Vehicle rollover prevention control method, system, computer readable storage medium and vehicle

Abstract

The present invention discloses a vehicle rollover prevention control method, system, computer-readable storage medium and vehicle, and relates to the field of vehicle control technology. The vehicle rollover prevention control method comprises the following steps: obtaining static parameters of the vehicle, dynamic parameters at time t, and obtaining the slope value of the road surface on which the vehicle is traveling at time t; calculating the center of mass position of the vehicle at time t and the predicted slope value of the road surface at time t+1; calculating the lateral axle load transfer rate LTR at time t+1 according to the center of mass position of the vehicle at time t and the predicted slope value of the road surface at time t+1 t+1 ; The lateral axle load transfer rate LTR at time t+1 t+1 The absolute value of is compared with a preset rollover threshold, and the vehicle is controlled to perform an anti-rollover operation according to the first comparison result. The vehicle anti-rollover control method can intervene in the early stage of the rollover sign to ensure the stability of the vehicle, so as to avoid the possibility of the vehicle rolling over to the greatest extent and improve safety.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a vehicle anti-rollover control method, system, computer-readable storage medium and vehicle. Background Art

[0002] At present, the application of vehicle rollover prevention control is becoming more and more widespread, especially in heavy trucks, buses, off-road vehicles and other vehicles with high center of gravity and high rollover risk. The danger caused by vehicle rollover is extremely great, especially when the vehicle is on a steep slope, which may cause continuous rolling, leading to serious consequences. In order to avoid such situations, many manufacturers and companies have developed rollover prevention control methods. At present, the most widely used in vehicles is the rollover prevention system based on the expansion of the electronic stability control system (ESC, etc.) of the vehicle body. Most of these systems only consider road conditions (asphalt pavement, concrete pavement, etc.), and prevent rollover caused by high-speed, large-angle steering, frequent steering and other factors through braking and steering intervention.

[0003] In recent years, with the improvement of people's living standards, the number of off-road enthusiasts has also increased rapidly. For example, climbing steep slopes under low adhesion conditions often causes the vehicle tires to slip and lose lateral stability, which in turn causes the front of the vehicle to swing down and cause vehicle accidents. The existing anti-rollover systems often cannot meet the off-road conditions with complex factors such as slopes, nor can they predict future dangers, resulting in the inability to take timely measures for the above situations and insufficient safety.

[0004] Therefore, there is an urgent need for a vehicle anti-rollover control method to solve the above problems. Summary of the invention

[0005] One object of the present invention is to provide a vehicle anti-rollover control method, which can intervene in the early stage of the signs of rollover to ensure the stability of the vehicle, so as to minimize the possibility of vehicle rollover and improve safety.

[0006] The second purpose of the present invention is to provide a vehicle anti-rollover control system that can intervene in the early stage of the signs of rollover to ensure the stability of the vehicle, thereby minimizing the possibility of the vehicle rolling over and improving safety.

[0007] The third object of the present invention is to provide a computer-readable storage medium that can intervene in the early stage of the signs of rollover to ensure the stability of the vehicle, thereby minimizing the possibility of the vehicle rolling over and improving safety.

[0008] The fourth object of the present invention is to provide a vehicle that can intervene in the early stage of the signs of rollover to ensure the stability of the vehicle, so as to minimize the possibility of the vehicle rolling over and improve safety.

[0009] In order to achieve the above technical effects, the technical solution of the present invention is as follows:

[0010] In a first aspect, the present invention provides a vehicle rollover prevention control method, comprising the following steps:

[0011] S1. Obtain static parameters of the vehicle, dynamic parameters at time t, and obtain the slope value of the road surface on which the vehicle is traveling at time t;

[0012] S2. Calculate the center of mass position of the vehicle at time t and the predicted road slope value at time t+1;

[0013] S3. Calculate the lateral axle load transfer rate LTR at time t+1 based on the center of mass position of the vehicle at time t and the predicted road slope value at time t+1 t+1 ;

[0014] S4, the lateral axle load transfer rate LTR at time t+1 t+1 The absolute value of is compared with a preset rollover threshold, and the vehicle is controlled to perform an anti-rollover operation according to the first comparison result.

[0015] As an optional solution of a vehicle rollover prevention control method, the preset rollover threshold includes a first threshold k1 and a second threshold k2, and step S4 specifically includes the following steps:

[0016] S41. Determine the lateral axle load transfer rate LTR at time t+1 t+1 The absolute value of is higher than the first threshold k1;

[0017] S42, the lateral axle load transfer rate LTR at time t+1 t+1 The absolute value of is compared with the second threshold value k2, and the vehicle is controlled to perform an anti-rollover operation according to the second comparison result.

[0018] As an optional solution of the vehicle rollover prevention control method, step S42 specifically includes:

[0019] At time t+1, the lateral axle load transfer rate LTR t+1 When the absolute value of is lower than the second threshold value k2, the main controller of the vehicle issues a warning by controlling the warning device;

[0020] At time t+1, the lateral axle load transfer rate LTR t+1 When the absolute value of is higher than or equal to the second threshold k2, the main controller controls the brake to apply a braking operation.

[0021] As an optional solution of the vehicle rollover prevention control method, the braking operation in step S42 includes pressurizing the brake cylinder of the vehicle and limiting the throttle opening of the vehicle.

[0022] As an optional scheme of the vehicle rollover prevention control method, the static parameters of the vehicle include the total mass m and wheelbase L of the vehicle, and the dynamic parameters of the vehicle at time t include the longitudinal speed u of the vehicle at time t t , the vertical force and yaw rate of each wheel of the vehicle and the centroid height H.

[0023] As an optional solution for the vehicle rollover prevention control method, the center of mass position of the vehicle at time t is calculated specifically including:

[0024] Calculate the distances between the center of mass of the vehicle and the front axle and rear axle of the vehicle in the x-axis direction, and calculate the distances between the center of mass of the vehicle and the left wheel and right wheel of the vehicle in the y-axis direction;

[0025] Get the x-axis and y-axis coordinate values ​​of the center of mass.

[0026] As an optional solution for the vehicle rollover prevention control method, the road slope value on which the vehicle is traveling at time t includes the lateral slope value at time t Longitudinal slope value

[0027] In a second aspect, the present invention provides a vehicle rollover prevention control system, comprising:

[0028] The parameter acquisition module is used to obtain the static parameters of the vehicle, the dynamic parameters at time t, and the slope value of the road surface on which the vehicle is traveling at time t;

[0029] The first calculation module is used to calculate the center of mass position of the vehicle at time t and the predicted road slope value at time t+1;

[0030] The second calculation module is used to calculate the lateral axle load transfer rate LTR at time t+1 based on the center of mass position of the vehicle at time t and the predicted slope value of the road surface at time t+1. t+1 ;

[0031] The control module is used to convert the lateral axle load transfer rate LTR at time t+1 t+1 The absolute value of is compared with a preset rollover threshold, and the vehicle is controlled to perform an anti-rollover operation according to the first comparison result.

[0032] In a third aspect, the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle anti-rollover control method as described above.

[0033] In a fourth aspect, the present invention provides a vehicle, comprising:

[0034] one or more processors;

[0035] A storage device for storing one or more programs;

[0036] When the one or more programs are executed by the one or more processors, the one or more processors implement the vehicle rollover prevention control method as described above.

[0037] The beneficial effects of the present invention are:

[0038] The vehicle anti-rollover control method provided by the present invention not only takes into account the complex road surface information when there is a slope, but also combines the current vehicle information with the predicted road surface information at the next moment, so as to intervene as early as possible before the signs of rollover appear to ensure vehicle stability, thereby minimizing the possibility of vehicle rollover and improving safety.

[0039] The vehicle anti-rollover control system provided by the present invention, by applying the above-mentioned vehicle anti-rollover control method, not only takes into account the complex road surface information when there is a slope, but also combines the current vehicle information with the predicted road surface information at the next moment, so as to intervene as early as possible before the signs of rollover appear to ensure vehicle stability, thereby minimizing the possibility of vehicle rollover and improving safety.

[0040] The computer-readable storage medium provided by the present invention stores a computer program thereon. When the program is executed by a processor, a vehicle anti-rollover control method is implemented. The method not only takes into account the complex road surface information when a slope exists, but also combines the current vehicle information with the predicted road surface information at the next moment, thereby intervening as early as possible before the signs of rollover appear to ensure vehicle stability, thereby minimizing the possibility of vehicle rollover and improving safety.

[0041] The vehicle provided by the present invention can implement the above-mentioned vehicle anti-rollover control method, which not only takes into account the complex road surface information when there is a slope, but also can combine the current vehicle information with the predicted road surface information at the next moment, so as to intervene as early as possible before the signs of rollover appear to ensure vehicle stability, thereby minimizing the possibility of vehicle rollover and improving safety.

[0042] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 The following is a flow chart of a vehicle rollover prevention control method provided by a specific embodiment of the present invention. Figure 1 ;

[0044] Figure 2 The following is a flow chart of a vehicle rollover prevention control method provided by a specific embodiment of the present invention. Figure 2 . DETAILED DESCRIPTION

[0045] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0046] In the description of the present invention, unless otherwise clearly specified and limited, the terms "connected", "connected", and "fixed" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0047] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0048] It should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In the description of the present invention, unless otherwise specified, "multiple" means two or more. In addition, the terms "first" and "second" are only used to distinguish in the description and have no special meaning. Among them, the terms "first position" and "second position" are two different positions.

[0049] The technical solution of the present invention is further described below with reference to the accompanying drawings and through specific implementation methods.

[0050] Embodiment 1

[0051] like Figure 1 As shown, this embodiment provides a vehicle rollover prevention control method, comprising the following steps:

[0052] S1. Obtain static parameters of the vehicle, dynamic parameters at time t, and obtain the slope value of the road surface on which the vehicle is traveling at time t;

[0053] S2. Calculate the center of mass position of the vehicle at time t and the predicted road slope value at time t+1;

[0054] S3. Calculate the lateral axle load transfer rate LTR at time t+1 based on the center of mass position of the vehicle at time t and the predicted road slope value at time t+1 t+1 ;

[0055] S4, the lateral axle load transfer rate LTR at time t+1 t+1 The absolute value of is compared with a preset rollover threshold, and the vehicle is controlled to perform an anti-rollover operation according to the first comparison result.

[0056] It can be understood that the vehicle anti-rollover control method provided in this embodiment not only takes into account the complex road surface information when there is a slope, but also combines the current vehicle information with the predicted road surface information at the next moment, so as to intervene as early as possible before the signs of rollover appear to ensure vehicle stability, thereby minimizing the possibility of vehicle rollover and improving safety.

[0057] The static parameters of the vehicle include the total mass m and wheelbase L of the vehicle, and the dynamic parameters of the vehicle at time t include the longitudinal velocity u of the vehicle at time t. t , the vertical force of each wheel of the vehicle (that is, the vertical forces on the left front wheel, right front wheel, left rear wheel, and right rear wheel are F fl 、F fr 、F rl 、F rr ), yaw rate and the height of the center of mass H. The road slope value that the vehicle is traveling on at time t includes the lateral slope value at time t. Longitudinal slope value

[0058] Specifically, the calculation in step S2 to obtain the center of mass position of the vehicle at time t specifically includes:

[0059] Calculate the distances between the center of mass of the vehicle and the front axle and rear axle of the vehicle in the x-axis direction, and calculate the distances between the center of mass of the vehicle and the left wheel and right wheel of the vehicle in the y-axis direction;

[0060] Get the x-axis and y-axis coordinate values ​​of the center of mass.

[0061] It can be understood that since the center of mass position of the vehicle is greatly affected by the vehicle loading condition and less affected by the vehicle suspension deformation, and usually the vehicle loading condition does not change frequently during the vehicle driving, the center of mass position can be estimated when the vehicle is in a stable operating condition and the suspension deformation is ignored.

[0062] Specifically, since the moment of the vehicle around the y-axis should be balanced when the vehicle is driving in a steady state, and the angular velocity of the vehicle body along the Pitch direction is extremely small (can be regarded as 0), F fl 、F fr 、F rl 、F rr 、u t , m, H and Substitute into the following formula (1):

[0063]

[0064] Where g is the acceleration due to gravity, a x is the distance between the center of mass and the front axle of the vehicle in the x-axis direction, b x is the distance between the center of mass in the x-axis direction and the rear axle of the vehicle, so the x-axis coordinate value of the center of mass at time t can be calculated.

[0065] Similarly, since the moment of the vehicle around the x-axis should also be balanced when the vehicle is driving in a steady state, F fl 、F fr 、F rl 、F rr 、u t ,m,H, and Substitute into the following formula (2):

[0066]

[0067] Among them, a y is the distance between the center of mass and the left wheel of the vehicle in the y-axis direction, b y is the distance between the center of mass in the y-axis direction and the right wheel of the vehicle, so the y-axis coordinate value of the center of mass at time t can be calculated.

[0068] In this embodiment, since we know the lateral slope value at time t Longitudinal slope value Therefore, the longitudinal slope vector at time t can be obtained as The lateral slope vector is Therefore, the spatial plane of the road surface at time t can be established through these two vectors. The normal vector of the spatial plane at this time should be Unit normal vector of a plane in space for:

[0069]

[0070] Among them, considering that the slope of the road changes relatively slowly in reality, it can be assumed that the vehicle will still be in this spatial plane for a short period of time in the future (i.e., between time t and time t+1).

[0071] From this we can get:

[0072] In the above formula, n is the time difference between time t and time t+1, and θ is the vehicle yaw angle at time t+1.

[0073] Thus, the rotation matrix R can be obtained:

[0074]

[0075] From this we can get the longitudinal slope vector at time t+1 and the lateral slope vector Right now:

[0076]

[0077]

[0078] Then the predicted road slope value (longitudinal slope value) at time t+1 in step S3 can be obtained. and lateral slope values ):

[0079]

[0080]

[0081] Considering that the lateral axle load transfer rate LTR is usually used as a dynamic rollover performance indicator of the vehicle in this field to quantitatively represent the rollover stability performance of the vehicle. That is, when the vehicle is driving on a curve or avoiding obstacles, the vehicle body has a certain lateral acceleration, causing the center of mass of the vehicle not to fall on the roll axis, but to be located above the roll axis, so that the inertial force acting on the vehicle body forms a roll moment rotating around the roll axis, and the vehicle body generates a roll angle. The situation in which the wheel load (vertical force) on one side increases and the load (vertical force) on the other side decreases due to the roll of the vehicle body is called load transfer caused by roll, as shown in the following formula:

[0082]

[0083] Among them, the absolute value of LTR represents the vertical load transfer of the wheels on both sides of the vehicle. When the absolute value of LTR is 100%, the vehicle will definitely roll over. Therefore, the absolute value of LTR is calculated to formulate a control method to prevent the vehicle from rolling over. And from the above formula, it can be seen that LTR is directly related to the vertical force of each wheel. Combining the above formulas, the following formula (3) can be obtained:

[0084]

[0085] Where v is the centripetal acceleration of the vehicle.

[0086] Furthermore, when the vehicle is running under stable conditions, it can be considered that F fl +F rl +F rr +F fr =m, so the above formula can be simplified to the following formula (4):

[0087]

[0088] At this time, the LTR can be calculated simply by using the current vehicle's center of mass position and the road slope value, and then the vehicle can be controlled to prevent rollover.

[0089] Therefore, the lateral axle load transfer rate LTR at time t+1 can be obtained by combining formula (4) with the calculated predicted road slope value at time t+1: t+1 , as shown in the following formula (5):

[0090]

[0091] It can be understood that in this embodiment, the lateral axle load transfer rate value at time t+1 is predicted by the predicted road slope value at time t+1, thereby estimating the risk of vehicle rollover at time t+1, and then taking corresponding measures to improve safety.

[0092] In this embodiment, combined with Figure 2 As shown, the preset rollover threshold includes a first threshold k1 and a second threshold k2, k1<k2<100%, and step S4 specifically includes the following steps:

[0093] S41. Determine the lateral axle load transfer rate LTR at time t+1 t+1 The absolute value of is higher than the first threshold k1;

[0094] S42, the lateral axle load transfer rate LTR at time t+1 t+1 The absolute value of is compared with the second threshold value k2, and the vehicle is controlled to perform an anti-rollover operation according to the second comparison result.

[0095] When the lateral load transfer rate LTR t+1 When the lateral axle load transfer rate LTR is less than or equal to the first threshold k1, it indicates that there is no risk of rollover and the vehicle can travel at the current speed. t+1 When the lateral axle load transfer rate LTR is greater than the first threshold k1 and less than the second threshold k2, there is a possibility of vehicle rollover, and the driver is reminded to take active measures (braking or steering measures) to avoid rollover through warning devices (sound, screen, etc.); t+1 When it is greater than the second threshold value k2, the main controller actively intervenes to perform braking operations to avoid the possibility of rollover due to the driver's untimely reaction.

[0096] It can be understood that, considering that the lateral axle load transfer rate value can only be changed by controlling the centripetal acceleration v in the above formula (5) to avoid the vehicle rolling over, the braking operation in step S42 includes pressurizing the vehicle's brake cylinder and limiting the vehicle's throttle opening, thereby achieving vehicle deceleration, avoiding the possibility of rolling over, and improving installability.

[0097] Embodiment 2

[0098] The present embodiment provides a vehicle rollover prevention control system, including a parameter acquisition module, a first calculation module, a second calculation module and a control module. The parameter acquisition module is used to acquire the static parameters of the vehicle, the dynamic parameters at time t, and the slope value of the road surface on which the vehicle is traveling at time t; the first calculation module is used to calculate the center of mass position of the vehicle at time t and the predicted slope value of the road surface at time t+1; the second calculation module is used to calculate the lateral axle load transfer rate LTR at time t+1 based on the center of mass position of the vehicle at time t and the predicted slope value of the road surface at time t+1. t+1 ; The control module is used to transfer the lateral axle load transfer rate LTR at time t+1 t+1 The absolute value of is compared with a preset rollover threshold, and the vehicle is controlled to perform an anti-rollover operation according to the first comparison result.

[0099] The vehicle anti-rollover control system provided in this embodiment not only takes into account the complex road surface information when there is a slope, but also combines the current vehicle information with the predicted road surface information at the next moment, so as to intervene as early as possible before the signs of rollover appear to ensure vehicle stability, thereby minimizing the possibility of vehicle rollover and improving safety.

[0100] In one embodiment, the preset rollover threshold includes a first threshold k1 and a second threshold k2, and the control module is further configured to:

[0101] Determine the lateral axle load transfer rate LTR at time t+1 t+1 The absolute value of is higher than the first threshold k1;

[0102] The lateral axle load transfer rate LTR at time t+1 t+1 The absolute value of is compared with the second threshold value k2, and the vehicle is controlled to perform an anti-rollover operation according to the second comparison result.

[0103] Furthermore, the control module is also used for:

[0104] At time t+1, the lateral axle load transfer rate LTR t+1 When the absolute value of is lower than the second threshold value k2, the main controller of the vehicle issues a warning by controlling the warning device;

[0105] At time t+1, the lateral axle load transfer rate LTR t+1 When the absolute value of is higher than or equal to the second threshold k2, the main controller controls the brake to apply a braking operation.

[0106] Embodiment 3

[0107] This embodiment provides a computer-readable storage medium, on which a computer program is stored. When the program is executed by a processor, the vehicle rollover prevention control method provided in the first embodiment is implemented. The method includes:

[0108] S1. Obtain static parameters of the vehicle, dynamic parameters at time t, and obtain the slope value of the road surface on which the vehicle is traveling at time t;

[0109] S2. Calculate the center of mass position of the vehicle at time t and the predicted road slope value at time t+1;

[0110] S3. Calculate the lateral axle load transfer rate LTR at time t+1 based on the center of mass position of the vehicle at time t and the predicted road slope value at time t+1 t+1 ;

[0111] S4, the lateral axle load transfer rate LTR at time t+1 t+1 The absolute value of is compared with a preset rollover threshold, and the vehicle is controlled to perform an anti-rollover operation according to the first comparison result.

[0112] The computer storage medium of the embodiment of the present invention can adopt any combination of one or more computer-readable media. The computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. The computer-readable storage medium can be, for example, but not limited to, a system, device or device of electricity, magnetism, light, electromagnetic, infrared, or semiconductor, or any combination of the above. More specific examples (non-exhaustive list) of computer-readable storage media include: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this document, a computer-readable storage medium can be any tangible medium containing or storing a program, which can be used by an instruction execution system, a device or a device or used in combination with it.

[0113] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, which carry computer-readable program code. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. Computer-readable signal media may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0114] The program code embodied on the computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0115] Computer program code for performing the operations of the present invention may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or terminal. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., through the Internet using an Internet service provider).

[0116] Embodiment 4

[0117] The vehicle provided in this embodiment is in the form of a universal terminal. The components of the vehicle may include, but are not limited to: a vehicle body, one or more processors, a storage device, and a bus connecting different system components (including a storage device and a processor). When one or more programs are executed by one or more processors, the one or more processors implement the automatic transmission temporary manual shift control method provided in the first embodiment.

[0118] The term "bus" refers to one or more of several types of bus structures, including a storage device bus or storage device controller, a peripheral bus, an accelerated graphics port, a processor, or a local bus using any of a variety of bus structures. For example, these architectures include, but are not limited to, the Industry Subversive Alliance (ISA) bus, the Micro Channel Architecture (MAC) bus, the Enhanced ISA bus, the Video Electronics Standards Association (VESA) local bus, and the Peripheral Component Interconnect (PCI) bus.

[0119] The vehicle typically includes a variety of computer system readable media. These media can be any available media that can be accessed by the vehicle, including volatile and non-volatile media, removable and non-removable media.

[0120] The storage device may include a computer system readable medium in the form of a volatile memory, such as a random access memory (RAM) and / or a cache memory. The vehicle may further include other removable / non-removable, volatile / non-volatile computer system storage media. By way of example only, the storage system may be used to read and write non-removable, non-volatile magnetic media (not shown in the figure, usually referred to as a "hard drive"). Although not shown in the figure, a disk drive for reading and writing a removable non-volatile disk (such as a "floppy disk"), and an optical disk drive for reading and writing a removable non-volatile optical disk, such as a read-only optical disk (Compact Disc Read-Only Memory, CD-ROM), a digital video disk (Digital Video Disc-Read Only Memory, DVD-ROM) or other optical media) may be provided. In these cases, each drive may be connected to the bus via one or more data medium interfaces. The storage device may include at least one program product having a set (e.g., at least one) of program modules that are configured to perform the functions of various embodiments of the present invention.

[0121] A program / utility having a set (at least one) of program modules may be stored, for example, in a storage device, such program modules including but not limited to an operating system, one or more application programs, other program modules, and program data, each of which or some combination may include an implementation of a network environment. The program modules generally perform the functions and / or methods of the embodiments described herein.

[0122] The vehicle may also communicate with one or more external devices (e.g., keyboards, pointing terminals, displays, etc.), one or more terminals that enable a user to interact with the vehicle, and / or any terminal that enables the vehicle to communicate with one or more other computing terminals (e.g., network cards, modems, etc.). Such communication may be performed through an input / output (I / O) interface. Furthermore, the vehicle may also communicate with one or more networks (e.g., a local area network (LAN), a wide area network (WAN), and / or a public network, such as the Internet) through a network adapter. The network adapter communicates with other modules of the vehicle through a bus. It should be understood that, although not shown in the figure, other hardware and / or software modules may be used in conjunction with the vehicle, including but not limited to: microcode, terminal drivers, redundant processors, external disk drive arrays, disk arrays (RAID) systems, tape drives, and data backup storage systems.

[0123] The processor executes various functional applications and data processing by running the program stored in the storage device to implement the vehicle rollover prevention control method provided in the first embodiment. The method includes:

[0124] S1. Obtain static parameters of the vehicle, dynamic parameters at time t, and obtain the slope value of the road surface on which the vehicle is traveling at time t;

[0125] S2. Calculate the center of mass position of the vehicle at time t and the predicted road slope value at time t+1;

[0126] S3. Calculate the lateral axle load transfer rate LTR at time t+1 based on the center of mass position of the vehicle at time t and the predicted road slope value at time t+1 t+1 ;

[0127] S4, the lateral axle load transfer rate LTR at time t+1 t+1 The absolute value of is compared with a preset rollover threshold, and the vehicle is controlled to perform an anti-rollover operation according to the first comparison result.

[0128] In the description of this specification, the description with reference to the terms "some embodiments", "other embodiments", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0129] The above contents are only preferred embodiments of the present invention. For ordinary technicians in this field, according to the concept of the present invention, there will be changes in the specific implementation methods and application scopes. The content of this specification should not be understood as limiting the present invention.

Claims

1. A vehicle rollover prevention control method, characterized in that: The following steps are involved: S1. Obtain static parameters of the vehicle, dynamic parameters at time t, and obtain the slope value of the road surface on which the vehicle is traveling at time t; S2. Calculate the center of mass position of the vehicle at time t and the predicted road slope value at time t+1; S3. Calculate the lateral axle load transfer rate LTR at time t+1 based on the center of mass position of the vehicle at time t and the predicted road slope value at time t+1 t+1 ; S4, the lateral axle load transfer rate LTR at time t+1 t+1 The absolute value of is compared with a preset rollover threshold, and the vehicle is controlled to perform an anti-rollover operation according to the first comparison result; The predicted road slope value at time t+1 obtained by calculation in step S2 specifically includes: According to the lateral slope value at time t Longitudinal slope value The longitudinal slope vector at time t is obtained as The lateral slope vector is According to the longitudinal slope vector and the lateral slope vector, a spatial plane of the road surface at time t is established. The normal vector of the spatial plane should be The unit normal vector of the space plane for: From this we get: In the above formula, n is the time difference between time t and time t+1, and θ is the vehicle yaw angle at time t+1; So we get the rotation matrix R: This gives the longitudinal slope vector at time t+1 and the lateral slope vector Right now: Then, the longitudinal slope value in the predicted road slope value at time t+1 in step S3 is obtained. and lateral slope values 2. The vehicle rollover prevention control method according to claim 1, characterized in that: The preset rollover threshold includes a first threshold k1 and a second threshold k2. Step S4 specifically includes the following steps: S41. Determine the lateral axle load transfer rate LTR at time t+1 t+1 The absolute value of is higher than the first threshold k1; S42, the lateral axle load transfer rate LTR at time t+1 t+1 The absolute value of is compared with the second threshold value k2, and the vehicle is controlled to perform an anti-rollover operation according to the second comparison result.

3. The vehicle rollover prevention control method according to claim 2, characterized in that , step S42 specifically includes: At time t+1, the lateral axle load transfer rate LTR t+1 When the absolute value of is lower than the second threshold value k2, the main controller of the vehicle issues a warning by controlling the warning device; At time t+1, the lateral axle load transfer rate LTR t+1 When the absolute value of is higher than or equal to the second threshold k2, the main controller controls the brake to apply a braking operation.

4. The vehicle rollover prevention control method according to claim 3, characterized in that: The braking operation in step S42 includes pressurizing the brake cylinder of the vehicle and limiting the throttle opening of the vehicle.

5. The vehicle rollover prevention control method according to any one of claims 1 to 4, characterized in that: The static parameters of the vehicle include the total mass m and wheelbase L of the vehicle, and the dynamic parameters of the vehicle at time t include the longitudinal velocity u of the vehicle at time t. t , the vertical force and yaw rate of each wheel of the vehicle and the height H of the center of mass.

6. The vehicle rollover prevention control method according to any one of claims 1 to 4, characterized in that: The calculation of the center of mass position of the vehicle at time t specifically includes: Calculate the distances between the center of mass of the vehicle and the front axle and rear axle of the vehicle in the x-axis direction, and calculate the distances between the center of mass of the vehicle and the left wheel and right wheel of the vehicle in the y-axis direction; Get the x-axis and y-axis coordinate values ​​of the center of mass.

7. The vehicle rollover prevention control method according to any one of claims 1 to 4, characterized in that: The road slope value that the vehicle is traveling on at time t includes the lateral slope value at time t. Longitudinal slope value 8. A vehicle rollover prevention control system, characterized in that: include: The parameter acquisition module is used to obtain the static parameters of the vehicle, the dynamic parameters at time t, and the slope value of the road surface on which the vehicle is traveling at time t; The first calculation module is used to calculate the center of mass position of the vehicle at time t and the predicted road slope value at time t+1; The second calculation module is used to calculate the lateral axle load transfer rate LTR at time t+1 based on the center of mass position of the vehicle at time t and the predicted slope value of the road surface at time t+1. t+1 ; The control module is used to convert the lateral axle load transfer rate LTR at time t+1 t+1 The absolute value of is compared with a preset rollover threshold, and the vehicle is controlled to perform an anti-rollover operation according to the first comparison result; The predicted road slope value at time t+1 obtained by the calculation in the first calculation module specifically includes: According to the lateral slope value at time t Longitudinal slope value The longitudinal slope vector at time t is obtained as The lateral slope vector is According to the longitudinal slope vector and the lateral slope vector, a spatial plane of the road surface at time t is established. The normal vector of the spatial plane should be The unit normal vector of the space plane for: From this we get: In the above formula, n is the time difference between time t and time t+1, and θ is the vehicle yaw angle at time t+1; So we get the rotation matrix R: This gives the longitudinal slope vector at time t+1 and the lateral slope vector Right now: Then, the longitudinal slope value in the predicted road slope value at time t+1 in the second calculation module is obtained. and lateral slope values 9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the vehicle rollover prevention control method according to any one of claims 1 to 7 is implemented.

10. A vehicle, characterized in that: The vehicle comprises: one or more processors; A storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the vehicle rollover prevention control method according to any one of claims 1 to 7.

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