Cruise control system and method for tank transport vehicle

Abstract

The invention provides a cruise control system and method for a tank transport vehicle, and relates to the technical field of driving assistance systems of tank transport vehicles. Comprising a sensing data fusion unit, an auxiliary driving controller, an execution unit and a vehicle motion state module. The fusion unit acquires driving environment data; the state module acquires vehicle driving data; the controller obtains data required by auxiliary driving according to the environment data; obtaining an expected acceleration according to the required data and preset driving parameters; the ratio of a long axis to a short axis, the tank filling amount and external excitation are obtained according to parameters of a pre-stored tank and a vehicle transportation object, simulation results are obtained through simulation, and liquid impact force data are obtained through fitting; obtaining a vehicle request acceleration according to the impact force data and the expected acceleration; cruise request information is obtained according to the driving data, the request acceleration, preset vehicle kinetic parameters and the environment data; the execution unit controls cruise according to the information. The more accurate requested acceleration is obtained through the impact force data and the expected acceleration, and the acceleration calculation accuracy is improved.

Description

Technical Field

[0001] This application relates to the field of driving assistance systems for tanker transport vehicles, and in particular to a cruise control system and method for tanker transport vehicles. Background Technology

[0002] Tank trucks are generally used to transport hazardous liquid chemicals with flammable or corrosive properties, making their safety paramount. Due to the volatility of liquids, a portion of air is usually left inside the tank, meaning the liquid-to-fill ratio is less than one. Therefore, when the vehicle accelerates or decelerates, the inertial movement of the liquid causes a severe free surface effect, creating periodic impacts on the tank walls, directly affecting the vehicle's driving safety.

[0003] Currently, when calculating acceleration using traditional vehicle longitudinal dynamics models, the impact force of the tank is not considered, resulting in low accuracy of the calculated acceleration values. Summary of the Invention

[0004] This application provides a cruise control system and method for tank transport vehicles to solve the problem of low accuracy in calculating acceleration using traditional vehicle longitudinal dynamics models in the prior art.

[0005] In a first aspect, this application provides a cruise control system for tank transport vehicles, comprising: a perception data fusion unit, an auxiliary driving controller, an execution unit, and a vehicle motion state module;

[0006] The perception data fusion unit is used to acquire real-time driving environment data in front of the vehicle.

[0007] The vehicle motion status module is used to acquire vehicle driving data;

[0008] The assisted driving controller is used to: determine the data required for assisted driving based on the driving environment data; determine the desired acceleration based on the required assisted driving data and preset driving parameters; determine the ratio of the major and minor axes, the tank filling volume, and the external excitation based on pre-stored tank parameters and pre-stored vehicle transport object parameters; perform simulation analysis based on the ratio of the major and minor axes, the tank filling volume, and the external excitation to obtain simulation results; perform fitting processing based on the simulation results to obtain liquid impact force data; determine the vehicle requested acceleration based on the liquid impact force data and the desired acceleration; and determine cruise request information based on the vehicle driving data, the vehicle requested acceleration, preset vehicle dynamics parameters, and the driving environment data.

[0009] The execution unit is used to control the vehicle to cruise according to the cruise request information.

[0010] Secondly, this application provides a cruise control method for tanker vehicles, applied to the cruise control system for tanker vehicles provided in the first aspect of this application, comprising:

[0011] Real-time acquisition of driving environment data in front of the vehicle and vehicle driving data;

[0012] Based on the driving environment data, determine the data required for assisted driving;

[0013] The desired acceleration is determined based on the data required for the assisted driving and the preset driving parameters;

[0014] Based on the pre-stored tank parameters and pre-stored vehicle transport object parameters, determine the ratio of the major and minor axes, the tank filling volume, and the external excitation.

[0015] Simulation analysis was performed based on the ratio of the major and minor axes, the filling amount of the tank, and the external excitation to obtain simulation results.

[0016] The simulation results are fitted to obtain liquid impact force data.

[0017] Based on the liquid impact force data and the desired acceleration, the vehicle's requested acceleration is determined;

[0018] The cruise request information is determined based on the vehicle driving data, the vehicle requested acceleration, the preset vehicle dynamics parameters, and the driving environment data.

[0019] The vehicle is controlled to cruise according to the cruise request information.

[0020] In one possible design, the data required for the assisted driving includes the real-time speed of the vehicle, the real-time speed of the vehicle in front, and the relative distance between the two vehicles. The preset driving parameters include the maximum acceleration of the vehicle, the desired speed, the acceleration exponent, and the calibration constant.

[0021] Accordingly, determining the desired acceleration based on the data required for the assisted driving and the preset driving parameters includes:

[0022] The relative speed between the two vehicles is determined based on the real-time speed of the vehicle in front and the real-time speed of the vehicle in front.

[0023] The desired following distance is determined based on the relative speed between the two vehicles and the real-time speed of the vehicle itself.

[0024] The desired acceleration is determined based on the relative speed between the two vehicles, the desired following distance, the desired vehicle speed, the maximum acceleration of the vehicle, the relative distance between the two vehicles, the acceleration index, and the calibration constant.

[0025] In one possible design, a pre-built intelligent driver model is used when determining the desired acceleration based on the relative speed between the two vehicles, the desired following distance, the desired vehicle speed, the maximum acceleration of the vehicle, the relative distance between the two vehicles, the acceleration exponent, and the calibration constant. The pre-built intelligent driver model is:

[0026]

[0027] Among them, the The desired acceleration is denoted as 'a', where 'a' is the maximum acceleration of the vehicle, and 'v' is the maximum acceleration of the vehicle. self The real-time vehicle speed is v0, and the desired vehicle speed is v0. and stated All are the acceleration exponents, the Let be the relative speed between the two vehicles, and s be the relative distance between the two vehicles. The desired following distance is defined as b1 and b2, which are both calibration constants.

[0028] In one possible design, the pre-stored tank parameters include the long semi-axis and the short semi-axis of the tank cross-section, and the pre-stored vehicle transport object parameters include the liquid level height and the tank excitation coefficient.

[0029] Accordingly, determining the ratio of the major and minor axes, the tank filling volume, and the external excitation based on the pre-stored tank parameters and the pre-stored vehicle transport object parameters includes:

[0030] The ratio of the major axis to the minor axis is determined based on the major semi-axis and the minor semi-axis of the tank cross-section.

[0031] The filling volume of the tank is determined based on the liquid level and the minor half-axis of the tank cross-section;

[0032] The external excitation is determined based on the semi-major axis of the tank cross-section and the excitation coefficient of the tank.

[0033] In one possible design, the formula for calculating the tank filling volume based on the liquid level and the minor semi-axis of the tank cross-section is as follows:

[0034]

[0035] Among them, the The filling amount of the tank, h is the liquid level, and b is the minor semi-axis of the tank cross-section;

[0036] The calculation formula for determining the external excitation based on the semi-major axis of the tank cross-section and the tank excitation coefficient is as follows:

[0037]

[0038] Among them, the The external excitation is denoted by 'a', where 'a' is the semi-major axis of the tank cross-section, and 0.1 is the excitation coefficient of the tank.

[0039] In one possible design, the liquid impact force model used when fitting the simulation results to obtain the liquid impact force data is:

[0040]

[0041] Wherein, the F qs The liquid impact force data refers to K, which is the maximum impact force coefficient, M, and A, B, C, D, E, F, and G, which are all preset fitting coefficients. The ratio of the major and minor axes, the The filling amount of the tank, the The external stimulus mentioned above.

[0042] In one possible design, the formula for determining the vehicle's requested acceleration based on the liquid impact force data and the desired acceleration is as follows:

[0043]

[0044] Wherein, the a q Request acceleration for the vehicle, the The desired acceleration is K, and the maximum impact force coefficient is K.

[0045] In one possible design, the preset vehicle dynamics parameters include the vehicle's tire radius, vehicle's gearbox ratio, vehicle's transmission efficiency, final drive ratio, vehicle's weight, and rolling friction resistance. The driving environment data includes the air drag coefficient, frontal cross-sectional area, air density, and rotational mass conversion factor.

[0046] Accordingly, determining the cruise request information based on the vehicle driving data, the vehicle requested acceleration, preset vehicle dynamics parameters, and the driving environment data includes:

[0047] Based on the vehicle driving data, the vehicle tire radius, the vehicle gearbox transmission ratio, the vehicle transmission efficiency, the final drive transmission ratio, the vehicle weight, the rolling friction resistance, the air resistance coefficient, the windward cross-sectional area, the air density, the rotational mass conversion factor, and the vehicle's requested acceleration, the vehicle's longitudinal dynamics are calculated to obtain the vehicle's requested torque.

[0048] The requested torque from the vehicle is converted into engine control information to determine the cruise request information.

[0049] One possible design also includes:

[0050] When the vehicle's requested acceleration is detected to be less than zero, the vehicle's real-time braking speed and braking environment data are acquired.

[0051] The ambient temperature factor is determined based on the braking environment data.

[0052] The speed factor is determined based on the real-time braking speed.

[0053] The braking cooling time is determined based on the preset braking initiation time threshold, the preset time correction factor, the ambient temperature factor, and the speed factor.

[0054] The fixed duration of a single braking operation is determined based on the braking cooling time.

[0055] When the ratio of the sum of the cumulative fixed braking duration and the braking cooling duration to the preset braking duration threshold is detected to reach the preset braking ratio, the human-machine interface unit is controlled to issue a braking overheat warning signal. Alternatively, when the sum of the cumulative fixed braking duration and the braking cooling duration is detected to reach the preset braking duration threshold, the vehicle is controlled to enter a forced braking cooling state.

[0056] Thirdly, this application provides an electronic device, including: a processor, and a memory communicatively connected to the processor;

[0057] The memory stores computer-executable instructions;

[0058] The processor executes computer execution instructions stored in the memory to implement the cruise control method for tank transport vehicles provided in the second aspect of this application.

[0059] Fourthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the cruise control method for tank transport vehicles provided in the second aspect of this application.

[0060] Fifthly, this application provides a computer program product, including a computer program that, when executed by a processor, is used to implement the cruise control method for tank transport vehicles provided in the second aspect of this application.

[0061] This application provides a cruise control system and method for tank transport vehicles. The system includes: a perception data fusion unit, an auxiliary driving controller, an execution unit, and a vehicle motion state module. The perception data fusion unit is used to acquire real-time driving environment data in front of the vehicle; the vehicle motion state module is used to acquire vehicle driving data; the auxiliary driving controller is used to determine the data required for assisted driving based on the driving environment data; determine the desired acceleration based on the data required for assisted driving and preset driving parameters; determine the ratio of the major and minor axes, the tank filling volume, and external excitation based on pre-stored tank parameters and pre-stored vehicle transport object parameters; perform simulation analysis based on the ratio of the major and minor axes, the tank filling volume, and the external excitation to obtain simulation results; perform fitting processing based on the simulation results to obtain liquid impact force data; determine the vehicle requested acceleration based on the liquid impact force data and the desired acceleration; and determine cruise request information based on the vehicle driving data, the vehicle requested acceleration, preset vehicle dynamic parameters, and driving environment data; the execution unit is used to control the vehicle to cruise according to the cruise request information. Through the above structural design, the following technical effects are achieved: by merging the liquid impact force data obtained by fitting simulation results with the expected acceleration determined by preset driving parameters and data required for assisted driving, a more accurate vehicle requested acceleration is calculated as the acceleration value during vehicle cruise control, thereby compensating for the acceleration loss caused by the tank impact force, improving the accuracy of the calculated acceleration, and ensuring the safety of vehicle driving. Attached Figure Description

[0062] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0063] Figure 1 An interactive schematic diagram of a cruise control system for a tanker transport vehicle provided in an embodiment of this application;

[0064] Figure 2 A flowchart illustrating the cruise control method for tank transport vehicles provided in this application embodiment. Figure 1 ;

[0065] Figure 3 A flowchart illustrating the cruise control method for tank transport vehicles provided in this application embodiment. Figure 2 ;

[0066] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0067] Explanation of reference numerals in the attached figures:

[0068] 610 - Processor; 620 - Memory; 630 - Communication components; 640 - Bus. Detailed Implementation

[0069] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without inventive effort are within the scope of protection of this invention.

[0070] To facilitate a clear description of the technical solutions in the embodiments of this application, some terms and technologies involved in the embodiments of this application will be briefly introduced below:

[0071] External Brake Request (XBR) system: An in-vehicle electronic system designed to enable interaction between the vehicle and its external environment, particularly for controlling the braking system in emergency situations. The core function of this system is to allow external devices to send braking requests to the vehicle, helping to improve traffic safety and responsiveness. XBR reduces the occurrence of accidents or mitigates their severity by automatically or semi-automatically activating the braking system when the driver fails to react in time or when an emergency occurs.

[0072] To clearly understand the technical solution of this application, the solutions of the prior art will be described in detail first.

[0073] In existing technologies, traditional vehicle longitudinal dynamics models are mainly used to calculate acceleration. When tanker vehicles accelerate or decelerate, the liquid not fully filling the tank will cause a severe free surface effect due to inertial motion, resulting in periodic impact forces on the tank walls. Existing technologies do not consider the effect of tank impact forces, thus the accuracy of the calculated acceleration values ​​is low.

[0074] In summary, how to design a method that can solve the problem of low accuracy in calculating acceleration using traditional vehicle longitudinal dynamics models in existing technologies is a problem that this application urgently needs to solve.

[0075] Therefore, in view of the above-mentioned technical problems existing in the prior art, the embodiments of this application provide a cruise control system and method for tank transport vehicles, which can be used in the field of tank transport vehicle driving assistance system technology, and aims to solve the technical problem of low accuracy of acceleration values ​​calculated using the prior art.

[0076] The following describes the application scenarios of the cruise control system for tank transport vehicles provided in the embodiments of this application. These application scenarios are merely examples, intended to help those skilled in the art understand the technical content of this application, but do not imply that the embodiments of this application cannot be used in other devices, systems, environments, or scenarios.

[0077] In hazardous chemical transportation scenarios, when tank trucks transport flammable or corrosive liquids, the impact force generated by the inertial sloshing of the liquid inside the tank can significantly alter the vehicle's center of gravity, resulting in an error of up to 15%-20% in acceleration calculations using traditional vehicle longitudinal dynamics models. The cruise control system and method for tank trucks provided in this application, by fully considering and calculating the effect of the liquid impact force, can improve the accuracy of the calculated acceleration.

[0078] The technical solution of this application and how it solves the above-mentioned technical problems will be described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0079] Figure 1 This is an interactive schematic diagram of a cruise control system for tank transport vehicles provided in an embodiment of this application. Figure 1 As shown in the figure, this application provides a cruise control system for tank transport vehicles. The system includes: a perception data fusion unit, an auxiliary driving controller, an execution unit, and a vehicle motion state module.

[0080] The perception data fusion unit is used to acquire real-time driving environment data in front of the vehicle.

[0081] In this embodiment, the perception data fusion unit includes, but is not limited to, cameras, millimeter-wave radar, lidar, and driver assistance maps. The perception data fusion unit is used to identify and acquire driving environment data in front of the vehicle.

[0082] The vehicle motion status module is used to acquire vehicle driving data.

[0083] In this embodiment, the vehicle motion status module includes, but is not limited to, wheel speed sensors, an inertial measurement unit, a steering angle sensor, and a throttle / crankshaft sensor. Vehicle driving data includes, but is not limited to, vehicle speed, engine speed, transmission gear, braking torque, engine torque, and accelerator pedal position. The vehicle driving data is transmitted to the driver assistance controller via CAN bus communication.

[0084] The driver assistance controller is used to determine the data required for driver assistance based on driving environment data; determine the desired acceleration based on the required driver assistance data and preset driving parameters; determine the ratio of the major and minor axes, the tank filling volume, and external excitation based on pre-stored tank parameters and pre-stored vehicle transport object parameters; perform simulation analysis based on the ratio of the major and minor axes, the tank filling volume, and the external excitation to obtain simulation results; perform fitting processing based on the simulation results to obtain liquid impact force data; determine the vehicle's requested acceleration based on the liquid impact force data and the desired acceleration; and determine cruise request information based on vehicle driving data, vehicle requested acceleration, preset vehicle dynamics parameters, and driving environment data.

[0085] In this embodiment, the driver assistance controller includes a data processing module, a desired acceleration determination module, a data acquisition module, a simulation module, a vehicle request acceleration acquisition module, and a cruise request information acquisition module.

[0086] The data processing module receives driving environment data acquired by the perception data fusion unit, processes it, and converts it into data information required by the assisted driving controller, i.e., the data required for assisted driving. The desired acceleration determination module determines the desired acceleration. As an optional implementation, this embodiment determines the desired acceleration by looking up a table. The data acquisition module determines the ratio of the major and minor axes, the tank filling volume, and the external excitation based on pre-stored tank parameters and pre-stored vehicle transport object parameters. As an optional implementation, this embodiment determines the ratio of the major and minor axes, the tank filling volume, and the external excitation by looking up a table. The simulation module performs simulation analysis based on the ratio of the major and minor axes, the tank filling volume, and the external excitation to obtain simulation results, and then analyzes the simulation results. The liquid impact force data is obtained by fitting the simulation results. In this embodiment, the ratio of the major and minor axes of different tanks, the tank filling volume, and external excitation are simulated and analyzed using FLUENT simulation software. The liquid impact force data can be obtained by fitting the simulation results. The vehicle request acceleration acquisition module is used to determine the vehicle request acceleration based on the liquid impact force data and the desired acceleration. As an optional implementation, this embodiment determines the vehicle request acceleration through model training. The cruise request information acquisition module is used to determine the cruise request information based on the vehicle driving data, the vehicle request acceleration, the preset vehicle dynamics parameters, and the driving environment data. As an optional implementation, this embodiment determines the cruise request information through model training.

[0087] By combining the liquid impact force data obtained by fitting simulation results with the expected acceleration determined by preset driving parameters and data required for assisted driving, a more accurate vehicle requested acceleration is calculated as the acceleration value during vehicle cruise control. This compensates for the acceleration loss caused by the tank impact force, improves the accuracy of the calculated acceleration, and ensures the safety of vehicle operation.

[0088] The execution unit is used to control the vehicle to cruise based on the cruise request information.

[0089] In this embodiment, the execution unit includes an engine, a retarder, a gearbox, and an electronic braking system (EBS).

[0090] This application provides a cruise control system for tank transport vehicles. The system includes: a perception data fusion unit, an auxiliary driving controller, an execution unit, and a vehicle motion state module. The perception data fusion unit acquires real-time driving environment data in front of the vehicle; the vehicle motion state module acquires vehicle driving data; the auxiliary driving controller determines the data required for assisted driving based on the driving environment data; determines the desired acceleration based on the required assisted driving data and preset driving parameters; determines the ratio of the major and minor axes, the tank filling volume, and external excitation based on pre-stored tank parameters and pre-stored vehicle transport object parameters; performs simulation analysis based on the ratio of the major and minor axes, the tank filling volume, and the external excitation to obtain simulation results; performs fitting processing based on the simulation results to obtain liquid impact force data; determines the vehicle's requested acceleration based on the liquid impact force data and the desired acceleration; and determines cruise request information based on the vehicle driving data, the vehicle's requested acceleration, preset vehicle dynamics parameters, and driving environment data. The execution unit controls the vehicle to cruise based on the cruise request information. Through the above structural design, the following technical effects are achieved: by merging the liquid impact force data obtained by fitting simulation results with the expected acceleration determined by preset driving parameters and data required for assisted driving, a more accurate vehicle requested acceleration is calculated as the acceleration value during vehicle cruise control, thereby compensating for the acceleration loss caused by the tank impact force, improving the accuracy of the calculated acceleration, and ensuring the safety of vehicle driving.

[0091] Figure 2 A flowchart illustrating the cruise control method for tank transport vehicles provided in this application embodiment. Figure 1 This embodiment provides a cruise control method for tanker vehicles. This method is applied to the cruise control system for tanker vehicles provided in the above embodiment and includes the following steps:

[0092] S101. Real-time acquisition of driving environment data and vehicle driving data in front of the vehicle.

[0093] In this embodiment, the method for obtaining driving environment data and vehicle driving data has been mentioned in the above embodiments and will not be repeated here.

[0094] S102. Determine the data required for assisted driving based on driving environment data.

[0095] In this embodiment, the method for determining the data required for assisted driving has been mentioned in the above embodiments and will not be repeated here.

[0096] S103. Determine the desired acceleration based on the data required for assisted driving and the preset driving parameters.

[0097] In this embodiment, the method for determining the desired acceleration has been mentioned in the above embodiments and will not be repeated here.

[0098] S104. Based on the pre-stored tank parameters and pre-stored vehicle transport object parameters, determine the ratio of the major and minor axes, the tank filling volume, and the external excitation.

[0099] In this embodiment, the methods for determining the ratio of the major and minor axes, the tank filling amount, and the external excitation have been mentioned in the above embodiments and will not be repeated here.

[0100] S105. Simulation analysis is performed based on the ratio of the major and minor axes, the tank filling volume, and external stimuli to obtain simulation results.

[0101] In this embodiment, the method for obtaining the simulation results has been mentioned in the above embodiments and will not be repeated here.

[0102] S106. Fit the simulation results to obtain liquid impact force data.

[0103] In this embodiment, the method for obtaining liquid impact force data has been mentioned in the above embodiments and will not be repeated here.

[0104] S107. Determine the vehicle's requested acceleration based on the liquid impact force data and the desired acceleration.

[0105] In this embodiment, the method for determining the vehicle's requested acceleration has been mentioned in the above embodiments and will not be repeated here.

[0106] S108. Determine cruise request information based on vehicle driving data, vehicle requested acceleration, preset vehicle dynamics parameters, and driving environment data.

[0107] In this embodiment, the method for determining the cruise request information has been mentioned in the above embodiments and will not be repeated here.

[0108] S109. Control the vehicle to cruise according to the cruise request information.

[0109] In this embodiment, the method of controlling the vehicle to cruise based on the cruise request information has been mentioned in the above embodiments and will not be repeated here.

[0110] The technical effects of the embodiments in this application are similar to those of the embodiments described above, and will not be repeated here.

[0111] Figure 3 A flowchart illustrating the cruise control method for tank transport vehicles provided in this application embodiment. Figure 2 Based on the above embodiments, this embodiment further explains the cruise control method for tank transport vehicles. In this embodiment, the data required for assisted driving includes the real-time speed of the vehicle itself, the real-time speed of the vehicle in front, and the relative distance between the two vehicles. The preset driving parameters include the maximum acceleration of the vehicle itself, the desired speed, the acceleration exponent, and the calibration constant. S103 includes the following steps:

[0112] S201. Determine the relative speed between the two vehicles based on the real-time speed of the vehicle in front and the real-time speed of the vehicle in front.

[0113] In this embodiment, if the two vehicles are traveling in the same direction, the relative speed between the two vehicles is the algebraic difference between the real-time speed of the vehicle and the real-time speed of the vehicle in front; if the two vehicles are traveling in the same direction, the relative speed between the two vehicles is the sum of the absolute values ​​of the real-time speed of the vehicle and the real-time speed of the vehicle in front.

[0114] S202. Determine the desired following distance based on the relative speeds of the two vehicles and the real-time speed of your own vehicle.

[0115] In this embodiment, after obtaining the relative speed between the two vehicles and the real-time speed of the vehicle itself, the desired following distance can be obtained by looking up a table in advance.

[0116] S203. Determine the desired acceleration based on the relative speed between the two vehicles, the desired following distance, the desired vehicle speed, the maximum acceleration of the vehicle, the relative distance between the two vehicles, the acceleration index, and the calibration constant.

[0117] As an optional implementation, this embodiment determines the desired acceleration through model training.

[0118] This paper proposes a specific method for determining the expected acceleration by using the real-time speeds of the vehicle itself and the vehicle in front to determine the relative speed and the expected following distance between the two vehicles, and by using the relative speed of the two vehicles, the expected following distance, the expected speed, the maximum acceleration of the vehicle itself, the relative distance between the two vehicles, the acceleration exponent, and the calibration constant.

[0119] This embodiment provides a cruise control method for tanker transport vehicles, further explaining the above embodiment. In this embodiment, a pre-built intelligent driver model is used when executing S203, wherein the pre-built intelligent driver model is:

[0120]

[0121] in, Let v be the desired acceleration, a be the maximum acceleration of the vehicle, and v be the maximum acceleration of the vehicle. self v0 represents the vehicle's real-time speed, and v0 represents the desired speed. and All are acceleration exponents. Let be the relative velocity between the two vehicles, and s be the relative distance between them. b1 and b2 are calibration constants, representing the desired following distance.

[0122] This embodiment provides a pre-built intelligent driver model, which offers an accurate way to determine the desired acceleration and can improve the accuracy of determining the desired acceleration.

[0123] This embodiment provides a cruise control method for tank transport vehicles, further explaining the above embodiment. In this embodiment, the pre-stored tank parameters include the major semi-axis and minor semi-axis of the tank cross-section, and the pre-stored vehicle transport object parameters include the liquid level height and the tank excitation coefficient. S104 includes the following steps:

[0124] S301. Determine the ratio of the major axis to the minor axis based on the major axis and the minor axis of the tank cross-section.

[0125] In this embodiment, since the cross-section of the tank transport vehicle is approximately elliptical, the formula for calculating the ratio of the major and minor axes of the tank cross-section is as follows:

[0126]

[0127] in, The ratio of the major axis to the minor axis is given by , where a is the major semi-axis of the tank's cross-section and b is the minor semi-axis of the tank's cross-section.

[0128] S302. Determine the tank filling volume based on the liquid level and the short half-axis of the tank cross-section.

[0129] As an optional implementation method, this embodiment determines the tank filling amount by looking up a table.

[0130] S303. Determine the external excitation based on the semi-major axis of the tank cross-section and the tank excitation coefficient.

[0131] As an optional implementation method, this embodiment determines the external stimulus by looking up a table.

[0132] The method of determining the tank filling volume and external excitation by using the liquid level and the minor semi-axis of the tank cross-section, and by using the major semi-axis of the tank cross-section and the tank excitation coefficient, provides a specific way to determine the tank filling volume and external excitation.

[0133] This embodiment provides a cruise control method for tanker transport vehicles, further explaining the above embodiment. In this embodiment, the calculation formula for executing S302 is:

[0134]

[0135] in, , where h is the tank filling volume, h is the liquid level height, and b is the minor half-axis of the tank cross-section.

[0136] In this embodiment, due to the volatility and thermal expansion and contraction of the liquid in the tank during transportation, the liquid usually does not fill the entire tank, leaving a portion of the gas space. The capacity of the tank to hold the liquid is generally referred to as the tank filling capacity, which can be obtained through the above calculation formula.

[0137] The calculation formula for S303 is as follows:

[0138]

[0139] in, The external excitation is denoted by 'a', which is the semi-major axis of the tank cross-section, and 0.1 is the excitation coefficient of the tank.

[0140] In this embodiment, since there is a space for movement inside the tank, the tank transport vehicle is not fully loaded. During the braking process of the vehicle, the liquid inside the tank is prone to relative motion under the action of external excitation. The external excitation mainly comes from the magnitude of the vehicle's deceleration, which can be obtained through the above calculation formula.

[0141] This embodiment provides a calculation method for determining the tank filling volume and the external stimulus, which can improve the accuracy of determining the tank filling volume and the external stimulus.

[0142] This embodiment provides a cruise control method for tanker transport vehicles, further explaining the above embodiment. In this embodiment, the liquid impact force model used when executing S106 is:

[0143]

[0144] Among them, F qs This data represents the liquid impact force, where K is the maximum impact force coefficient, M is the liquid weight, and A, B, C, D, E, F, and G are preset fitting coefficients. The ratio of the major and minor axes. For the tank filling volume, External incentives.

[0145] This embodiment provides a liquid impact force model, which offers an accurate way to determine liquid impact force data and can improve the accuracy of determining liquid impact force data.

[0146] This embodiment provides a cruise control method for tanker transport vehicles, further explaining the above embodiment. In this embodiment, the calculation formula for executing S107 is:

[0147]

[0148] Among them, a q Request acceleration for the vehicle. K represents the desired acceleration, and K is the maximum impact force coefficient.

[0149] In this embodiment, when the vehicle accelerates, the liquid will exert a backward impact force on the vehicle due to inertia; when the vehicle decelerates, it will exert a forward impact force on the vehicle. Therefore, the vehicle's required acceleration can be obtained through the above calculation formula.

[0150] This embodiment provides a calculation method for determining the requested acceleration of a vehicle, which can improve the accuracy of determining the requested acceleration of a vehicle.

[0151] This embodiment provides a cruise control method for tank transport vehicles, further explaining the above embodiment. In this embodiment, the preset vehicle dynamic parameters include the vehicle's tire radius, vehicle's gearbox transmission ratio, vehicle's transmission efficiency, final drive ratio, vehicle's weight, and rolling friction resistance. The driving environment data includes air drag coefficient, frontal cross-sectional area, air density, and rotational mass conversion factor. S108 includes the following steps:

[0152] S401. Based on vehicle driving data, vehicle tire radius, vehicle gearbox transmission ratio, vehicle transmission efficiency, final drive transmission ratio, vehicle weight, rolling friction resistance, air resistance coefficient, frontal cross-sectional area, air density, rotational mass conversion factor, and vehicle requested acceleration, perform longitudinal dynamics calculations to obtain the vehicle requested torque.

[0153] In this embodiment, S401 can be obtained through a vehicle longitudinal dynamics model. Specifically, the vehicle longitudinal dynamics model is as follows:

[0154]

[0155] Among them, F t For engine driving force, F f F is the rolling resistance of the vehicle. w For air resistance, F i For the slope resistance, F jTo increase resistance.

[0156] F t F f F w F i and F j It can be obtained through the following formula:

[0157]

[0158] Among them, T tq To request torque for the vehicle, i g i0 is the gear ratio of the vehicle's transmission, and i0 is the gear ratio of the main reducer. Let r be the vehicle's transmission efficiency, r be the vehicle's tire radius, mg be the vehicle's weight, and f be the rolling friction resistance. For slope, C D Where A is the air resistance coefficient and A is the frontal cross-sectional area. Where u is the air density and u is the vehicle driving data. This is the rotational mass conversion factor. Request acceleration for the vehicle.

[0159] Rotational mass conversion factor The calculation formula is as follows:

[0160]

[0161] Among them, I w For the moment of inertia of the wheel, I f Let i be the moment of inertia of the flywheel. g i0 is the gear ratio of the vehicle's transmission, and i0 is the gear ratio of the main reducer. For the vehicle's transmission efficiency.

[0162] Vehicle requests acceleration The calculation formula is as follows:

[0163]

[0164] Among them, u k Let u be the instantaneous velocity at the k-th time sampling point. k-1 The instantaneous velocity at the (k-1)th time sampling point The time interval between the k-th time sampling point and the (k-1)-th time sampling point. To be in the time interval The displacement of the vehicle inside the vehicle.

[0165] In summary, the required torque T of the vehicle can be obtained. tq for:

[0166]

[0167] By using vehicle driving data, vehicle tire radius, vehicle gearbox transmission ratio, vehicle transmission efficiency, final drive ratio, vehicle weight, rolling friction resistance, air drag coefficient, frontal cross-sectional area, air density, rotational mass conversion factor, and vehicle requested acceleration to perform longitudinal dynamics calculations, the requested torque of the vehicle is obtained, providing a specific method for determining the requested torque of the vehicle.

[0168] S402. Convert the vehicle's requested torque into engine control information to determine the cruise request information.

[0169] In this embodiment, the cruise request information is determined by converting the vehicle's requested torque into engine control information, so that the execution unit can control the vehicle to cruise according to the cruise request information.

[0170] This embodiment provides a cruise control method for tanker transport vehicles, further explaining the above embodiment. This embodiment also includes:

[0171] S501. When the vehicle's requested acceleration is less than zero, acquire the vehicle's real-time braking speed and braking environment data.

[0172] In this embodiment, when the vehicle requests acceleration less than zero, i.e., when the vehicle needs to decelerate, the Electronic Braking System (EBS) is invoked for basic braking, and the hydraulic retarder is invoked for auxiliary braking. When the vehicle is on a long downhill slope, the auxiliary braking may not be able to complete the deceleration request issued by the controller on its own. Therefore, the basic braking needs to be invoked frequently to ensure that the vehicle travels at the required speed. Prolonged use of the basic braking can lead to overheating of the brakes, resulting in thermal failure or even spontaneous combustion. Therefore, it is necessary to establish a basic braking time-effect model. Real-time braking speed can be obtained through wheel speed sensors and inertial measurement units, and braking environment data can be obtained through temperature sensors and pressure sensors.

[0173] S502. Determine the ambient temperature factor based on braking environment data.

[0174] In this embodiment, temperature data is extracted from the braking environment data and used as the ambient temperature factor.

[0175] S503. Determine the speed factor based on the real-time braking speed.

[0176] In this embodiment, speed data is extracted from the real-time braking speed and used as a speed factor.

[0177] S504. Determine the braking cooling time based on the preset braking activation time threshold, preset time correction factor, ambient temperature factor, and speed factor.

[0178] In this embodiment, based on the XBR's heat dissipation capacity, a certain period of cooling braking is required after each fixed braking interval. The duration of this cooling braking time is determined by both the speed factor and the ambient temperature factor. The formula for calculating the XBR's braking cooling time is as follows:

[0179]

[0180] Among them, T max For brake cooling time, This is the preset time correction factor. For ambient temperature factor, For velocity factor, This is a preset threshold for the braking activation time.

[0181] S505. Determine the fixed duration of a single braking action based on the brake cooling time.

[0182] In this embodiment, a table is pre-stored that indicates the relationship between the brake cooling time and the fixed duration of a single brake application. The fixed duration of a single brake application can be determined by querying this table.

[0183] S506. When the sum of the cumulative single braking fixed duration and braking cooling duration is detected to reach the preset braking ratio, the human-machine interaction unit is controlled to issue a braking overheat warning signal. Alternatively, when the sum of the cumulative single braking fixed duration and braking cooling duration is detected to reach the preset braking duration threshold, the vehicle is controlled to enter the forced braking cooling state.

[0184] In this embodiment, the preset braking ratio is 80%, and the human-machine interaction unit includes a buzzer, an instrument panel, and buttons.

[0185] When the sum of the cumulative single braking duration and braking cooling duration reaches 80% of the preset braking duration threshold, the Adaptive Cruise Control (ACC) system issues an XBR brake overheat warning signal in the form of an audible and visual signal through the buzzer of the human-machine interface unit and the instrument panel, but ACC can still request XBR braking.

[0186] When the sum of the cumulative single braking fixed duration and braking cooling duration reaches the preset braking duration threshold, the XBR enters the forced braking cooling state. Before the cooling ends, the ACC cannot request the XBR to brake, the ACC function exits, and an ACC exit alarm is issued in the form of an audible and visual alarm through the buzzer of the human-machine interface unit and the instrument panel.

[0187] The following is a specific expression:

[0188]

[0189] This is the sum of the cumulative fixed braking duration and braking cooling duration for a single braking event, where coefficient 4 is an empirical correction factor. The base braking time parameter is T, which is a correction term.

[0190] when ACC is activated when the sum of the cumulative single braking fixed duration and braking cooling duration does not reach 80% of the preset braking duration threshold; when When the sum of the cumulative single braking fixed duration and braking cooling duration reaches 80% of the preset braking duration threshold but has not reached the preset braking duration threshold, the system is in a braking overheat warning state; when When the sum of the cumulative single braking fixed duration and braking cooling duration reaches the preset braking duration threshold, the ACC enters standby mode.

[0191] In an optional embodiment of this application, it further includes:

[0192] After the vehicle enters the forced braking cooling state, it responds to the user's braking and deceleration operation and controls the vehicle to decelerate.

[0193] If the basic braking system is forcibly disengaged and ACC enters standby mode, ACC cannot be reactivated until the cooling period ends. However, the driver can still decelerate using the brake pedal. During the XBR's cooling process, the instrument panel will display a brake cooling indicator; once cooling is complete, the brake cooling indicator will no longer be displayed, and ACC can be reactivated if the activation conditions are met.

[0194] After making a decision, the cruise request information, including the vehicle's requested torque, is sent to the execution unit, which then performs the vehicle's acceleration and deceleration control. While executing the control, the execution unit also provides feedback on changes in the vehicle's driving data, forming a closed loop of vehicle control logic.

[0195] Considering the flammable and explosive properties of the liquid inside the tank, and to prevent frequent use of the basic braking system from causing thermal failure and overheating of the vehicle's brakes, which could lead to spontaneous combustion of the vehicle's tires, a basic braking timeliness model can be constructed to prevent adaptive cruise control from using the basic braking system for extended periods.

[0196] Figure 4 This is a schematic diagram of the electronic device provided in an embodiment of this application. The electronic device is intended for use with various electronic devices capable of performing cruise control methods for tanker transport vehicles, such as microcomputers, single-chip microcomputers, and other suitable computers. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0197] like Figure 4 As shown, the electronic device includes at least one processor 610 and a memory 620. The electronic device also includes a communication component 630. The processor 610, memory 620, and communication component 630 are connected via a bus 640.

[0198] In the specific implementation process, at least one processor 610 executes computer execution instructions stored in memory 620, causing at least one processor 610 to execute the cruise control method for tank transport vehicles as executed on the electronic device side as described above.

[0199] The specific implementation process of processor 610 can be found in the above embodiment of the cruise control method for tank transport vehicles. The implementation principle and technical effect are similar, and will not be repeated here.

[0200] In the above embodiments, it should be understood that the processor 610 may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor 610 may be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0201] The memory 620 may include high-speed RAM memory, and may also include non-volatile memory NVM, such as at least one disk storage.

[0202] Bus 640 can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. Bus 640 can be divided into an address bus, a data bus, and a control bus. For ease of illustration, the bus 640 in the accompanying drawings of this application is not limited to only one bus or one type of bus.

[0203] The above description addresses the functions implemented by electronic devices and main control devices, and introduces the solutions provided in the embodiments of this application. It is understood that, in order to achieve the above functions, the electronic device or main control device includes hardware structures and / or software modules corresponding to the execution of each function. By combining the units and algorithm steps of the various examples described in the embodiments disclosed in this application, the embodiments of this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the technical solutions of the embodiments of this application.

[0204] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the cruise control method for tank transport vehicles as described above.

[0205] The aforementioned computer-readable storage media can be implemented by any type of volatile, non-volatile storage device or combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0206] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. The readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in application-specific integrated circuits (ASICs). Alternatively, the processor and the readable storage medium can exist as discrete components in an electronic device or a host device.

[0207] The memory 620 is the non-transitory computer-readable storage medium provided by the present invention. The non-transitory computer-readable storage medium of the present invention stores a computer, which is used to enable the computer to execute the cruise control method for tank transport vehicles provided by the present invention.

[0208] The memory 620, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs, non-transitory computer-executable programs, and modules. The processor 610 executes various functional applications and data processing by running the non-transitory software programs, instructions, and modules stored in the memory 620, thereby implementing the cruise control method for tank transport vehicles in the above method embodiments.

[0209] In addition, this embodiment also provides a computer program product, including a computer program, which, when executed by a processor, is used to implement the cruise control method for tank transport vehicles described above.

[0210] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in one or more embodiments of this specification are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of related data must comply with relevant laws, regulations and standards, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0211] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all optional embodiments, and the actions and modules involved are not necessarily essential to this application.

[0212] It should be further noted that, although the various steps in the flowchart are shown in sequence as indicated by the arrows, these steps are not necessarily performed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps may be performed in other orders. Moreover, at least a portion of the steps in the flowchart may include multiple sub-steps or multiple stages, and these sub-steps or stages are not necessarily performed at the same time, but may be performed at different times. The execution order of these sub-steps or stages is not necessarily to be performed in sequence, but may be performed in turn or alternately with other steps or at least a portion of the sub-steps or stages of other steps.

[0213] It should be understood that the above-described device embodiments are merely illustrative, and the device of the present application may also be implemented in other ways. For example, the division of units / modules in the above-described embodiments is merely a logical functional division, and actual implementations may employ other division methods. For example, multiple units, modules, or components may be combined or integrated into another system, or some features may be omitted or not implemented.

[0214] Furthermore, unless otherwise specified, the functional units / modules in the various embodiments of this application can be integrated into one unit / module, or each unit / module can exist physically separately, or two or more units / modules can be integrated together. The integrated units / modules described above can be implemented in hardware or as software program modules.

[0215] In the above embodiments, the descriptions of each embodiment have their own emphasis. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments. The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered within the scope of this specification.

[0216] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0217] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A cruise control system for tank transport vehicles, characterized in that, include: The system includes a perception data fusion unit, an assisted driving controller, an execution unit, and a vehicle motion status module. The perception data fusion unit is used to acquire real-time driving environment data in front of the vehicle. The vehicle motion status module is used to acquire vehicle driving data; The assisted driving controller is used to: determine the data required for assisted driving based on the driving environment data; determine the desired acceleration based on the required assisted driving data and preset driving parameters; determine the ratio of the major and minor axes, the tank filling volume, and the external excitation based on pre-stored tank parameters and pre-stored vehicle transport object parameters; perform simulation analysis based on the ratio of the major and minor axes, the tank filling volume, and the external excitation to obtain simulation results; perform fitting processing based on the simulation results to obtain liquid impact force data; determine the vehicle requested acceleration based on the liquid impact force data and the desired acceleration; and determine cruise request information based on the vehicle driving data, the vehicle requested acceleration, preset vehicle dynamics parameters, and the driving environment data. The execution unit is used to control the vehicle to cruise according to the cruise request information.

2. A cruise control method for tank transport vehicles, characterized in that, The method, applied to the cruise control system for tank transport vehicles as described in claim 1, comprises: Real-time acquisition of driving environment data in front of the vehicle and vehicle driving data; Based on the driving environment data, determine the data required for assisted driving; The desired acceleration is determined based on the data required for the assisted driving and the preset driving parameters; Based on the pre-stored tank parameters and pre-stored vehicle transport object parameters, determine the ratio of the major and minor axes, the tank filling volume, and the external excitation. Simulation analysis was performed based on the ratio of the major and minor axes, the filling amount of the tank, and the external excitation to obtain simulation results. The simulation results are fitted to obtain liquid impact force data. Based on the liquid impact force data and the desired acceleration, the vehicle's requested acceleration is determined; The cruise request information is determined based on the vehicle driving data, the vehicle requested acceleration, the preset vehicle dynamics parameters, and the driving environment data. The vehicle is controlled to cruise according to the cruise request information.

3. The cruise control method for tank transport vehicles according to claim 2, characterized in that, The data required for the assisted driving includes the real-time speed of the vehicle itself, the real-time speed of the vehicle in front, and the relative distance between the two vehicles. The preset driving parameters include the maximum acceleration of the vehicle itself, the desired speed, the acceleration index, and the calibration constant. Accordingly, determining the desired acceleration based on the data required for the assisted driving and the preset driving parameters includes: The relative speed between the two vehicles is determined based on the real-time speed of the vehicle in front and the real-time speed of the vehicle in front. The desired following distance is determined based on the relative speed between the two vehicles and the real-time speed of the vehicle itself. The desired acceleration is determined based on the relative speed between the two vehicles, the desired following distance, the desired vehicle speed, the maximum acceleration of the vehicle, the relative distance between the two vehicles, the acceleration index, and the calibration constant.

4. The cruise control method for tank transport vehicles according to claim 3, characterized in that, The determination of the desired acceleration based on the relative speed between the two vehicles, the desired following distance, the desired vehicle speed, the maximum acceleration of the vehicle, the relative distance between the two vehicles, the acceleration exponent, and the calibration constant utilizes a pre-built intelligent driver model, wherein the pre-built intelligent driver model is: Among them, the The desired acceleration is denoted as 'a', where 'a' is the maximum acceleration of the vehicle, and 'v' is the maximum acceleration of the vehicle. self The real-time vehicle speed is v0, and the desired vehicle speed is v0. and stated All are the acceleration exponents, the Let be the relative speed between the two vehicles, and s be the relative distance between the two vehicles. The desired following distance is defined as b1 and b2, which are both calibration constants.

5. The cruise control method for tank transport vehicles according to claim 2, characterized in that, The pre-stored tank parameters include the long semi-axis and the short semi-axis of the tank cross-section, and the pre-stored vehicle transport object parameters include the liquid level height and the tank excitation coefficient. Accordingly, determining the ratio of the major and minor axes, the tank filling volume, and the external excitation based on the pre-stored tank parameters and the pre-stored vehicle transport object parameters includes: The ratio of the major axis to the minor axis is determined based on the major semi-axis and the minor semi-axis of the tank cross-section. The filling volume of the tank is determined based on the liquid level and the minor half-axis of the tank cross-section; The external excitation is determined based on the semi-major axis of the tank cross-section and the excitation coefficient of the tank.

6. The cruise control method for tank transport vehicles according to claim 5, characterized in that, The formula for determining the tank filling volume based on the liquid level and the minor semi-axis of the tank cross-section is as follows: Among them, the The filling amount of the tank, h is the liquid level, and b is the minor semi-axis of the tank cross-section; The calculation formula for determining the external excitation based on the semi-major axis of the tank cross-section and the tank excitation coefficient is as follows: Among them, the The external excitation is denoted by 'a', where 'a' is the semi-major axis of the tank cross-section, and 0.1 is the excitation coefficient of the tank.

7. The cruise control method for tank transport vehicles according to claim 6, characterized in that, The liquid impact force model used when fitting the simulation results to obtain the liquid impact force data is as follows: Wherein, the F qs The liquid impact force data refers to K, which is the maximum impact force coefficient, M, and A, B, C, D, E, F, and G, which are all preset fitting coefficients. The ratio of the major and minor axes, the The filling amount of the tank, the The external stimulus mentioned above.

8. The cruise control method for tank transport vehicles according to claim 7, characterized in that, The formula for determining the vehicle's requested acceleration based on the liquid impact force data and the desired acceleration is as follows: Wherein, the a q Request acceleration for the vehicle, the The desired acceleration is K, and the maximum impact force coefficient is K.

9. The cruise control method for tank transport vehicles according to claim 2, characterized in that, The preset vehicle dynamics parameters include the vehicle's tire radius, vehicle's gearbox transmission ratio, vehicle's transmission efficiency, final drive ratio, vehicle's weight, and rolling friction resistance. The driving environment data includes air drag coefficient, frontal cross-sectional area, air density, and rotational mass conversion factor. Accordingly, determining the cruise request information based on the vehicle driving data, the vehicle requested acceleration, preset vehicle dynamics parameters, and the driving environment data includes: Based on the vehicle driving data, the vehicle tire radius, the vehicle gearbox transmission ratio, the vehicle transmission efficiency, the final drive transmission ratio, the vehicle weight, the rolling friction resistance, the air resistance coefficient, the windward cross-sectional area, the air density, the rotational mass conversion factor, and the vehicle's requested acceleration, the vehicle's longitudinal dynamics are calculated to obtain the vehicle's requested torque. The requested torque from the vehicle is converted into engine control information to determine the cruise request information.

10. The cruise control method for tank transport vehicles according to any one of claims 2 to 9, characterized in that, Also includes: When the vehicle's requested acceleration is detected to be less than zero, the vehicle's real-time braking speed and braking environment data are acquired. The ambient temperature factor is determined based on the braking environment data. The speed factor is determined based on the real-time braking speed. The braking cooling time is determined based on the preset braking initiation time threshold, the preset time correction factor, the ambient temperature factor, and the speed factor. The fixed duration of a single braking operation is determined based on the braking cooling time. When the ratio of the sum of the cumulative fixed braking duration and the braking cooling duration to the preset braking duration threshold is detected to reach the preset braking ratio, the human-machine interface unit is controlled to issue a braking overheat warning signal. Alternatively, when the sum of the cumulative fixed braking duration and the braking cooling duration is detected to reach the preset braking duration threshold, the vehicle is controlled to enter a forced braking cooling state.

Images