Overload vehicle anti-rollover safety control law design method based on control obstacle function

Abstract

The invention discloses an anti-rollover safety control law design method for a heavy-load vehicle based on a control obstacle function, and the method comprises the steps: respectively analyzing a vehicle transverse-yaw subsystem and a transverse roller system through the Newton second law of motion and the angular momentum conservation law, and constructing a three-degree-of-freedom state space model; the traditional lateral load transfer rate LTR for measuring the rollover of the vehicle is transferred again by using the state variable in the three-degree-of-freedom state space model, and a vehicle rollover prevention security certificate and an obstacle function are constructed; and respectively constructing a control Lyapunov function and a control obstacle function for the three-degree-of-freedom state space model, and solving and constructing an anti-rollover control law which simultaneously meets the driving control task requirements of the heavy-load vehicle and the rollover-free safety constraint conditions by utilizing a quadratic optimization framework. The method does not depend on a large number of sensors and complex calculation algorithms, strives to achieve a more efficient control effect with fewer resources, reduces dependence on expensive hardware, and finds a balance between cost and performance.

Description

Technical Field

[0001] The invention relates to the technical field of vehicle control in a traffic control system, and in particular to a method for designing an anti-rollover safety control law for a heavy-load vehicle based on a control obstacle function. Background Art

[0002] Heavy-duty vehicles are widely used in freight logistics, construction engineering, mining, agricultural production and other fields due to their excellent transportation and handling capabilities. However, the unique structural characteristics of these vehicles, such as high center of mass, large mass and volume, and relatively narrow wheelbase, make them more prone to rollover accidents during driving. In particular, the risk of rollover increases significantly when making sharp turns, driving on slopes, or encountering emergencies. In order to meet these challenges, the research and development of anti-rollover control technology has become an increasing focus.

[0003] Existing vehicle rollover prevention technology has made considerable progress in recent years, and the emergence of related research has further promoted innovation in this field. These studies mainly focus on using sensor networks, data fusion algorithms and artificial intelligence technologies to enhance vehicle stability. For example, through multi-sensor fusion technology, various dynamic parameters such as vehicle speed, tilt angle, load distribution, etc. are monitored in real time to enhance the system's perception and judgment of vehicle status; by focusing on the development of prediction models based on machine learning and artificial intelligence, historical data and real-time driving information are analyzed to predict possible rollover risks in advance and take active intervention measures; related research also involves vehicle chassis active control technology, which dynamically adjusts the vehicle's center of gravity by adjusting the suspension or braking system to reduce rollover risks.

[0004] Compared with the rapid development of the above theoretical research, the existing anti-rollover control technology faces the following challenges in practical application:

[0005] Cost and complexity: The existing rollover prevention technology relies on a large number of sensors and complex computing systems, which not only increases the cost of the system, but also makes maintenance and operation more complicated, thus limiting the popularization and application of the existing rollover prevention technology;

[0006] Real-time problem: Although existing technologies achieve real-time monitoring through sensors and data processing, the system may not be able to respond to all emergencies in a timely manner in high-speed driving or dynamically changing environments. Therefore, insufficient real-time performance may result in the system being unable to effectively prevent rollover accidents at critical moments.

[0007] Adaptability and robustness: Existing anti-rollover control technology often exhibits certain limitations when dealing with different terrains, climatic conditions, various complex road conditions and variable working conditions, which affects the effectiveness of its anti-rollover control. Summary of the invention

[0008] The technical problem to be solved by the present invention is to provide a method for designing anti-rollover safety control laws for heavy-loaded vehicles based on control obstacle functions. The method does not rely on a large number of sensors and complex calculation algorithms, but starts from the optimization of the overall control logic and strategy, and strives to achieve more efficient control effects with fewer resources, while reducing dependence on expensive hardware and finding a balance between cost and performance.

[0009] In order to solve the above technical problems, the present invention provides a method for designing a rollover prevention safety control law for a heavy-duty vehicle based on a control obstacle function, comprising the following steps:

[0010] Step 1) Three-degree-of-freedom mathematical modeling of heavy-duty vehicles: firstly, two-degree-of-freedom mathematical modeling of the lateral yaw subsystem of the heavy-duty vehicle and single-degree-of-freedom mathematical modeling of the roll subsystem are performed, and then three-degree-of-freedom mathematical modeling of the heavy-duty vehicle is performed based on the two-degree-of-freedom mathematical model and the single-degree-of-freedom mathematical model to obtain a three-degree-of-freedom state space model of the heavy-duty vehicle system;

[0011] Step 2) Construction of a safety certificate based on the traditional lateral load transfer rate LTR: first, transform the traditional lateral load transfer rate LTR, and re-describe the traditional lateral load transfer rate LTR into a new lateral load transfer rate LTR using the state space variables of the three-degree-of-freedom state space model, and then construct a roll safety certificate and an obstacle function; construct a safety set D for the new lateral load transfer rate LTR, and use the safety set D as a safety certificate for testing the new roll index LTR. Based on the safety set D, an obstacle function for a heavy-loaded vehicle is constructed, and the characteristics of the obstacle function on the safety set D and its boundary are used as a standard for judging the roll state of the heavy-loaded vehicle and preventing rollover control design;

[0012] Step 3) Design of anti-rollover safety control law based on QP optimization solution: Construct a control Lyapunov function to achieve heavy-load vehicle stabilization, and obtain a feasible set of global exponential stabilization control laws for the system; then construct a control barrier function for heavy-load vehicle safety, based on the roll safety certificate and the barrier function, use an extended K-type function and impose constraints to constrain the new lateral load transfer rate LTR to the set D defined by the safety certificate, so that the set D is a safety invariant set, and then obtain a feasible set of non-rollover safety control laws for heavy-load vehicle systems; finally, the anti-rollover safety control law for heavy-load vehicles is obtained based on the quadratic optimization QP solution.

[0013] Furthermore, in step 1), the steps of two-degree-of-freedom mathematical modeling of the lateral sub-yaw subsystem are as follows:

[0014] Based on Newton's second law, the balance relationship between the lateral forces acting on the vehicle is analyzed to construct the dynamic equation of the sideslip angle β at the center of gravity of the vehicle. Where σ=C v +C h ,ρ=Ch l h -C v l v , C v ,C h is the rigidity coefficient of the front and rear tires, l v With l h represents the distance between the center of gravity of the vehicle and the front axle and between the center of gravity of the vehicle and the rear axle, v x is the vehicle forward speed, δ is the front wheel steering angle;

[0015] Based on the theorem of conservation of angular momentum, the steering motion equation of the vehicle body under the lateral force on the tire is obtained:

[0016] Among them, J zz is the moment of inertia of the vehicle body yaw rotation, is the steering angular velocity at the center of gravity of the vehicle body;

[0017] Construct a heavy-duty vehicle lateral yaw subsystem based on the sideslip angle β at the center of gravity and the steering angular velocity The state space model of the state variables is:

[0018] Complete two-degree-of-freedom mathematical modeling.

[0019] Furthermore, in step 1), the steps of single degree of freedom mathematical modeling of the rolling subsystem are as follows:

[0020] The rolling dynamics equation of heavy-loaded vehicles is constructed based on the law of conservation of momentum of parallel axes:

[0021]

[0022] Among them, J xeq =J xx +mh 2 is the moment of inertia of the vehicle body rolling rotation, h is the rotation radius of the vehicle load rolling motion, φ is the rolling angle of the vehicle load center of gravity, a y is the acceleration of the vehicle's lateral motion; complete the single-degree-of-freedom mathematical modeling.

[0023] Furthermore, in step 1), the yaw subsystem, the lateral subsystem and the roll subsystem are combined to obtain the following three-degree-of-freedom state space model of the heavy-load vehicle:

[0024]

[0025] Furthermore, in step 2), the new lateral load transfer rate LTR is:

[0026]

[0027] Furthermore, in step 2, the security set D is:

[0028] D={LTR∈R|-c roll <LTR<c roll ,c roll ∈[0,1]};

[0029] The barrier function is:

[0030] h1(φ)=c roll -LTR; h2(φ)=LTR+c roll ;

[0031] Using the above barrier function h i The characteristics of (φ),i=1,2 on the safe set D and its boundary are:

[0032]

[0033] Furthermore, in step 3), based on the three-degree-of-freedom state space model, a model satisfying L Ax V(x)+L B V(x)δ≤-c3||x|| 2 The control Lyapunov function of the closed-loop system is given by the feasible set of global exponential stabilization control laws {δ∈R|L Ax V(x)+L B V(x)δ≤-c3||x|| 2}.

[0034] Furthermore, in step 3), the control barrier function satisfies the following conditions:

[0035] And obtain a feasible set of safety control measures to ensure the system does not roll over

[0036] Beneficial effects of the present invention:

[0037] The present invention studies anti-rollover control from the perspective of control design, and provides a different, more systematic and flexible solution. Starting from advanced control theory, a more concise and direct control strategy is designed for the characteristics of heavy-loaded vehicles, which can reduce the complexity of the system while ensuring the real-time and effectiveness of the system. This method does not rely on a large number of sensors and complex calculation algorithms, but starts from the optimization of the overall control logic and strategy, striving to achieve more efficient control effects with fewer resources, while reducing dependence on expensive hardware, and finding a balance between cost and performance.

[0038] Compared with the existing anti-rollover control technology for heavy-loaded vehicles, the present invention utilizes the mutual coupling of the lateral subsystem, the yaw subsystem and the roll subsystem to form a three-degree-of-freedom state space model to fully characterize the influence of roll dynamics on the dynamic characteristics of heavy-loaded vehicles, and then uses the obstacle function to transform the rollover control problem of heavy-loaded vehicles into a control design problem of heavy-loaded vehicles under state constraints; at the same time, the quadratic optimization framework is used to realize the automatic solution of the anti-rollover control law, avoiding the complexity and difficulty brought by the traditional analytical control law design. The obtained anti-rollover control law can not only ensure the rollover-free safety of heavy-loaded vehicles in real time during operation, but also the characteristic of minimum correction of the existing nominal control law can effectively reduce the hardware cost of updating the existing vehicle control system, bringing convenience to actual engineering implementation and actual application. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 is a flow chart of the present invention;

[0040] Figure 2 It is a schematic diagram of the motion of the lateral yaw subsystem of a heavy-duty vehicle of the present invention;

[0041] Figure 3 It is a schematic diagram of the motion of the rolling subsystem of a heavy-duty vehicle of the present invention;

[0042] Figure 4 is a schematic diagram of vehicle state changes without adopting an anti-rollover control solution;

[0043] Figure 5 is a schematic diagram of the change of the lateral load transfer rate without adopting the anti-rollover control scheme;

[0044] Figure 6 It is a schematic diagram of the state change of a vehicle using the anti-rollover control solution of the present invention;

[0045] Figure 7 It is a schematic diagram of the change of the lateral load transfer rate when the anti-rollover control scheme is adopted in the present invention. DETAILED DESCRIPTION

[0046] The present invention is further described below in conjunction with the accompanying drawings and specific embodiments so that those skilled in the art can better understand the present invention and implement it, but the embodiments are not intended to limit the present invention.

[0047] Figure 1 The flowchart of the steps of the present invention is as follows:

[0048] Step 1: Three-degree-of-freedom mathematical modeling of heavy-duty vehicles:

[0049] First, the two-degree-of-freedom mathematical modeling of the lateral subsystem and yaw subsystem of the heavy-duty vehicle is carried out;

[0050] like Figure 2 As shown, the two front wheels and the two rear wheels of the vehicle are virtualized to the center of the vehicle, and C v ,C h is the rigidity coefficient of the front and rear tires, α v ,α h is the side slip angle of the front and rear wheels, and the lateral forces on the front and rear wheels of the heavy-loaded vehicle are expressed as S v =C v α v , S h =C h α h Based on the side slip angle β at the center of gravity of the vehicle body and the steering angular velocity The front wheel slip angle and rear wheel slip angle are described as:

[0051]

[0052] Where δ is the front wheel steering angle, l v With l h Indicates the distance between the center of gravity of the vehicle and the front and rear axles, v x is the vehicle forward speed.

[0053] Based on Newton's second law, the equilibrium relationship between the lateral forces acting on a heavy-loaded vehicle can be obtained as follows:

[0054]

[0055] m is the sprung mass. h Bring in to get Using the formula α v Further sorting can be obtained

[0056]

[0057] Where σ=C v +C h ,ρ=C h l h -C v l v .

[0058] Using the theorem of conservation of angular momentum, the steering motion equation of the vehicle body under the lateral force on the tire is obtained:

[0059]

[0060] In the formula, α v ,α h Further sorting into

[0061]

[0062] Among them, J zz is the moment of inertia of the vehicle body yaw rotation,

[0063] Combining the above-mentioned lateral motion equation and steering motion equation, we can obtain the lateral subsystem and yaw subsystem of the heavy-duty vehicle with the sideslip angle β at the center of gravity and the steering angular velocity The state space model described for the state variables is:

[0064]

[0065] Then the single degree of freedom mathematical modeling of the roll subsystem is carried out:

[0066] like Figure 3 As shown, a linear force T is applied to the suspension system. spring = kφ and Under the condition (the constant k is the deformation constant of the spring in the suspension system, and the constant c is the damping system number of the damper in the suspension system), the moment balance equation can be obtained based on the law of conservation of parallel axis momentum:

[0067]

[0068] Among them, J xeq =J xx +mh 2 is the moment of inertia of the vehicle body rolling, J xx is the moment of inertia of the sprung mass of the heavy-loaded vehicle around the rolling axis through the center of mass, g is the gravity constant, h is the rotation radius of the vehicle load rolling motion, φ is the rolling angle of the vehicle load center of gravity, and a y is the acceleration of the vehicle's lateral motion. When φ is small, using cosφ≈1, sinφ≈0 to simplify, we can get the following motion equation of the rolling subsystem:

[0069]

[0070] Then the three-degree-of-freedom mathematical modeling of the heavy-duty vehicle is carried out:

[0071] Taking into account the influence of the rolling subsystem on the lateral motion of the heavy-loaded vehicle, the lateral motion equation is rewritten as:

[0072]

[0073] Or it can be written as:

[0074]

[0075] Then the motion equation of the vehicle body side slip angle β considering the rolling dynamics is obtained:

[0076]

[0077] use Further sorting of the rolling dynamics subsystem yields:

[0078]

[0079] By combining the yaw subsystem, lateral subsystem and roll subsystem obtained above, the following three-degree-of-freedom state space model of the heavy-duty vehicle can be obtained:

[0080]

[0081] Step 2: Build a security certificate based on LTR;

[0082] First, the lateral load transfer rate LTR is converted. The traditional roll index that describes the lateral load transfer rate of the vehicle is

[0083] In traditional methods, it is necessary to accurately measure the support force F of the left and right tires. L With F R , which not only requires additional sensors, but also directly affects the accuracy and timeliness of the subsequent anti-rollover control law.

[0084] like Figure 3 As shown in the figure, the rolling motion around the roll rotation center can be obtained by applying the moment balance analysis:

[0085] (Where T is the wheelbase between the left and right wheels of the vehicle).

[0086] Therefore, the traditional roll index LTR can be further described by the state space variables of the three-degree-of-freedom state space model to obtain a new lateral load transfer rate LTR:

[0087]

[0088] Roll safety certificate and barrier function construction;

[0089] The following safety set D is constructed for the new lateral load transfer rate LTR:

[0090] D={LTR∈R|-c roll <LTR<c roll ,c roll ∈[0,1]} as the safety certificate of the new lateral load transfer rate LTR, where the constant c roll is the safety constraint boundary imposed on the new lateral load transfer rate LTR, R is a common real number set, and the obstacle function h of the heavy-duty vehicle system is further constructed based on the safety set D.i (φ),i=1,2:

[0091] h1(φ)=c roll -LTR; h2(φ)=LTR+c roll

[0092] Using the above barrier function h i (φ),i=1,2 has the following characteristics on the safe set D and its boundary

[0093] As a standard for judging the vehicle's roll state and preventing rollover control design.

[0094] Step 3: Design of the rollover prevention safety control law based on QP optimization solution, specifically, first constructing the control Lyapunov function to achieve vehicle stabilization,

[0095] Based on the fact that a three-degree-of-freedom fully controllable system must have a global exponential stabilization control law, with the help of the inverse theorem of Lyapunov function existence, it can be known that there must be a positive definite Lyapunov function V(x) that satisfies

[0096] c1||x|| 2 ≤V(x)≤c2||x|| 2

[0097] L Ax V(x)+L B V(x)δ≤-c3||x|| 2

[0098]

[0099] Among them, c1, c2, c3, c4 are positive constants, L represents Lie derivative, Based on the above Lyapunov function V(x), the feasible set of global exponential stabilization control laws of the system is obtained:

[0100] {δ∈R|L Ax V(x)+L B V(x)δ≤-c3||x|| 2}.

[0101] Then, a control obstacle function is constructed to achieve vehicle safety. Based on the roll safety certificate and obstacle function given above, α is selected. i (i=1,2) is an extended K-type function and imposes the following constraints:

[0102]

[0103] The new lateral load transfer rate LTR can be constrained on the set defined by the security certificate, that is, the security set D is a security invariant set. Given that the condition can be re-described as:

[0104]

[0105] So h i (φ)(i=1,2) is also called the control obstacle function of the heavy-load vehicle system.

[0106] Based on the above constructed control obstacle function h i (φ) can obtain the following feasible set of safety control laws for heavy-duty vehicle systems without rollover:

[0107]

[0108] Finally, the anti-rollover safety control law of heavy-duty vehicles based on the quadratic optimization QP solution is constructed;

[0109] In order to obtain the control law that satisfies both the system's stabilization control and anti-rollover safety, the following quadratic optimization QP framework is used:

[0110]

[0111] L Ax V(x)+L B V(x)δ≤-c3||x|| 2 +ε,

[0112] L Ax h1(φ)+L B h1(φ)δ≥-α1(h1(φ)),

[0113] L Ax h2(φ)+L B h2(φ)δ≥-α2(h1(φ)),

[0114] In the existing vehicle control law δ nominal (x) Under the premise of minimum correction, the anti-rollover safety control law δ(·) is obtained to satisfy both the heavy-load vehicle system stabilization and the no-rollover constraint conditions.

[0115] Comparison of heavy-load vehicle anti-rollover safety control cases. In order to further understand the present invention, comparative verifications are conducted on the implementation scheme of the present invention and the implementation scheme of the present invention not being adopted. However, it should be understood that these verifications are only for further illustrating the features and advantages of the present invention, rather than limiting the claims of the present invention.

[0116] Based on the following selected heavy-duty vehicle parameters:

[0117] parameter value unit parameter value unit <![CDATA[v x ]]> 50 m / s <![CDATA[J xx ]]> 362.6 <![CDATA[Kg.m 2 / s]]> m 1224 Kg <![CDATA[J zz ]]> 1280 <![CDATA[Kg.m 2 / s]]> h 0.375 m <![CDATA[C v ]]> 90240 N / rad <![CDATA[l v ]]> 1.102 m <![CDATA[C h ]]> 180000 N / rad <![CDATA[l h ]]> 1.25 m T 1.51 m c 4000 <![CDATA[Kg.m 2 / s]]> k 36075 <![CDATA[Kg.m 2 / s]]>

[0118] Figure 4-Figure 7 The control effects of the embodiments of the present invention and those of the embodiments of the present invention are compared. Figure 4 and Figure 6 All state variables in the equation converge to a steady state over time, but Figure 5 The results show that the vehicle lateral load transfer rate LTR has exceeded the safety constraint boundary during the state convergence process. Figure 7 It is demonstrated that after adopting the implementation scheme of the present invention, the vehicle lateral load transfer rate LTR is always within the safety constraint range, thereby realizing the anti-rollover control design during the driving of heavy-loaded vehicles.

[0119] The symbols with dots on top in the above equations are expressions of first-order derivatives or second-order derivatives, which are existing expressions and will not be described in detail.

[0120] The above embodiments are only preferred embodiments for fully illustrating the present invention, and the protection scope of the present invention is not limited thereto. Any equivalent substitution or change made by a person skilled in the art based on the present invention is within the protection scope of the present invention.

Claims

1. A method for designing a safety control law for rollover prevention of a heavy-duty vehicle based on a control obstacle function, characterized in that: The following steps are involved: Step 1) Three-degree-of-freedom mathematical modeling of heavy-duty vehicles: firstly, two-degree-of-freedom mathematical modeling of the lateral yaw subsystem of the heavy-duty vehicle and single-degree-of-freedom mathematical modeling of the roll subsystem are performed, and then three-degree-of-freedom mathematical modeling of the heavy-duty vehicle is performed based on the two-degree-of-freedom mathematical model and the single-degree-of-freedom mathematical model to obtain a three-degree-of-freedom state space model of the heavy-duty vehicle system; Step 2) Construction of a safety certificate based on the traditional lateral load transfer rate LTR: first, transform the traditional lateral load transfer rate LTR, and re-describe the traditional lateral load transfer rate LTR into a new lateral load transfer rate LTR using the state space variables of the three-degree-of-freedom state space model, and then construct a roll safety certificate and an obstacle function; construct a safety set D for the new lateral load transfer rate LTR, and use the safety set D as a safety certificate for testing the new roll index LTR. Based on the safety set D, an obstacle function for a heavy-loaded vehicle is constructed, and the characteristics of the obstacle function on the safety set D and its boundary are used as a standard for judging the roll state of the heavy-loaded vehicle and preventing rollover control design; Step 3) Design of rollover prevention safety control law based on QP optimization solution: construct the control Lyapunov function to achieve heavy-load vehicle stabilization, and obtain the feasible set of global exponential stabilization control laws of the system; Subsequently, a control obstacle function for the safety of heavy-loaded vehicles is constructed. Based on the roll safety certificate and the obstacle function, an extended K-type function is used and constraints are imposed to constrain the new lateral load transfer rate LTR to the set D defined by the safety certificate, so that the set D is a safety invariant set, and then the feasible set of the non-rollover safety control law of the heavy-loaded vehicle system is obtained; finally, the anti-rollover safety control law of the heavy-loaded vehicle is obtained based on the quadratic optimization QP solution.

2. The method for designing a rollover prevention safety control law for a heavy-duty vehicle based on a control obstacle function as claimed in claim 1, characterized in that: In step 1), the steps of two-degree-of-freedom mathematical modeling of the lateral sub-yaw subsystem are as follows: Based on Newton's second law, the balance relationship between the lateral forces acting on the vehicle is analyzed to construct the dynamic equation of the sideslip angle β at the center of gravity of the vehicle. Where σ=C v +C h ,ρ=C h l h -C v l v , C v ,C h is the rigidity coefficient of the front and rear tires, l v With l h represents the distance between the center of gravity of the vehicle and the front axle and between the center of gravity of the vehicle and the rear axle, v x is the vehicle forward speed, δ is the front wheel steering angle; Based on the theorem of conservation of angular momentum, the steering motion equation of the vehicle body under the lateral force on the tire is obtained: Among them, J zz is the moment of inertia of the vehicle body yaw rotation, is the steering angular velocity at the center of gravity of the vehicle body; Construct a heavy-duty vehicle lateral yaw subsystem based on the sideslip angle β at the center of gravity and the steering angular velocity The state space model of the state variables is: Complete two-degree-of-freedom mathematical modeling.

3. The method for designing a rollover prevention safety control law for a heavy-duty vehicle based on a control obstacle function as claimed in claim 2, characterized in that: In step 1), the steps of mathematical modeling of single degree of freedom of the rolling subsystem are as follows: The rolling dynamics equation of heavy-loaded vehicles is constructed based on the law of conservation of momentum of parallel axes: Among them, J xeq =J xx +mh 2 is the moment of inertia of the vehicle body rolling rotation, h is the rotation radius of the vehicle load rolling motion, φ is the rolling angle of the vehicle load center of gravity, a y is the acceleration of the vehicle's lateral motion; complete the single-degree-of-freedom mathematical modeling.

4. The method for designing a rollover prevention safety control law for a heavy-duty vehicle based on a control obstacle function as claimed in claim 3, characterized in that: In step 1), the yaw subsystem, the lateral subsystem and the roll subsystem are combined to obtain the following three-degree-of-freedom state space model of the heavy-load vehicle:

5. The method for designing a rollover prevention safety control law for a heavy-duty vehicle based on a control obstacle function as claimed in claim 1, characterized in that: In step 2), the new lateral load transfer rate LTR is:

6. The method for designing a rollover prevention safety control law for a heavy-duty vehicle based on a control obstacle function as claimed in claim 5, characterized in that: In step 2, the security set D is: D={LTR∈R|-c roll <LTR<c roll ,c roll ∈[0,1]}; The barrier function is: h1(φ)=c roll -LTR;h2(φ)=LTR+c roll ; Using the above barrier function h i The characteristics of (φ),i=1,2 on the safe set D and its boundary are:

7. The method for designing a rollover prevention safety control law for a heavy-duty vehicle based on a control obstacle function as claimed in claim 1, characterized in that: In step 3), based on the three-degree-of-freedom state space model, a model that satisfies L is constructed. Ax V(x)+L B V(x)δ≤-c3||x|| 2 The control Lyapunov function of the closed-loop system is obtained by the feasible set of global exponential stabilization control laws {δ∈R|L Ax V(x)+L B V(x)δ≤-c3||x|| 2 }.

8. The method for designing a rollover prevention safety control law for a heavy-duty vehicle based on a control obstacle function as claimed in claim 7, characterized in that: In step 3), the control barrier function satisfies the following conditions: And obtain a feasible set of safety control measures to ensure the system does not roll over

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