while driving with the articulation connector 30 constantly bent, if rollover of the vehicle is predicted to occur, if the bending angle of the articulation connector 30 is increased in real time, the front body part 10 The front body part 10 turns in a direction in which the angle between the and rear body parts 20 becomes smaller, and accordingly, the reaction force due to the turning motion of the front body part 10 in the direction opposite to the rollover direction of the vehicle This action creates a vehicle support force in the front body part 10 and the rear body part 20 (see FIG. 4), and as a result, rollover of the vehicle and rollover accidents caused by rollover can be prevented. do.

Here, a method of preventing rollover of a vehicle will be further described with reference to FIG. 5 .

As shown in Figure 5, first, the lateral acceleration of the front body part 10 and the lateral acceleration of the rear body part 20 are measured using the front lateral acceleration sensors 11 and 12 and the rear lateral acceleration sensors 21 and 22. Measure (S10), and based on the measured values, the left and right lateral acceleration deviation of the front body part 10 and the left and right yellow acceleration deviation of the rear body part 20 are detected. Specifically, the difference between the measured value of the first front lateral acceleration sensor 11 installed on the left side of the front vehicle body 10 and the measured value of the second front lateral acceleration sensor 12 installed on the right side of the front vehicle body 10 The value (first deviation) is calculated, and the measured value of the first rear lateral acceleration sensor 21 installed on the left side of the rear body part 20 and the second rear lateral acceleration sensor installed on the right side of the rear body part 20 ( Calculate the difference (second deviation) between the measured values in 22). Then, the first deviation and the second deviation are compared with a set reference value (standard deviation) (S11), and if at least one of the first deviation and the second deviation is greater than the set reference value (standard deviation), rollover during turning. It is predicted that will occur, and if both the first and second deviations are less than the reference value, it is predicted that no rollover will occur. Here, the reference value may be set as a deviation value at which rollover is predicted to occur, for example, may be set as a deviation value immediately before rollover occurs.

In addition, the articulation connector 30 differentially supplies hydraulic pressure supplied to the left damping cylinder 33 and the right damping cylinder 34 for stable turning when the vehicle that was traveling in a straight line changes the driving direction and turns. This causes deflection between the front mount 31 and the rear mount 32. Therefore, when the rollover is predicted to occur, that is, when a lateral acceleration deviation greater than the reference value occurs, the vehicle rollover is performed based on the position of the relatively contracted damping cylinder among the left and right damping cylinders 33 and 34. It is possible to determine whether the direction is left or right (S12).

First, if the rollover direction is predicted to be right, that is, if it is predicted that the vehicle will roll over to the right, the hydraulic pump 40 is operated to supply hydraulic pressure only to the right damping cylinder 34 (S13, S14). At this time, only the solenoid valve installed in the hydraulic line between the hydraulic pump 40 and the right damping cylinder 34 is opened, and the solenoid valve installed in the hydraulic line between the hydraulic pump 40 and the left damping cylinder 33 is closed. Maintain it.

And, if the rollover direction is predicted to be left, the hydraulic pump 40 is operated to supply hydraulic pressure only to the left damping cylinder 33 (S16, S17). At this time, only the solenoid valve installed in the hydraulic line between the hydraulic pump 40 and the left damping cylinder 33 is opened, and the solenoid valve installed in the hydraulic line between the hydraulic pump 40 and the right damping cylinder 34 is closed. Maintain it.

The hydraulic pressure supplied to the damping cylinder in steps S14 and S17, that is, the hydraulic pressure supplied to the damping cylinder when rollover is predicted, is the hydraulic pressure supplied separately/additionally only to the contracted damping cylinder when the vehicle's straight driving is changed to turning driving. Among the left damping cylinder 33 and the right damping cylinder 34, the damping cylinder in a relatively contracted state is expanded by the additional hydraulic pressure, and the other damping cylinder is contracted, and the front body part 10 is accordingly. The refraction angle increases (S15, S18). At this time, the hydraulic pressure discharged as the other damping cylinder contracts can be recovered to the oil storage tank where the hydraulic pump 40 is installed.

In other words, when rollover is predicted to occur, the damping cylinder contracted for turning among the left damping cylinder 33 placed on the left side of the articulated connector 30 and the right damping cylinder 34 placed on the right side is used to prevent rollover. By additionally supplying hydraulic pressure, the bending angle of the front body part 10 can be increased.

That is, among the left and right damping cylinders 33 and 34 of the articulated connector 30, additional hydraulic pressure to prevent rollover is supplied to one damping cylinder contracted for turning driving, and the internal hydraulic pressure of the other damping cylinder is reduced. As a result, the deflection angle of the deflection connector 30 increases from α to β (α<β) (see FIG. 4) (S15, S18), and the resulting reaction force acts to roll the vehicle in the opposite direction to the vehicle's rollover direction. A support force is generated to prevent rollover of the vehicle.

As the embodiments of the present invention have been described in detail above, the scope of the present invention is not limited to the above-described embodiments, and various modifications and modifications by those skilled in the art using the basic concept of the present invention as defined in the following patent claims are made. Improvements are also included in the scope of the present invention.

10: Front body part
11,12: Front lateral acceleration sensor
20: rear body part
21,22: Rear lateral acceleration sensor
30: Articulated connector
31: front mount
32: rear mount
33: Left damping cylinder
34: Right damping cylinder
40: Electric hydraulic pump
50: controller

Claims (5)

A rollover prevention system for a vehicle consisting of a front body part where a driver's seat is installed and a rear body part bendably connected to the front body part through an articulated connector, comprising:
Front lateral acceleration sensors installed on both left and right sides of the front body part;
Rear lateral acceleration sensors installed on both left and right sides of the rear body part;
When a rollover of the vehicle is predicted based on the signals from the front lateral acceleration sensor and the rear lateral acceleration sensor during turning, the turning angle of the front body part is increased according to the operation of the deflection connector to roll in the direction opposite to the vehicle's rollover direction. A controller that generates an acting vehicle body support force;
A rollover prevention system for a vehicle comprising:
In claim 1,
The controller determines the difference between the measured value of the front lateral acceleration sensor installed on the left side of the front body part and the measured value of the front lateral acceleration sensor installed on the right side, and the measured value of the rear lateral acceleration sensor installed on the left side of the rear body part and the rear lateral acceleration sensor installed on the right side. A rollover prevention system for a vehicle, characterized in that it predicts the occurrence of a rollover of the vehicle when at least one of the difference values between the measured values of the lateral acceleration sensor is greater than or equal to a set reference value.
In claim 2,
When rollover is predicted to occur, the controller supplies hydraulic pressure to the damping cylinder contracted when switching from straight travel to turning travel among the left damping cylinder disposed on the left side of the articulated connector and the right damping cylinder disposed on the right side of the front body part. A vehicle rollover prevention system characterized by increasing the turning angle.
In claim 3,
The articulated connector includes a front mount coupled to the front body part;
A rear mount rotatably connected to the front mount and the pivot axis and coupled to the rear body part;
a left damping cylinder flexibly installed between the left side of the front mount and the left side of the rear mount;
A right damping cylinder flexibly installed between the right side of the front mount and the right side of the rear mount;
It includes, when switching from straight driving to turning driving, one of the left damping cylinder and the right damping cylinder is extended and the other damping cylinder is contracted, so that one of the front mount and the rear mount A rollover prevention system for a vehicle, characterized in that is deflected relative to another mount.
A rollover prevention method for a vehicle comprising a front body part where a driver's seat is installed and a rear body part bendably connected to the front body part through an articulated connector, comprising:
Predicting whether a rollover of the vehicle will occur during turning based on signals from a front lateral acceleration sensor installed on both left and right sides of the front body part and a rear lateral acceleration sensor installed on both left and right sides of the rear body part;
When the occurrence of the rollover is predicted, generating a vehicle body support force acting in a direction opposite to the rollover direction of the vehicle by increasing the turning angle of the front body portion according to the operation of the articulation connector;
A method for preventing rollover of a vehicle, comprising:

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