CN115158274B - Long and large longitudinal slope dangerous road section identification method based on truck braking and heavy braking characteristics - Google Patents
Long and large longitudinal slope dangerous road section identification method based on truck braking and heavy braking characteristics Download PDFInfo
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- 230000009471 action Effects 0.000 claims description 16
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- 230000003247 decreasing effect Effects 0.000 claims description 2
- 230000001186 cumulative effect Effects 0.000 abstract description 9
- 230000006399 behavior Effects 0.000 description 11
- 238000004364 calculation method Methods 0.000 description 1
- 238000010219 correlation analysis Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
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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
- 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
- B60W40/02—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 ambient conditions
- B60W40/06—Road conditions
- B60W40/076—Slope angle of the road
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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
- 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
- B60W40/08—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 drivers or passengers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
- B60T2210/20—Road shapes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
- B60T2210/30—Environment conditions or position therewithin
-
- 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
- B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Mathematical Physics (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention relates to a method for identifying a long and large longitudinal slope dangerous road section based on truck braking and heavy braking characteristics, which is used for collecting experimental data; the method comprises the steps that a standard truck runs on the real-time brake pedal force of a long and large longitudinal slope to be identified and the real-time distance between the truck and the top of the slope; determining a heavy brake critical value according to the real-time brake pedal force, thereby determining a heavy brake behavior and determining the accumulated heavy brake frequency; corresponding the real-time distance between the truck and the top of the slope corresponding to the heavy brake time point each time and the accumulated heavy brake frequency to form a data point pair, and constructing a discrete point diagram; the slope of the connecting line of the adjacent discrete points is the sensitivity of the accumulated heavy braking frequency to the real-time distance between the truck and the top of the slope; constructing a sensitivity cumulative frequency chart; the road sections with the sensitivity accumulation frequency of more than or equal to 30% and less than 50% are normal road sections, the road sections with the sensitivity accumulation frequency of more than or equal to 50% and less than 90% are risk road sections, and the road sections with the sensitivity accumulation frequency of more than or equal to 90% are dangerous road sections. Therefore, the risk grade of the long and large longitudinal slope section can be determined according to the force of the brake pedal.
Description
Technical Field
The invention belongs to the field of road safety assessment, and particularly relates to a long and large longitudinal slope dangerous road section identification method based on truck braking and heavy braking characteristics.
Background
Due to the restriction of terrain conditions, the mountain expressway generally faces the decision-making requirements of long and large longitudinal slopes. A large number of scholars study the braking behavior characteristic, the eye movement behavior characteristic, the psychology index characteristic, the temperature rise of a brake drum of a truck and the relation between the temperature rise and the road alignment of the truck driver on a long and large downhill road section. Providing a theoretical basis for the design of the long and large longitudinal slope road section.
In the previous studies, however, the study on the braking behavior characteristics has focused on the degree of driver's driving load reflected on the braking behavior. When a driver drives on a steep slope section, the running speed of the driver can be changed remarkably due to the action of gravity, and the heavy-duty truck is changed more greatly. The driver needs to continuously step on the brake pedal to maintain the vehicle speed close to the expected speed, and the stepping strength is related to the line shape of the vehicle, the emergency degree of deceleration and the like. How to reflect the danger level of road linearity according to the force of stepping the brake pedal is the problem to be solved by the invention.
Disclosure of Invention
The invention aims to provide a method for identifying a long and large longitudinal slope dangerous road section based on truck braking and heavy braking characteristics, aiming at the problem that the research on the braking behavior characteristics in the prior art is mostly focused on the degree of the driving load of a driver reflected by the braking behavior, so that the risk level of the long and large longitudinal slope road section is determined according to the force of a brake pedal.
The invention provides a method for identifying a long and large longitudinal slope dangerous road section based on the truck braking and heavy braking characteristics, which comprises the following steps:
step 1: collecting experimental data; the experimental data comprise real-time brake pedal force of the truck driving on the long and large longitudinal slope to be identified and real-time distance between the truck and the top of the slope;
step 2: determining a heavy braking critical value according to the real-time brake pedal force, and determining a heavy braking behavior according to the heavy braking critical value so as to determine the accumulated heavy braking frequency;
and step 3: correspondingly forming a data point pair by the real-time distance between the truck and the top of the slope corresponding to each heavy braking action and the accumulated heavy braking frequency, and constructing a discrete point diagram; the slope of the connecting line of the adjacent discrete points is the sensitivity of the accumulated heavy braking frequency to the real-time distance between the truck and the top of the slope; constructing a sensitivity accumulation frequency chart;
and 4, step 4: the road sections corresponding to the sensitivity cumulative frequency of more than or equal to 30% and less than 50% are normal road sections, the road sections corresponding to the sensitivity cumulative frequency of more than or equal to 50% and less than 90% are risk road sections, and the road sections corresponding to the sensitivity cumulative frequency of more than or equal to 90% are dangerous road sections.
In a real-time example, in the step 2, a brake pedal force accumulation frequency distribution map is constructed according to the real-time brake pedal force, and the average value of the real-time brake pedal force corresponding to an accumulation frequency interval of 90% -95% is a heavy brake critical value.
In a real-time example, in step 2, the accumulated frequency of the brake pedal force is determined according to the real-time brake pedal force, the accumulated frequency of the brake pedal force is fitted, and a trend change point after the first derivative is decreased is selected as a heavy brake critical value, wherein the fitting formula is as follows:
wherein the content of the first and second substances,
indicating the frequency of accumulation of the brake pedal force,
representing a preset accumulated frequency initial value of the brake pedal force;
is a constant;
is indicative of the real-time brake pedal force,
a preset initial brake pedal force is indicated,
is a constant.
In one embodiment, the method further comprises the following steps:
and 5: calculating the heavy brake interval time between two adjacent heavy brake actions; and calculating the average value of the interval time of the heavy brake of the long and large longitudinal slope to be identified, wherein the road section with the interval time of the heavy brake smaller than the average value is the high-frequency road section of the heavy brake.
The method has the advantages that the braking behavior of a driver is analyzed, the heavy braking frequency is determined through the distribution characteristic of the force amplitude of the brake pedal, a discrete point diagram of the real-time distance between the truck and the top of the slope and the accumulated heavy braking frequency is constructed, the sensitivity concept of the accumulated heavy braking frequency to the real-time distance between the truck and the top of the slope is introduced, and the large and large downhill risk road section is screened out according to the sensitivity. Meanwhile, the high-frequency heavy brake section of the long and large longitudinal slope is determined according to the interval time of the heavy brake action.
Drawings
Fig. 1 (a) is a map of the cumulative frequency of brake pedal force of standard 1 according to embodiment 1 of the present invention.
Fig. 1 (B) is a map of the cumulative frequency of brake pedal force of standard 2 according to embodiment 1 of the present invention.
Fig. 1 (C) is a map of the cumulative frequency of brake pedal force of standard 3 according to embodiment 1 of the present invention.
FIG. 2 is a first derivative diagram of a standard loading condition fitting function in embodiment 1 of the present invention.
Fig. 3 (a) is a scatter diagram of brake pedal force and longitudinal gradient in embodiment 1 of the present invention.
Fig. 3 (B) is a scattering diagram of the heavy brake frequency and the longitudinal gradient in embodiment 1 of the present invention.
Fig. 3 (C) is a discrete point diagram of brake pedal force and hill top distance in embodiment 1 of the present invention.
Fig. 3 (D) is a diagram showing the frequency of heavy braking and the pitch of the hill in example 1 of the present invention.
Fig. 4 is a diagram of accumulated heavy brake frequency and hill top distance scatter plot in embodiment 1 of the present invention.
FIG. 5 is a graph of sensitivity accumulation frequency in example 1 of the present invention.
Fig. 6 is a histogram of interval time of the heavy braking action in embodiment 2 of the present invention.
Detailed Description
The technical solution of the present invention will be described in detail with reference to the following examples.
Example 1
In order to ensure the accuracy of data and experiments, the truck is driven on a long and large longitudinal slope road section from G350 Yang Xiu to Gunn reach about 18km length under 3 standard load conditions. The road segment stake numbers are shown in table 1.
TABLE 1 Long and Long downhill section longitudinal slope summary table
Real-time brake pedal force data of a truck running on the long and large longitudinal slope under 3 standard loading working conditions and real-time distance between the truck and the top of the slope (hereinafter referred to as top distance) are respectively collected. Analyzing the brake pedal force accumulated frequency distribution of the real-time brake pedal force data under the standard load working condition, specifically as shown in fig. 1, wherein (a) is a standard load 1 brake pedal force accumulated frequency distribution graph; (B) is a standard load 2 brake pedal force accumulation frequency distribution diagram; and (C) is a standard load 3 brake pedal force accumulated frequency distribution diagram. It can be seen that the brake pedal force is mainly concentrated in the range of 12N to 30N, with the highest frequency of brake pedal forces being 20N to 24N, indicating that the driver does not slam the brake normally, but rather maintains the pedal force at an appropriate magnitude when the operating speed is greater than the desired speed to achieve a uniform drop in speed. When the brake pedal force is larger than a certain value, the driving environment can be considered to lead the driver to have to reduce the running speed in a short time, namely, when the driver brakes continuously, the pedal force changes along with the emergency degree of braking. Based on the above, the 'heavy brake critical value' can be used for determining the heavy brake action in the driving process. And defining the brake pedal force as a braking action once per zero, wherein the maximum value of the brake pedal force in each braking action is higher than the heavy braking critical value, and the braking action is the heavy braking action. The heavy brake critical value can be set manually according to experience of experimenters, which is common knowledge of technicians in the field, and is not described in detail in this example. However, the present example provides two other ways to determine the heavy brake threshold.
Firstly, the heavy brake critical value is determined by calculation according to experimental data. In the embodiment, the average value (32N) of the brake pedal force with the accumulated frequency interval of 90-95% is selected as a 'heavy brake critical value'. According to the experimental result, the heavy brake critical value determined by the method is accurate and effective.
Secondly, determining the accumulated frequency of the brake pedal force according to the real-time brake pedal force data, fitting the accumulated frequency of the brake pedal force, and selecting a trend change point after the first-order derivative is reduced as a heavy brake critical value, wherein the fitting formula is as follows:
the function is a GaussAmp function selected when the pedal force accumulated frequency curve is fitted, and the coincidence degree and the fitting goodness of the curve fitted by the function and the original accumulated frequency curve are high.
Indicating the frequency of accumulation of the brake pedal force,
representing a preset accumulated frequency initial value of the brake pedal force;
is a constant;
is indicative of the real-time brake pedal force,
a preset initial brake pedal force is indicated,
is a constant. Wherein the fitting parameters are shown in table 2:
the fitting result is shown in fig. 2, the variation trends of the first derivative of the fitting functions of the 3 standard load conditions are relatively consistent, and the first derivative starts to become gentle again at the 32N position as a trend variation point after entering the descending trend, so that the 32N is used as the heavy brake critical value of the standard load condition to determine the heavy brake frequency in the embodiment, so as to perform the risk assessment on the road safety.
And taking the heavy brake frequency and the maximum value of the brake pedal force as representative values respectively, and forming data point pairs pairwise. And drawing a scatter diagram of the brake pedal force and the longitudinal slope gradient of the standard load working condition according to the data point pairs. Wherein the heavy braking frequency represents the ratio of the heavy braking frequency to the slope length. As shown in fig. 3, wherein (a) is a brake pedal force-longitudinal slope gradient scatter diagram; (B) is a heavy brake frequency-longitudinal slope gradient scatter diagram; (C) a brake pedal force-slope crest distance discrete point diagram; and (D) is a heavy brake frequency-slope crest distance discrete point diagram. It can be known that there is a positive correlation between the gradient and the top distance of the longitudinal slope and the pedal force and the heavy braking frequency to some extent, that is, as the gradient increases, the driver tends to adopt a larger pedal force and a higher heavy braking frequency to control the speed change. Along with the distance from the top of the slope, the acting force applied to the brake pedal by the driver is increased, and the heavy braking frequency is increased.
Based on the correlation analysis, the present example corresponds the real-time distance between the truck and the hill top corresponding to the time point of each heavy brake to the accumulated heavy brake frequency to form a data point pair, and draws an accumulated heavy brake frequency-hill top distance discrete point diagram, as shown in fig. 4. The slope of the connecting line of the adjacent discrete points is defined as the sensitivity of the heavy braking frequency to the distance of the top of the slope (namely the increase rate of the heavy braking frequency), and an accumulated frequency graph is drawn. Since the increase rate of the heavy brake frequency, i.e. the sensitivity, is relatively consistent under 3 standard conditions, the present example only discusses the sensitivity under the standard-load 1 condition, as shown in fig. 5.
According to the cumulative frequency chart, the ratio of the lowest sensitivity interval is about 30%, and the sensitivity corresponding to the cumulative frequency of 50% is 3.25. Therefore, the method is divided into three sections of 30 percent to M < 50 percent, 50 percent to M < 90 percent and 90 percent to M, and the three sections are respectively defined as a conventional road section, a risk road section and a dangerous road section. Where M represents the sensitivity accumulation frequency. The sensitivities for the three percentages are 1.25,3.25, 17.25, respectively. The sensitivity is 3.25, and the whole long and large longitudinal slope is divided into 4 sections, namely K18+ 500-K11 +390, K11+ 390-K8 +030, K8+ 030-K2 +279, and K2+ 279-K0 +700 (shown in Table 2). The long and large downhill is divided into a regular road section (section 1 and section 3), a risk road section (a road section except K10+ 115-K8 +975 in the section 2) and a dangerous road section (K10 + 115-K8 +975 and section 4) by taking the sensitivity 3.25 as a reference value. As shown in table 3.
TABLE 3 sector partitioning table
The identification of the road segment by the present example dangerous road segment identification method based on the field survey is made in conformity with the field survey. Therefore, the method for identifying the long and large longitudinal slope dangerous section based on the truck braking and heavy braking characteristics is accurate and effective.
Example 2
In the embodiment, the interval time of the adjacent heavy braking behaviors is selected as the feedback of a driver on the braking behavior of the line shape so as to screen a braking sudden change road section with a large and large downward slope, namely a heavy braking high-frequency road section. The present example takes the label 1 as an example.
And (3) defining the difference between the ending time of the previous heavy braking action and the starting time of the adjacent heavy braking action as the interval time of the heavy braking by taking the brake pedal force 32N as the heavy braking judgment value of the standard load working condition. And drawing a histogram according to the interval time of the heavy brake and the corresponding pile number, as shown in fig. 6. It can be seen from the figure that the time regularity of the adjacent heavy braking intervals is similar and is approximately in the shape of the inner letter "W", that is, the heavy braking frequency of the driver in the slope and at the bottom of the slope is higher than that of other road sections, which indicates that the linear condition or the driving environment of the rear section in the route is inferior to that of other road sections, or the driver frequently performs heavy braking along with the efficiency attenuation of the brake drum. And taking the interval time mean value 33s of adjacent heavy braking actions as a critical value, and defining the road sections smaller than the interval time mean value as heavy braking high-frequency road sections.
And (3) checking and comparing: the heavy brake high-frequency road section of the mark load 1 is K17+ 028-K16 +688, K15+ 619-K15 +498, K10+ 444-K8 +386 and K1+ 676-K0 +922.
And if the heavy brake high-frequency road sections screened under different working conditions are inconsistent, merging all the heavy brake high-frequency road sections to obtain a whole line heavy brake high-frequency road section interval. According to field exploration, the high-frequency road section heavily braked by the dangerous road section identification method conforms to the field exploration.
In conclusion, the method analyzes the braking behavior of the driver, determines the heavy braking frequency through the distribution characteristic of the force amplitude of the brake pedal, constructs a discrete point diagram of the real-time distance between the truck and the top of the slope and the accumulated heavy braking frequency, introduces the sensitivity concept of the accumulated heavy braking frequency to the real-time distance between the truck and the top of the slope, and screens the large and large downhill risk road section according to the sensitivity. Meanwhile, the high-frequency heavy brake section of the long and large longitudinal slope is determined according to the interval time of the heavy brake action.
Claims (4)
1. The method for identifying the long and large longitudinal slope dangerous road section based on the truck braking and heavy braking characteristics is characterized by comprising the following steps of:
step 1: collecting experimental data; the experimental data comprise real-time brake pedal force of the truck driving on the long and large longitudinal slope to be identified and real-time distance between the truck and the top of the slope;
step 2: determining a heavy brake critical value according to the real-time brake pedal force, and determining a heavy brake behavior according to the heavy brake critical value, thereby determining the accumulated heavy brake frequency;
and step 3: correspondingly forming a data point pair by the real-time distance between the truck and the top of the slope corresponding to each heavy braking action and the accumulated heavy braking frequency, and constructing a discrete point diagram; the slope of the connecting line of the adjacent discrete points is the sensitivity of the accumulated heavy braking frequency to the real-time distance between the truck and the top of the slope; constructing a sensitivity accumulation frequency chart;
and 4, step 4: the road sections corresponding to the sensitivity accumulation frequency of more than or equal to 30% and less than 50% are normal road sections, the road sections corresponding to the sensitivity accumulation frequency of more than or equal to 50% and less than 90% are risk road sections, and the road sections corresponding to the sensitivity accumulation frequency of more than or equal to 90% are danger road sections.
2. The method for identifying the dangerous section of the long and large longitudinal slope based on the truck braking and heavy braking characteristics as claimed in claim 1, wherein in the step 2, a brake pedal force accumulation frequency distribution map is constructed according to the real-time brake pedal force, and the average value of the real-time brake pedal force corresponding to an accumulation frequency interval of 90% -95% is a heavy braking critical value.
3. The method for identifying the long and large longitudinal slope dangerous section based on the truck braking and heavy braking characteristics as claimed in claim 1, wherein in the step 2, the accumulated frequency of the brake pedal force is determined according to the real-time brake pedal force, the accumulated frequency of the brake pedal force is fitted, a trend change point after the first derivative is decreased is selected as the heavy braking critical value, and the fitting formula is as follows:
wherein, the first and the second end of the pipe are connected with each other,
indicating the frequency of accumulation of the brake pedal force,
representing a preset accumulated frequency initial value of the brake pedal force;
is a constant;
is indicative of the real-time brake pedal force,
represents a preset initial brake pedal force,
is a constant.
4. The method for identifying the long and large longitudinal slope dangerous section based on the truck braking and heavy braking characteristics as claimed in claim 2 or 3, characterized by further comprising the following steps:
and 5: calculating the heavy brake interval time between two adjacent heavy brake actions; and calculating the average value of the interval time of the heavy brake of the long and large longitudinal slope to be identified, wherein the road section with the interval time of the heavy brake smaller than the average value is the high-frequency road section of the heavy brake.
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