WO2021258813A1 - 一种基于电子制动减速的罐车侧翻舒缓型控制方法 - Google Patents

一种基于电子制动减速的罐车侧翻舒缓型控制方法 Download PDF

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WO2021258813A1
WO2021258813A1 PCT/CN2021/086569 CN2021086569W WO2021258813A1 WO 2021258813 A1 WO2021258813 A1 WO 2021258813A1 CN 2021086569 W CN2021086569 W CN 2021086569W WO 2021258813 A1 WO2021258813 A1 WO 2021258813A1
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rollover
tanker
tank car
deceleration
brake pedal
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PCT/CN2021/086569
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English (en)
French (fr)
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李旭
韦坤
徐启敏
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东南大学
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Priority to US17/764,871 priority Critical patent/US11603081B2/en
Publication of WO2021258813A1 publication Critical patent/WO2021258813A1/zh

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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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17554—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing stability around the vehicles longitudinal axle, i.e. 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
    • 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
    • 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
    • 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
    • B60T2210/24—Curve radius
    • 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
    • B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
    • B60T2220/04—Pedal travel sensor, stroke sensor; Sensing brake request
    • 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
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/02—Vehicle mass
    • 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
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/04—Vehicle reference speed; Vehicle body speed
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/30—ESP control system
    • B60T2270/304—ESP control system during driver brake actuation
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/82—Brake-by-Wire, EHB
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B60W30/04—Control of vehicle driving stability related to roll-over prevention
    • B60W2030/043—Control of vehicle driving stability related to roll-over prevention about the roll axis

Definitions

  • the invention relates to a tank car rollover control method, in particular to a tank car rollover mitigation control method based on electronic brake deceleration, and belongs to the technical field of vehicle safety.
  • Tank trucks are tank-shaped transportation vehicles used to carry various liquids, liquefied gases and powdered goods. Due to the large road transportation capacity, high efficiency and low cost of tank trucks, they provide great convenience for the off-site transportation of hazardous chemicals, so they have become the main body of road transportation of hazardous chemicals. However, the tank car body structure has particularity and complexity (higher center of mass, narrower wheelbase, larger vehicle mass, liquid disturbances can easily cause center of mass deviation, etc.), and the frequent occurrence of traffic accidents on high-grade highways has become an impact The main source of road traffic safety. According to the 708 dangerous cargo tanker traffic accidents in the literature, the causes of each traffic accident and its proportion are summarized and analyzed. The main causes of tanker traffic accidents are unilateral overturning, rushing out of the road, rear-end collision of two vehicles, side collision of two vehicles, etc. Among them, unilateral rollovers accounted for the largest proportion (29.10%).
  • the anti-rollover of tank cars mainly adopts active anti-rollover control methods, including active stabilizer bar, active steering control, active suspension control and differential braking control. Due to the limited effect of active stabilizer bar, active steering control and active suspension control on the anti-rollover control of the tanker and the need to install too many hardware devices, the differential brake control is a commonly used method for the rollover control of the tanker. A lot of research on differential braking control has been carried out. However, the following problems still exist: 1. The operation of the driver is not considered when performing differential braking, the operation of the actuator may conflict with the operation of the driver, or the driver may adopt 2. Differential braking is to take emergency braking measures when the tanker has a greater risk of rollover, resulting in lower body control stability. However, if the tanker can be braked before it enters the dangerous state of rollover Decelerate, the anti-rollover effect is better.
  • EBS Electronic Braking System
  • the present invention proposes a tank car rollover mitigation control method based on electronic brake deceleration. This method combines the operation of the driver to perform slow braking and deceleration when the tanker is in a potentially dangerous state of rollover, and does not need to wait for the tanker to have a greater risk of rollover before performing emergency braking, which improves the stability and control of the tanker's rollover. Effectiveness.
  • Step 1 Clarify the tanker rollover scenario to which the soothing control method is applicable
  • the applicable rollover scenario is: the tanker is currently driving normally, but there is a sharp bend ahead, if the tanker passes the sharp bend at the current speed, the tanker will roll over;
  • Step 2 Use the least square method to establish the characteristic function of the tank car braking deceleration
  • c 1 , c 2 , c 3 , and c 4 are coefficients, and b is a constant term;
  • the basic elements of the brake test scene include vehicle speed, load and brake pedal opening.
  • the quantitative parameters of each scene element are shown in the following table. After the scene element is arranged and combined, there are 36 test scenes, and the test is repeated twice in each test scene. , A total of 72 tests;
  • Scene primitive Quantization parameter Speed 30km/h, 50km/h, 70km/h Load No load, half load, full load Brake pedal opening 20%, 40%, 60%, 80%
  • the medium loaded in the brake test tank car is water, and the calculation formula for the mass m of the tank car is:
  • m′ is the mass of the tanker when it is empty
  • V is the volume of the tanker
  • ⁇ is the density of water
  • m′ and V are obtained from the tanker product manual
  • the tanker travels at a constant speed v'among 30km/h, 50km/h and 70km/h, and controls the brake pedal to open at one of 20%, 40%, 60%, and 80% through the CAN data bus. Decelerate slowly until the tank car speed is zero, and record the time from the start of the tank car deceleration to the speed of zero as ⁇ t, then the formula for calculating the braking deceleration a is:
  • Step 3 Based on the characteristic function of braking deceleration and EBS to realize the relief control of the tank car rollover
  • Sub-step 1 Get current vehicle speed
  • Sub-step 2 Determine whether there is a risk of rollover in the road section ahead
  • Sub-step 3 Calculate the brake pedal opening required for deceleration
  • the mass m of the tank car is statically measured beforehand, and the braking deceleration of the tank car is determined by formula (1) Hour brake pedal opening
  • Sub-step 4 Determine whether the required brake pedal opening is greater than the driver operating the brake pedal opening
  • the present invention fits the functional expression of the tank car's braking deceleration, and can autonomously select an appropriate braking deceleration based on the tank car's kinematics information and vehicle body information in different rollover scenarios.
  • the present invention takes the driver's operation into consideration when braking and decelerating the tanker, and realizes the effective combination of man and machine.
  • the present invention performs slow braking and deceleration when the tanker is in a potentially dangerous state of rollover, and does not need to wait for the tanker to have a greater risk of rollover before performing emergency braking, thereby improving the stability and effectiveness of the tanker's rollover control.
  • Figure 1 is a diagram of the overall design scheme of the tank car rollover mitigation control
  • Figure 2 is a control flow chart of the tank car rollover mitigation type.
  • the present invention proposes a tank car rollover mitigation control method based on electronic brake deceleration.
  • the tank car rollover scenario to which the relaxation control method is applicable is clarified, and then the tank car brake deceleration is established by the least square method.
  • the tank car rollover relief control is realized.
  • This method fits the functional expression of the tank car’s braking deceleration, and can autonomously select the appropriate braking deceleration according to the tank car’s kinematics and body information in different rollover scenarios; when the tank car’s braking deceleration is performed, driving is considered.
  • Step 1 Clarify the tanker rollover scenario to which the soothing control method is applicable
  • the existing rollover control method generally takes emergency braking measures when there is a greater risk of rollover when the tank truck is turning. However, it may cause the body to control failure. The problem of unsatisfactory stability and control effect.
  • the present invention proposes a rollover mitigation control method, which is applicable to rollover scenarios: the tanker is currently running normally, but there is a sharp bend ahead, and if the tanker passes through the sharp bend at the current speed, the tanker will roll over.
  • Step 2 Use the least square method to establish the characteristic function of the tank car braking deceleration
  • the braking deceleration a of a tank car is directly related to its brake pedal opening ⁇ .
  • the function expression defining the braking deceleration a of the tank car is:
  • c 1 , c 2 , c 3 , and c 4 are coefficients, and b is a constant term.
  • the basic elements of the brake test scene include vehicle speed, load, and brake pedal opening.
  • Scene primitive Quantization parameter Speed 30km/h, 50km/h, 70km/h Load No load, half load, full load Brake pedal opening 20%, 40%, 60%, 80%
  • the medium loaded in the brake test tank car is water, and the calculation formula for the mass m of the tank car is:
  • m' is the mass of the tanker when it is empty
  • V is the volume of the tanker
  • ⁇ is the density of water
  • m'and V are obtained from the tanker product manual.
  • the tanker After determining the quality of the tanker, in the straight line section, the tanker travels at a constant speed v'among 30km/h, 50km/h and 70km/h, and the brake pedal is controlled at 20%, 40%, 60% through the CAN data bus. Decelerate at a certain opening of% and 80% until the tank car speed is zero, and record the time from the start of the tank car deceleration to zero speed as ⁇ t, then the formula for calculating the braking deceleration a is:
  • the square of the total error in the least square method is:
  • Step 3 Based on the characteristic function of braking deceleration and EBS to realize the relief control of the tank car rollover
  • the present invention brakes and decelerates (lower deceleration) before the tanker enters the curve, and can reduce the speed to a safe speed when the tanker enters the curve, thereby overcoming It solves the problem of low body control stability caused by emergency braking.
  • the rollover control process is shown in Figure 2. The specific steps are as follows:
  • Sub-step 1 Get current vehicle speed
  • Sub-step 2 Determine whether there is a risk of rollover in the road section ahead
  • Sub-step 3 Calculate the brake pedal opening required for deceleration
  • the mass m of the tank car is statically measured beforehand, and the braking deceleration of the tank car is determined by formula (1) Hour brake pedal opening
  • Sub-step 4 Sub-step 5: Determine whether the required brake pedal opening is greater than the driver's operating brake pedal opening

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)

Abstract

一种基于电子制动减速的罐车侧翻舒缓型控制方法，首先明确舒缓型控制方法适用的罐车侧翻场景，然后采用最小二乘法建立罐车制动减速度的表征函数，最后基于制动减速度的表征函数和EBS实现罐车侧翻舒缓型控制。该方法拟合出罐车制动减速度的函数表达式，能够在不同侧翻场景下根据罐车运动学信息和车身信息自主选取合适的制动减速度；在进行罐车制动减速时，考虑了驾驶员的操作，实现人机的有效结合；在罐车处于侧翻潜在危险状态时就进行舒缓型制动减速，无需等到罐车存在较大侧翻危险时才进行紧急制动，提高了罐车侧翻控制的稳定性和有效性。

Description

一种基于电子制动减速的罐车侧翻舒缓型控制方法 技术领域
本发明涉及一种罐车侧翻控制方法，具体的是一种基于电子制动减速的罐车侧翻舒缓型控制方法，属于车辆安全技术领域。
背景技术
罐车是车体呈罐形的运输车辆，用来装运各种液体、液化气体和粉末状货物等。由于罐车公路运输能力大、效率高和成本低，为危化品异地运输提供了极大的便利条件，故成为危化品公路运输的主体。然而罐车车身结构具有特殊性和复杂性(质心较高、轮距较窄、整车质量较大、液体扰动易引起质心偏移等)，罐车在高等级公路上交通事故品频频发生，成为影响道路交通安全的主要来源。根据文献统计的708起危险货物罐车交通事故，归纳分析各起交通事故的原因及其所占比例，罐车交通事故的原因主要有单方翻车、冲出路外、两车追尾、两车侧碰等，其中单方翻车所占比例最大(29.10％)。
目前罐车防侧翻主要采取主动防侧翻控制方法，包括主动横向稳定杆、主动转向控制、主动悬架控制和差动制动控制。由于主动横向稳定杆、主动转向控制和主动悬架控制对罐车防侧翻控制的效果有限且需要安装过多的硬件装置，故差动制动控制是罐车常用的侧翻控制方法。差动制动控制已开展了大量的研究，然而依然存在以下问题：1、在进行差动制动时未考虑驾驶员的操作，执行机构操作可能与驾驶员操作发生冲突，或者驾驶员可能采取了更有效的操作；2、差动 制动是在罐车存在较大侧翻危险时采取紧急制动措施，导致车身控制稳定性较低，然而若能在罐车进入侧翻危险状态前进行制动减速，则防侧翻效果更好。
根据GB7258-2017规定，总质量超过12吨的危险货运车辆必须装备电子制动系统(Electronic Braking System，EBS)，可通过CAN数据总线与其通信。EBS根据制动踏板的开度变化获得制动意图，制动踏板开度与制动强度相对应，根据垂向载荷、车轮滑移率等信息动态调节各车轮的制动力。
发明内容
针对罐车侧翻控制稳定性和有效性较低的问题，本发明提出了一种基于电子制动减速的罐车侧翻舒缓型控制方法。该方法结合驾驶员操作，在罐车处于侧翻潜在危险状态时就进行舒缓型制动减速，无需等到罐车存在较大侧翻危险时才进行紧急制动，提高了罐车侧翻控制的稳定性和有效性。
为了实现上述目的，本发明提供如下技术方案：
步骤一：明确舒缓型控制方法适用的罐车侧翻场景
适用的侧翻场景为：罐车当前正常行驶，但前方存在急弯，若以当前车速通过急弯，罐车会发生侧翻；
步骤二：采用最小二乘法建立罐车制动减速度的表征函数
定义罐车制动减速度a的函数表达式为：
a＝c 1λ 2+c 2λ+c 3m 2+c 4m+b    (1)
式(1)中，c 1、c 2、c 3、c 4为系数，b为常数项；
制动试验场景基元包括车速、载荷和制动踏板开度，各场景基元的量化参数如下表所示，场景基元排列组合后有36种试验场景，每种试验场景下重复两次试验，共计72次试验；
场景基元 量化参数
车速 30km/h、50km/h、70km/h
载荷 空载、半载、满载
制动踏板开度 20％、40％、60％、80％
制动试验罐车装载的介质为水，罐车的整车质量m计算公式为：
Figure PCTCN2021086569-appb-000001
式(2)中，m′为罐车空载时整车质量，V为罐车容积，ρ为水的密度，m′和V由罐车产品手册获得；
在直线路段，罐车以30km/h、50km/h和70km/h中某一车速v′匀速行驶，通过CAN数据总线控制制动踏板以20％、40％、60％和80％中某一开度减速，直至罐车车速为零，记录罐车从开始减速到车速为零的时间为Δt，则制动减速度a的计算公式为：
Figure PCTCN2021086569-appb-000002
完成72次制动试验后，得到试验数据{λ i,m i,a i}，i＝1,2,…,72；最小二乘法中总误差的平方为：
Figure PCTCN2021086569-appb-000003
当总误差的平方J(c 1,c 2,c 3,c 4,b)取最小值时，c 1、c 2、c 3、c 4和b为最优解，计算公式为：
Figure PCTCN2021086569-appb-000004
从而确定罐车制动减速度a的函数式a＝c 1λ 2+c 2λ+c 3m 2+c 4m+b；
步骤三：基于制动减速度的表征函数和EBS实现罐车侧翻舒缓型控制
子步骤1：获取当前车速
在罐车最后轴两侧非转向轮上安装轮速传感器，实时输出两侧轮速v 1和v 2，定义罐车纵向车速为v，计算公式为：
Figure PCTCN2021086569-appb-000005
子步骤2：判断前方路段是否存在侧翻危险
通过增强型数字地图获取前方道路的道路曲率半径、纵向坡度角和横向坡度角，结合当前车速判断罐车经过前方路段是否存在侧翻危险；若无侧翻危险，结束控制；若有侧翻危险，计算罐车当前位置距前方危险地点的距离Δσ和建议的安全车速v s，进入子步骤3；
子步骤3：计算减速所需的制动踏板开度
罐车以固定减速度
Figure PCTCN2021086569-appb-000006
将当前车速v降到安全车速v s，结合距离Δσ，则
Figure PCTCN2021086569-appb-000007
的计算公式为：
Figure PCTCN2021086569-appb-000008
事前静态测量罐车整车质量m，利用式(1)确定罐车制动减速度
Figure PCTCN2021086569-appb-000009
时制动踏板开度
Figure PCTCN2021086569-appb-000010
子步骤4：判断所需制动踏板开度是否大于驾驶员操作制动踏板开度
通过CAN数据总线获取驾驶员操作制动踏板开度λ，当
Figure PCTCN2021086569-appb-000011
时，通过CAN数据总线控制EBS以制动踏板开度
Figure PCTCN2021086569-appb-000012
的制动效果进行减速控制；当
Figure PCTCN2021086569-appb-000013
时，EBS以驾驶员操作制动踏板开度λ的制动效果进行减速控制；结束控制。
有益效果
1、本发明拟合出罐车制动减速度的函数表达式，能够在不同侧翻场景下根据罐车运动学信息和车身信息自主选取合适的制动减速度。
2、本发明在进行罐车制动减速时，考虑了驾驶员的操作，实现人机的有效结合。
3、本发明在罐车处于侧翻潜在危险状态时就进行舒缓型制动减速，无需等到罐车存在较大侧翻危险时才进行紧急制动，提高了罐车侧翻控制的稳定性和有效性。
附图说明
图1为罐车侧翻舒缓型控制总体设计方案图；
图2为罐车侧翻舒缓型控制流程图。
具体实施方式
以下将结合具体实例对本发明提供的技术方案进行详细说明，应理解下述具体实施方式仅用于说明而不用于限制本发明的范围。
针对使用EBS的罐车，本发明提出了一种基于电子制动减速的罐车侧翻舒缓型控制方法，首先明确舒缓型控制方法适用的罐车侧翻场景，然后采用最小二乘法建立罐车制动减速度的表征函数，最后基于制动减速度的表征函数和EBS实现罐车侧翻舒缓型控制。该方法拟合出罐车制动减速度的函数表达式，能够在不同侧翻场景下根据罐车运动学信息和车身信息自主选取合适的制动减速度；在进行罐车制动减速时，考虑了驾驶员的操作，实现人机的有效结合；在罐车处于侧翻潜在危险状态时就进行舒缓型制动减速，无需等到罐车存在较大侧翻危险时才进行紧急制动，提高了罐车侧翻控制的稳定性和有效性。侧翻控制的总体设计方案如图1所示，具体步骤包括：
步骤一：明确舒缓型控制方法适用的罐车侧翻场景
以较大速度进行转向是罐车发生侧翻事故的重要原因之一，现有的侧翻控制方法一般是在罐车转向存在较大侧翻危险时采取紧急制动措施，然而可能会导致车身控制不稳定和控制效果不理想的问题。
因此，本发明提出了一种侧翻舒缓型控制方法，其适用的侧翻场景为：罐车当前正常行驶，但前方存在急弯，若以当前车速通过急弯，罐车会发生侧翻。
步骤二：采用最小二乘法建立罐车制动减速度的表征函数
罐车行驶的制动减速度a与其制动踏板开度λ有直接关系，制动 踏板开度λ越大，制动减速度a越大；同时罐车整车质量m越大，惯性越大，改变其运动状态越难。考虑到函数拟合计算的复杂度和准确性，定义罐车制动减速度a的函数表达式为：
a＝c 1λ 2+c 2λ+c 3m 2+c 4m+b     (1)
式(1)中，c 1、c 2、c 3、c 4为系数，b为常数项。
采用最小二乘法拟合函数表达式时需要实测数据来确定函数表达式中的未知项，因此开展实车制动试验获取不同场景下的制动踏板开度λ、整车质量m和制动减速度a的数据。
制动试验场景基元包括车速、载荷和制动踏板开度，各场景基元的量化参数如下表所示，场景基元排列组合后有3(车速)×3(载荷)×4(制动踏板开度)＝36种试验场景。为了保证数据的准确性，每种试验场景下重复两次试验，共计72次试验。
场景基元 量化参数
车速 30km/h、50km/h、70km/h
载荷 空载、半载、满载
制动踏板开度 20％、40％、60％、80％
制动试验罐车装载的介质为水，罐车的整车质量m计算公式为：
Figure PCTCN2021086569-appb-000014
式(2)中，m′为罐车空载时整车质量，V为罐车容积，ρ为水的密度，m′和V由罐车产品手册获得。
确定罐车的整车质量后，在直线路段，罐车以30km/h、50km/h 和70km/h中某一车速v′匀速行驶，通过CAN数据总线控制制动踏板以20％、40％、60％和80％中某一开度减速，直至罐车车速为零，记录罐车从开始减速到车速为零的时间为Δt，则制动减速度a的计算公式为：
Figure PCTCN2021086569-appb-000015
完成72次制动试验后，得到试验数据{λ i,m i,a i}，i＝1,2,…,72。最小二乘法中总误差的平方为：
Figure PCTCN2021086569-appb-000016
当总误差的平方J(c 1,c 2,c 3,c 4,b)取最小值时，c 1、c 2、c 3、c 4和b为最优解，计算公式为：
Figure PCTCN2021086569-appb-000017
从而确定罐车制动减速度a的函数式a＝c 1λ 2+c 2λ+c 3m 2+c 4m+b。
步骤三：基于制动减速度的表征函数和EBS实现罐车侧翻舒缓型控制
针对罐车以较大车速转急弯易发生侧翻的问题，本发明是在罐车入弯前就进行制动减速(减速度较小)，能够在罐车入弯时将车速降到安全车速，从而克服了紧急制动导致车身控制稳定性低的问题。侧 翻控制流程如图2所示，具体步骤如下：
子步骤1：获取当前车速
在罐车最后轴两侧非转向轮上安装轮速传感器，可以实时输出两侧轮速v 1和v 2，定义罐车纵向车速为v，计算公式为：
Figure PCTCN2021086569-appb-000018
子步骤2：判断前方路段是否存在侧翻危险
通过增强型数字地图获取前方道路的道路曲率半径、纵向坡度角和横向坡度角，结合当前车速判断罐车经过前方路段是否存在侧翻危险。若无侧翻危险，结束控制；若有侧翻危险，计算罐车当前位置距前方危险地点的距离Δσ和建议的安全车速v s，进入子步骤3。判断罐车在前方路段是否存在侧翻危险以及计算Δσ和v s的具体方法见专利“一种基于增强型数字地图的车辆侧翻预警方法”(申请号：201910421233.1)。
子步骤3：计算减速所需的制动踏板开度
罐车以固定减速度
Figure PCTCN2021086569-appb-000019
将当前车速v降到安全车速v s，结合距离Δσ，则
Figure PCTCN2021086569-appb-000020
的计算公式为：
Figure PCTCN2021086569-appb-000021
事前静态测量罐车整车质量m，利用式(1)确定罐车制动减速度
Figure PCTCN2021086569-appb-000022
时制动踏板开度
Figure PCTCN2021086569-appb-000023
子步骤4：子步骤5：判断所需制动踏板开度是否大于驾驶员操作制动踏板开度
通过CAN数据总线获取驾驶员操作制动踏板开度λ，当
Figure PCTCN2021086569-appb-000024
时， 通过CAN数据总线控制EBS以制动踏板开度
Figure PCTCN2021086569-appb-000025
的制动效果进行减速控制；当
Figure PCTCN2021086569-appb-000026
时，EBS以驾驶员操作制动踏板开度λ的制动效果进行减速控制。结束控制。

Claims (1)

  1. 一种基于电子制动减速的罐车侧翻舒缓型控制方法，其特征在于，
    具体步骤包括：
    步骤一：明确舒缓型控制方法适用的罐车侧翻场景
    适用的侧翻场景为：罐车当前正常行驶，但前方存在急弯，若以当前车速通过急弯，罐车会发生侧翻；
    步骤二：采用最小二乘法建立罐车制动减速度的表征函数
    定义罐车制动减速度a的函数表达式为：
    a＝c 1λ 2+c 2λ+c 3m 2+c 4m+b  (1)
    式(1)中，c 1、c 2、c 3、c 4为系数，b为常数项；
    制动试验场景基元包括车速、载荷和制动踏板开度，各场景基元的量化参数如下表所示，场景基元排列组合后有36种试验场景，每种试验场景下重复两次试验，共计72次试验；
    场景基元 量化参数 车速 30km/h、50km/h、70km/h 载荷 空载、半载、满载 制动踏板开度 20％、40％、60％、80％
    制动试验罐车装载的介质为水，罐车的整车质量m计算公式为：
    Figure PCTCN2021086569-appb-100001
    式(2)中，m′为罐车空载时整车质量，V为罐车容积，ρ为水的密度，m′和V由罐车产品手册获得；
    在直线路段，罐车以30km/h、50km/h和70km/h中某一车速v′匀速行驶，通过CAN数据总线控制制动踏板以20％、40％、60％和80％中某一开度减速，直至罐车车速为零，记录罐车从开始减速到车速为零的时间为Δt，则制动减速度a的计算公式为：
    Figure PCTCN2021086569-appb-100002
    完成72次制动试验后，得到试验数据{λ i,m i,a i}，i＝1,2,…,72；最小二乘法中总误差的平方为：
    Figure PCTCN2021086569-appb-100003
    当总误差的平方J(c 1,c 2,c 3,c 4,b)取最小值时，c 1、c 2、c 3、c 4和b为最优解，计算公式为：
    Figure PCTCN2021086569-appb-100004
    从而确定罐车制动减速度a的函数式a＝c 1λ 2+c 2λ+c 3m 2+c 4m+b；
    步骤三：基于制动减速度的表征函数和EBS实现罐车侧翻舒缓型控制
    子步骤1：获取当前车速
    在罐车最后轴两侧非转向轮上安装轮速传感器，实时输出两侧轮速v 1和v 2，定义罐车纵向车速为v，计算公式为：
    Figure PCTCN2021086569-appb-100005
    子步骤2：判断前方路段是否存在侧翻危险
    通过增强型数字地图获取前方道路的道路曲率半径、纵向坡度角和横向坡度角，结合当前车速判断罐车经过前方路段是否存在侧翻危险；若无侧翻危险，结束控制；若有侧翻危险，计算罐车当前位置距前方危险地点的距离Δσ和建议的安全车速v s，进入子步骤3；
    子步骤3：计算减速所需的制动踏板开度
    罐车以固定减速度
    Figure PCTCN2021086569-appb-100006
    将当前车速v降到安全车速v s，结合距离Δσ，则
    Figure PCTCN2021086569-appb-100007
    的计算公式为：
    Figure PCTCN2021086569-appb-100008
    事前静态测量罐车整车质量m，利用式(1)确定罐车制动减速度
    Figure PCTCN2021086569-appb-100009
    时制动踏板开度
    Figure PCTCN2021086569-appb-100010
    子步骤4：判断所需制动踏板开度是否大于驾驶员操作制动踏板开度
    通过CAN数据总线获取驾驶员操作制动踏板开度λ，当
    Figure PCTCN2021086569-appb-100011
    时，通过CAN数据总线控制EBS以制动踏板开度
    Figure PCTCN2021086569-appb-100012
    的制动效果进行减速控制；当
    Figure PCTCN2021086569-appb-100013
    时，EBS以驾驶员操作制动踏板开度λ的制动效果进行减速控制；结束控制。
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