CN111845711A - Vehicle body control method and system - Google Patents

Vehicle body control method and system Download PDF

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Publication number
CN111845711A
CN111845711A CN202010518922.7A CN202010518922A CN111845711A CN 111845711 A CN111845711 A CN 111845711A CN 202010518922 A CN202010518922 A CN 202010518922A CN 111845711 A CN111845711 A CN 111845711A
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China
Prior art keywords
curve
vehicle
speed
critical
vehicle speed
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Chinese (zh)
Inventor
刘慧琳
魏轶伟
罗竟成
刘凯
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Wuhan Shendong Auto Electronics Co ltd
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Wuhan Shendong Auto Electronics Co ltd
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Priority to CN202010518922.7A priority Critical patent/CN111845711A/en
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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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • 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
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • 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
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/30—Road curve radius
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/40—Coefficient of friction

Abstract

The invention discloses a vehicle body control method, which comprises the following steps of detecting curvature information of a front curve; step two, detecting the current speed information V of the vehicleiAnd the friction coefficient mu of the road surface of the curve; step three, calculating the critical safe vehicle speed V of the first bendS1(ii) a Step four, calculating the critical safe vehicle speed V of the second curve after the vehicle rollsS2(ii) a Step five, comparing the current speed V of the vehicleiCritical safety speed V for the first curveS1Critical safety vehicle speed V of the second curveS2The size of (2). The invention can simulate the curve line in advance, automatically adjust the inclination angle of the vehicle body according to the curve line information to compensate the inclination angle of the curve, ensure that the vehicle can safely pass through the curve without decelerating or decelerating by a small amplitude, and avoid the working condition of wheel slip caused by sudden speed reduction and overlarge deceleration amplitude.

Description

Vehicle body control method and system
Technical Field
The invention relates to the technical field of vehicle automatic control. More particularly, the present invention relates to a vehicle body control method and system.
Background
Transportation is a basic requirement and a prerequisite for the economic development of the times, a social survival foundation and civilized marks, social and economic infrastructure and important links, a pioneer of industry and a leading department of national economy, and an important tool for resource allocation and macroscopic regulation and control, plays an important role in promoting the development of social division of labor, large industry and large-scale economy, consolidating the political unification of the country, strengthening the national defense construction, expanding international trade and trade cooperation and personnel exchange, and has important economic, social, political and national defense meanings.
The current social highway transportation is one of the main modes of transportation, the highway transportation usually realizes the circulation of goods by driving motor vehicles carrying the goods on public roads, thereby driving the development of social economy, and exciting the vehicles to drive on the roads, and because the loads of the vehicles are large, the vehicles are easy to turn over when passing through curves, thereby causing serious traffic safety accidents; the existing motor vehicle adopts a pre-warning system and a rollover prevention control system according to the rollover working condition, the pre-warning system only can play a role of reminding and cannot prevent rollover, and meanwhile, the early warning misjudgment caused by high complexity and low precision of a prediction algorithm exists; the conventional rollover prevention control system mostly adopts an emergency braking mode to reduce the vehicle speed, the rollover prevention measure is single, the vehicle speed is suddenly reduced for many times, the damage to a brake pad of the vehicle is large, and the working condition of wheel slip can occur in the braking process, so that the vehicle runs out of control.
Disclosure of Invention
An object of the present invention is to solve at least the above problems and to provide at least the advantages described later.
It is still another object of the present invention to provide a vehicle body control method and system, which can simulate the curve line in advance and automatically adjust the vehicle body inclination angle according to the curve line information to compensate the curve inclination angle, so that the vehicle can safely pass through the curve without decelerating or decelerating to a small extent, and avoid the wheel slip condition caused by sudden speed reduction and over-large deceleration amplitude.
To achieve these objects and other advantages in accordance with the present invention, there is provided a vehicle body control method including:
firstly, detecting curvature information of a front curve;
step two, detecting the current speed information V of the vehicleiAnd the friction coefficient mu of the road surface of the curve;
thirdly, according to the curvature information of the front curve and the current vehicle speed information ViAnd calculating the friction coefficient mu of the road surface of the curve, and calculating the critical safe vehicle speed V of the first curveS1；
Fourthly, according to the curvature information of the front curve and the current vehicle speed information ViCoefficient of friction mu with the road surface of the curve and critical rotation angle of the vehicle body platform inclined to the steering side relative to the vehicle chassis
Figure BDA0002531216140000021
Calculating the critical safe vehicle speed V of the second curve after the vehicle rollsS2；
Step five, comparing the current speed V of the vehicleiCritical safety speed V for the first curveS1Critical safety vehicle speed V of the second curveS2The size of (2):
when V isi≤VS1When the vehicle is passing through a curve at the current speed;
when V isS1＜Vi≤VS2When the vehicle body platform is inclined to the steering side relative to the chassis, the inclination angle is
Figure BDA0002531216140000022
Figure BDA0002531216140000023
The vehicle then passes through the curve at the current speed;
when V isS2＜ViWhen the speed of the vehicle is reduced, the braking mechanism is started to brake and decelerate the vehicle so that the current speed of the vehicle is less than or equal to VS2And then compares the current vehicle speed V again iCritical safety speed V for the first curveS1Critical safety vehicle speed V of the second curveS2The size of (2).
Preferably, in the vehicle body control method, the curvature information of the curve in the first step includes a radius of the curve and an inclination angle of the curve, and the specific detection method includes: the method comprises the steps of obtaining a curve image by using a vehicle-mounted CCD, carrying out filtering processing on the curve image, then manufacturing a curve model by adopting a Hough conversion method, rebuilding a curve lane line, correcting the curve lane line based on a curve line provided by a vehicle GPS system to obtain an accurate curve lane line, and calculating a curve radius R and an inclination angle theta of a curve according to the curve lane line.
Preferably, the vehicle body control method includes a step of determining the first curve critical safe vehicle speed V in the third stepS1The calculation formula of (2) is as follows:
Figure BDA0002531216140000024
VS1＝KVxc1(2)
wherein, Vxc1A first threshold vehicle speed; r is the radius of the curve; g is the acceleration of gravity; theta is the bend inclination angle; vS1A first curve critical safe vehicle speed; mu is the friction coefficient of the road surface of the curve; k is a correction coefficient.
Preferably, the vehicle body control method further includes a step of determining a second curve critical safe vehicle speed V in the fourth stepS2The calculation formula of (2) is as follows:
Figure BDA0002531216140000031
VS2＝KVxc2(4)
wherein, Vxc2A second threshold vehicle speed; r is the radius of the curve; g is the acceleration of gravity; theta is the bend inclination angle; v S2A second curve critical safe vehicle speed; mu is the friction coefficient of the road surface of the curve; k is a correction coefficient;
Figure BDA0002531216140000032
is the critical rotation angle.
Preferably, the vehicle body control method comprises the fourth step of limiting the rotation angle
Figure BDA0002531216140000033
Is 10 deg..
Preferably, in the vehicle body control method, the correction coefficient K is determined by a weighting method, wherein the influence factors of the weighting method at least include a vehicle load capacity, a vehicle length, a vehicle width, a road width, and tire characteristics.
A system of a vehicle body control method, comprising:
the curve curvature detection module is used for detecting curvature information of a curve ahead, the curvature information of the curve comprises a curve radius and an inclination angle of the curve, and the specific detection method comprises the following steps: acquiring a curve image by using a vehicle-mounted CCD (charge coupled device), filtering the curve image, then manufacturing a curve model by using a Hough conversion method, reconstructing a curve lane line, correcting the curve lane line based on a curve line provided by a vehicle GPS (global positioning system) system to obtain an accurate curve lane line, and calculating a curve radius R and an inclination angle theta of a curve according to the curve lane line;
a vehicle-mounted information detection module for acquiring current vehicle speed information ViAnd the friction coefficient mu of the road surface of the curve;
the first calculation module is connected with the curve curvature detection module and the vehicle-mounted information detection module, and the first calculation module is used for calculating the curve curvature information according to the curve curvature information in front and the current vehicle speed information V iAnd calculating the friction coefficient mu of the road surface of the curve, and calculating the critical safe vehicle speed V of the first curveS1；
The second calculation module is connected with the curve curvature detection module and the vehicle-mounted information detection module, and the second calculation module is used for calculating the curve curvature information according to the curve curvature information in front and the current vehicle speed information ViCoefficient of friction mu with the road surface of a curve, and critical rotation angle of the vehicle body inclined to the steering side relative to the chassis
Figure BDA0002531216140000041
The rotation angle of the vehicle body relative to the chassis is a critical rotation angle
Figure BDA0002531216140000044
Calculating the critical safe vehicle speed V of the second curve after the vehicle rollsS2；
A judging module connected with the first calculating module and the second calculating module and used for comparing the current speed V of the vehicleiCritical safety speed V for the first curveS1Critical safety vehicle speed V of the second curveS2The size of (d);
a vehicle control module connected with the judgment module, the vehicle body platform angle adjusting mechanism and the vehicle braking mechanism,
when V isi≤VS1When the vehicle control module controls the vehicle to pass through the curve at the current speed;
when V isS1＜Vi≤VS2When the vehicle control module controls the vehicle body platform angle adjusting mechanism to incline the vehicle body platform to the steering side relative to the chassis, and the inclination angle is
Figure BDA0002531216140000042
Figure BDA0002531216140000043
Subsequently controlling the vehicle to pass through the curve at the current speed;
when V isS2＜ViWhen the vehicle control module starts the braking mechanism to brake and decelerate the vehicle, so that the current speed of the vehicle is less than or equal to V S2And then feeding back the current speed of the vehicle after the speed reduction to the judging module.
The present invention also provides an electronic device, comprising:
at least one processor;
a memory communicatively coupled to the at least one processor and storing instructions executable by the at least one processor to cause the at least one processor to perform the above-described method.
The invention also provides a storage medium having stored thereon a computer program which, when executed by a processor, implements the above-described method.
The invention at least comprises the following beneficial effects: the method can simulate the curve line in advance, calculate the critical complete vehicle speed of a first curve and the critical complete vehicle speed of a second curve in real time according to the curve line information, then compare the current vehicle speed with the critical safe vehicle speed of the first curve and the critical safe vehicle speed of the second curve, start the acquisition of the curve line information from 50-100 m away from the entrance of the curve, update the curve line information in real time along with the change of the radius of the curve, correspondingly update the critical complete vehicle speed of the first curve and the critical safe vehicle speed of the second curve, and is a progressive process The working condition of wheel slip caused by overlarge deceleration amplitude is adopted, the regulation and control time is shortened, and the energy consumption of the vehicle is saved; meanwhile, the invention needs less data to be acquired, reduces the complexity of a control system, reduces the interference of external factors on the control system, improves the real-time, accurate and effective control on the vehicle body state, greatly improves the curve running safety of the load-carrying motor vehicle and reduces the accident rate.
Additional advantages, objects, and features of the invention will be set forth in part in the description which follows and in part will become apparent to those having ordinary skill in the art upon examination of the following or may be learned from practice of the invention.
Drawings
FIG. 1 is a schematic flow chart of a vehicle body control method according to one embodiment of the present invention;
fig. 2 is a system configuration diagram of a vehicle body control method according to another embodiment of the invention.
Detailed Description
The present invention is further described in detail below with reference to the drawings and examples so that those skilled in the art can practice the invention with reference to the description.
It will be understood that terms such as "having," "including," and "comprising," as used herein, do not preclude the presence or addition of one or more other elements or groups thereof.
In the description of the present invention, the terms "lateral", "longitudinal", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are only for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention.
As shown in fig. 1, the present invention provides a vehicle body control method, characterized by comprising:
step 100, detecting curvature information of a front curve; the curvature information of the curve comprises the radius of the curve and the inclination angle of the curve, and the specific detection method comprises the following steps: acquiring a curve image by using a vehicle-mounted CCD (charge coupled device), filtering the curve image, then manufacturing a curve model by using a Hough conversion method, reconstructing a curve lane line, correcting the curve lane line based on a curve line provided by a vehicle GPS (global positioning system) system to obtain an accurate curve lane line, and calculating a curve radius R and an inclination angle theta of a curve according to the curve lane line;
in the technical scheme, the method can simulate the curve line in advance, calculate the critical complete vehicle speed of a first curve and the critical complete vehicle speed of a second curve in real time according to the curve line information, then compare the current vehicle speed with the critical safe vehicle speed of the first curve and the critical safe vehicle speed of the second curve, start the collection of the curve line information from 50-100 m away from the entrance of the curve, update the curve line information in real time along with the change of the radius of the curve, correspondingly update the critical complete vehicle speed of the first curve and the critical safe vehicle speed of the second curve, is a progressive process, automatically adjust the vehicle body inclination angle according to the comparison result of the current vehicle speed with the critical safe vehicle speed of the first curve and the critical safe vehicle speed of the second curve to compensate the curve inclination angle, so that the vehicle can safely pass through the curve without reducing speed or reducing speed in a small amplitude, and the vehicle speed does not need, the working condition of wheel slipping caused by sudden speed reduction and overlarge deceleration amplitude is avoided, the regulation and control time is shortened, and the energy consumption of the vehicle is saved; meanwhile, the invention needs less data to be acquired, reduces the complexity of a control system, reduces the interference of external factors on the control system, improves the real-time, accurate and effective control on the vehicle body state, greatly improves the curve running safety of the load-carrying motor vehicle and reduces the accident rate.
Step 200, detecting the current speed information V of the vehicleiAnd the friction coefficient mu of the road surface of the curve;
step 300, according to the curvature information of the front curve and the current vehicle speed information ViAnd calculating the friction coefficient mu of the road surface of the curve, and calculating the critical safe vehicle speed V of the first curveS1(ii) a Critical safety vehicle speed V of the first curveS1The calculation formula of (2) is as follows:
Figure BDA0002531216140000061
VS1＝KVxc1(2)
wherein, Vxc1A first threshold vehicle speed; r is the radius of the curve; g is the acceleration of gravity; theta is the bend inclination angle; vS1A first curve critical safe vehicle speed; mu is the friction coefficient of the road surface of the curve; k is a correction coefficient.
Step 400, according to the curvature information of the front curve and the current vehicle speed information ViCoefficient of friction mu with the road surface of the curve and critical rotation angle of the vehicle body platform inclined to the steering side relative to the vehicle chassis
Figure BDA0002531216140000062
Calculating the critical safe vehicle speed V of the second curve after the vehicle rollsS2(ii) a Critical angle of rotation
Figure BDA0002531216140000064
Is 10 degrees; vehicle body platform of simulated vehicle inclines relative to chassis in direction of turning
Figure BDA0002531216140000065
And (the steering side is the turning direction of the vehicle) then calculating a second curve critical safe vehicle speed according to a calculation formula, and inclining the vehicle body of the vehicle by a certain angle within a safe range by a method of human intervention so as to compensate the inclination angle of the curve, wherein the inclination angle of the curve is not very large, namely the inclination angle of the curve plus the compensation inclination angle of the curve is also within an acute angle range In the acute angle range, the sin value is increased along with the increase of the angle, and the cos value is decreased along with the increase of the angle, so that when the vehicle body inclines to a rotating side by a certain angle, the critical safe speed is increased, namely compared with the natural state of the vehicle body, the speed of the vehicle is increased and can safely pass through, the vehicle speed is reduced without braking, the regulation and control time is shortened, and the energy consumption of the vehicle is saved;
critical safe vehicle speed V in the second curveS2The calculation formula of (2) is as follows:
Figure BDA0002531216140000063
VS2＝KVxc2(4)
wherein, Vxc2A second threshold vehicle speed; r is the radius of the curve; g is the acceleration of gravity; theta is the bend inclination angle; vS2A second curve critical safe vehicle speed; mu is the friction coefficient of the road surface of the curve; k is a correction coefficient;
Figure BDA0002531216140000073
is the critical rotation angle.
K in the formula (3) and the formula (4) is a correction coefficient and is determined by an empowerment method, wherein influence factors of the empowerment method at least comprise vehicle load capacity, vehicle length, width, height, road width and tire characteristics, initial weights of the parameters are determined according to relevant data investigated and verified, the sum of all the initial weights of the parameters is 1, the correction coefficient K is equal to the sum of all the initial weights, the correction coefficient K is used for correcting to improve the accuracy of the critical safe vehicle speed of the curve, the inclination of the vehicle body relative to the chassis is realized by a conventional vehicle body platform angle adjusting mechanism, specifically, a hydraulic oil cylinder is respectively arranged at four direct corners of the vehicle body platform and the chassis, and the inclination angle of the vehicle body platform is adjusted by adjusting an oil cylinder telescopic rod.
Step 500, comparing the current speed V of the vehicleiCritical safety speed V for the first curveS1Critical safety vehicle speed V of the second curveS2The size of (2):
step 501, when Vi≤VS1When the temperature of the water is higher than the set temperature,the vehicle is passing through a curve at the current speed;
step 502, when VS1＜Vi≤VS2When the vehicle body platform is inclined to the steering side relative to the chassis, the inclination angle is
Figure BDA0002531216140000071
Figure BDA0002531216140000072
The vehicle then passes through the curve at the current speed;
step 503, when VS2＜ViWhen the speed of the vehicle is reduced, the braking mechanism is started to brake and decelerate the vehicle so that the current speed of the vehicle is less than or equal to VS2And then compares the current vehicle speed V againiCritical safety speed V for the first curveS1Critical safety vehicle speed V of the second curveS2Step 501-503 are repeated.
In the technical scheme, the current vehicle speed is compared with a critical safe vehicle speed of a first curve and a critical safe vehicle speed of a second curve, the current vehicle speed is monitored in real time, appropriate regulation and control are made according to a comparison result, and when the current vehicle speed is less than the critical safe vehicle speed of the first curve, the current vehicle speed can smoothly and safely pass through the curve; when the current vehicle speed is greater than the critical safe vehicle speed of a first curve and less than the critical safe vehicle speed of a second curve, the vehicle body is inclined to turn to the steering side by a certain angle relative to the chassis in advance, the inclination angle of the curve is compensated, so that the effect of safely passing through the curve without reducing the speed is achieved, when the current vehicle speed is greater than the critical safe vehicle speed of the second curve, the conventional braking mechanism is used for braking, the vehicle speed is reduced, the braking at the moment is smaller in vehicle speed reduction range compared with a curve rollover-preventing braking system in the prior art, the vehicle speed is reduced in a gradual mode and is not suddenly reduced, and the safety accidents of wheel skidding and rollover caused by sudden and over-fast braking are greatly reduced; the method has the advantages of less data required to be acquired, reducing the complexity of a control system, reducing the interference of external factors on the control system, improving the control on the real-time, accurate and effective state of the vehicle body, greatly improving the curve running safety of the load-carrying motor vehicle and reducing the accident rate.
As shown in fig. 2, the present invention also provides a system of a vehicle body control method, which includes:
a curve curvature detection module 1, configured to detect curvature information of a curve ahead, where the curvature information of the curve includes a radius of the curve and an inclination angle of the curve, and the specific detection method includes: acquiring a curve image by using a vehicle-mounted CCD (charge coupled device), filtering the curve image, then manufacturing a curve model by using a Hough conversion method, reconstructing a curve lane line, correcting the curve lane line based on a curve line provided by a vehicle GPS (global positioning system) system to obtain an accurate curve lane line, and calculating a curve radius R and an inclination angle theta of a curve according to the curve lane line;
an on-vehicle information detection module 2 for acquiring current vehicle speed information ViAnd the friction coefficient mu of the road surface of the curve;
a first calculation module 3 connected with the curve curvature detection module and the vehicle-mounted information detection module, wherein the first calculation module is used for calculating the curvature information of the curve ahead and the current vehicle speed information ViAnd calculating the friction coefficient mu of the road surface of the curve, and calculating the critical safe vehicle speed V of the first curveS1；
A second calculation module 4 connected with the curve curvature detection module and the vehicle-mounted information detection module, wherein the second calculation module is used for calculating the curvature information of the curve ahead and the current vehicle speed information V iCoefficient of friction mu with the road surface of a curve, and critical rotation angle of the vehicle body inclined to the steering side relative to the chassis
Figure BDA0002531216140000081
The rotation angle of the vehicle body relative to the chassis is a critical rotation angle
Figure BDA0002531216140000084
Calculating the critical safe vehicle speed V of the second curve after the vehicle rollsS2；
A judging module 5 connected with the first calculating module and the second calculating module, and used for comparing the current speed V of the vehicleiCritical safety speed V for the first curveS1Critical safety vehicle for second bendSpeed VS2The size of (d);
a vehicle control module 6 which is connected with the judging module, the vehicle body platform angle adjusting mechanism and the vehicle braking mechanism,
when V isi≤VS1When the vehicle control module controls the vehicle to pass through the curve at the current speed;
when V isS1＜Vi≤VS2When the vehicle control module controls the vehicle body platform angle adjusting mechanism to incline the vehicle body platform to the steering side relative to the chassis, and the inclination angle is
Figure BDA0002531216140000082
Figure BDA0002531216140000083
Subsequently controlling the vehicle to pass through the curve at the current speed;
when V isS2＜ViWhen the vehicle control module starts the braking mechanism to brake and decelerate the vehicle, so that the current speed of the vehicle is less than or equal to VS2And then feeding back the current speed of the vehicle after the speed reduction to the judging module.
The present invention also provides an electronic device, comprising:
at least one processor;
A memory communicatively coupled to the at least one processor and storing instructions executable by the at least one processor to cause the at least one processor to perform the above-described method.
The invention also provides a storage medium having stored thereon a computer program which, when executed by a processor, implements the above-described method.
The number of apparatuses and the scale of the process described herein are intended to simplify the description of the present invention. Applications, modifications and variations of the present invention will be apparent to those skilled in the art.
While embodiments of the invention have been described above, it is not limited to the applications set forth in the description and the embodiments, which are fully applicable in various fields of endeavor to which the invention pertains, and further modifications may readily be made by those skilled in the art, it being understood that the invention is not limited to the details shown and described herein without departing from the general concept defined by the appended claims and their equivalents.

Claims (9)

1. A vehicle body control method is characterized by comprising:
firstly, detecting curvature information of a front curve;
step two, detecting the current speed information V of the vehicle iAnd the friction coefficient mu of the road surface of the curve;
thirdly, according to the curvature information of the front curve and the current vehicle speed information ViAnd calculating the friction coefficient mu of the road surface of the curve, and calculating the critical safe vehicle speed V of the first curveS1；
Fourthly, according to the curvature information of the front curve and the current vehicle speed information ViCoefficient of friction mu with the road surface of the curve and critical rotation angle of the vehicle body platform inclined to the steering side relative to the vehicle chassis
Figure FDA0002531216130000011
Calculating the critical safe vehicle speed V of the second curve after the vehicle rollsS2；
Step five, comparing the current vehicle speed Vi of the vehicle with the critical safe vehicle speed V of the first curveS1Critical safety vehicle speed V of the second curveS2The size of (2):
when V isi≤VS1When the vehicle is passing through a curve at the current speed;
when V isS1＜Vi≤VS2When the vehicle body platform is inclined to the steering side relative to the chassis, the inclination angle is
Figure FDA0002531216130000012
Figure FDA0002531216130000013
The vehicle then passes through the curve at the current speed;
when V isS2＜ViWhen the brake is startedBraking and decelerating the vehicle to make the current speed of the vehicle less than or equal to VS2And then comparing the current vehicle speed Vi with the critical safe vehicle speed V of the first curve againS1Critical safety vehicle speed V of the second curveS2The size of (2).
2. The vehicle body control method according to claim 1, wherein the curvature information of the curve in the first step includes a radius of the curve and an inclination angle of the curve, and the specific detection method is as follows: the method comprises the steps of obtaining a curve image by using a vehicle-mounted CCD, carrying out filtering processing on the curve image, then manufacturing a curve model by adopting a Hough conversion method, rebuilding a curve lane line, correcting the curve lane line based on a curve line provided by a vehicle GPS system to obtain an accurate curve lane line, and calculating a curve radius R and an inclination angle theta of a curve according to the curve lane line.
3. The vehicle body control method according to claim 2, characterized in that the first curve threshold safe vehicle speed V in step threeS1The calculation formula of (2) is as follows:
Figure FDA0002531216130000021
vS1＝KVxc1(2)
wherein, Vxc1A first threshold vehicle speed; r is the radius of the curve; g is the acceleration of gravity; theta is the bend inclination angle; v. ofS1A first curve critical safe vehicle speed; mu is the friction coefficient of the road surface of the curve; k is a correction coefficient.
4. The vehicle body control method according to claim 3, characterized in that the second curve threshold safe vehicle speed V in step fourS2The calculation formula of (2) is as follows:
Figure FDA0002531216130000022
VS2＝KVxc2(4)
wherein the content of the first and second substances,Vxc2a second curve critical safe vehicle speed; r is the radius of the curve; g is the acceleration of gravity; theta is the bend inclination angle; vS2A second curve critical safe vehicle speed; mu is the friction coefficient of the road surface of the curve; k is a correction coefficient;
Figure FDA0002531216130000023
is the critical rotation angle.
5. The vehicle body control method according to claim 4, wherein in step four, the critical rotation angle
Figure FDA0002531216130000024
Is 10 deg..
6. The vehicle body control method according to claim 5, wherein the correction coefficient K is determined by an empowerment method, wherein the influence factors of the empowerment method include at least a vehicle load capacity, a vehicle length, width, and tire characteristics.
7. The system of the vehicle body control method according to any one of claims 1 to 6, characterized by comprising:
the curve curvature detection module is used for detecting curvature information of a curve ahead, the curvature information of the curve comprises a curve radius and an inclination angle of the curve, and the specific detection method comprises the following steps: acquiring a curve image by using a vehicle-mounted CCD (charge coupled device), filtering the curve image, then manufacturing a curve model by using a Hough conversion method, reconstructing a curve lane line, correcting the curve lane line based on a curve line provided by a vehicle GPS (global positioning system) system to obtain an accurate curve lane line, and calculating a curve radius R and an inclination angle theta of a curve according to the curve lane line;
a vehicle-mounted information detection module for acquiring current vehicle speed information ViAnd the friction coefficient mu of the road surface of the curve;
the first calculation module is connected with the curve curvature detection module and the vehicle-mounted information detection module, and the first calculation module is used for calculating the curve curvature information according to the curve curvature information in front and the current vehicle speed informationMessage ViAnd calculating the friction coefficient mu of the road surface of the curve, and calculating the critical safe vehicle speed V of the first curveS1；
The second calculation module is connected with the curve curvature detection module and the vehicle-mounted information detection module, and the second calculation module is used for calculating the curve curvature information according to the curve curvature information in front and the current vehicle speed information V iCoefficient of friction mu with the road surface of a curve, and critical rotation angle of the vehicle body inclined to the steering side relative to the chassis
Figure FDA0002531216130000035
The rotation angle of the vehicle body relative to the chassis is a critical rotation angle
Figure FDA0002531216130000032
Calculating the critical safe vehicle speed V of the second curve after the vehicle rollsS2；
A judging module connected with the first calculating module and the second calculating module and used for comparing the current speed V of the vehicleiCritical safety speed V for the first curveS1Critical safety vehicle speed V of the second curveS2The size of (d);
a vehicle control module connected with the judgment module, the vehicle body platform angle adjusting mechanism and the vehicle braking mechanism,
when V isi≤VS1When the vehicle control module controls the vehicle to pass through the curve at the current speed;
when V isS1＜Vi≤VS2When the vehicle control module controls the vehicle body platform angle adjusting mechanism to incline the vehicle body platform to the steering side relative to the chassis, and the inclination angle is
Figure FDA0002531216130000033
Figure FDA0002531216130000036
Subsequently controlling the vehicle to pass through the curve at the current speed;
when V isS2＜ViWhen the vehicle control module starts the brake mechanism to brake and decelerate the vehicle, so that the vehicle can be braked and deceleratedCurrent speed of vehicle less than or equal to VS2And then feeding back the current speed of the vehicle after the speed reduction to the judging module.
8. An electronic device, comprising:
at least one processor;
a memory communicatively coupled to the at least one processor storing instructions executable by the at least one processor to cause the at least one processor to perform the method of any of claims 1-6.
9. Storage medium on which a computer program is stored which, when being executed by a processor, carries out the method of any one of claims 1 to 6.
CN202010518922.7A 2020-06-09 2020-06-09 Vehicle body control method and system Pending CN111845711A (en)

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