CN110562243A - Automobile rollover prevention method and device and rollover prevention automobile - Google Patents

Automobile rollover prevention method and device and rollover prevention automobile Download PDF

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Publication number
CN110562243A
CN110562243A CN201910856308.9A CN201910856308A CN110562243A CN 110562243 A CN110562243 A CN 110562243A CN 201910856308 A CN201910856308 A CN 201910856308A CN 110562243 A CN110562243 A CN 110562243A
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coefficient
rollover
automobile
rear wheel
front wheel
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CN110562243B (en
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魏翼鹰
史孟颜
李宇
范晨晨
靳丙南
戴晓坤
代展威
李硕
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Wuhan University of Technology WUT
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Wuhan University of Technology WUT
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B60W30/04—Control of vehicle driving stability related to roll-over prevention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/112—Roll movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B60W30/04—Control of vehicle driving stability related to roll-over prevention
    • B60W2030/043—Control of vehicle driving stability related to roll-over prevention about the roll axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/18—Roll

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Regulating Braking Force (AREA)

Abstract

the invention relates to the technical field of automobile safety, and discloses an automobile rollover prevention method, which comprises the following steps: acquiring current state parameters of a vehicle; respectively calculating a roll coefficient and a yaw coefficient according to the state information; judging the priority of the roll coefficient and the yaw coefficient, and taking the coefficient with high priority as the rollover coefficient; and judging whether the rollover coefficient exceeds a set threshold value, and if so, performing rollover control. The invention can adapt to different working conditions and realize the technical effect of effective rollover control.

Description

automobile rollover prevention method and device and rollover prevention automobile
Technical Field
The invention relates to the technical field of automobile safety, in particular to an automobile rollover prevention method and device and a rollover prevention automobile.
Background
With the rapid development of industrial production and the attention on ecological coordination development in China, the new energy automobile industry in China becomes one of the important industries for economic transformation in China. As the safety scheme of the new energy automobile is not perfect, the safety performance of the new energy automobile becomes a hot spot concerned by the public and is an important component of the added value of the new energy automobile.
In order to improve the rollover prevention capability of the vehicle and effectively improve the safety performance of the vehicle, various large research institutions at home and abroad are widely researched and developed for controlling the rollover problem of the vehicle. At present, the mature and common automobile rollover prevention method mainly comprises the following steps: differential braking control techniques, active/semi-active suspension control techniques, active lateral stabilizer techniques, active steering techniques, active braking, and the like. However, the braking schemes of new energy vehicles are completely different from the braking schemes of traditional fuel vehicles, so that the schemes have certain limitations, cannot be completely adapted to new energy vehicles, and cannot achieve ideal effects in the face of various complex working conditions.
disclosure of Invention
the invention aims to overcome the technical defects, provides an automobile rollover prevention method and device and a rollover prevention automobile, and solves the technical problem that the safety control of the automobile in the prior art cannot adapt to various complex working conditions.
In order to achieve the technical purpose, the technical scheme of the invention provides an automobile rollover prevention method, which comprises the following steps:
acquiring current state parameters of a vehicle;
respectively calculating a roll coefficient and a yaw coefficient according to the state information;
Judging the priority of the roll coefficient and the yaw coefficient, and taking the coefficient with high priority as the rollover coefficient;
And judging whether the rollover coefficient exceeds a set threshold value, and if so, performing rollover control.
The invention also provides a vehicle rollover prevention device, which comprises a processor and a memory, wherein the memory is stored with a computer program, and the computer program is executed by the processor to realize the vehicle rollover prevention method.
the invention also provides a rollover-prevention automobile which comprises an automobile body, a sensor group and the rollover-prevention device, wherein the automobile body comprises a whole automobile controller;
The automobile rollover prevention device is arranged in the automobile body, and the sensor group and the whole automobile controller are used for detecting the current state parameters of the automobile.
compared with the prior art, the invention has the beneficial effects that: the method comprises the steps of firstly obtaining the current state of the vehicle, calculating a roll coefficient and a yaw coefficient, judging whether the vehicle has higher possibility of rolling or yaw according to the roll coefficient and the yaw coefficient, if so, carrying out corresponding rollover control according to the roll coefficient, and if so, carrying out corresponding rollover control according to the yaw coefficient. Therefore, effective rollover control can be realized under different working conditions.
Drawings
FIG. 1 is a flow chart of an embodiment of a method for preventing a rollover of a vehicle according to the present invention;
Fig. 2 is a schematic structural diagram of an embodiment of the rollover prevention automobile provided by the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Example 1
as shown in fig. 1, embodiment 1 of the present invention provides a method for preventing a vehicle from rolling over, which is hereinafter referred to as the method for short, and includes the following steps:
S1, acquiring the current state parameters of the vehicle;
S2, respectively calculating a roll coefficient and a yaw coefficient according to the state information;
S3, judging the priority of the roll coefficient and the yaw coefficient, and taking the coefficient with high priority as the rollover coefficient;
And S4, judging whether the rollover coefficient exceeds a set threshold value, and if so, performing rollover control.
Vehicle rollover is caused by interactions under the influence of vehicle handling and road conditions. The rollover of the vehicle is mainly caused by inertia force, and under the condition of a high slip angle, two dangerous conditions are generated, namely, the transverse swing of the vehicle is caused, and the vehicle is caused to roll, and the two dangerous conditions are important factors for causing the vehicle to rollover. For the two different rollover conditions, the yaw coefficient and the roll coefficient are firstly calculated in the embodiment, so that the possibility of yaw and roll is obtained, then the priority levels of the yaw coefficient and the roll coefficient are judged, so that the possibility of yaw and roll is higher, the coefficient with the higher priority level is used as the rollover coefficient, active interference is carried out when the rollover coefficient exceeds a set threshold value, corresponding rollover prevention control is carried out, the vehicle is controlled to keep a normal running state in a timely and efficient manner, and rollover accidents are effectively prevented.
In summary, the embodiment of the invention can acquire the yaw coefficient and the roll coefficient according to the state parameters of the automobile, comprehensively judge the yaw coefficient and the roll coefficient, and preferentially activate the corresponding yaw stability control strategy or preferentially activate the corresponding roll stability control strategy by judging the priority of the yaw and the roll of the automobile, thereby realizing effective prevention and control of the roll accident under different complex working conditions, and having great popularization value.
preferably, the acquiring of the current state parameter of the vehicle specifically includes:
And acquiring the current wheel speed, the gravity center speed, the yaw angle, the lateral acceleration and the steering angle of each wheel of the vehicle.
Various state parameters of the vehicle are obtained, and data support is provided for realizing rollover control.
Preferably, the yaw coefficient is calculated according to the state parameters, specifically:
Establishing a yaw coefficient model to calculate the yaw coefficient:
Wherein psirdFor the yaw coefficient, K is the stability factor,/fIs the distance between the front wheel and the center of mass,/ris the distance, v, from the rear wheel to the center of massxIs the speed of the center of gravity, δfIn order to be the angle of the Ackerman,tfIs the track width.
Preferably, the roll coefficient is calculated according to the state parameter, specifically:
establishing a roll coefficient model to calculate the roll coefficient:
Calculating the turning radius of each wheel:
Wherein R islfIs the turning radius of the left front wheel, RrfThe turning radius of the right front wheel, Rlris the turning radius of the left rear wheel, Rrris the turning radius of the right rear wheel, vlfFor the left front wheel speed, vrfis the speed of the right front wheel, vlrFor the speed of the left rear wheel, vrrIs the speed of the right rear wheel, omegalfAngular velocity, ω, of the left front wheelrfAngular velocity, ω, of the right front wheellrangular velocity, ω, of the left rear wheelrrIs the angular velocity of the right rear wheel;
calculating the turning load of each wheel:
Nlf＝Nlf0+kf(Rlf-Rlf0)
Nrf＝Nrf0+kf(Rrf-Rrf0)
Nlr＝Nlr0+kr(Rlr-Rlr0)
Nrr＝Nrr0+kr(Rrr-Rrr0)
Wherein N islfTurning load of the left front wheel, NrfFor the turning load of the right front wheel, Nlrfor turning load of left rear wheel, Nrris the turning load of the right rear wheel, Nlf0normal load when the left front wheel is not turning, Nrf0Normal load when the right front wheel is not turning, Nlr0Normal load when the left rear wheel is not turning, Nrr0Normal load when the right rear wheel is not turning, kfis the stiffness coefficient, k, of the front wheelrIs the stiffness coefficient of the rear wheel, Rlf0Is the normal radius of the left front wheel when the left front wheel is not turning, Rrf0Is the normal radius of the right front wheel when the right front wheel is not turning, Rlr0is the normal radius of the left rear wheel when the left rear wheel is not turning, Rrr0The right rear wheel is a normal radius when the right rear wheel is not turned;
The turning load of each wheel is the roll coefficient.
specifically, a six-degree-of-freedom model of the automobile is established, wherein a lateral motion equation is as follows:
Wherein m is the mass of the whole vehicle, msFor suspended masses, gamma is the yaw angle, hsIn order to roll the height of the center of gravity,for roll angular acceleration, Sifor the tire cornering power, i is 1,2,3,4, δfIs the Ackerman angle;
the yaw motion equation is:
wherein, Iyis moment of inertia, e is tire support distance, lfIs the distance between the front wheel and the center of mass of the vehicle, lrThe distance between the rear wheel and the center of mass of the vehicle,Yaw angular acceleration;
And calculating the roll coefficient and the yaw coefficient according to the combination of the yaw motion equation and the lateral motion equation.
calculating the yaw angular acceleration as the yaw coefficient according to the yaw motion equation.
Preferably, the determining of the priorities of the roll and the yaw takes a high priority coefficient as a rollover coefficient, specifically:
And judging whether the roll coefficient is larger than the yaw coefficient, if so, taking the roll coefficient as the rollover coefficient, otherwise, taking the yaw coefficient as the rollover coefficient, and if not, taking the yaw coefficient as the rollover coefficient.
The roll coefficient and the yaw coefficient are compared in magnitude to determine the priority of the both.
Preferably, whether the rollover coefficient exceeds a set threshold is judged, and if yes, rollover control is performed, specifically:
When the priority of the roll coefficient is higher, judging whether the roll coefficient exceeds a set threshold value, if so, correcting the lateral load transfer rate to realize rollover control;
And when the priority of the yaw coefficient is higher, judging whether the yaw coefficient exceeds a set threshold value, and if so, correcting the yaw moment to realize rollover control.
Preferably, the corrected lateral load transfer rate is specifically:
wherein, Δ flfAs a correction for the lateral load transfer rate of the left front wheel, Δ frfAs a correction amount, Δ f, of the right front wheel lateral load transfer ratelrFor correction of the lateral load transfer rate of the left rear wheel,. DELTA.frrAs a correction amount of the right rear wheel lateral load transfer ratio, Δ FlfIs the amount of change in left front wheel load, Δ FrfIs the amount of change, Δ F, in the right front wheel loadlrfor the amount of change in left rear wheel load, Δ FrrIs the variation of the right rear wheel load, m is the vehicle mass, and g is the acceleration of gravity.
The variation of the wheel load is the difference between the turning load and the normal load when the wheel is not turned. When the vehicle has a rolling risk, the vehicle is maintained stable by correcting the lateral load transfer rate of each wheel.
Preferably, the modified yaw moment is specifically:
Where Δ M is the amount of yaw moment correction, Δ FlfFor left front wheel braking force, Δ FrrIs a right rear wheel braking force, tfIs the track width, deltafFor the Ackerman angle, α is the vehicle acceleration.
When the vehicle has a yaw danger, the vehicle is assisted to be stabilized by correcting the yaw moment.
Preferably, the method further comprises:
Calculating a rolling angle according to the state parameter;
vlr＝vxcos(β)-ωzl
vrr＝vxcos(β)+ωzl
Wherein v islfFor the left front wheel speed, vrfIs the speed of the right front wheel, vlrfor the speed of the left rear wheel, vrrIs the speed of the right rear wheel, vxIs the speed of the center of gravity, beta is the rolling angle, deltasto the steering angle, δfIs the Ackerman angle, omegazyaw rate, i wheelbase, tfIs the wheel track;
and correcting the real-time rolling angle of the vehicle according to the rolling angle, correcting rolling energy according to the corrected real-time rolling angle, judging whether the corrected rolling energy exceeds a set value or not, and if so, performing braking control.
The method also provides a vehicle roll stability indicator that estimates the tendency of the vehicle to roll. Based on vehicle state parameters such as yaw rate, lateral acceleration, vehicle center of gravity speed, and vehicle steering angle. From these state parameters, the rolling angle of the vehicle and the turning angle of the vehicle are calculated. And correcting the real-time rolling angle through the standard rolling angle obtained by calculation. The corrected roll angle is used to correct the roll energy. And judging the possibility of the reverse rotation of the wheels of the automobile or the possibility of the rolling of the automobile according to the rolling energy and the rolling energy rate, and taking proper braking measures.
example 2
Embodiment 2 of the present invention provides an automobile rollover prevention device, which includes a processor and a memory, where the memory stores a computer program, and when the computer program is executed by the processor, the automobile rollover prevention method provided in the above embodiment is implemented.
Specifically, the automobile rollover prevention method comprises the following steps:
Acquiring current state parameters of a vehicle;
Respectively calculating a roll coefficient and a yaw coefficient according to the state information;
judging the priority of the roll coefficient and the yaw coefficient, and taking the coefficient with high priority as the rollover coefficient;
And judging whether the rollover coefficient exceeds a set threshold value, and if so, performing rollover control.
The rollover prevention device for the automobile provided by the embodiment is used for realizing the rollover prevention method for the automobile, so that the rollover prevention device for the automobile has the technical effects which are also possessed by the rollover prevention method for the automobile, and the details are not repeated herein.
Example 3
As shown in fig. 2, embodiment 3 of the present invention provides a rollover prevention automobile,
The automobile rollover prevention device comprises an automobile body, a sensor group and the automobile rollover prevention device, wherein the automobile body comprises a whole automobile controller;
The automobile rollover prevention device is arranged in the automobile body, and the sensor group and the whole automobile controller are used for detecting the current state parameters of the automobile.
The automobile rollover prevention device is used for acquiring the current state parameters of the automobile from the sensor group and the whole automobile controller; the automobile rollover prevention device is also used for respectively calculating a roll coefficient and a yaw coefficient according to the state information; judging the priority of the roll coefficient and the yaw coefficient, and taking the coefficient with high priority as the rollover coefficient; and judging whether the rollover coefficient exceeds a set threshold value, and if so, performing rollover control.
The anti-rollover automobile provided by the embodiment of the invention is additionally provided with a sensor group (sensor) and an automobile anti-rollover device (ECU) on the basis of the existing automobile body. The automobile body includes Vehicle Control Unit (VCU), and the sensor group includes: wheel speed sensor, yaw angle sensor, lateral acceleration sensor, yaw rate sensor, steering angle sensor, car anti-rollover device includes: a Data Processing Unit (DPU), a rollover Stability Control system (RSC), and a priority decision system (FPI), among others. The sensor group and the vehicle control unit are respectively connected with a data processing unit of the vehicle rollover prevention device; the data processing unit is connected with a priority decision system, the priority decision system is connected with a rollover stability control system, and the rollover stability control system is connected with a control unit of a brake execution component of an automobile, such as a control unit of an electronic vacuum pump.
When the system is used, state parameters acquired by a sensor group and a vehicle control unit are transmitted to a data processing unit, the data processing unit is used for processing and transmitting the calculated roll coefficient and yaw coefficient to a priority decision system and a rollover stability control system, the priority decision system is used for judging the priority of yaw and roll and transmitting decision results to the rollover stability control system, the rollover stability control system is used for integrating the processing results of the data processing unit and the priority decision system to obtain the rollover coefficient, and if the rollover coefficient exceeds a preset threshold value, braking signals, steering signals and the like are generated and are transmitted to control units of related braking components and steering components of an automobile for active interference.
The rollover-prevention automobile provided by the embodiment is based on the rollover-prevention method, so that the rollover-prevention automobile has the technical effects of the rollover-prevention method, and the rollover-prevention automobile is not described herein again.
The above-described embodiments of the present invention should not be construed as limiting the scope of the present invention. Any other corresponding changes and modifications made according to the technical idea of the present invention should be included in the protection scope of the claims of the present invention.

Claims (10)

1. the method for preventing the automobile from rolling over is characterized by comprising the following steps of:
Acquiring current state parameters of a vehicle;
Respectively calculating a roll coefficient and a yaw coefficient according to the state information;
judging the priority of the roll coefficient and the yaw coefficient, and taking the coefficient with high priority as the rollover coefficient;
And judging whether the rollover coefficient exceeds a set threshold value, and if so, performing rollover control.
2. The method for preventing the rollover of the automobile according to claim 1, wherein a yaw coefficient is calculated according to the state parameters, specifically:
establishing a yaw coefficient model to calculate the yaw coefficient:
Wherein psirdFor the yaw coefficient, K is the stability factor,/fIs the distance between the front wheel and the center of mass,/ris the distance, v, from the rear wheel to the center of massxIs the speed of the center of gravity, δfIn order to be the angle of the Ackerman,tfIs the track width.
3. the method according to claim 1, wherein the roll coefficient is calculated from the state parameters, in particular:
Establishing a roll coefficient model to calculate the roll coefficient:
calculating the turning radius of each wheel:
Wherein R islfIs the turning radius of the left front wheel, RrfThe turning radius of the right front wheel, RlrIs the turning radius of the left rear wheel, Rrris the turning radius of the right rear wheel, vlffor the left front wheel speed, vrfIs the speed of the right front wheel, vlrFor the speed of the left rear wheel, vrris the speed of the right rear wheel, omegalfangular velocity, ω, of the left front wheelrfAngular velocity, ω, of the right front wheellrAngular velocity, ω, of the left rear wheelrris the angular velocity of the right rear wheel;
calculating the turning load of each wheel:
Nlf＝Nlf0+kf(Rlf-Rlf0)
Nrf＝Nrf0+kf(Rrf-Rrf0)
Nlr＝Nlr0+kr(Rlr-Rlr0)
Nrr＝Nrr0+kr(Rrr-Rrr0)
Wherein N islfturning load of the left front wheel, NrfFor the turning load of the right front wheel, NlrFor turning load of left rear wheel, Nrris the turning load of the right rear wheel, Nlf0Normal load when the left front wheel is not turning, Nrf0Normal load when the right front wheel is not turning, Nlr0Normal load when the left rear wheel is not turning, Nrr0Normal load when the right rear wheel is not turning, kfIs the stiffness coefficient, k, of the front wheelrIs the stiffness coefficient of the rear wheel, Rlf0is the normal radius of the left front wheel when the left front wheel is not turning, Rrf0Is the normal radius of the right front wheel when the right front wheel is not turning, Rlr0Is the normal radius of the left rear wheel when the left rear wheel is not turning, Rrr0the right rear wheel is a normal radius when the right rear wheel is not turned;
The turning load of each wheel is the roll coefficient.
4. The method for preventing the vehicle from rolling over according to claim 1, wherein the priorities of rolling and yawing are judged, and a coefficient with high priority is used as a rollover coefficient, and specifically, the method comprises the following steps:
And judging whether the roll coefficient is larger than the yaw coefficient, if so, taking the roll coefficient as the rollover coefficient, otherwise, taking the yaw coefficient as the rollover coefficient, and if not, taking the yaw coefficient as the rollover coefficient.
5. The method for preventing the automobile from being turned over according to claim 1, wherein whether the rollover coefficient exceeds a set threshold value is judged, and if so, rollover control is performed, specifically:
When the priority of the roll coefficient is higher, judging whether the roll coefficient exceeds a set threshold value, if so, correcting the lateral load transfer rate to realize rollover control;
And when the priority of the yaw coefficient is higher, judging whether the yaw coefficient exceeds a set threshold value, and if so, correcting the yaw moment to realize rollover control.
6. The method for preventing the automobile from rolling over according to claim 5, wherein the correcting the lateral load transfer rate specifically comprises:
Wherein, Δ flfAs a correction for the lateral load transfer rate of the left front wheel, Δ frfAs a correction amount, Δ f, of the right front wheel lateral load transfer ratelrfor correction of the lateral load transfer rate of the left rear wheel,. DELTA.frras a correction amount of the right rear wheel lateral load transfer ratio, Δ FlfIs the amount of change in left front wheel load, Δ Frfis the amount of change, Δ F, in the right front wheel loadlrfor the amount of change in left rear wheel load, Δ Frris the variation of the right rear wheel load, m is the vehicle mass, and g is the acceleration of gravity.
7. The method for preventing the rollover of the automobile according to claim 5, wherein the correcting yaw moment specifically comprises:
Where Δ M is the amount of yaw moment correction, Δ Flffor left front wheel braking force, Δ FrrIs a right rear wheel braking force, tfIs the track width, deltafFor the Ackerman angle, α is the vehicle acceleration.
8. The method for preventing the rollover of the automobile according to claim 1, further comprising:
Calculating a rolling angle according to the state parameter;
vlr＝vxcos(β)-ωzl
vrr＝vxcos(β)+ωzl
Wherein v islfFor the left front wheel speed, vrfIs the speed of the right front wheel, vlrFor the speed of the left rear wheel, vrrIs the speed of the right rear wheel, vxIs the speed of the center of gravity, beta is the rolling angle, deltasTo the steering angle, δfIs the Ackerman angle, omegazYaw rate, i wheelbase, tfis the wheel track;
And correcting the real-time rolling angle of the vehicle according to the rolling angle, correcting rolling energy according to the corrected real-time rolling angle, judging whether the corrected rolling energy exceeds a set value or not, and if so, performing braking control.
9. An anti-rollover device for a vehicle, comprising a processor and a memory, wherein the memory stores a computer program, and the computer program is executed by the processor to implement the anti-rollover method for the vehicle according to any one of claims 1 to 8.
10. an anti-rollover automobile, which is characterized by comprising an automobile body, a sensor group and the automobile anti-rollover device as claimed in claim 9, wherein the automobile body comprises a whole automobile controller;
The automobile rollover prevention device is arranged in the automobile body, and the sensor group and the whole automobile controller are used for detecting the current state parameters of the automobile.
CN201910856308.9A 2019-09-11 2019-09-11 Automobile rollover prevention method and device and rollover prevention automobile Active CN110562243B (en)

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CN116811841A (en) * 2023-08-31 2023-09-29 江西科技学院 Vehicle control method, system, computer and readable storage medium

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