Engineering vehicle rollover detection method and device based on BMS system

Abstract

The invention discloses an engineering vehicle rollover detection method and device based on a BMS (Battery Management System), and the method comprises the steps: obtaining the attitude data of an engineering vehicle through sensing equipment, and calculating the attitude parameters of the engineering vehicle in the current state according to the attitude data and a preset algorithm, judging whether the attitude parameters are within a preset early warning attitude parameter range or not, when it is judged that the attitude parameters are within the preset early warning attitude parameter range, determining the risk level corresponding to the rollover risk existing in the engineering vehicle according to the early warning attitude parameter range, and controlling the rollover risk of the engineering vehicle on the basis of control parameters of a BMS system of the engineering vehicle. And executing protection control operation matched with the risk level on the engineering vehicle. Therefore, the probability of rollover of the working vehicle can be effectively reduced, so that the probability of accidents during operation of the engineering vehicle is reduced, and the use safety of the engineering vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of engineering machinery, and in particular to a method and device for detecting rollover of an engineering vehicle based on a BMS system. Background Art

[0002] Currently, new energy earthmoving machinery uses power supplies that are high in energy and fragile. When operating in complex earthmoving environments, they are susceptible to intrusion by foreign objects or rollovers caused by complex terrain. Traditional passive protection solutions are still used in electric earthmoving machinery. In the event of a rollover, new energy earthmoving machinery cannot promptly detect the vehicle's status and lacks any proactive measures to protect the power supply and driver. This can lead to increased accident probability and reduced vehicle safety during operation.

[0003] Therefore, a method and device for detecting rollover of engineering vehicles based on the BMS system are provided, which can effectively reduce the probability of rollover of working vehicles, thereby solving the technical problems of increased probability of accidents during operation of engineering vehicles and low safety of engineering vehicles. Summary of the Invention

[0004] The present invention provides a method and device for detecting the rollover of an engineering vehicle based on a BMS system, which can effectively reduce the probability of a working vehicle rolling over, thereby helping to reduce the probability of accidents occurring during vehicle operation and improve the safety of engineering vehicles.

[0005] In order to solve the above technical problems, the first aspect of the present invention discloses a method for detecting a rollover of an engineering vehicle based on a BMS system, the method comprising:

[0006] Acquire the posture data of the engineering vehicle through the sensing device, and calculate the posture parameters of the engineering vehicle in the current state according to the posture data and a preset algorithm;

[0007] Determining whether the posture parameter is within a preset warning posture parameter range;

[0008] When it is determined that the posture parameter is within a preset warning posture parameter range, determining a risk level corresponding to the rollover risk of the engineering vehicle according to the warning posture parameter range;

[0009] Based on the control parameters of the BMS system of the engineering vehicle, a protection control operation matching the risk level is performed on the engineering vehicle.

[0010] As an optional embodiment, in the first aspect of the present invention, the sensing device is provided in the engineering vehicle, and the posture data includes: three-axis angular velocity, three-axis linear acceleration, and static tilt angle of the engineering vehicle;

[0011] Among them, the three-axis angular velocity includes: the first angular velocity of the engineering vehicle's body rotating around the longitudinal coordinate axis, the second angular velocity of the engineering vehicle's body rotating around the transverse coordinate axis, and the third angular velocity of the engineering vehicle's body rotating around the vertical coordinate axis; the three-axis linear acceleration includes: the first acceleration of the engineering vehicle's body rotating around the longitudinal coordinate axis, the second acceleration of the engineering vehicle's body rotating around the transverse coordinate axis, and the third acceleration of the engineering vehicle's body rotating around the vertical coordinate axis; the static tilt angle includes: the pitch angle and roll angle of the engineering vehicle relative to the horizontal plane.

[0012] As an optional embodiment, in the first aspect of the present invention, the step of calculating the posture parameters of the engineering vehicle in the current state based on the posture data and a preset algorithm includes:

[0013] Calculating a critical roll angle of the engineering vehicle in a current state according to the first angular velocity, the first acceleration, and a preset first algorithm;

[0014] Calculating a critical pitch angle of the engineering vehicle in a current state according to the second angular velocity, the second acceleration, and a preset second algorithm;

[0015] Calculating a critical yaw angle of the engineering vehicle in a current state according to the third angular velocity and the third acceleration;

[0016] The rollover risk coefficient of the engineering vehicle in the current state is calculated based on the critical roll angle, the critical pitch angle, the critical yaw angle and a preset third algorithm.

[0017] As an optional embodiment, in the first aspect of the present invention, the step of calculating the posture parameters of the engineering vehicle in the current state based on the posture data and a preset algorithm further includes:

[0018] Calculating a critical roll angle of the engineering vehicle in a current state according to the roll angle and a preset first algorithm;

[0019] Calculating a critical pitch angle of the engineering vehicle in a current state according to the pitch angle and a preset second algorithm;

[0020] Calculating a total kinetic energy and potential energy of the engineering vehicle in the current state according to the roll angle, the pitch angle, and a preset fourth algorithm;

[0021] The expression of the fourth algorithm is expressed as:

[0022]

[0023] τ roll =Jx ·φ”+C x ·φ'+K x ·φ

[0024] τ pitch =J y ·θ”+C y ·θ'+K y ·θ

[0025]

[0026] φ represents the roll angle, θ represents the pitch angle, φ' represents the roll angular velocity at time t, φ" represents the roll acceleration at time t, θ' represents the pitch angular velocity at time t, θ" represents the pitch acceleration at time t, τ roll It is represented by the first external torque corresponding to the body of the engineering vehicle, τ pitch It is represented by the second external torque corresponding to the body of the engineering vehicle, J x It is expressed as the first moment of inertia of the engineering vehicle around the longitudinal coordinate axis, J y Expressed as the second moment of inertia of the engineering vehicle around the transverse coordinate axis, C x It is expressed as the first drag coefficient corresponding to the suspension system of the engineering vehicle, C y It is expressed as the second drag coefficient corresponding to the suspension system of the engineering vehicle, K x It is represented by the first stiffness coefficient corresponding to the suspension system of the engineering vehicle, K y It is represented as the second stiffness coefficient corresponding to the suspension system of the engineering vehicle, and E is represented as the total kinetic energy and potential energy of the engineering vehicle.

[0027] As an optional implementation manner, in the first aspect of the present invention, the expression of the first algorithm is expressed as:

[0028]

[0029] The expression of the second algorithm is expressed as:

[0030]

[0031] The expression of the third algorithm is expressed as:

[0032]

[0033] Wherein, R represents the rollover risk coefficient, φ represents the first instantaneous angle, θ represents the second instantaneous angle, ψ represents the third instantaneous angle, and φ represents the first instantaneous angle. crit Denoted as the critical roll angle, θ crit Denote the critical pitch angle, ψcrit is represented as the critical yaw angle, w is represented as the wheelbase width of the engineering vehicle, l is represented as the wheelbase length of the engineering vehicle, h is represented as the real-time center of mass height of the engineering vehicle, and α is represented as the weight coefficient of the third instantaneous angle.

[0034] As an optional embodiment, in the first aspect of the present invention, when it is determined that the posture parameter is within a preset warning posture parameter range, determining the risk level corresponding to the rollover risk of the engineering vehicle according to the warning posture parameter range includes:

[0035] When it is determined that the rollover risk coefficient is within a preset first warning coefficient range, determining that the rollover risk of the engineering vehicle is at a low risk level;

[0036] When it is determined that the rollover risk coefficient is within a preset second warning coefficient range, determining that the rollover risk of the engineering vehicle is at a high risk level;

[0037] When it is determined that the rollover risk coefficient is within a preset third warning coefficient range, determining that the rollover risk of the engineering vehicle is at an emergency protection level;

[0038] When it is determined that the total value of the kinetic potential energy is greater than a preset total value threshold of the kinetic potential energy, it is determined that the rollover risk of the engineering vehicle is at an emergency protection level.

[0039] As an optional implementation manner, in the first aspect of the present invention, performing a protection control operation on the engineering vehicle that matches the risk level includes:

[0040] When it is determined that the rollover risk of the engineering vehicle is at a low risk level, information is output through the voice module and / or the display module to prompt the driver in the cab of the engineering vehicle to drive with caution;

[0041] When it is determined that the rollover risk of the engineering vehicle is at a high risk level, limiting the power of the hydraulic lifting system of the engineering vehicle by adjusting the output parameters of the BMS system of the engineering vehicle;

[0042] When it is determined that the rollover risk of the engineering vehicle is at an emergency protection risk level, the power supply of the engineering vehicle is controlled by the BMS system of the engineering vehicle to perform high-voltage unloading and disconnect the power supply output.

[0043] A second aspect of the present invention discloses a rollover detection device for an engineering vehicle based on a BMS system, the device comprising:

[0044] An acquisition module is used to acquire the posture data of the engineering vehicle through a sensor device;

[0045] a calculation module, configured to calculate the posture parameters of the engineering vehicle in its current state based on the posture data acquired by the acquisition module and a preset algorithm;

[0046] A judgment module, configured to judge whether the posture parameter calculated by the calculation module is within a preset warning posture parameter range;

[0047] a determination module, configured to determine a risk level corresponding to the rollover risk of the engineering vehicle according to the warning posture parameter range when the judgment module determines that the posture parameter is within a preset warning posture parameter range;

[0048] A control module is configured to execute, on the engineering vehicle, a protection control operation that matches the risk level determined by the determination module based on control parameters of the BMS system of the engineering vehicle.

[0049] As an optional embodiment, in the second aspect of the present invention, the sensing device is provided in the engineering vehicle, and the posture data includes: three-axis angular velocity, three-axis linear acceleration, and static tilt angle of the engineering vehicle;

[0050] Among them, the three-axis angular velocity includes: the first angular velocity of the engineering vehicle's body rotating around the longitudinal coordinate axis, the second angular velocity of the engineering vehicle's body rotating around the transverse coordinate axis, and the third angular velocity of the engineering vehicle's body rotating around the vertical coordinate axis; the three-axis linear acceleration includes: the first acceleration of the engineering vehicle's body rotating around the longitudinal coordinate axis, the second acceleration of the engineering vehicle's body rotating around the transverse coordinate axis, and the third acceleration of the engineering vehicle's body rotating around the vertical coordinate axis; the static tilt angle includes: the pitch angle and roll angle of the engineering vehicle relative to the horizontal plane.

[0051] As an optional embodiment, in the second aspect of the present invention, the specific manner in which the calculation module calculates the posture parameters of the engineering vehicle in the current state based on the posture data and a preset algorithm is:

[0052] Calculating a critical roll angle of the engineering vehicle in a current state according to the first angular velocity, the first acceleration, and a preset first algorithm;

[0053] Calculating a critical pitch angle of the engineering vehicle in a current state according to the second angular velocity, the second acceleration, and a preset second algorithm;

[0054] Calculating a critical yaw angle of the engineering vehicle in a current state according to the third angular velocity and the third acceleration;

[0055] The rollover risk coefficient of the engineering vehicle in the current state is calculated based on the critical roll angle, the critical pitch angle, the critical yaw angle and a preset third algorithm.

[0056] As an optional embodiment, in the second aspect of the present invention, the specific manner in which the calculation module calculates the posture parameters of the engineering vehicle in the current state based on the posture data and a preset algorithm further includes:

[0057] Calculating a critical roll angle of the engineering vehicle in a current state according to the roll angle and a preset first algorithm;

[0058] Calculating a critical pitch angle of the engineering vehicle in a current state according to the pitch angle and a preset second algorithm;

[0059] Calculating a total kinetic energy and potential energy of the engineering vehicle in the current state according to the roll angle, the pitch angle, and a preset fourth algorithm;

[0060] The expression of the fourth algorithm is expressed as:

[0061]

[0062] τ roll =J x ·φ”+C x ·φ'+K x ·φ

[0063] τ pitch =J y ·θ”+C y ·θ'+K y ·θ

[0064]

[0065] φ represents the roll angle, θ represents the pitch angle, φ' represents the roll angular velocity at time t, φ" represents the roll acceleration at time t, θ' represents the pitch angular velocity at time t, θ" represents the pitch acceleration at time t, τ roll It is represented by the first external torque corresponding to the body of the engineering vehicle, τ pitch It is represented by the second external torque corresponding to the body of the engineering vehicle, J x It is expressed as the first moment of inertia of the engineering vehicle around the longitudinal coordinate axis, J y Expressed as the second moment of inertia of the engineering vehicle around the transverse coordinate axis, C x It is expressed as the first drag coefficient corresponding to the suspension system of the engineering vehicle, C yIt is expressed as the second drag coefficient corresponding to the suspension system of the engineering vehicle, K x It is represented by the first stiffness coefficient corresponding to the suspension system of the engineering vehicle, K y It is represented as the second stiffness coefficient corresponding to the suspension system of the engineering vehicle, and E is represented as the total kinetic energy and potential energy of the engineering vehicle.

[0066] As an optional implementation manner, in the second aspect of the present invention, the expression of the first algorithm is expressed as:

[0067]

[0068] The expression of the second algorithm is expressed as:

[0069]

[0070] The expression of the third algorithm is expressed as:

[0071]

[0072] Wherein, R represents the rollover risk coefficient, φ represents the first instantaneous angle, θ represents the second instantaneous angle, ψ represents the third instantaneous angle, and φ represents the first instantaneous angle. crit Denoted as the critical roll angle, θ crit Denote the critical pitch angle, ψ crit is represented as the critical yaw angle, w is represented as the wheelbase width of the engineering vehicle, l is represented as the wheelbase length of the engineering vehicle, h is represented as the real-time center of mass height of the engineering vehicle, and α is represented as the weight coefficient of the third instantaneous angle.

[0073] As an optional embodiment, in the second aspect of the present invention, when the judgment module determines that the posture parameter is within a preset warning posture parameter range, the specific manner in which the determination module determines the risk level corresponding to the rollover risk of the engineering vehicle based on the warning posture parameter range is:

[0074] When it is determined that the rollover risk coefficient is within a preset first warning coefficient range, determining that the rollover risk of the engineering vehicle is at a low risk level;

[0075] When it is determined that the rollover risk coefficient is within a preset second warning coefficient range, determining that the rollover risk of the engineering vehicle is at a high risk level;

[0076] When it is determined that the rollover risk coefficient is within a preset third warning coefficient range, determining that the rollover risk of the engineering vehicle is at an emergency protection level;

[0077] When it is determined that the total value of the kinetic potential energy is greater than a preset total value threshold of the kinetic potential energy, it is determined that the rollover risk of the engineering vehicle is at an emergency protection level.

[0078] As an optional implementation, in the second aspect of the present invention, the specific manner in which the control module performs the protection control operation matching the risk level on the engineering vehicle is:

[0079] When it is determined that the rollover risk of the engineering vehicle is at a low risk level, information is output through the voice module and / or the display module to prompt the driver in the cab of the engineering vehicle to drive with caution;

[0080] When it is determined that the rollover risk of the engineering vehicle is at a high risk level, limiting the power of the hydraulic lifting system of the engineering vehicle by adjusting the output parameters of the BMS system of the engineering vehicle;

[0081] When it is determined that the rollover risk of the engineering vehicle is at an emergency protection risk level, the power supply of the engineering vehicle is controlled by the BMS system of the engineering vehicle to perform high-voltage unloading and disconnect the power supply output.

[0082] A third aspect of the present invention discloses another device for detecting a rollover of an engineering vehicle based on a BMS system, the device comprising:

[0083] a memory storing executable program code;

[0084] a processor coupled to the memory;

[0085] The processor calls the executable program code stored in the memory to execute the engineering vehicle rollover detection method based on the BMS system disclosed in the first aspect of the present invention.

[0086] A fourth aspect of the present invention discloses a computer storage medium storing computer instructions. When the computer instructions are called, they are used to execute the engineering vehicle rollover detection method based on the BMS system disclosed in the first aspect of the present invention.

[0087] Compared with the prior art, the embodiments of the present invention have the following beneficial effects:

[0088] The present invention provides a method and device for detecting rollover of an engineering vehicle based on a BMS system. The method comprises: obtaining posture data of the engineering vehicle through a sensing device, calculating posture parameters of the engineering vehicle in its current state based on the posture data and a preset algorithm, determining whether the posture parameters are within a preset warning posture parameter range, and when it is determined that the posture parameters are within the preset warning posture parameter range, determining the risk level corresponding to the rollover risk of the engineering vehicle based on the warning posture parameter range, and performing protective control operations on the engineering vehicle that match the risk level based on the control parameters of the BMS system of the engineering vehicle. It can be seen that the implementation of the present invention can timely perceive the rollover risk of the vehicle, effectively reduce the probability of the working vehicle rolling over, thereby helping to reduce the probability of accidents occurring during operation of the engineering vehicle and improving the safety of the engineering vehicle driver. BRIEF DESCRIPTION OF THE DRAWINGS

[0089] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0090] Figure 1 1 is a flow chart of a method for detecting a rollover of an engineering vehicle based on a BMS system disclosed in an embodiment of the present invention;

[0091] Figure 2 1 is a flow chart of another method for detecting a rollover of an engineering vehicle based on a BMS system disclosed in an embodiment of the present invention;

[0092] Figure 3 This is a schematic structural diagram of a rollover detection device for an engineering vehicle based on a BMS system disclosed in an embodiment of the present invention;

[0093] Figure 4 2 is a schematic structural diagram of another BMS-based engineering vehicle rollover detection device disclosed in an embodiment of the present invention;

[0094] Figure 5 This is a structural diagram of another engineering vehicle rollover detection system based on a BMS system disclosed in an embodiment of the present invention. DETAILED DESCRIPTION

[0095] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0096] The terms "first," "second," and so on, in the description and claims of the present invention and the accompanying drawings are used to distinguish between different items, not to describe a specific order. Furthermore, the terms "including," "having," and any variations thereof, are intended to cover non-exclusive inclusions. For example, a process, method, apparatus, product, or end comprising a series of steps or elements is not limited to the listed steps or elements but may optionally include steps or elements not listed therein, or may optionally include other steps or elements inherent to such process, method, product, or end.

[0097] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present invention. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute a separate or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0098] The present invention discloses a method and device for detecting rollover of an engineering vehicle based on a BMS system. The method and device can obtain the posture data of the engineering vehicle through a sensing device, and calculate the posture parameters of the engineering vehicle in the current state based on the posture data and a preset algorithm, and judge whether the posture parameters are within the preset warning posture parameter range. When it is judged that the posture parameters are within the preset warning posture parameter range, the risk level corresponding to the rollover risk of the engineering vehicle is determined according to the warning posture parameter range, and based on the control parameters of the BMS system of the engineering vehicle, a protective control operation matching the risk level is performed on the engineering vehicle. It can be seen that the implementation of the present invention can timely perceive the rollover risk of the vehicle, effectively reduce the probability of the working vehicle rolling over, thereby helping to reduce the probability of accidents occurring when the engineering vehicle is working, and improve the safety of the engineering vehicle driver. The following are detailed descriptions.

[0099] Example 1

[0100] See also Figure 1 , Figure 1 This is a flow chart of a method for detecting a rollover of an engineering vehicle based on a BMS system disclosed in an embodiment of the present invention. Figure 1The described method for detecting rollover of an engineering vehicle based on a BMS system can be applied to a device for detecting rollover of an engineering vehicle based on a BMS system, and the device can also be applied to a BMS system of an engineering vehicle, which is not limited in the embodiment of the present invention. Optionally, a plurality of sensing devices are provided on the engineering vehicle, and the sensing devices may include at least one of a high-vibration-resistant industrial-grade IMU, an inclination sensor, etc., which is not limited in the embodiment of the present invention. Figure 1 As shown, the BMS-based engineering vehicle rollover detection method may include the following operations:

[0101] 101. The posture data of the engineering vehicle is obtained through the sensing equipment, and the posture parameters of the engineering vehicle in the current state are calculated based on the posture data and the preset algorithm.

[0102] In the embodiment of the present invention, optionally, Figure 5 As shown, the sensing device (attitude sensor) is provided on an engineering vehicle (for example, earth-moving machinery). The sensing device may include at least one of a high-vibration-resistant industrial-grade IMU and a tilt sensor. The sensing device is electrically connected to the BMS system (battery management system) in the power supply of the engineering vehicle. The engineering vehicle rollover detection device in the BMS system is used to monitor and control the load power of the engineering vehicle.

[0103] In an embodiment of the present invention, optionally, the posture data may include: three-axis angular velocity, three-axis linear acceleration, and static tilt angle of the engineering vehicle. The three-axis angular velocity may include: a first angular velocity of the engineering vehicle's body rotating around the longitudinal coordinate axis (X-axis), a second angular velocity of the engineering vehicle's body rotating around the transverse coordinate axis (Y-axis), and a third angular velocity of the engineering vehicle's body rotating around the vertical coordinate axis (Z-axis). The three-axis linear acceleration may include: a first acceleration of the engineering vehicle's body rotating around the longitudinal coordinate axis, a second acceleration of the engineering vehicle's body rotating around the transverse coordinate axis, and a third acceleration of the engineering vehicle's body rotating around the vertical coordinate axis. The static tilt angle may include: a pitch angle and a roll angle of the engineering vehicle's body relative to the horizontal plane.

[0104] In this way, the richer and more detailed the posture data of the engineering vehicle obtained by the sensing equipment, the more conducive it is to improving the accuracy of detecting the rollover risk of the engineering vehicle, so that the posture parameters of the engineering vehicle in the current state can be calculated based on the posture data and the preset algorithm, which is conducive to reducing the probability of accidents occurring during operation of the engineering vehicle and improving the safety of the engineering vehicle drivers.

[0105] In an embodiment of the present invention, the posture parameters of the engineering vehicle in the current state are calculated based on the posture data and a preset algorithm, including:

[0106] The critical roll angle of the engineering vehicle in the current state is calculated according to the first angular velocity, the first acceleration and a preset first algorithm.

[0107] The critical pitch angle of the engineering vehicle in the current state is calculated according to the second angular velocity, the second acceleration and a preset second algorithm.

[0108] The critical yaw angle of the engineering vehicle in the current state is calculated according to the third angular velocity and the third acceleration.

[0109] The rollover risk coefficient of the engineering vehicle in the current state is calculated based on the critical roll angle, the critical pitch angle, the critical yaw angle and a preset third algorithm.

[0110] The expression of the first algorithm can be expressed as:

[0111]

[0112] The expression of the second algorithm can be expressed as:

[0113]

[0114] The third algorithm is a statics algorithm, which can be used for low-speed driving scenarios of engineering vehicles. The expression of the third algorithm can be expressed as:

[0115]

[0116] Among them, R represents the rollover risk coefficient, φ represents the first instantaneous angle, θ represents the second instantaneous angle, ψ represents the third instantaneous angle, and φ crit Expressed as the critical roll angle, θ crit Denote the critical pitch angle, ψ crit It is represented as the critical yaw angle, w is represented as the wheelbase width of the engineering vehicle, l is represented as the wheelbase length of the engineering vehicle, h is represented as the real-time center of mass height of the engineering vehicle, and α is represented as the weight coefficient of the third instantaneous angle (the weight coefficient can range from 0.2 to 0.5, and the default value is 0.3).

[0117] Among them, w (track_width) represents the vehicle's wheelbase (the horizontal distance between the center lines of the left and right tires), which determines lateral stability. A smaller wheelbase increases the risk of rollover (for example, motorcycles are more likely to roll over than trucks).

[0118] l (wheelbase): refers to the vehicle's wheelbase (the vertical distance from the front axle to the rear axle), which affects longitudinal stability. A long wheelbase can better resist overturning caused by pitching (such as the front of the vehicle pressing down during sudden braking).

[0119] h_nominal (cog_height): represents the center of gravity height (CGR), which is the vertical position of the vehicle's center of mass. A high center of gravity significantly reduces stability in all directions (truck rollover accidents are often caused by cargo stacked too high).

[0120] In this way, the critical roll angle, critical pitch angle and critical yaw angle of the engineering vehicle in the current state are calculated based on the posture data and the preset algorithm, so that the rollover risk level of the engineering vehicle can be determined subsequently based on the critical roll angle, critical pitch angle and critical yaw angle. This can improve the efficiency and accuracy of detecting the rollover risk of engineering vehicles, thereby helping to reduce the probability of accidents occurring during operation of engineering vehicles and improve the safety of engineering vehicle drivers.

[0121] 102. Determine whether the posture parameters are within the preset warning posture parameter range.

[0122] In the embodiment of the present invention, optionally, when it is determined that the posture parameter is not within the preset warning posture parameter range, the operation of step 101 is re-executed.

[0123] In this way, whether the posture parameters are within the preset warning posture parameter range is judged. When it is within the preset warning posture parameter range, the level corresponding to the rollover risk of the engineering vehicle is determined, which can improve the efficiency and accuracy of detecting the rollover risk of the engineering vehicle, thereby helping to reduce the probability of accidents occurring during operation of the engineering vehicle and improve the safety of the engineering vehicle drivers.

[0124] 103. When it is determined that the posture parameter is within a preset warning posture parameter range, the risk level corresponding to the rollover risk of the engineering vehicle is determined based on the warning posture parameter range.

[0125] In an embodiment of the present invention, when it is determined that the posture parameter is within a preset warning posture parameter range, determining the risk level corresponding to the rollover risk of the engineering vehicle based on the warning posture parameter range may include:

[0126] When it is determined that the rollover risk coefficient is within the preset first warning coefficient range, it is determined that the rollover risk of the engineering vehicle is at a low risk level.

[0127] When it is determined that the rollover risk coefficient is within the preset second warning coefficient range, the rollover risk of the engineering vehicle is determined to be a high risk level.

[0128] When it is determined that the rollover risk coefficient is within the preset third warning coefficient range, the rollover risk of the engineering vehicle is determined to be at an emergency protection level.

[0129] Among them, the first warning coefficient range can be set to 0.7≤R<0.9, the second warning coefficient range can be set to 0.9≤R<1, and the third warning coefficient range can be set to R≥1 or R continues to increase within a preset time period, which is not limited in the embodiment of the present invention.

[0130] In this way, when it is judged that the posture parameter is within the preset warning posture parameter range, the risk level corresponding to the rollover risk of the engineering vehicle is determined according to the warning posture parameter range, which can improve the efficiency and accuracy of detecting the rollover risk of the engineering vehicle, thereby helping to reduce the probability of accidents occurring during operation of the engineering vehicle and improve the safety of the engineering vehicle drivers.

[0131] 104. Based on the control parameters of the BMS system of the engineering vehicle, perform protection control operations that match the risk level on the engineering vehicle.

[0132] In an embodiment of the present invention, performing a protection control operation on an engineering vehicle that matches the risk level may include:

[0133] When it is determined that the rollover risk of the engineering vehicle is at a low risk level, information is output through the voice module and / or the display module to prompt the driver in the cab of the engineering vehicle to drive with caution.

[0134] When it is determined that the rollover risk of the engineering vehicle is at a high risk level, the power of the hydraulic lifting system of the engineering vehicle is limited by adjusting the output parameters of the BMS system of the engineering vehicle.

[0135] When it is determined that the rollover risk of the engineering vehicle is at the emergency protection risk level, the BMS system of the engineering vehicle controls the power supply of the engineering vehicle to perform high-voltage unloading and disconnect the power supply output.

[0136] In this way, based on the control parameters of the BMS system of the engineering vehicle, protection control operations matching different rollover risk levels can be performed on the engineering vehicle in a timely manner in a variety of ways, which can effectively reduce the probability of rollover of the working vehicle, thereby helping to reduce the probability of accidents occurring during operation of the engineering vehicle and improve the safety of the engineering vehicle drivers.

[0137] Example 2

[0138] See also Figure 2 , Figure 2 This is a flow chart of a method for detecting a rollover of an engineering vehicle based on a BMS system disclosed in an embodiment of the present invention. Figure 2The described method for detecting rollover of an engineering vehicle based on a BMS system can be applied to a device for detecting rollover of an engineering vehicle based on a BMS system, and the device can also be applied to a BMS system of an engineering vehicle, which is not limited in the embodiment of the present invention. Optionally, a plurality of sensing devices are provided on the engineering vehicle, and the sensing devices may include at least one of a high-vibration-resistant industrial-grade IMU, an inclination sensor, etc., which is not limited in the embodiment of the present invention. Figure 2 As shown, the BMS-based engineering vehicle rollover detection method may include the following operations:

[0139] 201. Obtain the posture data of the engineering vehicle through the sensing equipment.

[0140] 202. Calculate the total kinetic energy and potential energy of the engineering vehicle in the current state based on the pitch angle and roll angle of the engineering vehicle in the posture data and a preset fourth algorithm.

[0141] In the embodiment of the present invention, optionally, the fourth algorithm is a motion coupling effect algorithm, and the expression of the fourth algorithm is expressed as:

[0142]

[0143] τ roll =J x ·φ″+C x ·φ′+K x ·φ

[0144] τ pitch =J y ·θ”+C y ·θ'+K y ·θ

[0145]

[0146] φ is the roll angle, θ is the pitch angle, φ ' is the roll angular velocity at time t, φ” is the roll acceleration at time t, θ ' is the pitch angular velocity at time t, θ” is the pitch acceleration at time t, τ roll It is represented by the first external torque corresponding to the body of the engineering vehicle, τ pitch It is represented by the second external torque corresponding to the body of the engineering vehicle, J x Expressed as the first moment of inertia of the engineering vehicle around the longitudinal coordinate axis, J y Expressed as the second moment of inertia of the engineering vehicle around the transverse coordinate axis, C x Expressed as the first drag coefficient corresponding to the suspension system of the engineering vehicle, C y Expressed as the second drag coefficient corresponding to the suspension system of the engineering vehicle, Kx Expressed as the first stiffness coefficient corresponding to the suspension system of the engineering vehicle, K y It is represented as the second stiffness coefficient corresponding to the suspension system of the engineering vehicle, and E is represented as the total kinetic energy and potential energy of the engineering vehicle.

[0147] Among them, (J x ,J y ) is used to reflect the ability of the vehicle body to resist rotation, (C x ,C y ) is used to reflect the energy dissipation capacity of the suspension system for rotational speed, (K x ,K y ) is used to reflect the elastic restoring force of the suspension system to rotational displacement.

[0148] 203. Determine whether the total kinetic potential energy of the engineering vehicle is greater than a preset total kinetic potential energy threshold.

[0149] In the embodiment of the present invention, optionally, when it is determined that the total kinetic potential energy value of the engineering vehicle is less than or equal to a preset total kinetic potential energy value threshold, the operation of step 201 is re-executed.

[0150] 204. When it is determined that the total kinetic potential energy of the engineering vehicle is greater than a preset total kinetic potential energy threshold, the rollover risk of the engineering vehicle is determined to be at an emergency protection level.

[0151] 205. When it is determined that the rollover risk of the engineering vehicle is at the emergency protection risk level, the BMS system of the engineering vehicle controls the power supply of the engineering vehicle to perform high-voltage unloading and disconnect the power supply output, so as to make the engineering vehicle perform emergency braking.

[0152] In the embodiment of the present invention, for other descriptions of step 201 and step 205, please refer to the detailed description of step 101 and step 104 in embodiment 1, which will not be repeated in this embodiment of the present invention.

[0153] It can be seen that the implementation of the embodiment of the present invention can calculate the total kinetic potential energy of the engineering vehicle in the current state based on the pitch angle and roll angle of the engineering vehicle in the posture data and the preset fourth algorithm, and judge whether the total kinetic potential energy of the engineering vehicle is greater than the preset total kinetic potential energy threshold. When it is judged that the total kinetic potential energy is greater than the preset total kinetic potential energy threshold, it is determined that the rollover risk of the engineering vehicle is at the emergency protection level. The BMS system of the engineering vehicle controls the power supply of the engineering vehicle to perform high-voltage unloading and disconnect the power supply output to make the engineering vehicle emergency brake. The use of multiple methods to timely perform emergency braking protection measures on engineering vehicles with rollover risks can effectively reduce the probability of rollover of working vehicles, thereby helping to reduce the probability of accidents occurring when engineering vehicles are operating, and improve the safety of engineering vehicle drivers.

[0154] It can be seen that the implementation Figure 2 The described engineering vehicle rollover detection method based on the BMS system can obtain the posture data of the engineering vehicle through the sensing device, and calculate the posture parameters of the engineering vehicle in the current state according to the posture data and the preset algorithm, and judge whether the posture parameters are within the preset warning posture parameter range. When it is judged that the posture parameters are within the preset warning posture parameter range, the risk level corresponding to the rollover risk of the engineering vehicle is determined according to the warning posture parameter range, and based on the control parameters of the BMS system of the engineering vehicle, a protection control operation matching the risk level is performed on the engineering vehicle, and further, the engineering vehicle in the current state is calculated according to the pitch angle and roll angle of the engineering vehicle in the posture data and the preset fourth algorithm. The total kinetic potential energy value of the engineering vehicle is determined, and whether the total kinetic potential energy value of the engineering vehicle is greater than a preset total kinetic potential energy threshold value. When it is determined that the total kinetic potential energy value is greater than the preset total kinetic potential energy threshold value, the rollover risk of the engineering vehicle is determined to be an emergency protection level, and the power supply of the engineering vehicle is controlled by the BMS system of the engineering vehicle to perform high-voltage unloading and disconnect the power supply output to make the engineering vehicle emergency brake. The rollover risk of the engineering vehicle can be detected in a variety of ways, and braking protection measures can be taken in time for engineering vehicles with rollover risks, effectively reducing the probability of rollover of working vehicles, thereby helping to reduce the probability of accidents during operation of engineering vehicles and improving the safety of engineering vehicle drivers.

[0155] Example 3

[0156] See also Figure 3 , Figure 3 This is a schematic diagram of the structure of a rollover detection device for an engineering vehicle based on a BMS system disclosed in an embodiment of the present invention. Figure 3 The described engineering vehicle rollover detection device based on the BMS system can execute the aforementioned method of the engineering vehicle rollover detection device based on the BMS system, and the device can also be applied to the BMS system of the engineering vehicle, which is not limited in the embodiment of the present invention. Optionally, the engineering vehicle is provided with a plurality of sensing devices, which may include: at least one of a high-vibration-resistant industrial-grade IMU, an inclination sensor, etc., which is not limited in the embodiment of the present invention. Figure 3 As shown, the BMS-based engineering vehicle rollover detection device may include an acquisition module 301, a calculation module, a judgment module, a determination module, and a control module, wherein:

[0157] The acquisition module 301 is used to acquire the posture data of the engineering vehicle through a sensing device.

[0158] The calculation module 302 is used to calculate the posture parameters of the engineering vehicle in the current state according to the posture data obtained by the acquisition module 301 and a preset algorithm.

[0159] The judgment module 303 is used to judge whether the posture parameter calculated by the calculation module 302 is within a preset warning posture parameter range.

[0160] The determination module 304 is configured to determine the risk level corresponding to the rollover risk of the engineering vehicle according to the warning posture parameter range when the judgment module 303 determines that the posture parameter is within the preset warning posture parameter range.

[0161] The control module 305 is configured to execute a protection control operation on the engineering vehicle that matches the risk level determined by the determination module 304 based on the control parameters of the BMS system of the engineering vehicle.

[0162] It can be seen that implementation Figure 3 The described engineering vehicle rollover detection device based on the BMS system can obtain the posture data of the engineering vehicle through the sensing equipment, and calculate the posture parameters of the engineering vehicle in the current state according to the posture data and the preset algorithm, and judge whether the posture parameters are within the preset warning posture parameter range. When it is judged that the posture parameters are within the preset warning posture parameter range, the risk level corresponding to the rollover risk of the engineering vehicle is determined according to the warning posture parameter range, and based on the control parameters of the BMS system of the engineering vehicle, the engineering vehicle is subjected to protection control operations matching the risk level, so as to timely perceive the rollover risk of the vehicle and effectively reduce the probability of the working vehicle rolling over, thereby helping to reduce the probability of accidents occurring during operation of the engineering vehicle and improving the safety of the engineering vehicle drivers.

[0163] In an optional embodiment, the sensing device is disposed in an engineering vehicle, and the posture data includes: three-axis angular velocity, three-axis linear acceleration, and static tilt angle of the engineering vehicle.

[0164] Among them, the three-axis angular velocity includes: the first angular velocity of the engineering vehicle's body rotating around the longitudinal coordinate axis, the second angular velocity of the engineering vehicle's body rotating around the transverse coordinate axis, and the third angular velocity of the engineering vehicle's body rotating around the vertical coordinate axis. The three-axis linear acceleration includes: the first acceleration of the engineering vehicle's body rotating around the longitudinal coordinate axis, the second acceleration of the engineering vehicle's body rotating around the transverse coordinate axis, and the third acceleration of the engineering vehicle's body rotating around the vertical coordinate axis. The static tilt angle includes: the pitch angle and roll angle of the engineering vehicle relative to the horizontal plane.

[0165] It can be seen that implementation Figure 3The described engineering vehicle rollover detection device based on the BMS system can obtain the posture data of the engineering vehicle through the sensing equipment. The richer and more detailed the posture data is, the more conducive it is to improving the accuracy of detecting the rollover risk of the engineering vehicle, so that the posture parameters of the engineering vehicle in the current state can be calculated based on the posture data and the preset algorithm, which is conducive to reducing the probability of accidents occurring during operation of the engineering vehicle and improving the safety of the engineering vehicle drivers.

[0166] In another optional embodiment, Figure 3 As shown, the specific method in which the calculation module 302 calculates the posture parameters of the engineering vehicle in the current state according to the posture data and the preset algorithm is:

[0167] The critical roll angle of the engineering vehicle in the current state is calculated according to the first angular velocity, the first acceleration and a preset first algorithm.

[0168] The critical pitch angle of the engineering vehicle in the current state is calculated according to the second angular velocity, the second acceleration and a preset second algorithm.

[0169] The critical yaw angle of the engineering vehicle in the current state is calculated according to the third angular velocity and the third acceleration.

[0170] The rollover risk coefficient of the engineering vehicle in the current state is calculated based on the critical roll angle, the critical pitch angle, the critical yaw angle and a preset third algorithm.

[0171] It can be seen that implementation Figure 3 The described engineering vehicle rollover detection device based on the BMS system can calculate the critical roll angle, critical pitch angle and critical yaw angle in the current state of the engineering vehicle based on posture data and a preset algorithm, so as to subsequently determine the rollover risk level of the engineering vehicle based on the critical roll angle, critical pitch angle and critical yaw angle. It can improve the efficiency and accuracy of detecting the rollover risk of the engineering vehicle, thereby helping to reduce the probability of accidents occurring during operation of the engineering vehicle and improve the safety of the engineering vehicle drivers.

[0172] In another optional embodiment, Figure 3 As shown, the specific method in which the calculation module 302 calculates the posture parameters of the engineering vehicle in the current state according to the posture data and the preset algorithm also includes:

[0173] The critical rolling angle of the engineering vehicle in the current state is calculated based on the rolling angle and a preset first algorithm.

[0174] The critical pitch angle of the engineering vehicle in the current state is calculated based on the pitch angle and a preset second algorithm.

[0175] The total kinetic energy and potential energy of the engineering vehicle in the current state is calculated based on the roll angle, the pitch angle and a preset fourth algorithm.

[0176] Among them, the expression of the fourth algorithm is expressed as:

[0177]

[0178] τ roll =J x ·φ”+C x ·φ'+K x ·φ

[0179] τ pitch =J y ·θ”+C y ·θ'+K y ·θ

[0180]

[0181] φ is the roll angle, θ is the pitch angle, φ' is the roll angular velocity at time t, φ" is the roll acceleration at time t, θ' is the pitch angular velocity at time t, θ" is the pitch acceleration at time t, τ roll It is represented by the first external torque corresponding to the body of the engineering vehicle, τ pitch It is represented by the second external torque corresponding to the body of the engineering vehicle, J x Expressed as the first moment of inertia of the engineering vehicle around the longitudinal coordinate axis, J y Expressed as the second moment of inertia of the engineering vehicle around the transverse coordinate axis, C x Expressed as the first drag coefficient corresponding to the suspension system of the engineering vehicle, C y Expressed as the second drag coefficient corresponding to the suspension system of the engineering vehicle, K x Expressed as the first stiffness coefficient corresponding to the suspension system of the engineering vehicle, K y It is represented as the second stiffness coefficient corresponding to the suspension system of the engineering vehicle, and E is represented as the total kinetic energy and potential energy of the engineering vehicle.

[0182] It can be seen that implementation Figure 3 The described engineering vehicle rollover detection device based on the BMS system can calculate the total kinetic potential energy of the engineering vehicle in the current state based on the pitch angle and roll angle of the engineering vehicle in the posture data and the preset fourth algorithm, so as to subsequently determine the rollover risk of the engineering vehicle based on the total kinetic potential energy of the engineering vehicle, and adopt a variety of methods to timely implement emergency braking protection measures for engineering vehicles with rollover risks, which can effectively reduce the probability of working vehicles rolling over, thereby helping to reduce the probability of accidents occurring during operation of engineering vehicles and improve the safety of engineering vehicle drivers.

[0183] In yet another optional embodiment, the expression of the first algorithm is expressed as:

[0184]

[0185] The expression of the second algorithm is expressed as:

[0186]

[0187] The expression of the third algorithm is expressed as:

[0188]

[0189] Among them, R represents the rollover risk coefficient, φ represents the first instantaneous angle, θ represents the second instantaneous angle, ψ represents the third instantaneous angle, and φ crit Expressed as the critical roll angle, θ crit Denote the critical pitch angle, ψ crit It is represented as the critical yaw angle, w is represented as the wheelbase width of the engineering vehicle, l is represented as the wheelbase length of the engineering vehicle, h is represented as the real-time center of mass height of the engineering vehicle, and α is represented as the weight coefficient of the third instantaneous angle.

[0190] It can be seen that implementation Figure 3 The described engineering vehicle rollover detection device based on the BMS system is capable of.

[0191] In another optional embodiment, Figure 3 As shown, when the judgment module 303 determines that the posture parameter is within the preset warning posture parameter range, the specific method of determining the risk level corresponding to the rollover risk of the engineering vehicle by the determination module 304 is as follows:

[0192] When it is determined that the rollover risk coefficient is within the preset first warning coefficient range, it is determined that the rollover risk of the engineering vehicle is at a low risk level.

[0193] When it is determined that the rollover risk coefficient is within the preset second warning coefficient range, the rollover risk of the engineering vehicle is determined to be a high risk level.

[0194] When it is determined that the rollover risk coefficient is within the preset third warning coefficient range, the rollover risk of the engineering vehicle is determined to be at an emergency protection level.

[0195] When it is determined that the total kinetic potential energy value is greater than a preset total kinetic potential energy value threshold, it is determined that the rollover risk of the engineering vehicle is at an emergency protection level.

[0196] It can be seen that implementation Figure 3The described engineering vehicle rollover detection device based on the BMS system can, when it is judged that the posture parameter is within the preset warning posture parameter range, determine the risk level corresponding to the rollover risk of the engineering vehicle according to the warning posture parameter range, which can improve the efficiency and accuracy of detecting the rollover risk of the engineering vehicle, thereby helping to reduce the probability of accidents occurring during operation of the engineering vehicle and improve the safety of the engineering vehicle drivers.

[0197] In another optional embodiment, Figure 3 As shown, the specific manner in which the control module 305 performs the protection control operation on the engineering vehicle that matches the risk level is as follows:

[0198] When it is determined that the rollover risk of the engineering vehicle is at a low risk level, information is output through the voice module and / or the display module to prompt the driver in the cab of the engineering vehicle to drive with caution.

[0199] When it is determined that the rollover risk of the engineering vehicle is at a high risk level, the power of the hydraulic lifting system of the engineering vehicle is limited by adjusting the output parameters of the BMS system of the engineering vehicle.

[0200] When it is determined that the rollover risk of the engineering vehicle is at the emergency protection risk level, the BMS system of the engineering vehicle controls the power supply of the engineering vehicle to perform high-voltage unloading and disconnect the power supply output.

[0201] It can be seen that implementation Figure 3 The described engineering vehicle rollover detection device based on the BMS system can timely perform protection control operations on the engineering vehicle in accordance with different rollover risk levels in a variety of ways based on the control parameters of the engineering vehicle's BMS system, thereby effectively reducing the probability of the working vehicle rolling over, thereby helping to reduce the probability of accidents occurring during operation of the engineering vehicle and improving the safety of the engineering vehicle drivers.

[0202] Example 4

[0203] See also Figure 4 , Figure 4 This is a schematic diagram of the structure of another engineering vehicle rollover detection device based on the BMS system disclosed in an embodiment of the present invention. Figure 4 As shown, the engineering vehicle rollover detection device based on the BMS system may include:

[0204] A memory 401 storing executable program code;

[0205] a processor 402 coupled to the memory 401;

[0206] The processor 402 calls the executable program code stored in the memory 401 to execute the steps of the method for detecting an engineering vehicle rollover based on the BMS system described in the first embodiment or the second embodiment of the present invention.

[0207] Example 5

[0208] An embodiment of the present invention discloses a computer storage medium storing computer instructions. When the computer instructions are called, they are used to execute the steps of the engineering vehicle rollover detection method based on the BMS system described in the first embodiment or the second embodiment of the present invention.

[0209] Example 6

[0210] An embodiment of the present invention discloses a computer program product, which includes a non-critical computer-readable storage medium storing a computer program, and the computer program is operable to enable a computer to execute the steps of the engineering vehicle rollover detection method based on the BMS system described in Example 1 or Example 2.

[0211] The device embodiments described above are merely illustrative, wherein the modules described as separate components may or may not be physically separate, and the components shown as modules may or may not be physical modules, i.e., they may be located in one place or distributed across multiple network modules. Some or all of the modules may be selected based on actual needs to achieve the objectives of the present embodiment. Those skilled in the art can understand and implement the present invention without inventive effort.

[0212] Through the detailed description of the above embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus the necessary general hardware platform, or of course, by means of hardware. Based on this understanding, the above technical solution, in essence, or the portion that contributes to the prior art, can be embodied in the form of a software product, which can be stored in a computer-readable storage medium, including a read-only memory (ROM), a random access memory (RAM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), a one-time programmable read-only memory (OTPROM), an electronically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, magnetic disk storage, magnetic tape storage, or any other computer-readable medium capable of carrying or storing data.

[0213] Finally, it should be noted that the method and device for detecting rollover of an engineering vehicle based on a BMS system disclosed in the embodiments of the present invention only disclose a preferred embodiment of the present invention, which is only used to illustrate the technical solution of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, it should be understood by those skilled in the art that the technical solutions described in the aforementioned embodiments can still be modified, or some of the technical features therein can be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A method for detecting rollover of an engineering vehicle based on a BMS system, characterized in that: The method comprises: Acquire the posture data of the engineering vehicle through the sensing device, and calculate the posture parameters of the engineering vehicle in the current state according to the posture data and a preset algorithm; Determining whether the posture parameter is within a preset warning posture parameter range; When it is determined that the posture parameter is within a preset warning posture parameter range, determining a risk level corresponding to the rollover risk of the engineering vehicle according to the warning posture parameter range; Based on the control parameters of the BMS system of the engineering vehicle, a protection control operation matching the risk level is performed on the engineering vehicle.

2. The method for detecting an engineering vehicle rollover based on a BMS system according to claim 1, characterized in that: The sensing device is arranged in the engineering vehicle, and the posture data includes: three-axis angular velocity, three-axis linear acceleration, and static tilt angle of the engineering vehicle; Among them, the three-axis angular velocity includes: the first angular velocity of the engineering vehicle's body rotating around the longitudinal coordinate axis, the second angular velocity of the engineering vehicle's body rotating around the transverse coordinate axis, and the third angular velocity of the engineering vehicle's body rotating around the vertical coordinate axis; the three-axis linear acceleration includes: the first acceleration of the engineering vehicle's body rotating around the longitudinal coordinate axis, the second acceleration of the engineering vehicle's body rotating around the transverse coordinate axis, and the third acceleration of the engineering vehicle's body rotating around the vertical coordinate axis; the static tilt angle includes: the pitch angle and roll angle of the engineering vehicle relative to the horizontal plane.

3. The method for detecting an engineering vehicle rollover based on a BMS system according to claim 2, characterized in that: The step of calculating the posture parameters of the engineering vehicle in the current state based on the posture data and a preset algorithm includes: Calculating a critical roll angle of the engineering vehicle in a current state according to the first angular velocity, the first acceleration, and a preset first algorithm; Calculating a critical pitch angle of the engineering vehicle in a current state according to the second angular velocity, the second acceleration, and a preset second algorithm; Calculating a critical yaw angle of the engineering vehicle in a current state according to the third angular velocity and the third acceleration; The rollover risk coefficient of the engineering vehicle in the current state is calculated based on the critical roll angle, the critical pitch angle, the critical yaw angle and a preset third algorithm.

4. The method for detecting an engineering vehicle rollover based on a BMS system according to claim 2, characterized in that: The step of calculating the posture parameters of the engineering vehicle in the current state based on the posture data and a preset algorithm further includes: Calculating a total kinetic energy and potential energy of the engineering vehicle in the current state according to the pitch angle, the roll angle, and a preset fourth algorithm; The expression of the fourth algorithm is expressed as: t roll =J x ·φ”+C x ·φ'+K x ·f t pitch =J y ·θ”+C y ·θ'+K y ·i φ represents the roll angle, θ represents the pitch angle, φ' represents the roll angular velocity at time t, φ" represents the roll acceleration at time t, θ' represents the pitch angular velocity at time t, θ" represents the pitch acceleration at time t, τ roll It is represented by the first external torque corresponding to the body of the engineering vehicle, τ pitch It is represented by the second external torque corresponding to the body of the engineering vehicle, J x It is expressed as the first moment of inertia of the engineering vehicle around the longitudinal coordinate axis, J y Expressed as the second moment of inertia of the engineering vehicle around the transverse coordinate axis, C x It is expressed as the first drag coefficient corresponding to the suspension system of the engineering vehicle, C y It is expressed as the second drag coefficient corresponding to the suspension system of the engineering vehicle, K x It is represented by the first stiffness coefficient corresponding to the suspension system of the engineering vehicle, K y It is represented as the second stiffness coefficient corresponding to the suspension system of the engineering vehicle, and E is represented as the total kinetic energy and potential energy of the engineering vehicle.

5. The method for detecting an engineering vehicle rollover based on a BMS system according to claim 3, characterized in that: The expression of the first algorithm is expressed as: The expression of the second algorithm is expressed as: The expression of the third algorithm is expressed as: Wherein, R represents the rollover risk coefficient, φ represents the first instantaneous angle, θ represents the second instantaneous angle, ψ represents the third instantaneous angle, and φ represents the first instantaneous angle. crit Denoted as the critical roll angle, θ crit Denote the critical pitch angle, ψ crit is represented as the critical yaw angle, w is represented as the wheelbase width of the engineering vehicle, l is represented as the wheelbase length of the engineering vehicle, h is represented as the real-time center of mass height of the engineering vehicle, and α is represented as the weight coefficient of the third instantaneous angle.

6. The method for detecting an engineering vehicle rollover based on a BMS system according to claim 4 or 5, characterized in that: When it is determined that the posture parameter is within a preset warning posture parameter range, determining a risk level corresponding to the rollover risk of the engineering vehicle according to the warning posture parameter range includes: When it is determined that the rollover risk coefficient is within a preset first warning coefficient range, determining that the rollover risk of the engineering vehicle is at a low risk level; When it is determined that the rollover risk coefficient is within a preset second warning coefficient range, determining that the rollover risk of the engineering vehicle is at a high risk level; When it is determined that the rollover risk coefficient is within a preset third warning coefficient range, determining that the rollover risk of the engineering vehicle is at an emergency protection level; When it is determined that the total value of the kinetic potential energy is greater than a preset total value threshold of the kinetic potential energy, it is determined that the rollover risk of the engineering vehicle is at an emergency protection level.

7. The method for detecting an engineering vehicle rollover based on a BMS system according to any one of claims 1 to 6, characterized in that: The performing of a protection control operation on the engineering vehicle that matches the risk level includes: When it is determined that the rollover risk of the engineering vehicle is at a low risk level, information is output through the voice module and / or the display module to prompt the driver in the cab of the engineering vehicle to drive with caution; When it is determined that the rollover risk of the engineering vehicle is at a high risk level, limiting the power of the hydraulic lifting system of the engineering vehicle by adjusting the output parameters of the BMS system of the engineering vehicle; When it is determined that the rollover risk of the engineering vehicle is at an emergency protection risk level, the power supply of the engineering vehicle is controlled by the BMS system of the engineering vehicle to perform high-voltage unloading and disconnect the power supply output.

8. A rollover detection device for engineering vehicles based on a BMS system, characterized in that: The device comprises: An acquisition module is used to acquire the posture data of the engineering vehicle through a sensor device; a calculation module, configured to calculate the posture parameters of the engineering vehicle in its current state based on the posture data acquired by the acquisition module and a preset algorithm; A judgment module, configured to judge whether the posture parameter calculated by the calculation module is within a preset warning posture parameter range; a determination module, configured to determine a risk level corresponding to the rollover risk of the engineering vehicle according to the warning posture parameter range when the judgment module determines that the posture parameter is within a preset warning posture parameter range; A control module is configured to execute, on the engineering vehicle, a protection control operation that matches the risk level determined by the determination module based on control parameters of the BMS system of the engineering vehicle.

9. A rollover detection device for engineering vehicles based on a BMS system, characterized in that: The device comprises: a memory storing executable program code; a processor coupled to the memory; The processor calls the executable program code stored in the memory to execute the engineering vehicle rollover detection method based on the BMS system as described in any one of claims 1 to 7.

10. A computer storage medium, characterized in that The computer storage medium stores computer instructions, and when the computer instructions are called, they are used to execute the engineering vehicle rollover detection method based on the BMS system according to any one of claims 1 to 7.

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