Safety control method, processor, safety control device and vehicle for vehicle

Abstract

The present invention relates to the field of vehicle technology, and discloses a safety control method, processor, safety control device, and vehicle for a vehicle. The method comprises: obtaining the height of the center of mass of the vehicle in a state where no axle load transfer occurs; obtaining a first distance between the center of mass and the center line of the front axle and a second distance between the center of mass and the center line of the rear axle in a state where no axle load transfer occurs; obtaining a first slope and acceleration of the vehicle; determining the maximum safe acceleration of the vehicle based on the second distance, the height of the center of mass, and the first slope; determining the maximum safe deceleration of the vehicle based on the first distance, the height of the center of mass, and the first slope; and controlling the vehicle to enter an active anti-rollover state when the acceleration is greater than the maximum safe acceleration or less than the maximum safe deceleration. This method avoids the risk of the vehicle rolling over due to excessive acceleration or excessive driving torque, and avoids the risk of the vehicle rolling over due to excessive absolute value of vehicle deceleration or excessive braking torque, thereby improving the safety of vehicle driving.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a safety control method, a processor, a safety control device and a vehicle for a vehicle. Background Art

[0002] With the development of society, the types and number of vehicles are increasing. Based on their purpose, vehicles can be divided into two main categories: buses and trucks. Traffic accidents caused by vehicle rollovers are also increasing. This is especially true when driving on steep uphill or downhill slopes, where vehicle stability is difficult to ensure. When a vehicle rolls over, it poses serious risks to occupants, roadside personnel, and other vehicles. Currently, vehicles primarily accelerate or decelerate in response to the driver's accelerator or brake pedal. Improper human operation can easily lead to the risk of vehicle rollovers, compromising safety. Summary of the Invention

[0003] In order to overcome the deficiencies of the prior art, embodiments of the present invention provide a safety control method, a processor, a safety control device, and a vehicle for a vehicle.

[0004] In order to achieve the above object, the present invention provides a first aspect of a safety control method for a vehicle, the method comprising:

[0005] Obtain the center of mass height of the vehicle when no axle load transfer occurs;

[0006] Obtaining a first distance between the center of mass of the vehicle and the centerline of the front axle and a second distance between the center of mass and the centerline of the rear axle when no axle load transfer occurs;

[0007] Obtaining the first slope and acceleration of the vehicle;

[0008] determining a maximum safe acceleration of the vehicle based on the second distance, the center of mass height, and the first slope;

[0009] determining a maximum safe deceleration of the vehicle based on the first distance, the center of mass height, and the first slope;

[0010] When the acceleration is greater than the maximum safe acceleration or less than the maximum safe deceleration, the vehicle is controlled to enter an active anti-rollover state.

[0011] In an embodiment of the present invention, when the acceleration is greater than the maximum safe acceleration, controlling the vehicle to enter the active anti-rollover state includes:

[0012] Set the vehicle's accelerator pedal to a disabled state;

[0013] determining a safe driving torque of the vehicle according to the first slope and the maximum safe acceleration;

[0014] The driving torque of the vehicle's drive device is prohibited from exceeding the safe driving torque.

[0015] In an embodiment of the present invention, when the acceleration is less than the safety deceleration, controlling the vehicle to enter the active anti-rollover state includes:

[0016] Setting the vehicle's brake pedal to a disabled state;

[0017] determining a safe braking torque of the vehicle according to the first slope and the maximum safe deceleration;

[0018] The braking torque of the vehicle's braking device is prohibited from exceeding the safe braking torque.

[0019] In an embodiment of the present invention, the method further includes:

[0020] Control the vehicle to exit the active anti-rollover state under preset conditions, which include: the acceleration is not greater than the maximum safe acceleration or not less than the maximum safe deceleration.

[0021] In an embodiment of the present invention, obtaining the center of mass height of the vehicle in a state where no axle load transfer occurs includes:

[0022] Obtaining a first front axle load, a first rear axle load, and a second slope of the vehicle when the vehicle is in a stationary state;

[0023] Determine the vehicle mass according to the first front axle load, the first rear axle load and the second slope;

[0024] Obtaining a second front axle load or a second rear axle load of the vehicle in an accelerating state;

[0025] Determine the height of the vehicle's center of mass in a state where no axle load transfer occurs based on the first front axle load, the second front axle load, the vehicle mass and the driving acceleration under acceleration, or based on the first rear axle load, the second rear axle load, the vehicle mass and the driving acceleration under acceleration.

[0026] In an embodiment of the present invention, obtaining a first distance between the center of mass of the vehicle and the centerline of the front axle and a second distance between the center of mass and the centerline of the rear axle when no axle load transfer occurs includes:

[0027] Determining a first distance between the center of mass of the vehicle and the center line of the front axle when no axle load transfer occurs based on the first rear axle load, the vehicle mass, the second slope, and the center of mass height;

[0028] A second distance between the center of mass of the vehicle and the center line of the rear axle when no axle load transfer occurs is determined based on the first front axle load, the vehicle mass, the second slope and the center of mass height.

[0029] In an embodiment of the present invention, determining the maximum safe acceleration of the vehicle according to the second distance, the center of mass height, and the first slope includes:

[0030] determining a maximum acceleration limit of the vehicle based on the second distance, the center of mass height, and the first slope;

[0031] The maximum safety acceleration is determined according to the maximum limit acceleration, and the maximum safety acceleration is less than the maximum limit acceleration;

[0032] Determining the maximum safe deceleration of the vehicle according to the first distance, the center of mass height, and the first slope includes:

[0033] determining a maximum limit deceleration of the vehicle based on the first distance, the center of mass height, and the first slope;

[0034] The maximum safe deceleration is determined based on the maximum limit deceleration, and the maximum safe deceleration is greater than the maximum limit deceleration.

[0035] A second aspect of the present invention provides a processor configured to execute the above-mentioned safety control method for a vehicle.

[0036] A third aspect of the present invention provides a safety control device for a vehicle, comprising:

[0037] An inclination sensor for detecting a first slope on which the vehicle is positioned and a second slope when the vehicle is stationary;

[0038] A strain sensor is used to detect a first front axle load and a first rear axle load of the vehicle when the vehicle is in a stationary state, and a second front axle load and a second rear axle load of the vehicle when the vehicle is in an accelerated state;

[0039] an acceleration sensor for detecting the acceleration of the vehicle; and

[0040] The processor mentioned above.

[0041] A fourth aspect of the present invention provides a vehicle comprising the above-mentioned device.

[0042] In an embodiment of the present invention, a tilt sensor (slope sensor) can be used to detect the first slope of the vehicle in real time, and an acceleration sensor can be used to detect the current acceleration (including deceleration) of the vehicle in real time; the center of mass height, the first distance between the center of mass and the center line of the front axle, and the second distance between the center of mass and the center line of the rear axle in a state where no axle load transfer occurs are obtained; then, based on the second distance, the center of mass height, and the first slope, the maximum safe acceleration of the vehicle is determined; based on the first distance, the center of mass height, and the first slope, the maximum safe deceleration of the vehicle is determined; when the acceleration is greater than the maximum safe acceleration or (deceleration) is less than the maximum safe deceleration, the vehicle is controlled to enter an active anti-rollover state. In this way, the risk of vehicle rollover due to excessive acceleration or excessive driving torque is avoided, and the risk of vehicle rollover due to excessive absolute deceleration or excessive braking torque is avoided, thereby improving vehicle driving safety.

[0043] When the center of mass of the vehicle increases due to reasons such as overloading, or when the axle load distribution between the front and rear of the vehicle is uneven, accelerating uphill (or in situ) and braking downhill (or in situ) may cause the vehicle to roll over. In an embodiment of the present invention, a slope sensor and an acceleration sensor are used to monitor the driving condition of the vehicle in real time, which can actively judge and pre-identify the potential rollover risk of the current driving, and automatically adopt corresponding driving strategies and protective measures without the need for human response and intervention, making driving safer. The safety control method provided by the embodiment of the present invention is universal and applicable to driving scenarios in multiple fields such as new energy trucks, passenger buses, and new energy sanitation vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] The accompanying drawings are used to provide a further understanding of the embodiments of the present invention and constitute a part of the specification. Together with the following detailed description, they are used to explain the embodiments of the present invention, but do not constitute a limitation of the embodiments of the present invention. In the accompanying drawings:

[0045] Figure 1 A flowchart of a vehicle safety control method according to an embodiment of the present invention is schematically shown;

[0046] Figure 2 The figure schematically shows a hardware connection diagram of a vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0047] The following describes the specific implementation of the embodiment of the present invention in detail with reference to the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the embodiment of the present invention and is not used to limit the embodiment of the present invention.

[0048] It should be noted that if the implementation methods of this application involve directional indications (such as up, down, left, right, front, back, etc.), such directional indications are only used to explain the relative position relationship, movement status, etc. between the various components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0049] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of this application, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features specified as "first" and "second" may explicitly or implicitly include at least one of such features. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the fact that they can be implemented by ordinary technicians in this field. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0050] Figure 1 The flowchart of the safety control method for a vehicle provided in accordance with an embodiment of the present invention is schematically shown. Figure 1 As shown, in one embodiment of the present invention, a safety control method for a vehicle is provided, comprising the following steps:

[0051] Step 101, obtaining the center of mass height of the vehicle in a state where no axle load transfer occurs;

[0052] Step 102, obtaining a first distance between the center of mass of the vehicle and the center line of the front axle and a second distance between the center of mass and the center line of the rear axle when no axle load transfer occurs;

[0053] Step 103, obtaining a first slope and acceleration of the vehicle;

[0054] Step 104, determining the maximum safe acceleration of the vehicle based on the second distance, the center of mass height, and the first slope;

[0055] Step 105, determining a maximum safe deceleration of the vehicle based on the first distance, the center of mass height, and the first slope;

[0056] Step 106 : When the acceleration is greater than the maximum safe acceleration or less than the maximum safe deceleration, control the vehicle to enter an active anti-rollover state.

[0057] Exemplarily, a vehicle in a state without axle load transfer includes: the vehicle being stationary on flat ground and the vehicle being driven at a constant speed on flat ground; that is, the vehicle is in force balance on flat ground. A vehicle in a state with axle load transfer includes: the vehicle being stationary on a slope, the vehicle being driven at a constant speed on a slope, the vehicle accelerating on a slope, the vehicle decelerating on a slope, the vehicle accelerating on flat ground, the vehicle decelerating on flat ground; that is, the vehicle is not in force balance on flat ground and the vehicle is on a slope. A vehicle on a slope includes both going uphill and downhill. When a vehicle accelerates, it has positive acceleration, which is usually when the driver presses the accelerator pedal and the accelerator pedal is in an effective state; the greater the acceleration, the faster the vehicle accelerates. When a vehicle decelerates, it has negative acceleration, that is, deceleration, which is usually when the driver presses the brake pedal and the brake pedal is in an effective state; the smaller the acceleration of the vehicle during deceleration, or the larger the absolute value of the deceleration, the faster the vehicle decelerates.

[0058] The height of the center of mass of the vehicle in a state where no axle load transfer occurs is recorded as h, the first distance between the center of mass of the vehicle and the center line of the front axle in a state where no axle load transfer occurs is recorded as a, and the second distance between the center of mass of the vehicle and the center line of the rear axle in a state where no axle load transfer occurs is recorded as b. There are many types and uses of vehicles. In one embodiment, if the center of mass position of the vehicle is relatively fixed and does not change frequently or changes only slightly due to reasons such as loading cargo or carrying passengers, the center of mass position of the vehicle can be measured in advance according to relevant standard methods of the vehicle, and the relevant data (i.e., the parameter values ​​of a, b, and h) can be stored. At this time, it is only necessary to obtain the parameter values ​​of a, b, and h stored in advance. In another embodiment, if the center of mass position of the vehicle changes greatly due to reasons such as loading cargo or carrying passengers, then it is necessary to first calculate the values ​​of a, b, and h.

[0059] While the vehicle is driving, the inclination sensor (slope sensor) can be used to detect the first slope the vehicle is on in real time, and the acceleration sensor can be used to detect the vehicle's current acceleration (including deceleration) in real time. The maximum safe acceleration of the vehicle is then determined based on the second distance b, the center of mass height h, and the first slope. The maximum safe deceleration of the vehicle is also determined based on the first distance a, the center of mass height h, and the first slope. When the acceleration is greater than the maximum safe acceleration or (the deceleration) is less than the maximum safe deceleration, the vehicle is controlled to enter an active anti-rollover state. This avoids the risk of the vehicle rolling over due to excessive acceleration or excessive driving torque, and avoids the risk of the vehicle rolling over due to excessive absolute deceleration or excessive braking torque, thereby improving vehicle driving safety.

[0060] When the center of mass of the vehicle increases due to reasons such as overloading, or when the axle load distribution between the front and rear of the vehicle is uneven, accelerating uphill (or in situ) and braking downhill (or in situ) may cause the vehicle to roll over. In an embodiment of the present invention, a slope sensor and an acceleration sensor are used to monitor the driving condition of the vehicle in real time, which can actively judge and pre-identify the potential rollover risk of the current driving, and automatically adopt corresponding driving strategies and protective measures without the need for human response and intervention, making driving safer. The safety control method provided by the embodiment of the present invention is universal and applicable to driving scenarios in multiple fields such as new energy trucks, passenger buses, and new energy sanitation vehicles.

[0061] In one embodiment, determining the maximum safe acceleration of the vehicle based on the second distance, the center of mass height, and the first slope includes: determining the maximum limit acceleration of the vehicle based on the second distance, the center of mass height, and the first slope; and determining the maximum safe acceleration based on the maximum limit acceleration, wherein the maximum safe acceleration is less than the maximum limit acceleration. Determining the maximum safe deceleration of the vehicle based on the first distance, the center of mass height, and the first slope includes: determining the maximum limit deceleration of the vehicle based on the first distance, the center of mass height, and the first slope; and determining the maximum safe deceleration based on the maximum limit deceleration, wherein the maximum safe deceleration is greater than the maximum limit deceleration. Since deceleration is a negative value, the fact that the maximum safe deceleration is greater than the maximum limit deceleration can be understood as meaning that the absolute value of the maximum safe deceleration is less than the absolute value of the maximum limit deceleration.

[0062] Regarding the numerical settings of the vehicle's currently allowed maximum safe acceleration and maximum safe deceleration, in order to ensure driving safety, a certain safety margin needs to be reserved for the vehicle's currently allowed maximum limit acceleration and maximum limit deceleration. For example, the maximum safe acceleration can be set to 80%-90% of the maximum limit acceleration, and the maximum safe deceleration can be set to 80%-90% of the maximum limit acceleration.

[0063] According to automobile theory, in order to prevent the vehicle from tipping over during acceleration, the front axle load of the vehicle must be ≥ 0, that is:

[0064]

[0065] Then calculate the maximum acceleration of the vehicle Aamax:

[0066]

[0067] Where m is the vehicle's mass, g is the acceleration due to gravity, b is the second distance between the center of mass and the centerline of the rear axle, θ is the vehicle's first slope, L is the vehicle's wheelbase, and h is the height of the vehicle's center of mass without axle load transfer. The maximum safe acceleration Aamax′ can be calculated based on the maximum limit acceleration Aamax.

[0068] According to automobile theory, in order to prevent the vehicle from tipping over when decelerating, the rear axle load of the vehicle must be ≥ 0, that is:

[0069]

[0070] Then the maximum deceleration Abmax of the vehicle is obtained:

[0071]

[0072] Where a is the first distance between the center of mass and the centerline of the front axle. The maximum safe deceleration Abmax′ can be calculated based on the maximum limit deceleration Abmax.

[0073] The acceleration sensor can be used to collect vehicle acceleration information. When the vehicle is accelerating and the acceleration A is greater than Aamax', the active anti-rollover function is triggered, and the vehicle is controlled to enter the active anti-rollover state. Alternatively, when the vehicle is decelerating and the deceleration A is less than Abmax' (i.e., the absolute value of the deceleration is large), the active anti-rollover function is triggered, and the vehicle is controlled to enter the active anti-rollover state.

[0074] In one embodiment, when the acceleration exceeds the maximum safe acceleration, controlling the vehicle to enter an active rollover prevention state includes: disabling the vehicle's accelerator pedal; determining a safe driving torque for the vehicle based on a first slope and the maximum safe acceleration; and prohibiting the driving torque of the vehicle's drive device from exceeding the safe driving torque. In one embodiment, the method further includes controlling the vehicle to exit the active rollover prevention state when the acceleration is not greater than the maximum safe acceleration.

[0075] When the vehicle is accelerating and the active rollover prevention function is engaged (i.e., the vehicle enters the active rollover prevention state), the VCU (vehicle control unit) disables the accelerator pedal and controls the drive torque of the drive motor (i.e., the drive unit) in real time based on the current real-time slope and the maximum safe acceleration Aamax' to prevent the vehicle from tipping over due to acceleration. When A ≤ Aamax', the active rollover prevention function is deactivated, the vehicle exits the active rollover prevention state, the accelerator pedal returns to its active state, and the vehicle drives normally, ensuring normal driving.

[0076] Specifically, when the active anti-rollover function is not triggered (i.e., the vehicle has not entered the active anti-rollover state or the vehicle has exited the active anti-rollover state), the VCU senses the driver's acceleration intention through the collected signals such as the accelerator pedal opening and gear position, calculates the required driving torque information, and sends the driving torque information from the VCU to the MCU (motor controller) via the CAN bus. After receiving the corresponding control signal, the MCU controls the motor to perform the corresponding action. When the active anti-rollover function is triggered (i.e., the vehicle enters the active anti-rollover state), the VCU still collects the accelerator pedal opening signal and identifies the driver's acceleration requirement through the accelerator pedal opening signal, but no longer responds to the accelerator pedal opening signal. Instead, it calculates the corresponding driving torque information based on the current real-time slope and the corresponding calculated maximum safe acceleration, and sends the driving torque information to the MCU via the CAN (Controller Area Network) bus. The MCU controls and adjusts the driving torque of the drive motor until the active anti-rollover function is exited, and then restores normal control of the entire vehicle.

[0077] Figure 2 The hardware connection diagram of a vehicle according to an embodiment of the present invention is schematically shown. The vehicle includes: an axle load detection device 10, an acceleration sensor 11, a slope sensor 12, a VCU (vehicle controller 13), a drive motor 14 and a braking system 15, etc. Among them, the axle load detection device 10 can be a strain sensor, and the slope sensor 12 can be an inclination sensor. The axle load detection device 10, the acceleration sensor 11 and the slope sensor 12 are all connected to the vehicle controller 13, and the vehicle controller 13 can receive signals transmitted by the axle load detection device 10, the acceleration sensor 11 and the slope sensor 12. The drive motor 14 and the braking system 15 are both connected to the vehicle controller 13, and the vehicle controller 13 can control the drive motor 14 and the braking system 15.

[0078] In one embodiment, when the acceleration is less than the maximum safe deceleration, controlling the vehicle to enter an active rollover prevention state includes: setting the vehicle's brake pedal to a disabled state; determining the vehicle's safe braking torque based on the first slope and the maximum safe deceleration; and prohibiting the vehicle's braking device's braking torque from exceeding the safe braking torque. In one embodiment, the method further includes: controlling the vehicle to exit the active rollover prevention state when the acceleration is not less than the maximum safe deceleration. Acceleration not less than the maximum safe deceleration can also be understood as the absolute value of the deceleration being less than or equal to the absolute value of the maximum safe deceleration.

[0079] When the vehicle is decelerating and the active rollover prevention function is engaged (the vehicle enters the active rollover prevention state), the VCU controls the brake pedal to be inoperative. It then controls the braking torque of the braking system (or braking device) in real time based on the current real-time slope and the maximum safe deceleration Abmax' to prevent the vehicle from tipping over due to braking. When A ≥ Abmax', the active rollover prevention function is deactivated, the vehicle exits the active rollover prevention state, the brake pedal returns to its active state, and the vehicle brakes normally, ensuring normal driving.

[0080] Specifically, when the active anti-rollover function is not triggered (i.e., the vehicle has not entered the active anti-rollover state or has exited the active anti-rollover state), the VCU senses the driver's braking intention through the signal collected from the brake pedal travel sensor, calculates the braking torque information required by the brake chamber or wheel cylinder, and transmits this braking torque information from the VCU to the corresponding solenoid valve via the CAN bus. After receiving the control signal, the solenoid valve adjusts the air pressure or hydraulic pressure to achieve braking torque control. When the active anti-rollover function is triggered, the VCU still collects the signal from the brake pedal travel sensor and uses this signal to identify the driver's braking deceleration requirement, but no longer responds to this signal. Instead, it calculates the corresponding braking torque information based on the current real-time slope and the corresponding calculated maximum safe deceleration, and transmits it to the solenoid valve via the CAN bus. The solenoid valve controls and adjusts the braking torque of the braking system until the active anti-rollover function is exited, at which point normal vehicle control is restored.

[0081] In one embodiment, obtaining the center of mass height of the vehicle in a state where no axle load transfer occurs includes: obtaining the first front axle load, the first rear axle load and the second slope of the vehicle in a stationary state; determining the vehicle's total mass based on the first front axle load, the first rear axle load and the second slope; obtaining the second front axle load or the second rear axle load of the vehicle in an accelerated state (which can be understood as the process of the vehicle powering on the chassis from stationary to starting to drive); determining the center of mass height of the vehicle in a state where no axle load transfer occurs based on the first front axle load, the second front axle load, the total mass of the vehicle and the driving acceleration in the accelerated state, or based on the first rear axle load, the second rear axle load, the total mass of the vehicle and the driving acceleration in the accelerated state.

[0082] For example, (1) the chassis is powered on, the current slope information θ is collected through the slope sensor, and the current vehicle starting and driving condition (uphill: θ>0°, downhill: θ<0°, flat ground: θ=0°) is identified;

[0083] (2) The first front axle load F is collected by an axle load monitoring device (such as a strain sensor) under the static load state of the vehicle (the vehicle can be in a stationary state). f 、First rear axle load F r ;

[0084] (3) According to automobile theory:

[0085] Vehicle quality Where g is the acceleration due to gravity;

[0086] (4) When the vehicle starts accelerating, the second front axle load F is collected by the axle load monitoring device and the acceleration sensor during the vehicle acceleration process. f ', second rear axle load F ′ r , acceleration A (acceleration: A>0, deceleration: A<0, uniform speed: A=0);

[0087] (5) Assume that the height of the center of mass of the vehicle when no axle load transfer occurs (i.e., the vehicle is in a state where no axle load transfer occurs) is h, the distance between the center of mass and the center line of the front axle is a, the distance between the center of mass and the center line of the rear axle is b, and the wheelbase is L. Ignoring the rotating mass inertia resistance moment, rolling resistance moment, and air lift, which have little influence during driving, it can be known from automobile theory that:

[0088]

[0089]

[0090]

[0091]

[0092] (6) Calculate the vehicle's center of mass height h:

[0093]

[0094] or

[0095]

[0096] In one embodiment, obtaining a first distance between the center of mass of the vehicle and the center line of the front axle and a second distance between the center of mass and the center line of the rear axle in a state where no axle load transfer occurs includes: determining the first distance between the center of mass of the vehicle and the center line of the front axle in a state where no axle load transfer occurs based on the first rear axle load, the vehicle mass, the second slope and the height of the center of mass; determining the second distance between the center of mass of the vehicle and the center line of the rear axle in a state where no axle load transfer occurs based on the first front axle load, the vehicle mass, the second slope and the height of the center of mass.

[0097] The first distance a between the center of mass and the centerline of the front axle:

[0098]

[0099] Distance b from the center of mass to the centerline of the rear axle:

[0100]

[0101] There are many types and uses of vehicles. In one embodiment, if the center of mass position of the vehicle is relatively fixed and will not change frequently or the changes are small due to reasons such as loading cargo or carrying passengers, the center of mass position of the vehicle can be measured in advance according to the relevant standard method of the vehicle, and the relevant data (i.e., the parameter values ​​of a, b and h) can be stored. At this time, it is only necessary to obtain the parameter values ​​of a, b and h stored in advance. In this case, there is no need to install an axle load detection device, the cost of the whole vehicle is reduced, and the relevant calculation and control processes are simplified. In another embodiment, if the center of mass position of the vehicle will change greatly due to reasons such as loading cargo or carrying passengers, then it is necessary to first calculate the values ​​of a, b and h. In this case, real-time monitoring of axle load changes can be achieved to improve safety and reliability.

[0102] For example, the safety control method for a vehicle provided by an embodiment of the present invention can be applied to new energy commercial vehicles, and provides a control method for active anti-rollover of new energy commercial vehicles. New energy commercial vehicles are developing rapidly and are widely used in scenarios such as mines, ports, steel mills, coal bases, urban logistics, and engineering sanitation. By utilizing the safety control method for a vehicle provided by an embodiment of the present invention, the driving stability of new energy commercial vehicles is more guaranteed, and dangerous accidents caused by vehicle rollover are reduced. Of course, the safety control method for a vehicle provided by an embodiment of the present invention can also be applied to other types of vehicles, without limitation.

[0103] In an embodiment of the present invention, a tilt sensor (slope sensor) can be used to detect the first slope of the vehicle in real time, and an acceleration sensor can be used to detect the current acceleration (including deceleration) of the vehicle in real time; the center of mass height, the first distance between the center of mass and the center line of the front axle, and the second distance between the center of mass and the center line of the rear axle in a state where no axle load transfer occurs are obtained; then, based on the second distance, the center of mass height, and the first slope, the maximum safe acceleration of the vehicle is determined; based on the first distance, the center of mass height, and the first slope, the maximum safe deceleration of the vehicle is determined; when the acceleration is greater than the maximum safe acceleration or (deceleration) is less than the maximum safe deceleration, the vehicle is controlled to enter an active anti-rollover state. In this way, the risk of vehicle rollover due to excessive acceleration or excessive driving torque is avoided, and the risk of vehicle rollover due to excessive absolute deceleration or excessive braking torque is avoided, thereby improving vehicle driving safety.

[0104] It should be noted that in the prior art, most of the considerations are the rollover risk of the vehicle caused by excessive lateral acceleration when the vehicle is turning or driving on a lateral slope. This only considers the rollover risk caused by excessive lateral acceleration of the vehicle. It does not consider the risk of the vehicle (front and rear) tipping over caused by uphill (or stationary) acceleration and downhill (or stationary) braking when the center of mass of the vehicle increases due to overloading or other reasons, or when the axle load distribution of the front and rear axles of the vehicle is uneven. In an embodiment of the present invention, a slope sensor and an acceleration sensor are used to monitor the driving condition of the vehicle in real time, which can actively judge and pre-identify the potential tipping risk of the current driving, and automatically take corresponding driving strategies and protective measures without the need for human response and intervention, making driving safer, smarter and more reliable. The safety control method provided in the embodiment of the present invention is universal and applicable to driving scenarios in multiple fields such as new energy trucks, passenger buses, and new energy sanitation vehicles.

[0105] An embodiment of the present invention provides a processor configured to execute a safety control method for a vehicle according to any one of the above embodiments.

[0106] Specifically, the processor may be configured to:

[0107] Obtain the center of mass height of the vehicle when no axle load transfer occurs;

[0108] Obtaining a first distance between the center of mass of the vehicle and the centerline of the front axle and a second distance between the center of mass and the centerline of the rear axle when no axle load transfer occurs;

[0109] Obtaining the first slope and acceleration of the vehicle;

[0110] determining a maximum safe acceleration of the vehicle based on the second distance, the center of mass height, and the first slope;

[0111] determining a maximum safe deceleration of the vehicle based on the first distance, the center of mass height, and the first slope;

[0112] When the acceleration is greater than the maximum safe acceleration or less than the safe deceleration, the vehicle is controlled to enter the active anti-rollover state.

[0113] In an embodiment of the present invention, the processor is configured to:

[0114] When the acceleration is greater than the maximum safe acceleration, controlling the vehicle to enter the active anti-rollover state includes:

[0115] Set the vehicle's accelerator pedal to a disabled state;

[0116] determining a safe driving torque of the vehicle according to the first slope and the maximum safe acceleration;

[0117] The driving torque of the vehicle's drive device is prohibited from exceeding the safe driving torque.

[0118] In an embodiment of the present invention, the processor is configured to:

[0119] When the acceleration is less than the maximum safe deceleration, controlling the vehicle to enter the active anti-rollover state includes:

[0120] Setting the vehicle's brake pedal to a disabled state;

[0121] determining a safe braking torque of the vehicle according to the first slope and the maximum safe deceleration;

[0122] The braking torque of the vehicle's braking device is prohibited from exceeding the safe braking torque.

[0123] In an embodiment of the present invention, the processor is configured to:

[0124] Control the vehicle to exit the active anti-rollover state under preset conditions, which include: the acceleration is not greater than the maximum safe acceleration or not less than the maximum safe deceleration.

[0125] In an embodiment of the present invention, the processor is configured to:

[0126] Obtaining the center of mass height of the vehicle when no axle load transfer occurs includes:

[0127] Obtaining a first front axle load, a first rear axle load, and a second slope of the vehicle when the vehicle is in a stationary state;

[0128] Determine the vehicle mass according to the first front axle load, the first rear axle load and the second slope;

[0129] Obtaining a second front axle load or a second rear axle load of the vehicle in an accelerating state;

[0130] Determine the height of the vehicle's center of mass in a state where no axle load transfer occurs based on the first front axle load, the second front axle load, the vehicle mass and the driving acceleration under acceleration, or based on the first rear axle load, the second rear axle load, the vehicle mass and the driving acceleration under acceleration.

[0131] In an embodiment of the present invention, the processor is configured to:

[0132] Obtaining a first distance between the center of mass of the vehicle and the centerline of the front axle and a second distance between the center of mass and the centerline of the rear axle when no axle load transfer occurs includes:

[0133] Determining a first distance between the center of mass of the vehicle and the center line of the front axle when no axle load transfer occurs based on the first rear axle load, the vehicle mass, the second slope, and the center of mass height;

[0134] A second distance between the center of mass of the vehicle and the center line of the rear axle when no axle load transfer occurs is determined based on the first front axle load, the vehicle mass, the second slope and the center of mass height.

[0135] In an embodiment of the present invention, the processor is configured to:

[0136] Determining the maximum safe acceleration of the vehicle based on the second distance, the center of mass height, and the first slope includes:

[0137] determining a maximum acceleration limit of the vehicle based on the second distance, the center of mass height, and the first slope;

[0138] The maximum safety acceleration is determined according to the maximum limit acceleration, and the maximum safety acceleration is less than the maximum limit acceleration;

[0139] Determining the maximum safe deceleration of the vehicle according to the first distance, the center of mass height, and the first slope includes:

[0140] determining a maximum limit deceleration of the vehicle based on the first distance, the center of mass height, and the first slope;

[0141] The maximum safe deceleration is determined based on the maximum limit deceleration, and the maximum safe deceleration is greater than the maximum limit deceleration.

[0142] An embodiment of the present invention provides a safety control device for a vehicle, comprising:

[0143] An inclination sensor for detecting a first slope on which the vehicle is positioned and a second slope when the vehicle is stationary;

[0144] A strain sensor is used to detect a first front axle load and a first rear axle load of the vehicle when the vehicle is in a stationary state, and a second front axle load and a second rear axle load of the vehicle when the vehicle is in an accelerated state;

[0145] an acceleration sensor for detecting the acceleration of the vehicle; and

[0146] The processor mentioned above.

[0147] An embodiment of the present invention provides a vehicle including the above-mentioned device.

[0148] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0149] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the steps in the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0150] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0151] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0152] In a typical configuration, a computing device includes one or more processors (CPUs), input / output interfaces, network interfaces, and memory.

[0153] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0154] Computer-readable media includes permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology to store information. The information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer-readable media does not include transitory computer-readable media (transitory media), such as modulated data signals and carrier waves.

[0155] It should also be noted that the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, commodity, or apparatus that includes a series of elements includes not only those elements but also other elements not explicitly listed, or includes elements inherent to such process, method, commodity, or apparatus. In the absence of further limitations, an element defined by the phrase "comprises a ..." does not exclude the presence of other identical elements in the process, method, commodity, or apparatus that includes the element.

[0156] The above are merely embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application should all be included within the scope of the claims of the present application.

Claims

1. A safety control method for a vehicle, characterized in that: The method comprises: Obtaining the center of mass height of the vehicle in a state where no axle load transfer occurs; Obtaining a first distance between the center of mass of the vehicle and the centerline of the front axle and a second distance between the center of mass and the centerline of the rear axle in a state where no axle load transfer occurs; Obtaining a first slope and acceleration of the vehicle; determining a maximum safe acceleration of the vehicle according to the second distance, the center of mass height, and the first slope; determining a maximum safe deceleration of the vehicle according to the first distance, the center of mass height, and the first slope; When the acceleration is greater than the maximum safe acceleration or less than the maximum safe deceleration, controlling the vehicle to enter an active anti-rollover state; Wherein, obtaining the center of mass height of the vehicle in a state where no axle load transfer occurs includes: Obtaining a first front axle load, a first rear axle load, and a second slope of the vehicle when the vehicle is in a stationary state; determining a vehicle mass of the vehicle according to the first front axle load, the first rear axle load, and the second slope; Obtaining a second front axle load or a second rear axle load of the vehicle in an accelerated state; The center of mass height of the vehicle in a state where no axle load transfer occurs is determined based on the first front axle load, the second front axle load, the vehicle mass and the driving acceleration in the accelerated state, or based on the first rear axle load, the second rear axle load, the vehicle mass and the driving acceleration in the accelerated state.

2. The method according to claim 1, characterized in that When the acceleration is greater than the maximum safe acceleration, controlling the vehicle to enter an active anti-rollover state includes: Setting the accelerator pedal of the vehicle to a disabled state; determining a safe driving torque of the vehicle according to the first slope and the maximum safe acceleration; The driving torque of the driving device of the vehicle is prohibited from exceeding the safe driving torque.

3. The method according to claim 1, characterized in that When the acceleration is less than the maximum safe deceleration, controlling the vehicle to enter an active anti-rollover state includes: Setting the brake pedal of the vehicle to a disabled state; determining a safe braking torque of the vehicle according to the first slope and the maximum safe deceleration; The braking torque of the braking device of the vehicle is prohibited from exceeding the safety braking torque.

4. The method according to claim 1, wherein The method further comprises: The vehicle is controlled to exit the active anti-rollover state under a preset condition, wherein the preset condition includes: the acceleration is not greater than the maximum safe acceleration or not less than the maximum safe deceleration.

5. The method according to claim 1, characterized in that The obtaining of a first distance between the center of mass of the vehicle and the centerline of the front axle and a second distance between the center of mass and the centerline of the rear axle in a state where no axle load transfer occurs comprises: determining a first distance between the center of mass of the vehicle and the center line of the front axle when no axle load transfer occurs based on the first rear axle load, the vehicle mass, the second slope, and the center of mass height; A second distance between the center of mass of the vehicle and the center line of the rear axle when no axle load transfer occurs is determined based on the first front axle load, the vehicle mass, the second slope, and the center of mass height.

6. The method according to claim 1, characterized in that Determining the maximum safe acceleration of the vehicle according to the second distance, the center of mass height, and the first slope includes: determining a maximum acceleration limit of the vehicle according to the second distance, the center of mass height, and the first slope; determining a maximum safety acceleration according to the maximum limit acceleration, wherein the maximum safety acceleration is less than the maximum limit acceleration; Determining the maximum safe deceleration of the vehicle according to the first distance, the center of mass height, and the first slope includes: determining a maximum limit deceleration of the vehicle according to the first distance, the center of mass height, and the first slope; A maximum safety deceleration is determined according to the maximum limit deceleration, wherein the maximum safety deceleration is greater than the maximum limit deceleration.

7. A processor, characterized in that: The method is configured to execute the safety control method for a vehicle according to any one of claims 1 to 6.

8. A safety control device for a vehicle, characterized in that: include: a tilt sensor, configured to detect a first slope on which the vehicle is positioned and a second slope when the vehicle is stationary; A strain sensor is used to detect a first front axle load and a first rear axle load of the vehicle when the vehicle is in a stationary state, and a second front axle load and a second rear axle load of the vehicle when the vehicle is in an accelerated state; an acceleration sensor, for detecting the acceleration of the vehicle; as well as The processor according to claim 7.

9. A vehicle, characterized in that: Comprising the apparatus according to claim 8.

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