SYSTEM, METHOD, AND APPARATUS TO PREVENT COMMERCIAL VEHICLE ROLLOVER

• US 20150239409A1
• Filed: 02/25/2015
• Published: 08/27/2015
• Est. Priority Date: 02/25/2014
• Status: Active Grant

• Current Assignee: Isam Mousa
• Original Assignee: Isam Mousa
• Inventors: Mousa, Isam
• Granted Patent: US 9,283,825 B2
• Time in Patent Office: Days
• US Class Current: 1/1
• CPC Class Codes: B60G 17/0162 mainly during a motion involving steering operation, e.g. cornering, overtaking B60G17/0164 takes precedence
• CPC Class Codes: B60G 17/01908 Acceleration or inclination sensors characterised by the use of gyroscopes B60G21/08
• CPC Class Codes: B60G 17/01933 Velocity, e.g. relative velocity-displacement sensors
• CPC Class Codes: B60G 2300/02 Trucks; Load vehicles
• CPC Class Codes: B60G 2400/0511 Roll angle
• CPC Class Codes: B60G 2800/0124 Roll-over conditions
• CPC Class Codes: B60G 2800/9124 Roll-over protection systems, e.g. for warning or control
• CPC Class Codes: B62D 49/08 having means for preventing overturning or tipping safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles B60K28/00
• CPC Class Codes: B62D 61/12 with variable number of ground engaging wheels, e.g. with some wheels arranged higher than others, or with retractable wheels for manoeuvring purposes only B60S

Abstract

A rollover prevention apparatus includes a primary hydraulic cylinder attached to a frame bracket, a secondary hydraulic cylinder attached to the primary hydraulic cylinder and a wheel bracket. The rollover prevention apparatus includes a stabilizing wheel affixed to the wheel bracket. The stabilizing wheel is substantially in line with a plurality of wheels affixed to the frame while the primary and secondary hydraulic cylinders are retracted, the line being substantially perpendicular to the primary and secondary hydraulic cylinders. The stabilizing wheel has a negative camber angle with respect to the plurality of wheels while the primary and secondary hydraulic cylinders are retracted. A rollover event may be averted by extending the primary and secondary hydraulic cylinders such that the stabilizing wheel makes contact with a road without substantially leaving a lane, and using the secondary hydraulic cylinder to push against the road until the rollover event has been averted.

Claims

1. A rollover prevention apparatus, comprising:

a primary hydraulic cylinder attached to a frame bracket;

a secondary hydraulic cylinder attached to the primary hydraulic cylinder and a wheel bracket; and

at least one stabilizing wheel affixed to the wheel bracket,

wherein the frame bracket is affixed to a frame such that the primary hydraulic cylinder is at an upward angle,

wherein the at least one stabilizing wheel is substantially in line with a plurality of wheels affixed to the frame while the primary hydraulic cylinder and the secondary hydraulic cylinders are retracted, the line being substantially perpendicular to the primary hydraulic cylinder and the secondary hydraulic cylinders,

wherein the at least one stabilizing wheel has a negative camber angle with respect to the plurality of wheels while the primary hydraulic cylinder and the secondary hydraulic cylinders are retracted, and

wherein a rollover event may be averted by extending the primary hydraulic cylinder and the secondary hydraulic cylinders such that the stabilizing wheel makes contact with a road without substantially leaving a lane, and further using at least the secondary hydraulic cylinder to push against the road until the rollover event has been averted.

2. The apparatus of claim 1, further comprising:

a hydraulic power pack to pressurize a hydraulic fluid such that the hydraulic power pack to enable the primary hydraulic cylinder and the secondary hydraulic cylinder function as specified when the rollover event is detected;

a hydraulic fluid supply to provide the hydraulic fluid to the primary hydraulic cylinder and the secondary hydraulic cylinder; and

a compressed air tank to provide compressed air to the primary hydraulic cylinder and the secondary hydraulic cylinder to increase responsiveness when the rollover event is detected.

3. The apparatus of claim 1, further comprising an external warning system to alert nearby drivers when the apparatus is being used.

4. The apparatus of claim 1, further comprising a braking system connected to the at least one stabilizing wheel.

5. The apparatus of claim 1, wherein at least one of the primary hydraulic cylinder and the secondary hydraulic cylinder is an air-over-hydraulic cylinder.

6. The apparatus of claim 1, wherein at least one of an angle between the frame and the primary hydraulic cylinder and an angle between the primary hydraulic cylinder and the secondary hydraulic cylinder is adjustable.

7. A method of a rollover prevention system, comprising:

detecting a potential rollover event;

extending a primary hydraulic cylinder and a secondary hydraulic cylinder such that a stabilizing wheel makes contact with a road;

further extending the secondary hydraulic cylinder until the potential rollover event has been averted; and

retracting the primary hydraulic cylinder and the secondary hydraulic cylinders.

8. The method of claim 7, wherein the potential rollover event is detected using at least one of a tilt sensor, a plurality of weight sensors, a plurality of wheel speed sensors, and a terrain sensor.

9. The method of claim 7, further comprising:

determining a location using a GPS receiver; and

reporting the location to a server using a cellular modem in response to at least one of the potential rollover event and the extension of the hydraulic cylinders.

10. The method of claim 7, further comprising alerting a driver of the potential rollover event using at least one of a sound, a light, and an instrument.

11. The method of claim 7, further comprising alerting nearby drivers of the extending of the primary hydraulic cylinder and the secondary hydraulic cylinders using at least one of a sound generator and a light.

12. The method of claim 7, wherein the extension of the primary hydraulic cylinder and the secondary hydraulic cylinders is triggered automatically, in response to the detection of a potential rollover event.

13. The method of claim 7, wherein the primary hydraulic cylinder and the secondary hydraulic cylinders are extended distances which are determined by at least one of a critical angle, a lane size, and a load weight.

14. A rollover prevention system, comprising:

at least one rollover event sensor;

a rollover prevention controller, comprising a processor and a memory; and

at least one rollover prevention apparatus.

15. The system of claim 14, wherein the at least one rollover event sensor is at least one of a tilt sensor, a plurality of weight sensors, a plurality of wheel speed sensors, and a terrain sensor.

16. The system of claim 14, further comprising:

a GPS receiver to determine the location of the rollover prevention system; and

a cellular modem to report the location to a server,

wherein a location is determined using the GPS receiver, and

wherein the location is reported to the server using the cellular modem in response to at least one of a potential rollover event and the deployment of at least one rollover prevention apparatus.

17. The system of claim 14, further comprising:

a driver alert system comprising at least one of a sound generator, a light, and an instrument, configured to alert a driver of a potential rollover event.

18. The system of claim 14, further comprising:

an external warning system comprising at least one of a sound generator and a light, configured to alert nearby drivers when at least one rollover prevention apparatus is being deployed.

19. The system of claim 14, wherein the deployment of the at least one rollover prevention apparatus is triggered automatically by the rollover prevention controller, in response to the detection of a potential rollover event through the at least one rollover event sensor.

20. The system of claim 14, wherein the geometry of the at least one rollover prevention apparatus after being deployed is determined by at least one of a critical angle, a lane size, and a load weight.