CN214874098U - Vehicle rollover prevention control system - Google Patents
Vehicle rollover prevention control system Download PDFInfo
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- CN214874098U CN214874098U CN201921776055.6U CN201921776055U CN214874098U CN 214874098 U CN214874098 U CN 214874098U CN 201921776055 U CN201921776055 U CN 201921776055U CN 214874098 U CN214874098 U CN 214874098U
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Abstract
The utility model relates to a vehicle rollover prevention field discloses a vehicle rollover prevention control system, which comprises a main controller, a suspension system and a brake system, and also comprises a wheel speed acquisition module, a suspension load acquisition module, a lateral acceleration acquisition module and a vehicle body inclination acquisition module; the main controller is electrically connected with the main controller, and the main controller is used for performing rollover prevention adjustment on the suspension system and the brake system according to signals transmitted by the wheel speed acquisition module, the suspension load acquisition module, the lateral acceleration acquisition module and the vehicle body inclination acquisition module. The reliable and timely rollover trend is obtained by fusing various parameters, so that accurate and timely rollover prevention suggestions and rollover prevention strategies are provided for users, the user experience is better, and driver driving interference too early or too late can be avoided.
Description
Technical Field
The utility model relates to a field of turning on one's side is prevented to the vehicle, has especially related to a control system that turns on one's side is prevented to vehicle.
Background
Because of large mass and high gravity center, the load-carrying vehicle, especially the load-carrying trailer, is easy to turn over if the speed or steering control is not proper when the vehicle runs on a curve, and is a major cause of the current traffic accidents. The present method and apparatus related to vehicle Rollover Stability Control (RSC) mainly monitor the rollover tendency of a vehicle based on the lateral acceleration of the vehicle or the load transfer rate of the wheels on both sides of the vehicle, and perform warning or braking intervention when the above-mentioned monitoring signal exceeds a rollover threshold. For the braking intervention, the known technology also comprises rollover test braking, namely, short and slight braking is carried out and the wheel speed change of the inner wheel is detected, if the wheel speed is obviously reduced, the inner wheel is judged to have no load basically or to be about to lift off/lift off, and then the rollover prevention braking intervention is immediately carried out, so that the vehicle is braked greatly to reduce the vehicle speed. The prior art also includes asymmetric braking of the wheels on both sides, i.e. braking is only applied to the wheels on the outer sides, so as to generate a moment for righting the vehicle, so as to reduce the risk of rollover more effectively.
In a known method for determining a rollover tendency based on a lateral acceleration or an equivalent lateral acceleration of a vehicle (e.g., a difference between wheel speeds of inner and outer wheels), a rollover threshold is determined, and the rollover trigger threshold is directly related to a height of a center of gravity of the vehicle. CN105517863A — method for stabilizing the running characteristics of a vehicle combination and a running dynamics adjusting apparatus disclose a method for estimating the height of the center of gravity of a vehicle, which is approximated mainly by the axle load and the characteristics of the vehicle, and the axle load is estimated by the relationship between the pressure of an air suspension support bag or the engine output and the actual acceleration of the vehicle.
In a known method for monitoring a vehicle rollover trend based on Load Transfer rates of wheels on two sides of a vehicle, a suspension height sensor or a suspension deformation displacement sensor is generally adopted to measure wheel equivalent actual loads, or a Load Transfer Rate (LTR) of the wheel equivalent actual loads is obtained through signal processing of a triaxial angular velocity sensor, and rollover prevention control is triggered when the loads on two sides of the vehicle are obviously transferred and exceed a certain threshold value. CN108394406A — heavy-duty vehicle rollover prevention warning system based on load sensing and active braking discloses a method for measuring load/support reaction force of each suspension by front, rear, left and right suspension displacement sensors (height sensors) and calculating load transfer rate LTR, and setting a rollover warning threshold value when LTR is 0.8 and a rollover prevention control threshold value when LTR is 0.9. CN 108909704A-a vehicle rollover prevention control method based on car networking discloses a method, obtaining an optimal real-time roll angle through triaxial angular velocity integral and Kalman filtering, then calculating a transverse load transfer rate LTR by utilizing lateral acceleration, predicting the LTR for 1-2 seconds through a multilayer hierarchical modeling prediction method, and setting the time as LTR>The vehicle 1 is in a rollover dangerous state, and the vehicle is stabilized through active steering and asymmetric braking. CN 109368076A-control system and control method for preventing side turn of tank body of liquid tank truck disclose a method, which comprises measuring the attitude of the tank body by four displacement sensors (arranged on four corner brackets of the tank body of a vehicle), measuring the side inclination angle of a rear axle by two displacement sensors (arranged below the rear axle of a trailer), measuring the height of the mass center of liquid in the tank body by one liquid level sensor, calculating the difference between the height of the static mass center and the height of the dynamic mass center of the vehicle according to the measured values, and setting two threshold values K1(tank in contact with Chassis) and K2The (wheel-on-one-side-off) is used as a warning threshold for rollover and as a threshold for implementing anti-rollover braking interventions.
For the judgment of the rollover tendency, the prior art is based on the lateral acceleration (or equivalent lateral acceleration, such as the wheel speed difference of the inner and outer wheels) of the vehicle, or based on the lateral load transfer rate (roll angle), and does not perform fusion processing on the lateral acceleration and the equivalent lateral acceleration, or does not consider the dynamic characteristics and the influence of the vehicle in the actual operation process.
In the prior art, the rollover triggering threshold based on lateral acceleration is directly related to the height of the gravity center of the vehicle, the height of the gravity center is estimated approximately mainly by using the axle load and the characteristics of the vehicle, and the axle load is estimated according to the relation between the pressure of an air suspension support air bag or the output power of an engine and the actual acceleration of the vehicle, so that the accuracy cannot be ensured, and errors and even opposite judgment and control can be generated under some special working conditions, such as uneven road surfaces, slopes, turning inclined lanes and the like. In addition, the prior art calculation of the rollover threshold value of the lateral acceleration is a static calculation process, that is, under the condition that the vehicle parameters and the load are not changed, the threshold value is also not changed, and thus the actual situation is not met. For example, the risk of vehicle rollover at the same lateral acceleration is clearly different at different vehicle speeds, or at different vehicle roll angles. An extreme case is that if the vehicle load is unevenly distributed, a static side-bias load occurs, which cannot be reflected equally as a change in lateral acceleration, and if the vehicle is driven on a curve and turns in the opposite direction of the bias load, a small lateral acceleration may cause the vehicle to roll over to the side of the bias load.
Also, the prior art rollover triggering threshold, which is based on load transfer rate or roll angle, is directly related to the stiffness of the suspension itself and the initial static imbalance condition, and for air suspensions the equivalent stiffness is a variable value related to the load magnitude, whereas the prior art directly sets it to a constant or equivalent constant, ignoring the dynamics of the suspension. In addition, the prior art only measures and estimates the load transfer rate or the roll angle through a suspension height sensor or a deformation displacement sensor, the lateral acceleration is often prior to the deformation of the suspension in the actual steering process of the vehicle, and the deformation of the suspension is only reflected by the phenomenon after the transient process occurs, so that the method has a hysteresis effect.
For rollover-prevention intervention control, the prior art is implemented primarily by braking and steering interventions, and for trailers only by braking or asymmetric braking interventions. The timing of the above interventions is often paradoxical: premature braking intervention, in particular test braking in the known art, can affect the normal driving of the vehicle and even disturb the driver's judgment of the vehicle state, whereas too late braking intervention may not work at all, since the driver is likely to have already judged that the vehicle is abnormally driven and to take corresponding steering or braking measures, or to be late, it is impossible to avoid the vehicle rolling over.
SUMMERY OF THE UTILITY MODEL
In order to avoid the above-mentioned problem among the current control technique of preventing turning on one's side, further improve the accuracy and the application scope that the trend of turning on one's side was judged, and improve the effect of preventing the control of turning on one's side, the utility model provides a vehicle is especially preventing control system of turning on one's side of trailer based on automatically controlled air suspension. The utility model discloses a core thought is that the trend of turning on one's side of vehicle is judged to the utilization multiple signal, just intervenes the stability control of turning on one's side in the early stage of turning on one's side to this kind of control does not influence the vehicle and normally goes, can not judge the vehicle state to the driver and cause the interference, and under the unavoidable extreme condition of turning on one's side at the vehicle, sends the police dispatch newspaper to relevant personnel and other vehicles around the vehicle, turns on one's side the harm that causes with the at utmost reduction vehicle. A vehicle rollover prevention control system and a rollover prevention control method are provided.
In order to solve the technical problem, the utility model discloses a following technical scheme can solve:
a vehicle rollover prevention control system comprises a main controller, a suspension system, a braking system, a wheel speed acquisition module, a suspension load acquisition module, a lateral acceleration acquisition module and a vehicle body inclination acquisition module; the main controller is electrically connected with the main controller, and the main controller is used for performing rollover prevention adjustment on the suspension system and the brake system according to signals transmitted by the wheel speed acquisition module, the suspension load acquisition module, the lateral acceleration acquisition module and the vehicle body inclination acquisition module. The rollover tendency of the vehicle is judged by using various parameters, so that the accuracy, timeliness and reliability of judgment are greatly improved.
Preferably, the device also comprises an alarm device, and the main controller controls the alarm device according to signals transmitted by the acquisition wheel speed acquisition module, the suspension load acquisition module, the lateral acceleration acquisition module and the vehicle body inclination acquisition module. The alarm device is used for timely warning the user and surrounding vehicles, and unnecessary loss is avoided.
Preferably, the suspension system is an air suspension system, the air suspension system comprises an air suspension air bag, an air suspension electric control valve and an air suspension air storage cylinder, the air suspension electric control valve is used for adjusting the pressure of the air supporting air bag, the suspension load acquisition module is an air suspension supporting air bag pressure sensor used for detecting the pressure of the air suspension air bag, and the main controller is electrically connected with the air suspension supporting air bag pressure sensor and the air suspension electric control valve to acquire the state of the air suspension and control the air suspension electric control valve. The current inclination state of the vehicle and the rollover risk can be simulated to the maximum extent by acquiring the actual load and the actual deflection foot of the suspension.
Preferably, the vehicle body inclination acquisition module is a suspension height sensor or a vehicle body roll angle sensor.
Preferably, the partial rollover prevention related static parameters in step S2 include vehicle actual weight, height of center of mass, static unbalance rate, suspension stiffness, lateral support lever length, and lateral acceleration static offset. The static driving state of the vehicle is collected, so that reliable basic parameters can be obtained, and calculation of dynamic characteristic quantity is facilitated.
Preferably, the vehicle body inclination acquisition module, the airbag pressure sensor and the wheel speed sensor are all provided with two and are arranged on the left side and the right side of the vehicle.
Preferably, the brake system is a compressed air electronic brake system, the compressed air electronic brake system comprises an electric control unit, a brake air chamber regulator, an air pressure joint, a brake and a brake air storage cylinder, the electric control unit and the brake air chamber regulator are electrically connected with a main controller, and the main controller carries out closed-loop regulation on the brake pressure of the controller according to a brake request electric signal of a CAN bus or an air pressure signal of the brake request air pressure joint.
Preferably, the electronic control unit and the brake chamber regulator are integrated on the main controller, the brake system further comprises a rear axle EBS regulator electrically connected with the main controller, and the main controller implements closed-loop regulation on service braking of the rear axle dual-chamber brake through the rear axle EBS regulator.
Preferably, the brake system further comprises an overload protection valve which is used for protecting the dual-chamber brake when the vehicle is subjected to service braking and parking braking simultaneously.
Preferably, the vehicle includes tractor and trailer, and main control unit is the main control unit of trailer, and the tractor includes braking main control unit, and braking main control unit provides power and CAN communication interface with the main control unit electrical connection of trailer for the main control unit of trailer.
Preferably, the braking system is a vacuum braking system or a hydraulic braking system or an electric braking system, and the suspension system is a mechanical/plate spring suspension or a gas-liquid suspension; when the suspension system is a mechanical/plate spring suspension, the suspension load acquisition module is a suspension deformation displacement sensor.
The utility model discloses a owing to adopted above technical scheme, the utility model discloses an utilize the dynamic characteristic volume of multiple signal to fuse the trend of turning on one's side of judging the vehicle, just intervene the stability control that turns on one's side in the early stage of turning on one's side to this kind of control does not influence the vehicle and normally goes, can not judge the vehicle state to the driver and cause the interference, and under the unavoidable extreme condition that turns on one's side at the vehicle, sends the police dispatch newspaper to relevant personnel and other vehicles around the vehicle, with the at utmost reduces the harm that the vehicle turned on one's side and cause.
Drawings
FIG. 1 is a schematic diagram of the component connections of the control system.
Fig. 2 is a schematic structural diagram of a rollover prevention trend determination and rollover control method.
Fig. 3 is a control schematic of the control system.
Graph marking table
1. Tractor vehicle
2. Trailer
3. Main controller of trailer
4. Air suspension support air bag pressure sensor
5. Air suspension support airbag
6. Suspension height sensor
7. Wheel speed sensor
8. Double-chamber brake (Integrated service brake and parking brake)
9. Brake
10. Tyre for vehicle wheels
11. Emergency relay valve
12. Braking air cylinder
13. Air storage cylinder of air suspension
14. Overflow valve
15. Air suspension electric control valve
16. Rear axle EBS regulator
17. Overload protection valve (anti-overlapping valve)
18. Side alarm relay
19. ISO 7638 joint
20. Brake lamp joint (ISO118524N)
21. Brake control pneumatic joint
22. Brake air supply joint
23. Tractor braking main controller
24. Brake lamp power supply deconcentrator
25. Electrical connection of the trailer master controller 3 to the rear axle EBS controller 16
26. Electrical connection of trailer main controller 3 and air suspension electric control valve 15
27. Rear alarm relay
31. A lateral acceleration sensor (integrated in the trailer master controller).
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples.
Example 1
The present embodiment describes the core idea of the present invention by taking as an example a typical two-axle full trailer with air suspension and compressed air brake system, but not representing the present invention is limited to the described vehicle type, and those skilled in the art should easily apply the present invention to other various vehicle types and perform corresponding flexible processing according to the description herein.
The embodiment provides a vehicle rollover prevention control system, which comprises a main controller 3, a suspension system 301, a brake system 302, a wheel speed acquisition module 303, a suspension load acquisition module 304, a lateral acceleration acquisition module 305 and a vehicle body inclination acquisition module 306; the wheel speed acquisition module 303, the suspension load acquisition module 304, the lateral acceleration acquisition module 305 and the vehicle body inclination acquisition module 306 are electrically connected with the main controller 3, and the main controller 3 performs anti-rollover regulation on the suspension system and the brake system according to signals transmitted by the wheel speed acquisition module 303, the suspension load acquisition module 304, the lateral acceleration acquisition module 305 and the vehicle body inclination acquisition module 306. The rollover prevention control system further comprises an alarm device 307, and the main controller controls the alarm device 307 according to signals transmitted by the collecting wheel speed collecting module 303, the suspension load collecting module 304, the lateral acceleration collecting module 305 and the vehicle body inclination collecting module 306. Wherein the warning device 307 includes an indoor warning device for reminding a driver in the cab and a warning device 307 for warning surrounding vehicles and pedestrians on the outside of the vehicle body. The lateral acceleration acquisition module 305 in this embodiment is a lateral acceleration sensor 31. Normally, the lateral acceleration signal of the vehicle is measured by a lateral acceleration sensor 31 integrated inside the trailer master controller 3, the lateral acceleration sensor 31 also being located outside the trailer master controller 3 and being electrically connected to the trailer master controller 3. In the embodiment, the suspension load acquisition module 304 is an air suspension support air bag pressure sensor 4 for detecting air suspension air bag pressure, the vehicle body inclination acquisition module 306 is an air suspension height sensor 6, and the inclination condition of the vehicle is judged according to the height difference of the left side and the right side of the vehicle; the wheel speed acquisition module 303 is a wheel speed sensor 7.
Specifically, as shown in the drawings, 1 is a tractor (not specifically shown), 2 is a trailer, and in this example, both the tractor 1 and the trailer 2 employ a compressed air Electronic Brake System (EBS). Reference numeral 23 is the tractor's brake master controller which is electrically connected to the trailer's master controller 3 via the well known ISO 7638 connector 19 to provide the master controller 3 with power supply, alarm indication port and CAN communication interface. The tractor vehicle also controls the brake lights of the trailer 2 via a brake light connection (ISO118524N)20, and the trailer 2 switches the brake light supply via a brake light supply tap 24 into the trailer master controller 3 in order to provide it with a backup power supply in the event of a disconnection or failure of the ISO 7638 connection 19. The tractor 1 supplies compressed air to the trailer 2 via a brake air supply connection 22 and transmits the driver's brake request pressure to the trailer master controller 3 via a brake control air pressure connection 21. The trailer main controller 3 receives the braking request electric signal transmitted by the CAN bus and the braking request air pressure signal transmitted by the braking control air pressure connector 21 at the same time, preferentially adopts the electric signal to brake the trailer, and adopts the air pressure signal to brake only when the electric signal is abnormal. Furthermore, if the electronic brake circuit of the trailer master controller 3 fails or fails, the trailer can still use the air pressure signal of the brake control air pressure connector 21 to implement the backup pressure brake, which is well known in the art and will not be described in detail herein. In addition, the compressed air supply line and the brake request air pressure line also enter an emergency relay valve 11, which emergency relay valve 11 enables the application and release of the trailer parking brake and the automatic braking of the trailer in the event of a leak or disconnection of the supply line. Similarly, the above-described function of the emergency relay valve 11 is well known in the art and will not be described in detail herein.
The trailer master controller 3 integrates an electronic control unit of the trailer Electronic Brake System (EBS) and a brake chamber pressure regulator, and performs closed-loop regulation of the brake pressure of the brakes 9 in response to a brake request electrical signal of the CAN bus or a pneumatic signal of the brake request pneumatic connector 21. Furthermore, an electrical connection 25 is provided between the trailer master controller 3 and the rear axle EBS controller 16, which controls the rear axle EBS controller 16 to perform closed-loop control of the service brake air pressure of the rear axle dual chamber brake 8. The compressed air required for trailer braking originates from the brake air reservoir 12. In the process of implementing Brake adjustment by the trailer main controller 3, the wheel speed acquisition module 303 is a wheel speed sensor 7, detects the actual rotating speed and slip rate of the tire through the wheel speed sensor 7, and implements Anti-lock Brake System (ABS) adjustment when the tire tends to be locked.
The trailer main controller 3 is also electrically connected with the air suspension electronic control valve 15, the air pressure of the air suspension support air bag 5 can be adjusted, so that the height of the air suspension is adjusted, and the closed-loop adjustment is realized through the feedback signal of the suspension height sensor 6. In addition, the trailer master controller 3 monitors the actual pressure of the air bags through the air suspension support air bag pressure sensors 4 to sense the actual load of the suspension. The compressed air required for air suspension regulation originates from an air suspension air reservoir 13, which air suspension air reservoir 13 is charged with compressed air supplied from the tractor 1 after passing through an overflow valve 14.
The trailer 2 also has an overload protection valve 17 (overlap prevention valve) which protects the dual chamber brake 8 against overload damage when service braking and parking braking are simultaneously carried out. Overload protection valves (anti-overlap valves) are also known in the art and will not be described in detail here.
The main controller 3 performs anti-rollover regulation according to the collected lateral acceleration signal, the collected suspension height signal, the collected suspension airbag pressure signal, the collected wheel speed signal and the self-designed anti-rollover judging program, wherein the anti-rollover judging program can be an anti-rollover judging control program in the prior art. The control processes of the determined rollover prevention control system are as follows, and certainly, the rollover prevention actions can be performed simultaneously or partially simultaneously.
1) Suspension adjustment
The trailer main controller 3 judges that the characteristic quantity K of the rollover trend of the current vehicle exceeds a suspension regulation threshold value K1Then, air suspension height (stiffness) adjustment is performed by the air suspension electronic control valve 15: the outer suspension support airbag is pressurized (suspension raised, stiffness strengthened) and the inner suspension support airbag is depressurized (suspension lowered, stiffness weakened). The suspension adjustment can not cause any influence on normal driving, and a driver can not even feel the adjustment, but has very large effect on preventing rollover, namely intervening in the stable control of the vehicle body in the very early period and preventing the rolloverPreparation is started.
2) Driver warning
The trailer main controller 3 judges that the characteristic quantity K of the current vehicle rollover trend exceeds a driver warning threshold value K2And the sound and light warning device in the cab warns the driver to inform the driver that the vehicle has the rollover danger, measures are immediately taken to properly control the vehicle speed and the steering, and the rollover danger is prevented from being further aggravated. The warning message CAN be transmitted, for example, by the trailer master controller 3 via the CAN bus or the 5 th pin in the ISO 7638 connection 19 to the brake master controller 23 of the tractor 1 and the associated warning device (not shown) of the cab instrument desk is activated by the tractor brake master controller 23.
3) Active braking intervention
The trailer main controller 3 judges that the characteristic quantity K of the rollover trend of the current vehicle exceeds an active braking intervention threshold value K3Then, the control is actively engaged to apply appropriate air pressure to the service brake chambers of the brakes 9 and the dual chamber brakes 8 to brake the trailer 2. The braking mode can be bilateral symmetry or asymmetry braking in the prior art, aiming at reducing the speed and the lateral acceleration of the vehicle and avoiding the vehicle from rolling over. If a wheel locking tendency is detected at this point, the trailer master controller 3 should also make ABS adjustments. During an active braking intervention, if the driver takes over control, for example if the driver takes braking or steering measures, the trailer master controller 3 cancels the active intervention braking and gives control to the driver.
4) Unavoidable warning of rollover
The trailer main controller 3 judges that the characteristic quantity K of the rollover trend of the current vehicle exceeds the rollover unavoidable alarm threshold K4I.e. the rollover is unavoidable anyway, the rollover unavoidable warning message is transmitted to the brake master controller 23 of the tractor 1 via the CAN bus or the 5 th pin in the ISO 7638 connector 19, and the relevant warning device (not shown) of the cab instrument desk is activated by the tractor brake master controller 23 to remind the driver to prepare for protection. Meanwhile, audible and visual alarms are sent out in the front, the rear and the side of the vehicle to remind the surrounding related vehicles and people to avoid, so that the side is reduced to the maximum extentDamage caused by overturn accidents. The warning in front of the vehicle may be activated by the tractor brake master controller 23 activating the horn and headlights (not shown) of the tractor 1, the warning in the rear may be activated by the trailer's tail lights, brake lights, the rear warning relay 27 activated by the trailer master controller 3 flashing the brake lights or tail lights, and the warning in the side may be activated by the trailer master controller 3 controlling the side warning relay 18.
Example 2
When the vehicle runs on a curve, the load of the vehicle can be transferred to the outer wheels due to the action of centrifugal force, so that the outer suspension is dynamically compressed, the inner suspension is dynamically stretched, and the vehicle body inclines. Particularly for a truck or a truck trailer, if the vehicle speed and steering control are not proper when the truck or the trailer is running on a curve, the truck or the trailer is easy to turn over due to high gravity center and large mass of the vehicle.
In order to avoid the vehicle to turn on one's side and alleviate the dangerous consequence that causes because the vehicle turns on one's side in the at utmost to solve the current shortcoming of preventing the technique of turning on one's side that describes among the background art, the utility model provides a trend of turning on one's side judgement method and the control method of preventing turning on one's side on the basis of the control system that prevents turning on one's side of embodiment 1 vehicle.
Fixed parameters of the trailer 2 are first acquired, which are determined by vehicle design and manufacture and are relevant to rollover prevention control, such as vehicle weight, maximum load, number of axles, number of tires, track width, tire size, brake input/output characteristics, mounting position and stiffness characteristics of an air suspension support bag, output characteristics of an air suspension pressure sensor, output characteristics of an air suspension electronic control valve, output characteristics of a suspension height sensor, mounting position and output characteristics of a lateral acceleration sensor, and the like. The fixed parameters are typically either fixed in the software of the trailer master controller 3 or written into a calibration file of the trailer master controller 3 by a diagnostic device when the vehicle is off-line.
Then when the vehicle is in a static state or runs at an approximately constant speed and straight line on a flat road surface, the trailer main controller 3 acquires static parameters of the trailer 2, and the static parameters of the vehicle represent static characteristics of the vehicle and serve as a reference standard for calculating dynamic characteristic quantity in the running process of the vehicle. These static parameters include information directly collected from sensors including the static height of the air suspension, the static air pressure of the air suspension support airbag, the static output of lateral acceleration, and the anti-rollover related static parameters calculated in conjunction with the vehicle fixed parameters, such as but not limited to the actual weight of the vehicle, the equivalent estimated height of the center of mass, the lateral offset of the center of mass (static unbalance rate), the equivalent suspension stiffness, the equivalent lateral support lever length of the suspension support point, the static offset of lateral acceleration, and so on. Then, in the dynamic driving process of the vehicle, particularly in the driving process of a curve, the trailer main controller 3 acquires lateral acceleration, air suspension height, air suspension air bag pressure and wheel speed signals of the vehicle, obtains dynamic characteristic quantities of the signals on the basis of vehicle static parameters, and then dynamically fuses the dynamic characteristic quantities to obtain a vehicle rollover tendency characteristic quantity K. The signal dynamic characteristic amount described here is a difference between a dynamic signal and a static value, and each characteristic amount may be normalized for the convenience of calculation. The dynamic characteristic quantity of each signal may have a plurality of calculation methods, such as linear difference, linear ratio, root mean square, logarithmic difference, etc., and the specific calculation method is not limited in the present invention, but each characteristic quantity should be able to represent the magnitude of the rollover tendency or probability of the vehicle. The "contribution" of the dynamic characteristic amount of each signal to the rollover tendency characteristic amount K is not the same, and weighting processing should be performed. Generally, the weighting coefficient reflects the relevance of the dynamic characteristic quantity of the corresponding signal and the vehicle rollover, and the magnitude of the weighting coefficient depends on the rollover prevention related fixed parameters, the static parameters and the dynamic parameters of the vehicle. For example, the weighting factor of the lateral acceleration dynamic characteristic quantity must be larger when the vehicle is fully loaded than when the vehicle is empty or partially loaded, because the vehicle center of gravity is higher when the vehicle is fully loaded, the mass (inertia) is larger, the same lateral acceleration is more likely to cause the vehicle to roll over, and if the vehicle is traveling at a high speed at that time, a rollover accident is more likely to occur. Thus, the weighting coefficients may be fixed values, or more optimized dynamic values, or more complex neural network iteration results. Also, the calculation method of the weighting factor is not limited in the present invention, and the user can select the design according to the actual situation. The process of calculating the vehicle rollover tendency characteristic quantity K can be simply illustrated by the following formula:
1) suspension adjustment
The trailer main controller 3 judges that the characteristic quantity K of the rollover trend of the current vehicle exceeds a suspension regulation threshold value K1Then, air suspension height (stiffness) adjustment is performed by the air suspension electronic control valve 15: the outer suspension support airbag is pressurized (suspension raised, stiffness strengthened) and the inner suspension support airbag is depressurized (suspension lowered, stiffness weakened). The suspension adjustment can not cause any influence on normal driving, and a driver can not even feel the adjustment, but has a very large anti-rollover effect, namely, the suspension adjustment intervenes in the vehicle body stability control in a very early stage and prepares for the anti-rollover.
2) Driver warning
The trailer main controller 3 judges that the characteristic quantity K of the current vehicle rollover trend exceeds a driver warning threshold value K2And the sound and light warning device in the cab warns the driver to inform the driver that the vehicle has the rollover danger, measures are immediately taken to properly control the vehicle speed and the steering, and the rollover danger is prevented from being further aggravated. The warning message CAN be transmitted, for example, by the trailer master controller 3 via the CAN bus or the 5 th pin in the ISO 7638 connection 19 to the brake master controller 23 of the tractor 1 and the associated warning device (not shown) of the cab instrument desk is activated by the tractor brake master controller 23.
3) Active braking intervention
The trailer main controller 3 judges that the characteristic quantity K of the rollover trend of the current vehicle exceeds an active braking intervention threshold value K3Then, the control is actively engaged to apply appropriate air pressure to the service brake chambers of the brakes 9 and the dual chamber brakes 8 to brake the trailer 2. The braking mode can be bilateral symmetry or asymmetry braking in the prior art, aiming at reducing the speed and the lateral acceleration of the vehicle and avoiding the vehicle from rolling over. If a wheel locking tendency is detected at this point, the trailer master controller 3 should also make ABS adjustments. During an active braking intervention, if the driver takes over control, for example if the driver takes braking or steering measures, the trailer master controller 3 cancels the active intervention braking and gives control to the driver.
4) Unavoidable warning of rollover
The trailer main controller 3 judges that the characteristic quantity K of the rollover trend of the current vehicle exceeds the rollover unavoidable alarm threshold K4I.e. the rollover is unavoidable anyway, the rollover unavoidable warning message is transmitted to the brake master controller 23 of the tractor 1 via the CAN bus or the 5 th pin in the ISO 7638 connector 19, and the relevant warning device (not shown) of the cab instrument desk is activated by the tractor brake master controller 23 to remind the driver to prepare for protection. Meanwhile, acousto-optic alarms are sent out in the front, the rear and the side of the vehicle to remind the surrounding related vehicles and people to avoid, so that the harm caused by the rollover accident is reduced to the maximum extent. The warning in front of the vehicle may be activated by the tractor brake master controller 23 activating the horn and headlights (not shown) of the tractor 1, the warning in the rear may be activated by the trailer's tail lights, brake lights, the rear warning relay 27 activated by the trailer master controller 3 flashing the brake lights or tail lights, and the warning in the side may be activated by the trailer master controller 3 controlling the side warning relay 18.
Example 3
The present embodiment is different from embodiment 1 in that: the brake system adopts other types of brake systems such as a vacuum brake system, a hydraulic brake system, an electric brake system and the like to replace a compressed air brake system.
Example 4
The present embodiment is different from embodiment 1 in that: the application vehicle of the embodiment is a semitrailer or a central shaft trailer or a tractor or a truck or a light truck or a passenger car or even a rail vehicle and other vehicle types.
Example 5
The present embodiment is different from embodiment 1 in that: the suspension system adopts other types of suspension systems, such as a plate spring/mechanical suspension, a gas-liquid suspension and the like, and for the mechanical/plate spring suspension, the load sensing can replace the air suspension supporting air bag pressure by the suspension deformation displacement amount, and the suspension height (rigidity) adjustment is cancelled (because the mechanical/plate spring suspension cannot perform height or rigidity adjustment).
Example 6
The present embodiment is different from embodiment 1 in that: the height sensor, the air bag pressure sensor and the wheel speed sensor are all arranged at 2 points, namely arranged at the left side and the right side of the vehicle.
Example 7
The present embodiment is different from embodiment 1 in that: the roll state of the vehicle body is measured by equivalently replacing a suspension height signal with a roll angular velocity signal or an integral signal thereof.
Example 8
The present embodiment is different from embodiment 1 in that: the lateral acceleration sensor is equivalently replaced by a wheel speed difference or the product of the yaw rate and the average vehicle speed on the left side and the right side of the vehicle to measure the lateral acceleration signal.
Example 9
The present embodiment is different from embodiment 1 in that: the pressure sensor is wholly or partially integrated in the trailer main controller 3, and the corresponding air bag pressure is connected into the trailer main controller 3 for signal acquisition.
In short, the above description is only a preferred embodiment of the present invention, and all the equivalent changes and modifications made in accordance with the claims of the present invention should be covered by the scope of the present invention.
Claims (10)
1. The vehicle rollover prevention control system comprises a main controller, a suspension system and a braking system, and is characterized in that: the device also comprises a wheel speed acquisition module, a suspension load acquisition module, a lateral acceleration acquisition module and a vehicle body inclination acquisition module; the wheel speed acquisition module, the suspension load acquisition module, the lateral acceleration acquisition module and the vehicle body inclination acquisition module are electrically connected with the main controller, and the main controller performs rollover prevention adjustment on a suspension system and a brake system according to signals transmitted by the wheel speed acquisition module, the suspension load acquisition module, the lateral acceleration acquisition module and the vehicle body inclination acquisition module; the braking system is a vacuum braking system or a hydraulic braking system or an electric braking system, and the suspension system is a mechanical/plate spring suspension or a gas-liquid suspension.
2. The vehicle rollover prevention control system according to claim 1, wherein: the main controller controls the alarm device according to signals transmitted by the acquisition wheel speed acquisition module, the suspension load acquisition module, the lateral acceleration acquisition module and the vehicle body inclination acquisition module.
3. The vehicle rollover prevention control system according to claim 1, wherein: the suspension system is an air suspension system, the air suspension system comprises an air suspension air bag, an air suspension electric control valve and an air suspension air storage cylinder, the air suspension electric control valve is used for adjusting the pressure of an air supporting air bag, the suspension load acquisition module is an air suspension supporting air bag pressure sensor used for detecting the pressure of the air suspension air bag, and the main controller is electrically connected with the air suspension supporting air bag pressure sensor and the air suspension electric control valve to acquire the state control air suspension electric control valve of the air suspension.
4. The vehicle rollover prevention control system according to claim 3, wherein: the vehicle body inclination acquisition module is a suspension height sensor or a vehicle body roll angle sensor.
5. The vehicle rollover prevention control system according to claim 3, wherein: the automobile body inclines to gather module, gasbag pressure sensor, fast sensor of wheel all is provided with two, arranges the left side and the right side at the vehicle.
6. The vehicle rollover prevention control system according to claim 1, wherein: the brake system is a compressed air electronic brake system, the compressed air electronic brake system comprises an electric control unit, a brake air chamber regulator, an air pressure joint, a brake and a brake air storage cylinder, the electric control unit and the brake air chamber regulator are electrically connected with a main controller, and the main controller carries out closed-loop regulation on the brake pressure of the controller according to a brake request electric signal of a CAN bus or an air pressure signal of the brake request air pressure joint.
7. The vehicle rollover prevention control system according to claim 1, wherein: the electric control unit and the brake air chamber regulator are integrated on the main controller, the brake system further comprises a rear axle EBS regulator electrically connected with the main controller, and the main controller implements closed-loop regulation on the service brake of the rear axle double-cavity brake through the rear axle EBS regulator.
8. The vehicle rollover prevention control system according to claim 1, wherein: the overload protection valve is used for protecting the double-cavity brake when the vehicle performs service braking and parking braking simultaneously.
9. The vehicle rollover prevention control system according to claim 1, wherein: the vehicle includes tractor and trailer, and main control unit is the main control unit of trailer, and the tractor includes braking main control unit, and braking main control unit provides power and CAN communication interface with the main control unit electrical connection of trailer for the main control unit of trailer.
10. The vehicle rollover prevention control system according to claim 1, wherein: when the suspension system is a mechanical/plate spring suspension, the suspension load acquisition module is a suspension deformation displacement sensor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921776055.6U CN214874098U (en) | 2019-10-22 | 2019-10-22 | Vehicle rollover prevention control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921776055.6U CN214874098U (en) | 2019-10-22 | 2019-10-22 | Vehicle rollover prevention control system |
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| Publication Number | Publication Date |
|---|---|
| CN214874098U true CN214874098U (en) | 2021-11-26 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921776055.6U Active CN214874098U (en) | 2019-10-22 | 2019-10-22 | Vehicle rollover prevention control system |
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| Country | Link |
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| CN (1) | CN214874098U (en) |
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