A method and system for detecting the operating status of a side-tipping dump trailer

Abstract

The present invention relates to the technical field of vehicle detection, and specifically proposes a method and system for detecting the running state of a rollover dump semi-trailer, the method comprising: arranging a level meter on the vehicle body, collecting image data of the level meter to identify the unloading state of the vehicle body; when the vehicle body is in the first state, collecting the vehicle compartment tilt angle and wheel pressure data and judging whether to issue an early warning; when the vehicle body is in the second state, collecting the wheel contact area and judging whether to collect the stress data of the strain gauge; when it is determined that the stress data of the strain gauge is not collected, determining the duration of monitoring according to the wheel contact area, obtaining the wheel contact area change rate and judging whether to issue an early warning; when it is determined that the stress data of the strain gauge is collected, collecting the tire pressure reduction and the stress data of the strain gauge to calculate the rollover coefficient, and judging whether to issue an early warning according to the rollover coefficient. The system realizes vehicle tilt monitoring and early warning when the rollover dump semi-trailer is unloading, thereby improving the safety and stability of the vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle detection, and in particular to a method and system for detecting the operating state of a rollover type dump trailer. Background Art

[0002] A side dump semi-trailer is a common transport vehicle, consisting of a front, a carriage and a chassis, and is usually used to transport bulk goods such as coal, ore, building materials, etc. It has a self-unloading function, which can unload goods quickly and conveniently. With the development of technology, side dump semi-trailers with plug-in hybrid drive have been widely used in engineering.

[0003] In engineering, rollover semi-trailers are often used to transport heavy materials such as mud and sand. During the unloading process, due to material adhesion or other reasons, the car body may not be able to tilt smoothly to unload the materials. The long-term deviation of the center of the vehicle is prone to rollover risks. In addition, in plug-in hybrid drive rollover dump semi-trailers, since there is a battery pack installed under the vehicle, it is easy to cause a fire when the vehicle rolls over. Even if the trailer is equipped with a self-rescue cylinder so that the trailer can get out of trouble by itself when necessary. However, since the vehicle itself is in a tilted state when the self-rescue cylinder is used, the self-rescue cylinder increases the deviation angle of the vehicle's center of gravity when the car body is lifted and moved horizontally, especially when used on inclined ground, which increases the risk of rollover.

[0004] Therefore, it is necessary to design a method and system for detecting the operating status of a rollover dump trailer to solve the current problems. Summary of the invention

[0005] In view of this, the present invention proposes a method and system for detecting the operating status of a rollover type dump trailer, aiming to solve the problem that the risk of the vehicle compartment rollover is increased due to the use of a self-rescue cylinder when unloading the current rollover type dump trailer.

[0006] In one aspect, the present invention provides a method for detecting the operating state of a rollover dump trailer, comprising:

[0007] Arranging a level meter on the vehicle body, collecting image data of the level meter and analyzing the image data to identify the unloading state of the vehicle body;

[0008] When the vehicle body is in the first state, collecting vehicle body tilt angle and wheel pressure data, and determining whether to issue an early warning according to the vehicle body tilt angle and wheel pressure data;

[0009] When the vehicle body is in the second state, wheel pressure data is collected and the wheel contact area is obtained according to the wheel pressure data, and whether to collect stress data of a strain gauge is determined according to the wheel contact area, and the strain gauge is pasted on the surface of the connector;

[0010] When it is determined that the stress data of the strain gauge is not to be collected, the monitoring duration is determined according to the wheel contact area, and the wheel contact data is detected in real time, and the wheel contact area change rate is obtained after the duration ends, and whether to issue an early warning is determined according to the wheel contact area change rate;

[0011] When it is determined that the stress data of the strain gauge is collected, the tire pressure is collected, and the rollover coefficient is calculated according to the tire pressure and the stress data, and it is determined whether to issue an early warning according to the rollover coefficient;

[0012] The first state is a horizontal state of the vehicle body, and the second state is a tilted state of the vehicle body.

[0013] Furthermore, when identifying the unloading state of the vehicle body, it includes:

[0014] Acquire the bubble position in the level according to the image data;

[0015] When the bubble is located in the middle area of ​​the level gauge, it is determined that the unloading state of the vehicle body is the first state;

[0016] When the bubble is located in a region other than the middle of the level gauge, it is determined that the vehicle body unloading state is the second state.

[0017] Further, when judging whether to issue a warning according to the vehicle body tilt angle and wheel pressure data, it includes:

[0018] Collecting the gross weight data of the semi-trailer, determining the maximum tilt angle according to the gross weight data; comparing the tilt angle of the carriage with the maximum tilt angle; obtaining the pressure of each wheel according to the wheel pressure data, and comparing the maximum wheel pressure with the wheel pressure limit, and determining whether to issue an early warning according to the comparison result;

[0019] Wherein, the maximum tilt angle is inversely proportional to the total weight data;

[0020] When the vehicle compartment tilt angle is greater than the maximum tilt angle or the maximum wheel pressure is greater than the wheel pressure limit, a rollover warning is issued;

[0021] When the vehicle compartment tilt angle is less than or equal to the maximum tilt angle and the maximum wheel pressure is less than or equal to the wheel pressure limit, no rollover warning is performed.

[0022] Further, when the vehicle body is in the first state and it is determined to perform a rollover warning, the method includes:

[0023] When the vehicle compartment tilt angle is greater than the maximum tilt angle and the maximum wheel pressure is greater than the wheel pressure limit, a vehicle body horizontal rollover coefficient is calculated and a rollover warning is issued according to the vehicle body horizontal rollover coefficient;

[0024] The horizontal rollover coefficient of the vehicle body is calculated by the following formula:

[0025]

[0026] Among them, Q represents the horizontal rollover coefficient of the vehicle body, Y0 represents the average pressure, Ymax represents the wheel pressure limit, n represents the number of wheels, Jmax represents the maximum tilt angle, J represents the tilt angle of the car body; Yi represents the pressure of the i-th wheel;

[0027] The vehicle body horizontal rollover coefficient is compared with a first preset horizontal rollover coefficient and a second preset horizontal rollover coefficient, the first preset horizontal rollover coefficient is smaller than the second preset horizontal rollover coefficient, and a rollover warning is issued according to the comparison result;

[0028] When the vehicle body horizontal rollover coefficient is less than or equal to a first preset horizontal rollover coefficient, a third-level horizontal rollover warning is issued;

[0029] When the vehicle body horizontal rollover coefficient is greater than the first preset horizontal rollover coefficient and less than or equal to the second preset horizontal rollover coefficient, a second-level horizontal rollover warning is performed;

[0030] When the vehicle body horizontal rollover coefficient is greater than a second preset horizontal rollover coefficient, a first-level horizontal rollover warning is issued;

[0031] Among them, the level 3 horizontal rollover warning indicates that the rollover risk of the vehicle body in a horizontal state is lower than the level 2 horizontal rollover warning, and the level 2 horizontal rollover warning indicates that the rollover risk of the vehicle body in a horizontal state is lower than the level 1 horizontal rollover warning;

[0032] When only the car body tilt angle is greater than the maximum tilt angle, a tilt angle difference is obtained, and a rollover warning is performed according to the tilt angle difference;

[0033] When only the maximum wheel pressure is greater than the wheel pressure limit, the wheel pressure difference is obtained, and a rollover warning is performed according to the wheel pressure difference.

[0034] Furthermore, judging whether to collect stress data of the strain gauge according to the wheel contact area includes:

[0035] The wheel contact area M is compared with the area threshold Mmax, and whether to collect the stress data of the strain gauge is determined according to the comparison result;

[0036] When M≥Mmax, it is determined that the stress data of the strain gauge will not be collected;

[0037] When M<Mmax, it is determined that the stress data of the strain gauge is collected.

[0038] Further, when it is determined that the stress data of the strain gauge is not collected, the monitoring duration is determined according to the wheel contact area, including:

[0039] An area difference ΔM is obtained according to the wheel contact area M and an area threshold Mmax, ΔM=M-Mmax, and a monitoring duration is determined according to the area difference ΔM, the duration being proportional to the area difference ΔM.

[0040] Further, after the duration is determined, judging whether to issue a warning according to the wheel contact area change rate includes:

[0041] When the wheel contact area change rate is greater than or equal to zero, no warning is issued;

[0042] When the wheel contact area change rate is less than zero, an early warning is issued, and the wheel contact area change rate is compared with a first preset area change rate and a second preset area change rate respectively. If the first preset area change rate is less than the second preset area change rate, an early warning is issued according to the comparison result;

[0043] When the wheel contact area change rate is less than or equal to the first preset area change rate, a tilt and rollover level 3 warning is issued;

[0044] When the wheel contact area change rate is greater than the first preset area change rate and less than or equal to the second preset area change rate, a second level tilt rollover warning is issued;

[0045] When the wheel contact area change rate is greater than the second preset area change rate, a first-level tilt rollover warning is issued;

[0046] Among them, the third-level tilt and rollover warning indicates that the risk of rollover when the vehicle body is tilted is lower than the second-level tilt and rollover warning, and the second-level tilt and rollover warning indicates that the risk of rollover when the vehicle body is tilted is lower than the first-level tilt and rollover warning.

[0047] Further, when determining to collect the stress data of the strain gauge and the tire pressure reduction, it includes:

[0048] The tire pressure reduction is calculated by the following formula:

[0049]

[0050] Among them, L represents the amount of tire compression, G represents the gross weight of the semi-trailer, α represents the tilt angle of the vehicle body, β represents the tilt angle of the vehicle body, a represents the tire load coefficient, and b represents the tire stiffness.

[0051] Further, when calculating the rollover coefficient according to the tire pressure reduction and stress data, and determining whether to issue a warning according to the rollover coefficient, the method includes:

[0052] The rollover coefficient is calculated by the following formula:

[0053] F=L*u1+N*u2;

[0054] Among them, F represents the rollover coefficient, L represents the tire pressure, N represents the stress data, and u1 and u2 represent the weights;

[0055] The rollover coefficient F is compared with the preset rollover coefficient threshold Fmax, and whether to issue an early warning is determined according to the comparison result;

[0056] When F≤Fmax, it is determined that no warning will be issued;

[0057] When F>Fmax, it is determined to give an early warning, and a coefficient difference ΔF is obtained according to the rollover coefficient F and the rollover coefficient threshold Fmax, ΔF=F-Fmax, and the coefficient difference ΔF is respectively compared with a first preset coefficient difference ΔF1 and a second preset coefficient difference ΔF2, ΔF1<ΔF2, and an early warning is given according to the comparison result;

[0058] When ΔF≤ΔF1, the tilt and rollover level 3 warning is performed;

[0059] When ΔF1<ΔF≤ΔF2, the tilt and rollover level 2 warning is performed;

[0060] When ΔF2<ΔF, the tilt and rollover level 1 warning is performed.

[0061] Compared with the prior art, the beneficial effect of the present invention is that by arranging a level meter on a rollover dump semi-trailer, real-time monitoring and identification of the unloading status of the vehicle body can be achieved. When the vehicle body is in a horizontal state, the tilt angle and wheel pressure data of the vehicle body are collected, and through analysis, it is determined whether an early warning is needed, which effectively reduces the rollover risk caused by excessive tilt angles. At the same time, when the vehicle body is tilted, the wheel contact area is obtained according to the wheel pressure data, and it is determined whether an early warning is needed according to the rate of change of the contact area, thereby enhancing the monitoring capability of the rollover risk of using the self-rescue cylinder when tilted. When it is determined that the stress data of the strain gauge needs to be collected, the tire pressure and the stress data of the strain gauge are obtained, the trailer connector state is determined, and then the rollover coefficient is calculated, and an early warning is issued based on the coefficient, which effectively evaluates the rollover risk of the vehicle in a tilted state.

[0062] On the other hand, the present invention also proposes a running state detection system for a side-rollover dump trailer, which is used to apply the above-mentioned running state detection method for a side-rollover dump trailer, comprising:

[0063] A collection unit is configured to collect image data of the level meter and analyze the image data to identify the unloading state of the vehicle body;

[0064] A first warning unit is configured to collect the vehicle body tilt angle and wheel pressure data when the collecting unit determines that the vehicle body is in the first state, and determine whether to issue a warning according to the vehicle body tilt angle and wheel pressure data;

[0065] a judgment unit configured to, when the acquisition unit determines that the vehicle body is in the second state, acquire wheel pressure data and obtain a wheel contact area according to the wheel pressure data, and determine whether to acquire stress data of the strain gauge according to the wheel contact area;

[0066] a second warning unit, configured to, when the judgment unit determines not to collect the stress data of the strain gauge, determine the monitoring duration according to the wheel contact area, detect the wheel contact data in real time, obtain the wheel contact area change rate after the duration ends, and determine whether to issue a warning according to the wheel contact area change rate;

[0067] The second warning unit is also configured to collect tire pressure when the judgment unit determines to collect stress data of the strain gauge, calculate the rollover coefficient based on the tire pressure and stress data, and determine whether to issue a warning based on the rollover coefficient.

[0068] It is understandable that the above-mentioned method and system for detecting the operating status of a rollover dump trailer have the same beneficial effects, which will not be described in detail here. BRIEF DESCRIPTION OF THE DRAWINGS

[0069] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present invention. Moreover, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0070] Figure 1 A flow chart of a method for detecting the operating status of a side-trailer dump truck provided by an embodiment of the present invention;

[0071] Figure 2 This is a functional block diagram of a running status detection system for a rollover dump trailer provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0072] Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art. It should be noted that, in the absence of conflict, the embodiments of the present invention and the features described in the embodiments can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0073] See also Figure 1 As shown, this embodiment provides a method for detecting the operating state of a rollover type dump trailer, comprising:

[0074] A level meter is arranged on the vehicle body, and image data of the level meter is collected and analyzed to identify the unloading status of the vehicle body.

[0075] When the vehicle body is in the first state, the vehicle body tilt angle and wheel pressure data are collected, and whether to issue an early warning is determined based on the vehicle body tilt angle and wheel pressure data. The vehicle body tilt angle is obtained based on the tilt sensor detection, and the electrical signal or optical signal inside the sensor is changed by detecting the tilt angle of the object, thereby realizing the measurement of the tilt angle. The wheel pressure data is obtained based on the wheel bearing force sensor, which is installed on the wheel hub and is used to measure the force and pressure on the wheel.

[0076] When the vehicle body is in the second state, wheel pressure data is collected and the wheel contact area is obtained according to the wheel pressure data. Whether to collect stress data of strain gauge is determined according to the wheel contact area. The strain gauge is pasted on the surface of the connector. A wheel bearing force sensor is installed on each tire of the vehicle to measure the pressure borne by the tire, establish a wheel pressure distribution model, and use the established pressure distribution model to analyze and process the pressure data of the wheel to estimate the contact area of ​​the wheel. It can be calculated by integrating the pressure distribution curve or interpolating the discrete pressure data. Strain gauge is a sensor used to measure the surface strain (i.e. deformation) of an object. It is usually made of elastic material and has high sensitivity and reliability. When an object is subjected to external force, the surface will undergo slight deformation. The strain gauge can sense and record this deformation, thereby providing surface strain measurement data. In a semi-trailer, the connector is usually used to connect the connection position between the vehicle body and the carriage. The strain gauge is installed on the surface of the connector to monitor the stress of the connector, thereby evaluating the force condition of the vehicle connection position.

[0077] When it is determined that the stress data of the strain gauge is not collected, the monitoring duration is determined according to the wheel contact area, and the wheel contact data is detected in real time. After the duration ends, the wheel contact area change rate is obtained, and whether to issue an early warning is determined according to the wheel contact area change rate. The wheel contact data refers to the data set of the wheel contact area within the duration.

[0078] When it is determined to collect stress data of the strain gauge, the tire pressure is collected, and the rollover coefficient is calculated based on the tire pressure and stress data, and whether to issue an early warning is determined based on the rollover coefficient.

[0079] The first state is a horizontal state of the vehicle body, and the second state is a tilted state of the vehicle body.

[0080] Specifically, when the semi-trailer is unloading, the car body tilts to one side. At this time, the level image data of the car body is collected, and the level is used to determine whether the car body is horizontal or tilted. When the car body is horizontal, there is only one tilt factor, the car body. At this time, the tilt angle of the car body and the wheel pressure data are collected to determine whether the semi-trailer has a tilt risk. When the car body is tilted, there are two situations when the car body tilts: tilting to the unloading side and tilting to the non-unloading side. Therefore, it is determined whether to collect the stress data of the strain gauge according to the specific situation. When the vehicle body tilts toward the unloading side, when the unloading is difficult due to material adhesion, a self-rescue cylinder is used. When the self-rescue cylinder is used to lift the car body, the tire on the unloading side of the car body is under heavy pressure before and the tire is still not off the ground. Therefore, the self-rescue cylinder can be used for self-rescue. However, due to the characteristics of the trailer connector that it is strong in plane tension but weak in shear force, the use of the self-rescue cylinder when the vehicle body itself is tilted increases the risk of connector breakage. Therefore, the stress data collected by the strain gauge is considered at this time to comprehensively calculate the rollover coefficient. When the vehicle body tilts toward the non-unloading side, since the center of gravity of the wheel is closer to the center position, the wheel has a large contact area with the ground and the maximum tire pressure is relatively small. At this time, if the self-rescue cylinder is used, the tire of the vehicle body is prone to lose support and cause rollover. At this time, the wheel is often moved forward to get out of trouble. Therefore, in this case, the duration of monitoring is determined, and the wheel grounding data is detected in real time. After the duration ends, the wheel grounding area change rate is obtained, and whether to issue an early warning is determined based on the wheel grounding area change rate.

[0081] It is understandable that different early warning processing methods are proposed for different tilting situations. For the case where the vehicle body tilts toward the unloading side, the use of the self-rescue cylinder is considered, and the rollover coefficient is comprehensively calculated by monitoring the stress data of the connector, thereby effectively evaluating the increased risk of using the self-rescue cylinder. For the case where the vehicle body tilts toward the non-unloading side, the method of monitoring the change rate of the wheel contact area is adopted, which realizes real-time monitoring and early warning of the vehicle body during the escape process, and improves the recognition accuracy and early warning effect of rollover events.

[0082] In some embodiments of the present application, identifying the unloading state of a vehicle body includes: acquiring the position of a bubble in a level according to image data.

[0083] When the bubble is located in the middle area of ​​the level gauge, it is determined that the unloading state of the vehicle body is the first state.

[0084] When the bubble is located in an area other than the middle of the level gauge, it is determined that the vehicle body unloading state is the second state.

[0085] Specifically, the spirit level usually exists in the form of a glass tube or a liquid-filled circular tube with a bubble. There are two vertical lines perpendicular to the axis of the spirit level in the middle area of ​​the spirit level, and the area between the two vertical lines is called the middle area. When the object is in a horizontal state, the bubble is located at the center of the spirit level. The position of the bubble in the spirit level is obtained through image data, so as to realize the identification of the unloading state of the vehicle body. When the bubble is located in the middle area of ​​the spirit level, the vehicle body is judged to be in a horizontal state, which is called the first state; and when the bubble is located outside the middle area of ​​the spirit level, the vehicle body is judged to be in a tilted state, which is called the second state. In this way, the tilt of the vehicle body can be monitored in real time, and whether the vehicle is at risk of overturning can be identified in time, which provides a basis for subsequent early warning and processing.

[0086] It can be understood that the automatic recognition and classification of the unloading status of the vehicle body is realized without manual intervention. By monitoring and judging the position of the bubble in the level, the tilt of the vehicle body can be quickly and accurately determined, which improves the accuracy and efficiency of monitoring.

[0087] In some embodiments of the present application, when judging whether to issue an early warning based on the vehicle body tilt angle and wheel pressure data, the method includes: collecting the gross weight data of the semi-trailer, and determining the maximum tilt angle based on the gross weight data. Comparing the vehicle body tilt angle with the maximum tilt angle. Obtaining the pressure of each wheel based on the wheel pressure data, and comparing the maximum wheel pressure with the wheel pressure limit, and judging whether to issue an early warning based on the comparison result.

[0088] Among them, the maximum tilt angle is inversely proportional to the total weight data.

[0089] When the vehicle compartment tilt angle is greater than the maximum tilt angle or the maximum wheel pressure is greater than the wheel pressure limit, a rollover warning is issued.

[0090] When the vehicle compartment tilt angle is less than or equal to the maximum tilt angle and the maximum wheel pressure is less than or equal to the wheel pressure limit, no rollover warning is issued.

[0091] Specifically, the gross weight data G of the semi-trailer is collected, and the gross weight data G is compared with the first preset gross weight data G1 and the second preset gross weight data G2 respectively. G1<G2, and the maximum tilt angle Jmax is determined according to the comparison result. When G≤G1, the maximum tilt angle Jmax is determined to be the first preset maximum tilt angle Jmax1. When G1<G≤G2, the maximum tilt angle Jmax is determined to be the second preset maximum tilt angle Jmax2. When G2<G, the maximum tilt angle Jmax is determined to be the first preset maximum tilt angle Jmax3, where Jmax1>Jmax2>Jmax3.

[0092] It is understandable that the size of the load will directly affect the vehicle's tilt limit. A larger load will cause the vehicle's center of gravity to move upward, making it easier for the vehicle to lose balance when tilted, so a smaller tilt angle is required to ensure the stability of the vehicle. On the contrary, a smaller load will make the vehicle's center of gravity relatively low, and the vehicle's stability when tilted will be relatively high, so it can withstand a larger tilt angle. The maximum tilt angle is dynamically determined based on the gross weight data of the semi-trailer, realizing personalized monitoring and early warning of the vehicle's tilt. By comparing the gross weight data with the preset value to determine the maximum tilt angle, it effectively adapts to the stability requirements of the vehicle under different load conditions and improves the accuracy and reliability of the early warning.

[0093] In some embodiments of the present application, when the vehicle body is in the first state and it is determined to perform a rollover warning, it includes:

[0094] When the vehicle compartment tilt angle is greater than the maximum tilt angle and the maximum wheel pressure is greater than the wheel pressure limit, the vehicle body horizontal rollover coefficient is calculated and a rollover warning is issued based on the vehicle body horizontal rollover coefficient.

[0095] The horizontal rollover coefficient of the vehicle body is calculated by the following formula:

[0096]

[0097] Among them, Q represents the horizontal rollover coefficient of the vehicle body, Y0 represents the average pressure, Ymax represents the wheel pressure limit, n represents the number of wheels, Jmax represents the maximum tilt angle, J represents the tilt angle of the car body, and Yi represents the pressure of the i-th wheel.

[0098] The vehicle body horizontal rollover coefficient is compared with a preset first preset horizontal rollover coefficient and a preset second preset horizontal rollover coefficient. If the first preset horizontal rollover coefficient is smaller than the second preset horizontal rollover coefficient, a rollover warning is issued according to the comparison result.

[0099] When the horizontal rollover coefficient of the vehicle body is less than or equal to the first preset horizontal rollover coefficient, a third-level horizontal rollover warning is issued.

[0100] When the vehicle body horizontal rollover coefficient is greater than the first preset horizontal rollover coefficient and less than or equal to the second preset horizontal rollover coefficient, a third-level horizontal rollover warning is issued.

[0101] When the vehicle body horizontal rollover coefficient is greater than the second preset horizontal rollover coefficient, a first-level horizontal rollover warning is issued.

[0102] Among them, the third-level horizontal rollover warning means that the risk of rollover when the vehicle body is horizontal is lower than the second-level horizontal rollover warning, and the second-level horizontal rollover warning means that the risk of rollover when the vehicle body is horizontal is lower than the first-level horizontal rollover warning.

[0103] When only the car body tilt angle is greater than the maximum tilt angle, the tilt angle difference is obtained, and a rollover warning is issued based on the tilt angle difference.

[0104] When only the maximum wheel pressure is greater than the wheel pressure limit, the wheel pressure difference is obtained, and a rollover warning is issued based on the wheel pressure difference.

[0105] Specifically, the tilt angle difference is the difference between the tilt angle of the car and the maximum tilt angle, that is, the part of the tilt angle of the car that exceeds the threshold. The tilt angle difference is compared with the first preset tilt angle difference and the second preset tilt angle difference respectively. The first preset tilt angle difference is less than the second preset tilt angle difference. A rollover warning is performed according to the comparison result. When the tilt angle difference is less than or equal to the first preset tilt angle difference, a third-level horizontal rollover warning is performed. When the tilt angle difference is greater than the first preset tilt angle difference and less than or equal to the second preset tilt angle difference, a second-level horizontal rollover warning is performed. When the tilt angle difference is greater than the second preset tilt angle difference, a first-level horizontal rollover warning is performed.

[0106] Specifically, the wheel pressure difference is the difference between the maximum wheel pressure and the wheel pressure limit, that is, the part of the maximum wheel pressure that exceeds the threshold. The judgment logic of rollover warning based on the wheel pressure difference is similar to that of rollover warning based on the tilt angle difference, which will not be repeated here.

[0107] Specifically, if Y0=800, wheel pressure limit Ymax=1200, maximum tilt angle Jmax=30°, current car tilt angle J=31°, wheel pressure Y1=900, Y2=1000, Y3=1100, Y4=950. Calculate the vehicle body horizontal rollover coefficient Q=1.123. The first preset horizontal rollover coefficient is 1.2 and the second preset horizontal rollover coefficient is 1.5. If 1.123 is less than 1.2, a third-level horizontal rollover warning is issued. The first preset horizontal rollover coefficient and the second preset horizontal rollover coefficient are obtained based on empirical data, experiments or statistics, and will change appropriately depending on the type of vehicle.

[0108] It is understandable that the calculation of the horizontal rollover coefficient of the vehicle body compares the pressure data of each wheel with the overall average pressure, calculates the difference between them, and then adds all the differences, taking into account the overall difference in wheel pressure distribution. The horizontal rollover coefficient of the vehicle body evaluates the degree of difference between the overall tilt state of the vehicle and the wheel pressure distribution, and takes into account the difference between the vehicle tilt angle and the ideal tilt angle. It accurately reflects the rollover risk of the vehicle, and by comparing it with the pre-set horizontal rollover coefficient, different levels of rollover warning can be carried out according to the actual situation.

[0109] In some embodiments of the present application, when determining whether to collect stress data of the strain gauge based on the wheel contact area, it includes: comparing the wheel contact area M with the area threshold Mmax, and determining whether to collect stress data of the strain gauge based on the comparison result.

[0110] Specifically, when M≥Mmax, it is determined that the stress data of the strain gauge is not collected. When M<Mmax, it is determined that the stress data of the strain gauge is collected.

[0111] It is understandable that when the wheel contact area is greater than or equal to the threshold value Mmax, the vehicle body is tilted toward the non-unloading side, and the maximum load of the vehicle is relatively small. When unloading, a straight line escape is used instead of a self-rescue cylinder. At this time, the stress data of the strain gauge is not collected. When the wheel contact area is less than the threshold value Mmax, the wheel tilts toward the unloading side. At this time, the vehicle uses a self-rescue cylinder to escape, which can easily cause the connector to break and increase the risk of rollover. It is necessary to collect the stress data of the strain gauge to further monitor the stability of the vehicle.

[0112] In some embodiments of the present application, when it is determined not to collect stress data of the strain gauge and the monitoring duration is determined according to the wheel contact area, it includes: obtaining the area difference ΔM according to the wheel contact area M and the area threshold Mmax, ΔM=M-Mmax, and determining the monitoring duration according to the area difference ΔM, and the duration is proportional to the area difference ΔM.

[0113] Specifically, the area difference ΔM is compared with the first preset area difference ΔM1 and the second preset area difference ΔM2 respectively, ΔM1<ΔM2, and the duration is determined according to the comparison result. When ΔM≤ΔM1, the duration is determined to be the first preset duration T1. When ΔM1<ΔM≤ΔM2, the duration is determined to be the second preset duration T2, and when ΔM2<ΔM, the duration is determined to be the second preset duration T3, and 0<T1<T2<T3.

[0114] It is understandable that a smaller area difference means that the vehicle is tilted more seriously, and the monitoring duration is relatively short at this time to achieve timely warning. A larger area difference means that the vehicle is in a more stable state and can be monitored for a longer time. The deviation between the wheel contact area and the threshold is fully considered, and the monitoring duration is dynamically adjusted to achieve accurate monitoring of vehicle stability. Compared with the fixed duration method, this dynamic adjustment method is more flexible and can adjust the monitoring strategy in time according to actual conditions to ensure comprehensive monitoring of vehicle stability.

[0115] In some embodiments of the present application, after determining the duration, when judging whether to issue a warning based on the wheel contact area change rate, the wheel contact area change rate is the change in the wheel contact area at the end of the duration compared to the beginning of the duration. When the tilt becomes increasingly serious, the wheel contact area gradually becomes smaller, and the wheel contact area change rate is a negative value. Including: when the wheel contact area change rate is greater than or equal to zero, no warning is issued. The tire area change rate is the change in the tire contact area at the end of the duration compared to the wheel contact area before the start.

[0116] When the wheel contact area change rate is less than zero, a warning is issued, and the wheel contact area change rate is compared with a first preset area change rate and a second preset area change rate, respectively. If the first preset area change rate is less than the second preset area change rate, a warning is issued based on the comparison result.

[0117] When the wheel contact area change rate is less than or equal to the first preset area change rate, a third-level tilt and rollover warning is issued.

[0118] When the wheel contact area change rate is greater than the first preset area change rate and less than or equal to the second preset area change rate, a second-level tilt and rollover warning is issued.

[0119] When the wheel contact area change rate is greater than the second preset area change rate, a first-level tilt and rollover warning is issued.

[0120] Among them, the third-level warning for tilt and rollover indicates that the risk of rollover when the vehicle body is tilted is lower than that of the second-level warning for tilt and rollover, and the second-level warning for tilt and rollover indicates that the risk of rollover when the vehicle body is tilted is lower than that of the first-level warning for tilt and rollover.

[0121] It is understandable that the wheel contact area change rate reflects the trend of vehicle stability. A positive value indicates that vehicle stability is improving, while a negative value indicates that vehicle stability may be deteriorating. By monitoring the contact area change rate, changes in vehicle stability can be detected in a timely manner and corresponding early warning measures can be taken, thereby effectively reducing the risk of rollover.

[0122] In some embodiments of the present application, when determining to collect stress data of the strain gauge and collecting the tire pressure reduction, the tire pressure reduction is calculated by the following formula:

[0123]

[0124] Among them, L represents the amount of tire compression, G represents the gross weight of the semi-trailer, α represents the tilt angle of the vehicle body, β represents the tilt angle of the vehicle body, a represents the tire load coefficient, and b represents the tire stiffness.

[0125] In some embodiments of the present application, when calculating the rollover coefficient according to the tire pressure and stress data, and determining whether to issue a warning according to the rollover coefficient, the method includes:

[0126] The rollover coefficient is calculated by the following formula:

[0127] F=L*u1+N*u2;

[0128] Among them, F represents the rollover coefficient, L represents the tire pressure, N represents the stress data, and u1 and u2 represent the weights.

[0129] The rollover coefficient F is compared with the preset rollover coefficient threshold Fmax, and whether to issue an early warning is determined based on the comparison result.

[0130] When F≤Fmax, it is determined that no warning is issued.

[0131] When F>Fmax, a warning is issued, and the coefficient difference ΔF is obtained according to the rollover coefficient F and the rollover coefficient threshold Fmax, ΔF=F-Fmax, and the coefficient difference ΔF is compared with the first preset coefficient difference ΔF1 and the second preset coefficient difference ΔF2 respectively, ΔF1<ΔF2, and a warning is issued according to the comparison result.

[0132] When ΔF≤ΔF1, a third-level tilt and rollover warning is issued.

[0133] When ΔF1<ΔF≤ΔF2, a second-level tilt and rollover warning is issued.

[0134] When ΔF2<ΔF, a first-level tilt and rollover warning is issued.

[0135] Specifically, for example, the tire pressure is 10cm and the stress data is 5kN. The weights are 0.7 and 0.3 respectively. The preset rollover coefficient threshold is 5, the first preset coefficient difference is 2, and the second preset coefficient difference is 5. The rollover coefficient F is calculated to be 8.5, and the coefficient difference ΔF is 3.5, and a second-level tilt rollover warning is performed.

[0136] It is understandable that the calculation of the rollover coefficient comprehensively considers the amount of tire depression and the stress it bears. By comparing it with the pre-set threshold, it can timely identify potential rollover risks and issue warnings. When the rollover coefficient exceeds the preset threshold, a warning will be issued, and the warning level will be flexibly determined based on the difference between the rollover coefficient and the threshold. Different warning levels correspond to different degrees of rollover risk, which can help drivers or relevant personnel quickly understand the current safety status of the vehicle and take corresponding countermeasures.

[0137] In the above embodiment, by arranging a level meter on the rollover dump trailer, real-time monitoring and identification of the unloading status of the vehicle body can be achieved. When the vehicle body is in a horizontal state, the tilt angle and wheel pressure data of the vehicle body are collected, and the need for early warning is determined by analysis, which effectively reduces the risk of rollover caused by excessive tilt angle. At the same time, when the vehicle body is tilted, the wheel contact area is obtained according to the wheel pressure data, and the need for early warning is determined according to the rate of change of the contact area, which enhances the monitoring ability of the rollover risk of using the self-rescue cylinder when tilted. When it is determined that the stress data of the strain gauge needs to be collected, the tire pressure and the stress data of the strain gauge are obtained, the trailer connector state is determined, and then the rollover coefficient is calculated, and an early warning is issued based on the coefficient, which effectively evaluates the rollover risk of the vehicle in a tilted state.

[0138] In another preferred embodiment based on the above embodiment, refer to Figure 2 As shown, this embodiment provides an operating state detection system for a side-rollover dump trailer, which is used to apply the above-mentioned operating state detection method for a side-rollover dump trailer, including:

[0139] A collection unit is configured to collect image data of the level meter and analyze the image data to identify the unloading status of the vehicle body;

[0140] The first warning unit is configured to collect the vehicle body tilt angle and wheel pressure data when the collecting unit determines that the vehicle body is in the first state, and determine whether to issue a warning according to the vehicle body tilt angle and wheel pressure data;

[0141] a judgment unit configured to, when the acquisition unit determines that the vehicle body is in the second state, collect wheel pressure data and obtain a wheel contact area according to the wheel pressure data, and determine whether to collect stress data of the strain gauge according to the wheel contact area;

[0142] The second warning unit is configured to determine the duration of monitoring according to the wheel contact area when the judgment unit determines that the stress data of the strain gauge is not collected, and detect the wheel contact data in real time, obtain the wheel contact area change rate after the duration ends, and determine whether to issue a warning according to the wheel contact area change rate;

[0143] The second warning unit is also configured to collect the tire pressure and stress data of the strain gauge when the judgment unit determines to collect the stress data of the strain gauge, calculate the rollover coefficient based on the tire pressure and stress data, and determine whether to issue a warning based on the rollover coefficient.

[0144] It is understandable that by arranging a level meter on a rollover dump trailer, real-time monitoring and identification of the unloading status of the vehicle body can be achieved. When the vehicle body is in a horizontal state, the tilt angle and wheel pressure data of the vehicle body are collected, and through analysis, it is determined whether an early warning is needed, which effectively reduces the risk of rollover caused by excessive tilt angles. At the same time, when the vehicle body is tilted, the wheel contact area is obtained based on the wheel pressure data, and the need for an early warning is determined based on the rate of change of the contact area, which enhances the monitoring ability of the rollover risk of using the self-rescue cylinder when tilted. When it is determined that the stress data of the strain gauge needs to be collected, the tire pressure and the stress data of the strain gauge are obtained to determine the state of the trailer connector, and then the rollover coefficient is calculated, and an early warning is issued based on the coefficient, which effectively evaluates the rollover risk of the vehicle in a tilted state.

[0145] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems or computer program products. Therefore, the present application may 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 may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0146] The present application is described with reference to flowcharts and / or block diagrams of methods, devices (systems) and computer program products according to 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 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 generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. 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.

[0147] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate 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 A function specified in one or more boxes.

[0148] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0149] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, ordinary technicians in the relevant field should understand that the specific implementation methods of the present invention can still be modified or replaced by equivalents. Any modification or equivalent replacement that does not depart from the spirit and scope of the present invention should be covered within the scope of protection of the claims of the present invention.

Claims

1. A method for detecting the operating status of a side-tip dump trailer, characterized in that: include: Arranging a level meter on the vehicle body, collecting image data of the level meter and analyzing the image data to identify the unloading state of the vehicle body; When the vehicle body is in the first state, collecting vehicle body tilt angle and wheel pressure data, and determining whether to issue an early warning according to the vehicle body tilt angle and wheel pressure data; When the vehicle body is in the second state, wheel pressure data is collected and the wheel contact area is obtained according to the wheel pressure data, and whether to collect stress data of a strain gauge is determined according to the wheel contact area, and the strain gauge is pasted on the surface of the connector; When it is determined that the stress data of the strain gauge is not to be collected, the monitoring duration is determined according to the wheel contact area, and the wheel contact data is detected in real time, and the wheel contact area change rate is obtained after the duration ends, and whether to issue an early warning is determined according to the wheel contact area change rate; When it is determined that the stress data of the strain gauge is collected, the tire pressure is collected, and the rollover coefficient is calculated according to the tire pressure and the stress data, and it is determined whether to issue an early warning according to the rollover coefficient; The first state is a horizontal state of the vehicle body, and the second state is a tilted state of the vehicle body.

2. The method for detecting the operating status of a side-trailer according to claim 1, characterized in that: When identifying the unloading status of the vehicle body, it includes: Acquire the bubble position in the level according to the image data; When the bubble is located in the middle area of ​​the level gauge, it is determined that the unloading state of the vehicle body is the first state; When the bubble is located in a region other than the middle of the level gauge, it is determined that the vehicle body unloading state is the second state.

3. The method for detecting the operating status of a side-trailer according to claim 1, characterized in that: When judging whether to issue a warning according to the vehicle body tilt angle and wheel pressure data, it includes: Collecting the gross weight data of the semi-trailer, determining the maximum tilt angle according to the gross weight data; comparing the tilt angle of the carriage with the maximum tilt angle; obtaining the pressure of each wheel according to the wheel pressure data, and comparing the maximum wheel pressure with the wheel pressure limit, and determining whether to issue an early warning according to the comparison result; Wherein, the maximum tilt angle is inversely proportional to the total weight data; When the vehicle compartment tilt angle is greater than the maximum tilt angle or the maximum wheel pressure is greater than the wheel pressure limit, a rollover warning is issued; When the vehicle compartment tilt angle is less than or equal to the maximum tilt angle and the maximum wheel pressure is less than or equal to the wheel pressure limit, no rollover warning is performed.

4. The method for detecting the operating status of a side-trailer according to claim 3, characterized in that: When the vehicle body is in the first state and it is determined to perform a rollover warning, the method includes: When the vehicle compartment tilt angle is greater than the maximum tilt angle and the maximum wheel pressure is greater than the wheel pressure limit, a vehicle body horizontal rollover coefficient is calculated and a rollover warning is issued according to the vehicle body horizontal rollover coefficient; The horizontal rollover coefficient of the vehicle body is calculated by the following formula: Among them, Q represents the horizontal rollover coefficient of the vehicle body, Y0 represents the average pressure, Ymax represents the wheel pressure limit, n represents the number of wheels, Jmax represents the maximum tilt angle, J represents the tilt angle of the car body; Yi represents the pressure of the i-th wheel; The vehicle body horizontal rollover coefficient is compared with a first preset horizontal rollover coefficient and a second preset horizontal rollover coefficient, the first preset horizontal rollover coefficient is smaller than the second preset horizontal rollover coefficient, and a rollover warning is issued according to the comparison result; When the vehicle body horizontal rollover coefficient is less than or equal to a first preset horizontal rollover coefficient, a third-level horizontal rollover warning is issued; When the vehicle body horizontal rollover coefficient is greater than the first preset horizontal rollover coefficient and less than or equal to the second preset horizontal rollover coefficient, a second-level horizontal rollover warning is performed; When the vehicle body horizontal rollover coefficient is greater than a second preset horizontal rollover coefficient, a first-level horizontal rollover warning is issued; Among them, the level 3 horizontal rollover warning indicates that the rollover risk of the vehicle body in a horizontal state is lower than the level 2 horizontal rollover warning, and the level 2 horizontal rollover warning indicates that the rollover risk of the vehicle body in a horizontal state is lower than the level 1 horizontal rollover warning; When only the vehicle compartment tilt angle is greater than the maximum tilt angle, a tilt angle difference is obtained, and a rollover warning is performed according to the tilt angle difference; When only the maximum wheel pressure is greater than the wheel pressure limit, the wheel pressure difference is obtained, and a rollover warning is performed according to the wheel pressure difference.

5. The method for detecting the operating status of a side-trailer according to claim 1, characterized in that: When judging whether to collect stress data of the strain gauge according to the wheel contact area, it includes: The wheel contact area M is compared with the area threshold Mmax, and whether to collect the stress data of the strain gauge is determined according to the comparison result; When M≥Mmax, it is determined that the stress data of the strain gauge will not be collected; When M<Mmax, it is determined that the stress data of the strain gauge is collected.

6. The method for detecting the operating status of a side-trailer according to claim 5, characterized in that: When it is determined that the stress data of the strain gauge is not to be collected, and the duration of monitoring is determined according to the wheel contact area, the method includes: An area difference ΔM is obtained according to the wheel contact area M and an area threshold Mmax, ΔM=M-Mmax, and a monitoring duration is determined according to the area difference ΔM, the duration being proportional to the area difference ΔM.

7. The method for detecting the operating status of a side-trailer according to claim 6, characterized in that: After the duration is determined, judging whether to issue a warning according to the wheel contact area change rate includes: When the wheel contact area change rate is greater than or equal to zero, no warning is issued; When the wheel contact area change rate is less than zero, an early warning is issued, and the wheel contact area change rate is compared with a first preset area change rate and a second preset area change rate respectively. If the first preset area change rate is less than the second preset area change rate, an early warning is issued according to the comparison result; When the wheel contact area change rate is less than or equal to the first preset area change rate, a tilt and rollover level 3 warning is issued; When the wheel contact area change rate is greater than the first preset area change rate and less than or equal to the second preset area change rate, a second level tilt rollover warning is issued; When the wheel contact area change rate is greater than the second preset area change rate, a first-level tilt rollover warning is issued; Among them, the third-level tilt and rollover warning indicates that the risk of rollover when the vehicle body is tilted is lower than the second-level tilt and rollover warning, and the second-level tilt and rollover warning indicates that the risk of rollover when the vehicle body is tilted is lower than the first-level tilt and rollover warning.

8. The method for detecting the operating status of a side-trailer according to claim 7, characterized in that: When determining to collect the stress data of the strain gauge and the amount of tire pressure reduction, it includes: The tire pressure reduction is calculated by the following formula: Among them, L represents the amount of tire compression, G represents the gross weight of the semi-trailer, α represents the tilt angle of the vehicle body, β represents the tilt angle of the vehicle body, a represents the tire load coefficient, and b represents the tire stiffness.

9. The method for detecting the operating status of a side-trailer according to claim 8, characterized in that: Calculating the rollover coefficient according to the tire pressure reduction and stress data, and determining whether to issue a warning according to the rollover coefficient, including: The rollover coefficient is calculated by the following formula: F=L*u1+N*u2; Among them, F represents the rollover coefficient, L represents the tire pressure, N represents the stress data, and u1 and u2 represent the weights; The rollover coefficient F is compared with the preset rollover coefficient threshold Fmax, and whether to issue an early warning is determined according to the comparison result; When F≤Fmax, it is determined that no warning will be issued; When F>Fmax, it is determined to give an early warning, and a coefficient difference ΔF is obtained according to the rollover coefficient F and the rollover coefficient threshold Fmax, ΔF=F-Fmax, and the coefficient difference ΔF is respectively compared with a first preset coefficient difference ΔF1 and a second preset coefficient difference ΔF2, ΔF1<ΔF2, and an early warning is given according to the comparison result; When ΔF≤ΔF1, the tilt and rollover level 3 warning is performed; When ΔF1<ΔF≤ΔF2, the tilt and rollover level 2 warning is performed; When ΔF2<ΔF, the tilt and rollover level 1 warning is performed.

10. A system for detecting the operating status of a side-tipping dump trailer, used for applying the method for detecting the operating status of a side-tipping dump trailer as claimed in any one of claims 1 to 9, characterized in that: include: A collection unit is configured to collect image data of the level meter and analyze the image data to identify the unloading state of the vehicle body; A first warning unit is configured to collect the vehicle body tilt angle and wheel pressure data when the collecting unit determines that the vehicle body is in the first state, and determine whether to issue a warning according to the vehicle body tilt angle and wheel pressure data; a judgment unit configured to, when the acquisition unit determines that the vehicle body is in the second state, acquire wheel pressure data and obtain a wheel contact area according to the wheel pressure data, and determine whether to acquire stress data of the strain gauge according to the wheel contact area; a second warning unit, configured to, when the judgment unit determines not to collect the stress data of the strain gauge, determine the monitoring duration according to the wheel contact area, detect the wheel contact data in real time, obtain the wheel contact area change rate after the duration ends, and determine whether to issue a warning according to the wheel contact area change rate; The second warning unit is also configured to collect tire pressure when the judgment unit determines to collect stress data of the strain gauge, calculate the rollover coefficient based on the tire pressure and stress data, and determine whether to issue a warning based on the rollover coefficient.

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