CN101612927B - Dynamic detection method and early warning device for rollover-prevention for truck at curves - Google Patents
Dynamic detection method and early warning device for rollover-prevention for truck at curves Download PDFInfo
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Abstract
The invention relates to a method and an early warning device for rollover-proof dynamic detection for a truck at curves. The method comprises the following steps: 1) setting the early warning device for rollover-proof dynamic detection for the truck at curves, wherein the early warning device comprises a steering wheel corner measuring device, a heading angle speed measuring device, an inclination measuring device and an electronic control unit comprising a singlechip, a mass center height dynamic detection module and a rollover-proof early warning module are preset in the singlechip, and a rollover warning range is preset in the rollover-proof early warning module; 2) acquiring a steering wheel corner signal, a heading angle speed signal of the truck along the vertical direction, a side inclination signal of a truck carriage, a side inclination signal of a truck rear axle and a longitudinal speed signal of the truck; 3) calculating the side acceleration and mass center height of the truck by the mass center height dynamic detection module; 4) calculating a rollover acceleration threshold value according to the mass center height by the rollover-proof early warning module; 5) comparing the difference of the side acceleration and the rollover acceleration threshold value of the truck and the preset rollover warning range and sending out corresponding warning instructions by the rollover-proof early warning module; and 6) after the rollover-proof early warning module finishes warning, returning to the step 2). The method and the early warning device have high reliability and wide application range.
Description
Technical Field
The invention relates to a truck safety monitoring method and a truck safety monitoring device, in particular to a truck curve rollover prevention dynamic detection method and a truck curve rollover prevention dynamic early warning device.
Background
When the goods are transported by the truck, the height of the center of mass of the truck is changed frequently due to the different types and weights of the goods loaded by the truck. If the height of the mass center is high and the speed of the truck is high, the truck is easy to have side turning accidents when running on a curve, and serious casualties and property loss are caused. Therefore, the running safety and monitoring technology of trucks, such as intelligent speed system, is actively researched at home and abroad, that is, the speed of the truck is automatically controlled according to road conditions and vehicle performance parameters, so that the truck can safely pass through a curve; for example, based on the safety control technology of vehicle-road coordination, the running safety state of the vehicle is judged in real time through vehicle-road communication information, vehicle-mounted radar information, vehicle motion state information and the like, and the vehicle can run at a safe speed by using a vehicle-mounted safety execution device such as an electronic auxiliary brake device. For the safety technologies, the performance parameters of the vehicle are the basis for establishing a correct safety control algorithm, the height of the mass center of the vehicle is one of the most important parameters, and the identification of the height of the mass center of the vehicle is the key for finally realizing the safety control of the vehicle, so that the method has important significance for the dynamic monitoring of the height of the mass center of the vehicle.
At present, the detection technology for the height of the center of mass of a truck mainly utilizes instruments such as a weighing instrument, a measuring tape and an angle gauge to carry out static measurement on the height of the center of mass of the truck, namely the height of the center of mass of the truck can be measured only when the truck is static on the weighing instrument, and the new height of the center of mass of the truck can be obtained only by repeating the process when the loading capacity and the types of goods of the truck are changed. Therefore, for the current detection technology of the height of the center of mass of the truck, the following problems mainly exist: firstly, the type and weight of goods loaded by the truck are changed frequently, so that the existing detection technology is not targeted, and the actual height of the mass center of the goods is difficult to know when the loaded goods are changed; secondly, the truck mass center height detected in the prior art is difficult to ensure the real-time accuracy, so that a vehicle safety control algorithm established based on the mass center height is inaccurate, and the safe operation of the truck on a curve cannot be effectively guaranteed.
Disclosure of Invention
In view of the above problems, the present invention aims to provide a dynamic detection method and an early warning device for preventing rollover of a truck curve, which have high reliability and wide application, and can provide early warning information timely, actively and accurately when the truck turns.
In order to achieve the purpose, the invention adopts the following technical scheme: a truck curve rollover prevention dynamic detection method comprises the following steps: 1) the method comprises the steps that a dynamic detection early warning device for preventing the rollover of a truck bend is arranged, and the dynamic detection early warning device comprises a steering wheel corner measuring device, a yaw angular velocity measuring device, an inclination angle measuring device and an electronic control unit comprising a single chip microcomputer; a mass center height dynamic detection module and a rollover prevention early warning module are preset in the single chip microcomputer; a rollover warning range is preset in the rollover prevention early warning module; 2) collecting steering wheel corner signals, transverse swing angular velocity signals of a truck in the vertical direction, side inclination angle signals of a truck carriage, side inclination angle signals of a truck rear shaft and longitudinal speed signals of the truck; 3) the mass center height dynamic detection module calculates the lateral acceleration and the mass center height of the truck; 4) the rollover prevention early warning module calculates a rollover acceleration threshold value according to the height of the mass center; 5) the rollover prevention early warning module compares the difference value of the lateral acceleration and the rollover acceleration threshold value of the truck with a preset rollover warning range and sends out a corresponding warning instruction; 6) and (5) after the rollover prevention early warning module finishes warning, returning to the step 2).
The preset rollover alarm range in the step 1) is divided into three stages: if it is The alarm level G is 0, and the electronic control unit sends out a non-alarm instruction to the alarm prompting device; if it is <math><mrow><mn>0.5</mn><msub><mi>A</mi><mi>y</mi></msub><mo>≤</mo><msub><mover><mi>a</mi><mo>^</mo></mover><mi>y</mi></msub><mo><</mo><mn>0.8</mn><msub><mi>A</mi><mi>y</mi></msub><mo>,</mo></mrow></math> The alarm level G is 1, and the electronic control unit sends a primary alarm instruction to the alarm prompting device; if it is <math><mrow><msub><mover><mi>a</mi><mo>^</mo></mover><mi>y</mi></msub><mo>≥</mo><mn>0.8</mn><msub><mi>A</mi><mi>y</mi></msub><mo>,</mo></mrow></math> The alarm grade G is 2, and the electronic control unit sends a high-grade alarm instruction to the alarm prompting device; wherein,
for lateral acceleration of the truck, AyIs the rollover acceleration threshold.
The calculation formula of the lateral acceleration of the truck in the step 3) is as follows:
where k denotes the sampling instant of the kth step,
for lateral acceleration, omega, of the truckrs(k) Is a theoretical steady state yaw angular velocity signal of the truck, u (k) is a speed signal of the truck, L is a wheelbase of the truck, and delta (k) is a front wheel of the truck obtained by a steering wheel corner signalThe angle signal, C is the stability factor of the truck,
to correct for steady-state yaw-rate, λ is the weight coefficient, ωrm(k) The yaw angular velocity; the calculation formula of the height of the center of mass of the truck is as follows:
H(k)＝H(k-1)+Q(k)e(k)
wherein k represents the sampling time of the k step, H (k) is the height of the center of mass of the truck, e (k) is the estimation error of the k-1 time,
for the roll stiffness of the truck suspension,is a side inclination angle signal of the boxcar,is the side inclination angle signal of the rear axle of the truck, H (k-1) is the height of the center of mass of the truck, HaThe height from the bottom of the boxcar to the road surface, m is the mass of the truck,
is the lateral acceleration of the truck, g is the gravity acceleration, Q (k) is the gain matrix, P (k-1) is the opposite matrixMatrix, epsilon is forgetting factor, P (k) is matrix-pair.
Q (k) and P (k) are each a 1 × 1 matrix, where P (0) is 1, H (k) is 1.5m, and g is 9.8m/s2Epsilon is 0.99, haTaking the sample of 0.536m,
6739 Nm/deg.
The rollover acceleration threshold calculation formula in the step 4) is as follows:
where k denotes the sampling time of the kth step, AyThe rollover acceleration threshold value is B, the wheel track of the truck is B, and g is the gravity acceleration.
The rollover acceleration threshold calculation formula in the step 4) is as follows:
where k denotes the sampling time of the kth step, AyThe rollover acceleration threshold value is B, the wheel track of the truck is B, and g is the gravity acceleration.
The early warning device for realizing the rollover prevention dynamic detection method of the truck curve is characterized in that: the device comprises a steering wheel corner sensor, a steering wheel and a control unit, wherein the steering wheel corner sensor is arranged on a steering column below a truck steering wheel; the yaw angular velocity sensor is arranged at the intersection of two central axes at the bottom of the boxcar; the inclinometer is arranged at the intersection of the projection of the longitudinal central axis at the bottom of the boxcar and the rear shaft on the boxcar; another inclinometer mounted at the midpoint of the rear axle; the alarm prompting device is arranged on a center console of the cab; the electronic control unit comprises a single chip microcomputer, a mass center height dynamic detection module and a rollover prevention early warning module are pre-arranged in the single chip microcomputer, and a rollover warning range is pre-arranged in the rollover prevention early warning module.
The electronic control unit further includes: the input end of the CAN bus transceiver circuit is connected with an original vehicle-mounted CAN network on the truck so as to receive a truck longitudinal speed signal in the vehicle-mounted CAN network; the output end of the CAN bus transceiving circuit is connected with the input end of the single chip microcomputer and transmits the longitudinal speed signal of the truck to the single chip microcomputer; and the input end of the serial port transceiver circuit is connected with the output ends of the two inclinometers, and the output end of the serial port transceiver circuit is connected with the input end of the single chip microcomputer.
The alarm prompting device comprises an integrated circuit and a light and sound prompting device controlled by the integrated circuit, wherein the integrated circuit is at least integrated with an integrated circuit driven by a four-way composite tube.
Due to the adoption of the technical scheme, the invention has the following advantages: 1. according to the invention, through the acquisition of various dynamic parameters of the truck and the calculation of the centroid height dynamic detection module preset in the single chip microcomputer, the lateral acceleration and the centroid height of the truck can be obtained more accurately, and a reliable basis is provided for the calculation of the probability of rollover of the truck. 2. According to the invention, the rollover-prevention early warning module can calculate the rollover acceleration threshold value and judge whether rollover warning is required or not according to the difference value between the rollover acceleration threshold value and the lateral acceleration, so that the early warning result obtained by adopting the method is scientific and accurate, the occurrence of rollover of the truck is effectively prevented, and the safety of the truck driving and the driver is ensured. 3. Because the LH3-SX-4300A type corner sensor is adopted, the measurement precision is high, the wide temperature zone measurement is realized, the installation is convenient, and the reliability is high. 4. Because the LCG 50-00100-100-type sensor is adopted, the invention has the advantages of high measurement precision, convenient installation and high reliability. 5. The LAM-TD-45D type single-axis tilt angle sensor is internally provided with the temperature compensation and impact suppression module, so that the measurement precision is further improved. 6. Before the height of the mass center of the truck is calculated, the filtering and noise reduction circuit is adopted to filter the input basic parameter information of the truck dynamics, so that the accuracy of measurement is further improved. 7. The alarm prompting device is provided with the light emitting diodes and the buzzer which are controlled by the integrated circuit and have three colors, and the light emitting diodes with the corresponding colors can be driven according to different alarm levels, so that a driver can be clearly reminded. The invention can be suitable for various vehicles, has high reliability, and can actively, timely and accurately send out early warning information when the vehicle runs on a curve, thereby avoiding traffic accidents.
Drawings
FIG. 1 is a block diagram of the architecture of the present invention
FIG. 2 is a schematic view of the installation position of the inclination angle measuring device of the present invention
FIG. 3 is a schematic circuit diagram of the electronic control unit of the present invention
FIG. 4 is a schematic circuit diagram of the alarm prompting device of the present invention
Detailed Description
The invention is described in detail below with reference to the figures and examples.
The method comprises the following steps:
1) arranging a truck curve rollover prevention dynamic detection early warning device which comprises a steering wheel angle measuring device 1, a yaw velocity measuring device 2, an inclination angle measuring device 3 and an ECU (electronic control Unit) 4 comprising a singlechip U1; a mass center height dynamic detection module and a rollover prevention early warning module are preset in the single chip microcomputer U1; the rollover-prevention early warning module is preset with a rollover warning range.
2) Collecting steering wheel corner signals, vertical yaw velocity signals of a truck, side inclination angle signals of a truck carriage, side inclination angle signals of a truck rear shaft and longitudinal speed signals of the truck.
3) And the mass center height dynamic detection module calculates the lateral acceleration and the mass center height of the truck in sequence.
4) The rollover prevention early warning module calculates a rollover acceleration threshold value according to the height of the mass center.
5) And the rollover prevention early warning module compares the calculated difference value between the lateral acceleration of the truck and the rollover acceleration threshold value with a preset rollover warning range and sends out a corresponding warning instruction.
6) And (5) after the rollover prevention early warning module finishes warning, returning to the step 2).
As shown in fig. 1, the present invention includes a steering wheel angle measuring device 1, a yaw rate measuring device 2, a tilt angle measuring device 3, an ECU4, and an alarm prompting device 5.
The steering wheel angle measuring device 1 adopts a steering wheel angle sensor which is fixedly arranged on a steering column below a truck steering wheel and used for detecting a steering wheel angle signal and transmitting the steering wheel angle signal to the ECU4, wherein the signal transmitted to the ECU4 is two paths of analog voltage signals, one path is used for judging the rotating direction and the number of turns of the steering wheel, and the other path is used for judging the rotating angle of the steering wheel in the turn. In the present embodiment, the steering wheel angle sensor is a LH3-SX-4300A type steering angle sensor available from BI corporation, the maximum input voltage is 16V, the range is-900 ° - +900 °, the impact force of 10g can be resisted, the steering wheel angle measuring device 1 is suitable for the vehicle-mounted environment, and various types of sensors and installation positions thereof can be changed.
The yaw velocity measuring device 2 adopts a yaw velocity sensor which is arranged at the intersection of two central axes at the bottom of a carriage of the truck, is used for detecting a yaw velocity signal of the truck along the vertical direction and transmitting the yaw velocity signal to the ECU4, and the signal transmitted to the ECU4 is an analog voltage signal which changes between 0 and 5V. In the present embodiment, the yaw-rate sensor is a sensor of the type LCG 50-00100-.
As shown in fig. 2, the inclination measuring device 3 employs two inclinometers 31, 32, wherein the inclinometer 31 is installed at the intersection of the longitudinal central axis of the bottom of the wagon box and the projection of the rear axle on the box, and the inclinometer 32 is installed at the central point of the rear axle and is respectively used for detecting the roll angle of the wagon box
And the roll angle of the rear axle of the truck
Signal, output signal
And
the digital signals may be sent to the ECU4 via serial ports on the inclinometers 31, 32. In the present embodiment, the two inclinometers 31 and 32 are single-axis inclinometers of LAM-TD-45D type manufactured by lamset corporation, which are provided with a temperature compensation and impact suppression module therein and are suitable for use in a vehicle-mounted environment, but either inclinometer may be replaced by two displacement sensors.
As shown in fig. 3, the ECU4 includes a single chip U1 and related peripheral circuits, the single chip U1 has three a/D conversion circuits, and a centroid height dynamic detection module and a rollover prevention warning module are preset inside the single chip U1. The three A/D conversion circuits convert analog voltage signals output by the steering wheel angle measuring device 1 and the yaw rate measuring device 2 into digital signals, and the digital signals are transmitted to the mass center height dynamic detection module, and meanwhile, the digital signals acquired by the inclination angle measuring device 3 are directly transmitted to the mass center height dynamic detection module. The dynamic centroid height detection module calculates the lateral acceleration and the centroid height of the truck according to the input information, and transmits the lateral acceleration and the centroid height to the rollover prevention early warning module, and the rollover prevention early warning module calculates the rollover acceleration threshold of the truck. The rollover prevention early warning module compares the calculated difference value between the lateral acceleration of the truck and the rollover acceleration threshold value with a preset rollover warning range and sends a corresponding warning instruction to the warning prompting device 5. In this embodiment, the U1 of the EUC4 is an eight-bit mcu manufactured by motorola, model number MC9S08DZ60, or other similar mcits, which is not limited herein.
As shown in fig. 3, the peripheral circuits of the ECU4 further include a triple-filter noise reduction circuit having three input terminals connected to two output terminals of the steering wheel angle measuring device 1 and an output terminal of the yaw rate measuring device 2, respectively, and output terminals connected to input terminals ADIN0, ADIN1, and ADIN2 of a triple a/D conversion circuit of the chip microcomputer U1 in the ECU4, respectively. The input of the first filtering noise reduction circuit is signals of the rotating direction and the number of turns of the steering wheel output by the steering wheel angle sensor 1, the circuit consists of capacitors C11, C12 and a resistor R1, and after the capacitor C12 is connected with the resistor R1 in series, an obtained series branch is connected with a capacitor C11 in parallel; one end of the parallel circuit is grounded, the other end of the parallel circuit is simultaneously connected with the input end ADIN0 of the first A/D conversion circuit and the anode of a diode D1, and the cathode of the diode D1 is connected with a power supply voltage VCC; the input of the second filtering noise reduction circuit is a signal of the steering wheel rotation angle output by the steering wheel rotation angle measuring device 1 in the circle, the circuit consists of capacitors C13, C14 and a resistor R2, after the capacitor C14 is connected with the resistor R2 in series, an obtained series branch is connected with the capacitor C13 in parallel; one end of the parallel circuit is grounded, the other end of the parallel circuit is simultaneously connected with the input end ADIN1 of the second A/D conversion circuit and the anode of a diode D2, and the cathode of the diode D2 is connected with a power supply voltage VCC; the signal output by the yaw velocity measuring device 2 is input by the third filtering noise reduction circuit, the circuit consists of capacitors C15, C16 and a resistor R3, and after the capacitor C16 is connected with the resistor R3 in series, an obtained series branch is connected with the capacitor C15 in parallel; one end of the parallel circuit is grounded, the other end is simultaneously connected with the input end ADIN2 of the third A/D conversion circuit and the anode of a diode D3, and the cathode of the diode D3 is connected with the power supply voltage VCC. The filtering and noise reducing circuit is used for filtering high-frequency noise in the analog signal so as to prevent signal aliasing in the subsequent A/D sampling process. The filtering and noise reducing circuit may be other capacitive filtering circuits besides the capacitive filtering circuit, and is not limited herein. When the filter noise reduction circuit in this embodiment is used, the capacitors C11, C12, C13, C14, C15, and C16 may be electrolyte capacitors of 1uF or other types, and in the case of the electrolyte capacitors, the negative electrodes of the capacitors are grounded. The resistors R1, R2 and R3 were 50k Ω. The diodes D1, D2 and D3 are used for ensuring that the input voltages of the input ends ADIN0, ADIN1 and ADIN2 of the three A/D conversion circuit in the single chip microcomputer U1 do not exceed the power supply voltage VCC.
As shown in fig. 3, the peripheral circuits of the ECU4 also include a CAN bus transceiver circuit that uses the PCA82C250 chip U2 as a driver, and the PCA82C250 is a dedicated CAN driver chip that provides differential transmit and differential receive capabilities for the CAN bus and the ECU5, respectively, and that performs conversion between CANH and CANL and CAN bus transmit and receive. The input end of the CAN bus transceiver circuit is connected with an original vehicle-mounted CAN (controllerrArea network) network 6 of the truck, and is used for receiving a longitudinal speed signal of the truck from the vehicle-mounted CAN network 6, and the CAN bus transceiver circuit specifically comprises the following components: pins 7 and 6 of U2 are connected to the high side CANH and the low side CANL, respectively, of the on-board CAN network 6. The output end of the CAN bus transceiver circuit is connected with the input end of the chip microcomputer U1, and the CAN bus transceiver circuit is used for sending a longitudinal speed signal book of a truck input by the vehicle-mounted CAN network 6 to the chip microcomputer U1, and specifically comprises the following steps: a pin 1 and a pin 4 of the U2 are respectively connected with a pin 29 and a pin 30 of the single chip microcomputer U1. The capacitors C21 and C22 are connected in parallel to form a filtering voltage stabilizing circuit of U2, one end of the filtering voltage stabilizing circuit is connected with pin 3 of U2, the other end of the filtering voltage stabilizing circuit is connected with pin 2 of U2, pin 3 of U2 is also connected with power supply voltage VCC, and pin 2 of U2 is connected with ground.
As shown in fig. 3, the ECU4 further includes a serial transceiver circuit, which uses a Max232 chip U3 as a serial transceiver driver chip, and includes a 2-way transmitter, a 2-way receiver and a voltage generator circuit to provide TIA/EIA-232-F level, which conforms to the TIA/EIA-232-F standard. Wherein each receiver converts the TIA/EIA-232-F level to a 5V TTL/CMOS level and each transmitter converts the TTL/CMOS level to a TIA/EIA-232-F level. In this embodiment, U3 only uses one transmitter and one receiver. The pin 10 of the U3 is connected with the pin 15 of the singlechip U1, the pin 9 is connected with the pin 16 of the singlechip U1, the pin 7 is connected with the sending line in the serial port lines of the inclinometers 3 and 4, and the pin 8 is connected with the receiving line in the serial port lines of the inclinometers 3 and 4. A capacitor C31 is connected between pins 1 and 3 of the U3, and pin 1 is connected with the anode of C4; a capacitor C32 is connected between the pin 4 and the pin 5, and the pin 4 is connected with the anode of the C32; a capacitor C33 is connected between the pin 2 and the pin 16, the pin 2 is connected with the anode of the C33, and the pin 16 is connected with a power supply voltage VCC; pin 6 is connected with the positive electrode of a capacitor C34, and the negative electrode of C34 is connected with the ground wire; the 15 pin is connected with the ground wire and is simultaneously connected with the cathode of a capacitor C35, and the anode of C35 is connected with a power supply voltage VCC; the other pin of U3 is floating. In this embodiment, U2 is a chip compliant with RS232 standard from Texas Instruments (TI), and capacitors C31, C32, C33, C34 and C35 are polar capacitors of 1uF, but not limited thereto.
Now, the steering wheel angle signal is delta (k) and the yaw rate signal is omega after the AD sampling processing of the singlechip U1 through the filtering noise reduction circuitrm(k) The roll angle of the boxcar output by the inclinometers 31 and 32 received by the serial port is recorded as
And the side inclination angle of the rear axle is
And recording a longitudinal vehicle speed signal u (k) of the truck received by the vehicle-mounted CAN network 6, wherein k represents the sampling time of the k step.
The dynamic detection module for the height of the center of mass in the singlechip U1 calculates the height of the center of mass of the truck according to the collected information, and the method comprises the following specific steps:
(1) calculating theoretical steady-state truck yaw angular velocity omegars(k) The method comprises the following steps The mass center height dynamic detection module utilizes a vehicle steady-state steering model and according to a steering wheel corner signal delta measured in real timesw(k) And calculating to obtain front wheel steering angle signal delta (k) ═ deltasw(k)·iswThe calculation expression of the longitudinal speed signal u (k) of the truck received in the vehicle-mounted CAN network 6 is as follows:
wherein iswIs the truck steering system gear ratio, L is the truck wheelbase, and C is the vehicle stability factor. In this example, isw＝0.049，L＝4.5m，C＝0.0019s2/m2。
(2) Calculating and correcting steady state yaw rate
: the mass center height dynamic detection module reads an actual measured value omega of the yaw angular velocityrm(k) Considering that there is a certain error in the actual measurement of the yaw rate, the actual yaw rate value ω will be measuredrm(k) And the theoretical steady-state yaw angular velocity value omegars(k) A weighted average is performed to obtain a corrected yaw rate value, which is calculated as follows:
wherein λ is a weight coefficient, and the specific numerical value is determined according to the accuracy and the specific installation manner of the yaw-rate measuring device 2, and can also be calibrated by experiments. In this example, λ is 0.5.
(3) Calculating the current lateral direction of the truckAcceleration of a vehicle
The mass center height dynamic detection module corrects the yaw angular velocity
And a current longitudinal vehicle speed u (k) calculated as follows:
in the present embodiment, lateral acceleration
Or can be directly measured by installing a lateral acceleration sensor on the truck.
(4) Estimating the height H (k) of the center of mass of the truck: the module for dynamically detecting the height of mass center is based on the dynamic parameters of truck
ε、haM, and current lateral acceleration
And the angle of inclination
Utilizing a vehicle steady-state roll model to establish a regression least square estimation algorithm of the vehicle centroid height H (k), wherein the calculation formula is as follows:
H(k)＝H(k-1)+Q(k)e(k)
wherein e (k) is the estimation error at the time k-1, Q (k) is the gain matrix at the time k, P (k) is the matrix pair at the time k, H (k) is the centroid height estimation value, epsilon is the forgetting factor, haThe height from the bottom of the boxcar to the road surface,
and m is the wagon mass and g is the gravity acceleration. In this embodiment, q (k) and P (k) are both 1 × 1 matrices, i.e., they are single values, the initial value of P (k) is P (0) ═ 1, the initial value of H (k) is H (0) ═ 1.5m, and g is 9.8m/s2Epsilon is 0.99, haTaking the sample of 0.536m,
6739 Nm/deg.
After the current height H (k) of the center of mass of the truck is obtained by adopting the steps, the rollover prevention early warning module in the single chip microcomputer U1 calculates the lateral acceleration, namely the rollover acceleration threshold value, borne by the truck when the truck starts to rollover. The rollover prevention early warning module calculates a rollover acceleration threshold value of the truck according to a quasi-static rollover calculation theory of the vehicle, and the calculation formula is as follows:
wherein, B is the track width of the truck, and in this embodiment, B is 1.865 m.
The lateral acceleration measured in step (3) is measured when the truck is driving through a curve or changing the direction of travel at a certain speedCloser to the rollover acceleration threshold AyThe higher the risk factor for rollover. The rollover-prevention early warning module is preset with a rollover warning range, the rollover-prevention early warning module gives warning prompts to drivers in grades, and the warning grade G and the grade dividing rule are as follows:
if it is When the warning level G is 0, the ECU4 issues a no-warning instruction to the warning presentation device 5;
if it is <math><mrow><mn>0.5</mn><msub><mi>A</mi><mi>y</mi></msub><mo>≤</mo><msub><mover><mi>a</mi><mo>^</mo></mover><mi>y</mi></msub><mo><</mo><mn>0.8</mn><msub><mi>A</mi><mi>y</mi></msub><mo>,</mo></mrow></math> The warning level G is 1, and the ECU4 issues a primary warning instruction to the warning prompting device 5;
if it is <math><mrow><msub><mover><mi>a</mi><mo>^</mo></mover><mi>y</mi></msub><mo>≥</mo><msub><mrow><mn>0.8</mn><mi>A</mi></mrow><mi>y</mi></msub><mo>,</mo></mrow></math> The ECU4 issues an advanced warning instruction to the warning presentation device 5 at the warning level G of 2.
The alarm level division rule can not only give an alarm to the driver before the truck is in danger of rollover, prompt the driver to slow down and move slowly as soon as possible, but also give alarm prompt information of different levels to the driver according to the running danger degree of the truck, and accords with the driving characteristics of most drivers.
As shown in table 1, after obtaining the magnitude of the warning level according to the warning rule, the ECU4 drives the warning prompting device 5 to provide warning information to the driver in different ways according to the warning level. The alarm prompting device 5 can realize functions of light alarm, sound prompt alarm and the like. The alarm mode of the alarm prompting device 5 corresponds to three states corresponding to the size of the alarm level G.
TABLE 1
| Alarm level G | Description of the invention | Light form | Description of alarm sound |
| 0 | Security | Green light on | Without |
| 1 | Primary alarm | Flashing yellow light | Beeping sound with frequency of |
| 2 | Advanced alarm | Flashing red light | Beeping sound with frequency of 2Hz |
As shown in fig. 4, the alarm prompting device 5 includes an integrated circuit U4 and a light and sound prompting device controlled by the integrated circuit U4, which can directly drive the light and sound prompting device. An input end 1 pin (IN1), a pin 2 (IN2), a pin 3 (IN3) and a pin 4 (IN4) of the integrated circuit U4 are respectively connected with 4 output ends, namely a pin 43, a pin 45, a pin 47 and a pin 52, of the singlechip U1. Wherein, the 1 pin inputs the centroid height dynamic detection work indication signal, the 2 pin inputs the primary alarm signal, the 3 pin inputs the advanced alarm signal, the 4 pin inputs the primary or advanced alarm signal, and the 9 pin (K) of the integrated circuit U4 is connected with the power voltage VCC, and the 8 pin (GND) is connected with the ground wire. The output terminal 16 pin (OUT1) corresponding to pin 1 is connected with pin 9 through a green light emitting diode LED (light emitting diode)1 and a resistor R4 in sequence, and the LED1 is a green light emitting diode; the output end pin 15 (OUT2) corresponding to pin 2 is connected with pin 9 through a red LED2 and an R5 in sequence, the LED2 is a red light emitting diode and is used as a primary alarm lamp; the output end 14 pin (OUT3) corresponding to pin 3 is connected with pin 9 through a yellow LED3 and a resistor R6 in sequence, the LED3 is a red light emitting diode and is used as a high-level alarm lamp; the output terminal pin 13 (OUT4) corresponding to pin 4 is connected with pin 9 through a buzzer LS 1. In addition, a resistor R7 and an LED4 are connected in series and connected between the pin 9 and the ground wire, and the LED4 is a power indicator lamp for indicating whether the system is normally powered. In this embodiment, the integrated circuit U4 is a composite tube driver asic with a model number of MC1412 and 7 integrated circuits, or may be other composite tube driver asics with at least 4 integrated circuits. R4, R5, R6 and R7 are current limiting resistors of 1.2k Ω for preventing excessive current through each LED to protect the LED.
The alarm prompting device 5 works as follows: when the ECU4 drives the alarm prompting device 5 to send out no-alarm information, a pin 43 of a singlechip U1 in the ECU4 sends a high-level signal to a pin 1 of an integrated circuit U4 in the alarm prompting device 5, the pin 1 of the integrated circuit U4 is at a high level, a pin 16 is communicated with a pin 8, a loop where an indicator light LED1 is located is closed, and at the moment, an LED1 is turned on. When the ECU4 drives the alarm prompting device 5 to send out primary alarm information, namely, the pins 45 and 52 of the singlechip U1 in the ECU5 send square wave signals with the frequency of 1HZ to the pins 2 and 4 of the integrated circuit U4 in the alarm prompting device 5, at the moment, the levels of the pins 2 and 4 of the integrated circuit U4 are alternately changed at the frequency of 1Hz, the pins 1 and 3 are at low levels, the pins 13 and 15 and the pin 8 of the integrated circuit U4 are alternately switched on and off at the frequency of 1Hz, the pins 14 and 16 are suspended, corresponding loops where the LEDs 2 and the LS1 are located are alternately switched on and off at the frequency of 1Hz, the primary alarm lamp LED2 flickers at the frequency of 1HZ, and the buzzer LS1 sends out a buzzing sound at the frequency of 1 HZ; when the ECU4 drives the alarm prompting device 5 to send out advanced alarm information, namely, the 47 feet and the 52 feet of the singlechip U1 in the ECU4 send square wave signals with the frequency of 2HZ to the 3 feet and the 4 feet of the integrated circuit U4 in the alarm prompting device 5, at the moment, the levels of the 3 feet and the 4 feet of the integrated circuit U4 are alternately changed at the high and low frequency of 2Hz, the 1 foot and the 2 foot are at the low level, the 13 feet and the 14 feet and the 8 feet of the integrated circuit U4 are alternately switched on and off at the frequency of 2Hz, the 15 feet and the 16 feet are suspended, corresponding loops of the LED3 and the LS1 are alternately switched on and off at the frequency of 2Hz, the advanced alarm lamp LED3 flickers at the frequency of 2HZ, and the buzzer LS1 sends out the buzzer with the frequency of 2 HZ.
The structure, the arrangement position and the connection of the components can be changed, and the improvement and the equivalent transformation of the individual components are not excluded from the protection scope of the invention on the basis of the technical scheme of the invention.
Claims (6)
1. A truck curve rollover prevention dynamic detection method comprises the following steps:
1) the method comprises the steps that a dynamic detection early warning device for preventing the rollover of a truck bend is arranged, and the dynamic detection early warning device comprises a steering wheel corner measuring device, a yaw angular velocity measuring device, an inclination angle measuring device and an electronic control unit comprising a single chip microcomputer; a mass center height dynamic detection module and a rollover prevention early warning module are preset in the single chip microcomputer; a rollover warning range is preset in the rollover prevention early warning module;
2) collecting steering wheel corner signals, transverse swing angular velocity signals of a truck in the vertical direction, side inclination angle signals of a truck carriage, side inclination angle signals of a truck rear shaft and longitudinal speed signals of the truck;
3) the mass center height dynamic detection module calculates the lateral acceleration and the mass center height of the truck, and the calculation formula of the lateral acceleration of the truck is as follows:
where k denotes the sampling instant of the kth step,
for lateral acceleration, omega, of the truckrs(k) Is goodsThe method comprises the steps of obtaining a truck theoretical steady state yaw angular velocity signal, wherein u (k) is a truck speed signal, L is a truck wheel base, delta (k) is a truck front wheel corner signal obtained through a steering wheel corner signal, C is a truck stability factor,
to correct for steady-state yaw-rate, λ is the weight coefficient, ωrm(k) The yaw angular velocity;
the calculation formula of the height of the center of mass of the truck is as follows:
H(k)＝H(k-1)+Q(k)e(k)
wherein k represents the sampling time of the k step, H (k) is the height of the center of mass of the truck, e (k) is the estimation error of the k-1 time,
for the roll stiffness of the truck suspension,
is a side inclination angle signal of the boxcar,is the side inclination angle signal of the rear axle of the truck, H (k-1) is the height of the center of mass of the truck, HaThe height from the bottom of the boxcar to the road surface, m is the mass of the truck,
taking the lateral acceleration of the truck, g is gravity acceleration, Q (k) is a gain matrix, P (k-1) is a matrix pair, epsilon is a forgetting factor, P (k) is a matrix pair, Q (k) and P (k) are both 1x1 matrixes, the initial value P (0) of P (k) is 1, the initial value H (0) of H (k) is 1.5m, and g is 9.8m/s2Epsilon is 0.99, haTaking the sample of 0.536m,
6739 Nm/deg.
4) The rollover prevention early warning module calculates a rollover acceleration threshold value according to the height of the mass center;
5) the rollover prevention early warning module compares the difference value of the lateral acceleration and the rollover acceleration threshold value of the truck with a preset rollover warning range and sends out a corresponding warning instruction;
6) and (5) after the rollover prevention early warning module finishes warning, returning to the step 2).
2. The method for dynamically detecting rollover prevention of a truck curve as recited in claim 1, wherein: the preset rollover alarm range in the step 1) is divided into three stages:
if it isThe alarm level G is 0, and the electronic control unit sends out a non-alarm instruction to the alarm prompting device;
if it isThe alarm level G is 1, and the electronic control unit sends a primary alarm instruction to the alarm prompting device;
if it is
The alarm grade G is 2, and the electronic control unit sends a high-grade alarm instruction to the alarm prompting device;
wherein,
for lateral acceleration of the truck, AyIs the rollover acceleration threshold.
3. The method for dynamically detecting rollover prevention of a truck curve as claimed in claim 1 or 2, wherein: the rollover acceleration threshold calculation formula in the step 4) is as follows:
where k denotes the sampling time of the kth step, AyThe rollover acceleration threshold value is B, the wheel track of the truck is B, and g is the gravity acceleration.
4. A truck curve rollover prevention dynamic detection early warning device for implementing the method according to claim 1, 2 or 3, wherein: the device comprises a steering wheel corner sensor, a steering wheel and a control unit, wherein the steering wheel corner sensor is arranged on a steering column below a truck steering wheel; the yaw angular velocity sensor is arranged at the intersection of two central axes at the bottom of the boxcar; the inclinometer is arranged at the intersection of the projection of the longitudinal central axis at the bottom of the boxcar and the rear shaft on the boxcar; another inclinometer mounted at the midpoint of the rear axle; the alarm prompting device is arranged on a center console of the cab; the electronic control unit comprises a single chip microcomputer, a mass center height dynamic detection module and a rollover prevention early warning module are pre-arranged in the single chip microcomputer, and a rollover warning range is pre-arranged in the rollover prevention early warning module.
5. The truck curve rollover prevention dynamic detection and early warning device as claimed in claim 4, wherein: the electronic control unit further includes:
the input end of the CAN bus transceiver circuit is connected with an original vehicle-mounted CAN network on the truck so as to receive a truck longitudinal speed signal in the vehicle-mounted CAN network; the output end of the CAN bus transceiving circuit is connected with the input end of the single chip microcomputer and transmits the longitudinal speed signal of the truck to the single chip microcomputer;
and the input end of the serial port transceiver circuit is connected with the output ends of the two inclinometers, and the output end of the serial port transceiver circuit is connected with the input end of the single chip microcomputer.
6. The truck curve rollover prevention dynamic detection and early warning device as claimed in claim 4 or 5, wherein: the alarm prompting device comprises an integrated circuit and a light and sound prompting device controlled by the integrated circuit, wherein the integrated circuit is at least integrated with an integrated circuit driven by a four-way composite tube.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2009101585469A CN101612927B (en) | 2008-09-04 | 2009-07-10 | Dynamic detection method and early warning device for rollover-prevention for truck at curves |
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| CN2008101196589 | 2008-09-04 | ||
| CNA2008101196589A CN101350137A (en) | 2008-09-04 | 2008-09-04 | Dynamic detection method for preventing wagon from turning towards one side on bending road and pre-warning apparatus |
| CN200810119658.9 | 2008-09-04 | ||
| CN2009101585469A CN101612927B (en) | 2008-09-04 | 2009-07-10 | Dynamic detection method and early warning device for rollover-prevention for truck at curves |
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| CN101612927A CN101612927A (en) | 2009-12-30 |
| CN101612927B true CN101612927B (en) | 2011-09-14 |
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| CNA2008101196589A Pending CN101350137A (en) | 2008-09-04 | 2008-09-04 | Dynamic detection method for preventing wagon from turning towards one side on bending road and pre-warning apparatus |
| CN2009101585469A Expired - Fee Related CN101612927B (en) | 2008-09-04 | 2009-07-10 | Dynamic detection method and early warning device for rollover-prevention for truck at curves |
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| CNA2008101196589A Pending CN101350137A (en) | 2008-09-04 | 2008-09-04 | Dynamic detection method for preventing wagon from turning towards one side on bending road and pre-warning apparatus |
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-
2008
- 2008-09-04 CN CNA2008101196589A patent/CN101350137A/en active Pending
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- 2009-07-10 CN CN2009101585469A patent/CN101612927B/en not_active Expired - Fee Related
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| CN101350137A (en) | 2009-01-21 |
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