A dynamic roll angle dangerous goods liquid tank semi-trailer rollover prevention control method and system based on liquid level sensing in tank

Abstract

The application discloses a dynamic side inclination angle dangerous goods liquid tank semi-trailer rollover prevention control method and system based on tank liquid level sensing, relates to the technical field of liquid tank semi-trailer safety control, and comprises the following steps: collecting tank left and right liquid levels, liquid loading rate, tank width, vehicle body side inclination angle, lateral acceleration, vehicle speed and road surface friction coefficient in real time; calculating liquid sloshing equivalent side inclination angle by combining the left and right liquid level difference, the tank width, the lateral acceleration, the liquid loading rate and the gravity acceleration; calculating the whole vehicle dynamic side inclination angle and the side inclination angle change rate; determining the early warning threshold and the intervention threshold according to the vehicle speed, the liquid loading rate and the friction coefficient; determining the rollover risk level based on the whole vehicle dynamic side inclination angle and the change rate and the two thresholds; and simultaneously calculating the air suspension height adjustment amount of both sides, and performing posture control in combination with the risk level. The application takes the tank liquid level difference as the core sensing quantity, realizes the advanced prediction and active intervention of the rollover risk, and can effectively reduce the rollover risk.

Description

Technical Field

[0001] This application relates to the field of safety control technology for tank semi-trailers, and in particular to a method and system for preventing rollover of dangerous goods tank semi-trailers based on dynamic tilt angle sensing of liquid level inside the tank. Background Technology

[0002] Dangerous liquid tank semi-trailers, after being loaded with liquid media, have a high center of gravity and uneven mass distribution. Furthermore, the sloshing of the liquid inside the tank during travel (especially under half-load conditions) generates a huge lateral tilting moment. Therefore, their risk of rollover is far higher than that of ordinary freight vehicles. Once a rollover occurs, it can easily trigger secondary disasters such as hazardous material leaks and explosions, causing serious casualties and environmental damage.

[0003] The core defects of the existing technology are as follows: First, the accuracy of roll detection is insufficient, relying solely on external vehicle attitude sensors and failing to consider liquid sloshing as a key rollover trigger, resulting in discrepancies between the detection results and the actual rollover risk; second, the control response is lagging, with changes in vehicle attitude lagging behind liquid sloshing, making it difficult for traditional control strategies to suppress the liquid sloshing torque inside the tank in advance; and third, the adaptability is poor, as the control logic has not been optimized for different filling rates of tank trucks (especially the dangerous condition of half-load), resulting in unstable rollover prevention effects. Summary of the Invention

[0004] The purpose of this application is to provide a method and system for preventing rollover of dangerous goods tank semi-trailers based on dynamic tilt angle sensing of liquid level inside the tank. This system can directly sense the sloshing state of the liquid inside the tank, dynamically correct the tilt judgment, and accurately adjust the height of the airbag for active rollover prevention.

[0005] To achieve the above objectives, this application provides the following solution: In a first aspect, this application provides a method for preventing rollover of a hazardous liquid tank semi-trailer based on dynamic tilt angle sensing of the liquid level inside the tank, including: Real-time data collection of the liquid level height on the left and right sides of the tank of the hazardous liquid tank semi-trailer, liquid loading rate, tank width, vehicle tilt angle, vehicle lateral acceleration, vehicle speed, and road friction coefficient; The difference in liquid level between the left and right sides is calculated based on the liquid level height on the left and right sides of the tank, and the equivalent tilt angle of liquid sloshing is calculated in combination with the tank width, the vehicle lateral acceleration, the liquid loading rate and the gravitational acceleration. Based on the liquid sloshing equivalent roll angle, liquid loading rate and vehicle roll angle at the current sampling time, calculate the vehicle dynamic roll angle at the current sampling time, and combine it with the vehicle dynamic roll angle at the previous sampling time to calculate the roll angle change rate at the current sampling time. Calculate the warning threshold and intervention threshold based on the vehicle speed, the liquid loading rate, and the road surface friction coefficient; The rollover risk level of the hazardous liquid tank semi-trailer is determined based on the vehicle dynamic roll angle at the current sampling time, the roll angle change rate at the current sampling time, the warning threshold, and the intervention threshold. The height adjustment of the air suspension on both sides is calculated based on the vehicle's dynamic roll angle, lateral acceleration, and equivalent roll angle of fluid sloshing at the current sampling time. The attitude control of the dangerous goods liquid tank semi-trailer is carried out based on the rollover risk level of the dangerous goods liquid tank semi-trailer and the height adjustment range of the air suspension on both sides.

[0006] Secondly, this application provides a dynamic tilt angle anti-rollover control system for hazardous liquid tank semi-trailers based on in-tank liquid level sensing, comprising: The data acquisition module is used to collect real-time data on the liquid level height on the left side of the tank, the liquid level height on the right side of the tank, the liquid loading rate, the tank width, the vehicle tilt angle, the vehicle lateral acceleration, the vehicle speed, and the road friction coefficient of the hazardous liquid tank semi-trailer. The liquid level difference and liquid sloshing equivalent tilt angle calculation module is used to calculate the left and right liquid level difference based on the liquid level height on the left side and the liquid level height on the right side of the tank, and to calculate the liquid sloshing equivalent tilt angle in combination with the tank width, the vehicle lateral acceleration, the liquid loading rate and the gravitational acceleration. The whole vehicle dynamic roll angle and roll angle change rate calculation module is used to calculate the whole vehicle dynamic roll angle at the current sampling time based on the liquid sloshing equivalent roll angle, liquid loading rate and body roll angle at the current sampling time, and to calculate the roll angle change rate at the current sampling time in combination with the whole vehicle dynamic roll angle at the previous sampling time. An adaptive threshold update module is used to calculate a warning threshold and an intervention threshold based on the vehicle speed, the liquid loading rate, and the road surface friction coefficient. The risk level determination module is used to compare the vehicle dynamic roll angle and the roll angle change rate at the current sampling time with the warning threshold and intervention threshold to classify the rollover risk level into safety level, warning level, and emergency level. The air suspension adjustment calculation module is used to calculate the height adjustment of the air suspension on both sides based on the vehicle's dynamic roll angle, vehicle lateral acceleration, and liquid sloshing equivalent roll angle at the current sampling time. The intervention strategy allocation module is used to control the attitude of the hazardous liquid tank semi-trailer based on the rollover risk level of the hazardous liquid tank semi-trailer and the height adjustment of the air suspension on both sides.

[0007] According to the specific embodiments provided in this application, the following technical effects are disclosed: This application provides a method and system for preventing rollover of hazardous liquid tank semi-trailers based on dynamic tilt angle sensing of the liquid level inside the tank. By collecting various parameters such as the liquid level height inside the tank, vehicle driving, and road surface, the system sequentially calculates the left and right height difference of the liquid level, the equivalent tilt angle of liquid sloshing, the dynamic tilt angle of the whole vehicle, and its rate of change. Based on vehicle speed, liquid loading rate, and road friction coefficient, a classification threshold is obtained to determine the rollover risk level. The system then calculates the air suspension adjustment amount and implements vehicle posture control. This solves the problems of additional tilt caused by liquid sloshing inside the tank and the delayed prediction of rollover risk, achieving advanced identification of vehicle rollover risk and active posture correction, thereby reducing the rollover hazard of liquid tank semi-trailers. Attached Figure Description

[0008] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0009] Figure 1 This is an application environment diagram of a dynamic tilt angle anti-rollover control method for a hazardous liquid tank semi-trailer based on in-tank liquid level sensing in one embodiment of this application. Figure 2 A flowchart illustrating a method for preventing rollover of a hazardous liquid tank semi-trailer based on dynamic tilt angle sensing of the liquid level inside the tank, provided in an embodiment of this application; Figure 3 An overall architecture diagram of a dynamic tilt angle anti-rollover control system for hazardous liquid tank semi-trailers based on in-tank liquid level sensing is provided for another embodiment of this application; Figure 4 A schematic diagram of the sensor layer module arrangement of a dynamic tilt angle anti-tipping control system for hazardous liquid tank semi-trailers based on in-tank liquid level sensing, provided in an embodiment of this application; wherein, Figure 4 Part (a) in the text is a side view of the liquid tank semi-trailer; Figure 4 Part (b) in the text is a view of the liquid tank semi-trailer from direction A; Figure 5 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application.

[0010] Figure label: 1-Liquid level sensor, 2-Loading rate sensor, 3-Airbag, 4-Air tank, 5-Wheel speed sensor, 6-Gyroscope and lateral acceleration sensor, 7-Road adhesion and environment sensor. Detailed Implementation

[0011] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0012] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0013] This application provides a method for preventing rollover of hazardous liquid tank semi-trailers based on dynamic tilt angle sensing of the liquid level inside the tank. This method can be applied to applications such as... Figure 1 In the application environment shown, terminal 101 communicates with server 102 via a network. A data storage system can store the data that server 102 needs to process. The data storage system can be set up independently, integrated into server 102, or placed in the cloud or on another server. Terminal 101 can send real-time vehicle status data, such as the left and right liquid level heights inside the tank, liquid loading rate, tank width, vehicle roll angle, lateral acceleration, vehicle speed, and road friction coefficient, to server 102. After receiving this data, server 102 performs anti-rollover control processing: calculating the equivalent roll angle of liquid sloshing based on the left and right liquid level difference combined with tank width, lateral acceleration, loading rate, and gravitational acceleration; then calculating the dynamic roll angle of the entire vehicle and its rate of change based on the vehicle roll angle and loading rate; determining warning and intervention thresholds based on vehicle speed, loading rate, and friction coefficient; and determining the rollover risk level based on the dynamic roll angle, rate of change, and the two thresholds; simultaneously calculating the air suspension height adjustment amount on both sides based on the dynamic roll angle, lateral acceleration, and the equivalent roll angle of liquid sloshing. Server 102 can feed back the obtained rollover risk level and the adjustment amount of the air suspension height on both sides to terminal 101. In addition, in some embodiments, the above processing steps can also be implemented by server 102 or terminal 101 alone. For example, terminal 101 can directly perform local calculation processing on the collected data to be processed, or server 102 can obtain historical parameters or standard thresholds from the data storage system for auxiliary calculation.

[0014] The terminal 101 can be, but is not limited to, various desktop computers, laptops, smartphones, tablets, IoT devices, and portable wearable devices. IoT devices can include smart speakers, smart TVs, smart air conditioners, and smart in-vehicle devices. Portable wearable devices can include smartwatches, smart bracelets, and head-mounted devices. The server 102 can be implemented using a standalone server or a server cluster composed of multiple servers, or it can be a cloud server.

[0015] In one exemplary embodiment, such as Figure 2 The diagram illustrates a flowchart of a method for preventing the rollover of a hazardous materials tank semi-trailer based on dynamic tilt angle sensing of the liquid level inside the tank. This method is executed by computer equipment, specifically by a terminal or server alone, or by both. In this embodiment, the method is applied to... Figure 1 Taking server 102 as an example, the explanation includes the following steps: S1: Real-time data collection of the liquid level height on the left and right sides of the tank of the hazardous liquid tank semi-trailer, liquid loading rate, tank width, vehicle tilt angle, vehicle lateral acceleration, vehicle speed, and road friction coefficient.

[0016] S2: Calculate the left-right height difference of the liquid level based on the liquid level heights on the left and right sides of the tank, and calculate the equivalent side tilt angle of liquid sloshing by combining the tank width, the vehicle's lateral acceleration, the liquid loading rate, and gravitational acceleration. Specifically, this includes using the formula... Calculate the difference in liquid level between the left and right sides; where H1 is the liquid level height on the left side of the tank, H2 is the liquid level height on the right side of the tank, when H1>H2, the liquid tilts to the left, and when H2>H1, the liquid tilts to the right.

[0017] Using formula Calculate the equivalent tilt angle of the liquid sloshing; where, The equivalent tilt angle for liquid sloshing. This represents the equivalent tilt angle model value for liquid sloshing. , For the vehicle's lateral acceleration, It is the acceleration due to gravity. For liquid loading rate, The sloshing gain coefficient is related to the liquid loading rate, and is used when the load is low (20%–40%). =0.9~1.2; when half load is 40%~60%, =1.2~1.6; when fully loaded at 85%~100%, =0.6~0.9, The lateral tilt angle of the liquid. B is the width of the tank. These are the weighting coefficients for the equivalent tilt angle model value of liquid sloshing. The weighting coefficient for the liquid's lateral tilt angle is ω1 + ω2 = 1. This weighting coefficient is dynamically adjusted based on the liquid loading rate α. Specifically, during low and medium loads... When half a year has passed, When fully loaded .

[0018] S3: Based on the liquid sloshing equivalent roll angle, liquid load rate, and vehicle roll angle at the current sampling time, calculate the vehicle dynamic roll angle at the current sampling time, and combine it with the vehicle dynamic roll angle at the previous sampling time to calculate the roll angle change rate at the current sampling time. Specifically, this includes calculating the vehicle dynamic roll angle at the current sampling time using the following formula: ; in, This represents the dynamic roll angle of the entire vehicle at the current sampling moment. The vehicle body roll angle at the current sampling moment; The equivalent tilt angle of the liquid sloshing at the current sampling moment. The liquid loading rate at the current sampling time. The liquid sloshing effect coefficient (linearly adjusted to 0.8~1.5 with liquid loading rate, at half load) Maximum, approximately 1.2~1.5; approximately 0.8 at full load): .

[0019] The rate of change of the tilt angle at the current sampling moment is calculated using the following formula: ; in, The rate of change of the roll angle at the current sampling time. This represents the dynamic roll angle of the entire vehicle at the current sampling moment. The vehicle's dynamic roll angle at the previous sampling time. The sampling time interval is the time interval between two consecutive roll angle data.

[0020] S4: Calculate the warning threshold and intervention threshold based on the vehicle speed, the liquid load rate, and the road surface friction coefficient. The warning threshold includes a warning threshold for the vehicle's dynamic roll angle and a warning threshold for the roll angle change rate. The intervention threshold includes an intervention threshold for the vehicle's dynamic roll angle and an intervention threshold for the roll angle change rate.

[0021] Among them, the threshold calculation of the vehicle's dynamic roll angle is based on 5° for the warning level and 9° for the emergency level, both of which are subject to change with vehicle speed. Liquid loading rate Corrected using the following formula: The warning threshold for the dynamic roll angle of the entire vehicle is: ; The intervention threshold for the dynamic roll angle of the entire vehicle is: ; Threshold calculation for roll angle change rate, warning level based on... Based on this, the emergency level is... Based on the benchmark, both vary with vehicle speed. Liquid loading rate Corrected using the following formula: The warning threshold for the roll angle change rate is: ; The intervention threshold for the rate of change of the roll angle is: ; in, This is the warning threshold for the vehicle's dynamic roll angle. This is the intervention threshold for the vehicle's dynamic roll angle. The warning threshold for the rate of change of roll angle. The intervention threshold for the rate of change of roll angle. For vehicle speed, For liquid loading rate, This is the road surface friction coefficient.

[0022] S5: Determine the rollover risk level of the hazardous materials tank semi-trailer based on the vehicle's dynamic roll angle at the current sampling time, the roll angle change rate at the current sampling time, the warning threshold, and the intervention threshold. Specifically, the rollover risk level includes a safety level, a warning level, and an emergency level.

[0023] The determination of the rollover risk level of the hazardous materials tanker semi-trailer based on the vehicle's dynamic roll angle at the current sampling time, the roll angle change rate at the current sampling time, the warning threshold, and the intervention threshold includes: when and At that time, the risk level of rollover was classified as safe. when or At that time, the risk level of rollover was at the warning level; when or At that time, the risk level of rollover was classified as emergency. in, The rate of change of the roll angle at the current sampling time. This represents the dynamic roll angle of the entire vehicle at the current sampling moment. This is the warning threshold for the vehicle's dynamic roll angle. This is the intervention threshold for the vehicle's dynamic roll angle. The warning threshold for the rate of change of roll angle. The intervention threshold is the rate of change of the roll angle.

[0024] S6: Calculate the air suspension height adjustment on both sides based on the vehicle's dynamic roll angle, lateral acceleration, and fluid sloshing equivalent roll angle at the current sampling time. Specifically, this includes calculating the air suspension height adjustment on both sides using the following formula: ; in, The roll angle correction factor , Lateral acceleration compensation coefficient , Liquid sloshing suppression coefficient , This represents the dynamic roll angle of the entire vehicle at the current sampling moment. For the vehicle's lateral acceleration, The equivalent tilt angle for liquid sloshing.

[0025] S7: Based on the rollover risk level of the hazardous liquid tank semi-trailer and the height adjustment range of the air suspensions on both sides, the attitude control of the hazardous liquid tank semi-trailer is performed, specifically including: When the rollover risk level is at the safe level, control the air suspension of the hazardous liquid tank semi-trailer to maintain the standard height; When the risk level of rollover is at the warning level, differential braking force is applied to the outer rear wheel of the dangerous goods tank semi-trailer through the electronic stability control system; When the rollover risk level is at the emergency level, the electronic stability control system applies differential braking to the hazardous liquid tank semi-trailer, and at the same time adjusts the air suspension of the hazardous liquid tank semi-trailer according to the air suspension height adjustment amount.

[0026] Based on the same inventive concept, this application also provides an embodiment for implementing the aforementioned dynamic tilt angle anti-tipping control system for hazardous liquid tank semi-trailers based on in-tank liquid level sensing. For example... Figure 3 As shown in the diagram, the system adopts a layered distributed architecture, which includes a perception layer, a decision control layer, and an execution layer.

[0027] The sensing layer consists of a gyroscope, a lateral acceleration sensor, a wheel speed sensor, a liquid level sensor, a loading rate sensor, and a road surface adhesion and environmental sensor. The sensing layer is communicatively connected to the decision control layer and is used to collect vehicle motion state parameters, vehicle posture information, and liquid loading information in the tank in real time.

[0028] The decision control layer, as the core of the system, employs an embedded controller (CPU clock speed ≥ 1GHz, sampling frequency ≥ 100Hz), which is connected to both the sensing layer and the execution layer. The decision control layer incorporates a signal filtering and preprocessing module, a vehicle dynamic roll angle and roll angle change rate calculation module, an adaptive threshold update module, a risk level judgment module, and an intervention strategy allocation module. These modules filter the sensor data uploaded from the sensing layer, calculate the equivalent roll angle due to liquid sloshing and the vehicle dynamic roll angle, dynamically update warning and intervention thresholds based on vehicle speed, load rate, and road friction coefficient, determine the current rollover risk level, and generate corresponding anti-rollover control commands. The embedded controller in the decision control layer communicates with the trailer's EBS (Electronic Brake System) and ESC (Electronic Stability Control) via a CAN bus, enabling real-time interaction and coordinated control of sensor data and control commands. In emergency situations, the system can perform differential adjustment of air suspension height while simultaneously engaging differential braking in conjunction with ESC. Through the coordinated action of multiple actuators, it enhances the anti-rollover capability under extreme conditions.

[0029] The execution layer includes an ESC electronic stability braking system, an air suspension dynamic adjustment module, and a feedback module. The execution layer receives control commands issued by the decision control layer, performs graded anti-rollover intervention operations according to different rollover risk levels, and transmits the execution status back to the decision control layer in real time through the feedback module.

[0030] In a specific embodiment, the ESC electronic stability braking system adopts the WABCO ESC 9.0 system, which applies differential braking force to specific wheels according to decision commands (increasing the braking force of the outer wheels by 15%~30%), generating a reverse yaw moment to correct the vehicle's steering posture; the air suspension dynamic adjustment module includes air suspension airbags, high-speed electromagnetic control valves (response time ≤40ms), air compressors (supply pressure 0.8~1.2MPa), and air tanks (volume ≥50L); the air suspension airbags (2~3 on each side, integrated with the original chassis system) are symmetrically arranged between the frame and the axle; the high-speed electromagnetic control valve has a response time ≤20ms, and in emergency situations, it controls the inflation and rise of the outer airbags through a dual-channel rapid air circuit according to commands (adjustment amount Δ). hout =0.5Δh), the inner airbag deflation decreases (adjustment amount Δh) in =0.5Δh), forming a 1°~3° reverse tilt.

[0031] Specifically, the air suspension dynamic adjustment module in the execution layer adopts a dual-channel differential air circuit architecture, which independently controls the inflation and deflation of the left and right airbags. After receiving the air suspension height adjustment command from the decision control layer, the inflation of the outer airbag and the deflation of the inner airbag are carried out simultaneously to form differential adjustment, ensuring that the suspension height adjustment response speed is ≤80ms, thereby realizing rapid correction of the vehicle body roll posture.

[0032] In the three-layer architecture described above, the multi-source heterogeneous data acquired by the perception layer is fused and calculated by the decision control layer to form a closed-loop control loop of self-sensing, self-decision-making, and self-execution, thereby realizing real-time monitoring and proactive control of the risk of liquid tank semi-trailer rollover.

[0033] This application provides a dynamic rollover prevention control system for hazardous material tank semi-trailers based on in-tank liquid level sensing, comprising: a data acquisition module, a module for calculating the equivalent roll angle of liquid level difference and liquid sloshing, a module for calculating the dynamic roll angle and roll angle change rate of the entire vehicle, an adaptive threshold update module, a risk level determination module, an air suspension adjustment calculation module, and an intervention strategy allocation module. Among these, The data acquisition module is used to collect data in real time on the liquid level height on the left side of the tank, the liquid level height on the right side of the tank, the liquid loading rate, the tank width, the vehicle tilt angle, the vehicle lateral acceleration, the vehicle speed, and the road friction coefficient of the hazardous liquid tank semi-trailer.

[0034] As an optional implementation, the data acquisition module includes: a liquid level sensor, a load rate sensor, a gyroscope, a lateral acceleration sensor, a wheel speed sensor, and a road surface adhesion and environment sensor.

[0035] The liquid level sensors are arranged on the upper left and upper right sides of the inner wall of the tank to collect the liquid level height on the left and right sides of the tank in real time. Specifically, the liquid level sensor selection is as follows: radar type is preferred, with a measurement range of 0~3m and a measurement accuracy of ±3mm.

[0036] The loading rate sensor is located at the center of the top of the tank and uses a microwave pulse reflection detection method to collect the liquid loading rate. Specifically, the liquid loading rate measurement range is 30%~100%, and the measurement error is ≤5%.

[0037] As a specific implementation method, in the liquid loading rate measurement and calibration stage, a three-dimensional model of the tank is drawn using three-dimensional software. By slicing the model in layers along the height direction, the liquid volume corresponding to different liquid level heights is obtained, and this set of data is stored in the system. The liquid level sensor at the top of the tank is used to measure the height from the liquid level inside the tank to the gas phase space at the top of the tank. By back-calculating the liquid height, the liquid loading rate can be obtained.

[0038] The gyroscope is positioned at the center of the vehicle frame and is used to collect the vehicle body roll angle.

[0039] The lateral acceleration sensor is located at the center of the vehicle frame and is used to collect the vehicle's lateral acceleration.

[0040] The wheel speed sensor is located at the wheel hub and is used to collect the wheel rotation speed to calculate the vehicle speed.

[0041] The road surface adhesion and environmental sensor is located at the center of the front of the vehicle frame and is used to detect the road surface friction coefficient in real time. Specifically, the road surface friction coefficient detection range is 0.2 to 0.85.

[0042] In one exemplary embodiment, such as Figure 4 The diagram shows a schematic arrangement of the sensing layer modules in a dynamic tilt angle anti-tipping control system for hazardous liquid tank semi-trailers based on in-tank liquid level sensing; wherein, Figure 4 Part (a) in the text is a side view of the liquid tank semi-trailer; Figure 4 Part (b) is a view of the liquid tank semi-trailer from direction A. For example... Figure 4 As shown in section (a), the liquid tank semi-trailer is arranged along the X-axis. A liquid level sensor 1 and a loading rate sensor 2 are installed on the top of the tank to detect the liquid level and current loading rate in real time. Airbags 3 and air tanks 4 are symmetrically arranged on both sides of the longitudinal beams of the frame, serving as the core actuators of the air suspension system and providing the hardware foundation for subsequent attitude adjustment. Wheel speed sensors 5 are installed at the axles to acquire the rotational speed signals of each wheel and assist in estimating vehicle speed. Gyroscopes and lateral acceleration sensors 6 are integrated at the bottom of the tank and the center of the frame to measure the vehicle's roll angle and lateral acceleration in real time. Road surface adhesion and environmental sensors 7 are also arranged on the outside of the tank and under the frame to detect the current road surface friction coefficient and environmental conditions. Further combined with... Figure 4 As shown in part (b) (Y-axis direction), liquid level sensors 1 are arranged on the left and right sides of the tank, respectively, to independently collect the liquid level height on the left and right sides of the tank, so as to calculate the difference in liquid level between the left and right sides.

[0043] The liquid level difference and liquid sloshing equivalent tilt angle calculation module is used to calculate the left and right liquid level difference based on the liquid level height on the left side and the liquid level height on the right side of the tank, and to calculate the liquid sloshing equivalent tilt angle in combination with the tank width, the vehicle lateral acceleration, the liquid loading rate and the gravitational acceleration.

[0044] The vehicle dynamic roll angle and roll angle change rate calculation module is used to calculate the vehicle dynamic roll angle at the current sampling time based on the liquid sloshing equivalent roll angle, liquid loading rate and vehicle roll angle at the current sampling time, and to calculate the roll angle change rate at the current sampling time in combination with the vehicle dynamic roll angle at the previous sampling time.

[0045] The adaptive threshold update module is used to calculate the warning threshold and the intervention threshold based on the vehicle speed, the liquid loading rate and the road surface friction coefficient.

[0046] The risk level determination module is used to compare the vehicle's dynamic roll angle and the rate of change of the roll angle at the current sampling time with the warning threshold and the intervention threshold to classify the rollover risk level into a safe level, a warning level, and an emergency level. and Duration If the time is less than 1 second, the vehicle body is determined to be in a stable state, classified as safe, and intervention is discontinued; otherwise, the intervention intensity is maintained or increased, and the above steps are returned for continuous monitoring.

[0047] The air suspension adjustment calculation module is used to calculate the air suspension height adjustment on both sides based on the vehicle's dynamic roll angle, vehicle lateral acceleration, and liquid sloshing equivalent roll angle at the current sampling time.

[0048] The intervention strategy allocation module is used to control the attitude of the dangerous goods liquid tank semi-trailer based on the rollover risk level of the dangerous goods liquid tank semi-trailer and the height adjustment of the air suspension on both sides.

[0049] The dynamic tilt angle anti-rollover control system for hazardous liquid tank semi-trailers based on in-tank liquid level sensing provided in this application further includes: a signal filtering preprocessing module, which uses a Kalman filtering algorithm to perform noise reduction processing on the signals collected by the data acquisition module, removing signal noise caused by road bumps and electromagnetic interference.

[0050] This application has the following significant beneficial effects in practical applications: I. More accurate roll detection and more advanced control response: This application, for the first time, uses the left-right height difference of the liquid level inside the tank as the core sensing quantity. Designed specifically for the strongly coupled dynamic characteristics of liquid tank semi-trailers—"liquid sloshing + vehicle roll"—it introduces an equivalent roll angle for liquid sloshing, directly mapping the liquid level difference to the actual rollover torque generated by the liquid sloshing. This solves the problems of lag and risk disconnect inherent in traditional indirect detection based on vehicle attitude sensors, forming a closed-loop anti-roll control mechanism of "liquid level sensing → attitude correction → airbag adjustment → liquid level restoration." Furthermore, since liquid sloshing occurs before vehicle roll, the control strategy based on changes in liquid level difference can initiate differential airbag adjustment hundreds of milliseconds in advance, achieving proactive suppression of the sloshing torque.

[0051] Second, the system boasts strong adaptability to various operating conditions and superior collaborative control. It dynamically updates warning and intervention thresholds based on vehicle speed, fluid load rate, and road friction coefficient, and optimizes control logic through a weighted adaptive algorithm. This avoids the pitfalls of fixed thresholds that are prone to false triggering or delayed triggering under complex driving conditions, ensuring the stability of rollover prevention performance across all operating conditions. At the execution level, it employs a collaborative control architecture of "air suspension + ESC"—the air suspension actively adjusts the vehicle's roll posture, while the ESC corrects the vehicle's yaw moment. Together, they form an integrated intervention strategy of "stiffness adjustment + braking force distribution," significantly improving rollover prevention capabilities under extreme conditions.

[0052] Third, the system is cost-effective, safe, reliable, and highly practical. In terms of hardware, only three new low-cost liquid level sensors are needed (two to measure the liquid level difference and one to measure the liquid loading rate). The rest can reuse existing airbag ECAS systems and vehicle attitude sensors, requiring no large-scale vehicle modifications. In terms of algorithms, the computational load is low, compatible with the computing resources of the trailer's embedded controller, and the response speed is fast (≤80ms), making it suitable for direct industrial application. The system also has a built-in fault degradation mechanism; when a single sensor or actuator fails, it can smoothly switch to a safe mode, preventing overall system failure and meeting the mandatory functional safety requirements for commercial vehicles.

[0053] Based on the above advantages, this application achieves a good balance between detection accuracy, response time, adaptability to working conditions, control effect, economy and safety, and has significant comprehensive competitive advantages.

[0054] In one exemplary embodiment, a computer device is provided, which may be a server or a terminal, and its internal structure diagram may be as follows. Figure 5As shown, the computer device includes a processor, memory, input / output (I / O) interfaces, and a communication interface. The processor, memory, and I / O interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the I / O interfaces. The processor provides computational and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores the operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage medium. The database stores preset vehicle parameters, tank structure calibration data, sensor calibration coefficients, historical rollover risk records, and information required for adaptive threshold updates. The I / O interfaces are used for information exchange between the processor and external devices. The communication interface is used for communication with external terminals via a network connection. When the computer program is executed by the processor, it implements the steps of the dynamic tilt angle anti-rollover control method for hazardous goods tank semi-trailers based on tank liquid level sensing as described in any of the foregoing embodiments.

[0055] Those skilled in the art will understand that Figure 5 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0056] 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 this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0057] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments described above. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM).

[0058] The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0059] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0060] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. Furthermore, those skilled in the art will recognize that, based on the ideas of this application, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method for preventing rollover of a hazardous liquid tank semi-trailer based on dynamic tilt angle sensing of the liquid level inside the tank, characterized in that, The method includes: Real-time data collection of the liquid level height on the left and right sides of the tank of the hazardous liquid tank semi-trailer, liquid loading rate, tank width, vehicle tilt angle, vehicle lateral acceleration, vehicle speed, and road friction coefficient. The difference in liquid level between the left and right sides is calculated based on the liquid level height on the left and right sides of the tank, and the equivalent tilt angle of liquid sloshing is calculated in combination with the tank width, the vehicle lateral acceleration, the liquid loading rate and the gravitational acceleration. Based on the liquid sloshing equivalent roll angle, liquid loading rate and vehicle roll angle at the current sampling time, calculate the vehicle dynamic roll angle at the current sampling time, and combine it with the vehicle dynamic roll angle at the previous sampling time to calculate the roll angle change rate at the current sampling time. Calculate the warning threshold and intervention threshold based on the vehicle speed, the liquid loading rate, and the road surface friction coefficient; The rollover risk level of the hazardous liquid tank semi-trailer is determined based on the vehicle dynamic roll angle at the current sampling time, the roll angle change rate at the current sampling time, the warning threshold, and the intervention threshold. The height adjustment of the air suspension on both sides is calculated based on the vehicle's dynamic roll angle, lateral acceleration, and equivalent roll angle of fluid sloshing at the current sampling time. The attitude control of the dangerous goods liquid tank semi-trailer is carried out based on the rollover risk level of the dangerous goods liquid tank semi-trailer and the height adjustment range of the air suspension on both sides.

2. The method for preventing rollover of a hazardous liquid tank semi-trailer based on dynamic tilt angle sensing of the liquid level inside the tank, as described in claim 1, is characterized in that... Using formula Calculate the difference in liquid level between the left and right sides; where H1 is the liquid level height on the left side of the tank, H2 is the liquid level height on the right side of the tank, when H1>H2, the liquid tilts to the left, and when H2>H1, the liquid tilts to the right. Using formula Calculate the equivalent tilt angle of the liquid sloshing; where, The equivalent tilt angle for liquid sloshing. This represents the equivalent tilt angle model value for liquid sloshing. , For the lateral acceleration of the vehicle, It is the acceleration due to gravity. For liquid loading rate, The sloshing gain coefficient is related to the liquid loading rate. The lateral tilt angle of the liquid. B is the width of the tank. These are the weighting coefficients for the equivalent tilt angle model value of liquid sloshing. The weighting coefficient for the liquid's lateral tilt angle is ω1+ω2=1, and the weighting coefficient is dynamically adjusted according to the liquid loading rate α.

3. The method for preventing rollover of a hazardous liquid tank semi-trailer based on dynamic tilt angle sensing of the liquid level inside the tank, as described in claim 1, is characterized in that... The dynamic roll angle of the vehicle at the current sampling time is calculated using the following formula: ； in, This represents the dynamic roll angle of the entire vehicle at the current sampling moment. The vehicle body roll angle at the current sampling moment; The equivalent tilt angle of the liquid sloshing at the current sampling moment. The liquid loading rate at the current sampling time. The influence coefficient of liquid sloshing: 。 4. The method for preventing rollover of a hazardous liquid tank semi-trailer based on dynamic tilt angle sensing of the liquid level inside the tank, as described in claim 1, is characterized in that... The rate of change of the roll angle at the current sampling moment is calculated using the following formula: ； in, The rate of change of the roll angle at the current sampling time. This represents the dynamic roll angle of the entire vehicle at the current sampling moment. The vehicle's dynamic roll angle at the previous sampling time. The sampling time interval is the time interval between two consecutive roll angle data.

5. The method for preventing rollover of a hazardous liquid tank semi-trailer based on dynamic tilt angle sensing of the liquid level inside the tank, as described in claim 1, is characterized in that... The warning thresholds include a warning threshold for the vehicle's dynamic roll angle and a warning threshold for the roll angle change rate; the intervention thresholds include an intervention threshold for the vehicle's dynamic roll angle and an intervention threshold for the roll angle change rate. The warning threshold for the vehicle's dynamic roll angle is: ； The intervention threshold for the dynamic roll angle of the entire vehicle is: ； The warning threshold for the roll angle change rate is: ； The intervention threshold for the roll angle change rate is: ； in, This is the warning threshold for the dynamic roll angle of the entire vehicle. This is the intervention threshold for the vehicle's dynamic roll angle. The warning threshold for the rate of change of roll angle. The intervention threshold for the rate of change of roll angle. For vehicle speed, For liquid loading rate, This is the road surface friction coefficient.

6. The method for preventing rollover of a hazardous liquid tank semi-trailer based on dynamic tilt angle sensing of the liquid level inside the tank, as described in claim 1, is characterized in that... The warning thresholds include a warning threshold for the vehicle's dynamic roll angle and a warning threshold for the roll angle change rate; the intervention thresholds include an intervention threshold for the vehicle's dynamic roll angle and an intervention threshold for the roll angle change rate; the rollover risk level includes a safety level, a warning level, and an emergency level; based on the vehicle's dynamic roll angle at the current sampling time, the roll angle change rate at the current sampling time, the warning thresholds, and the intervention thresholds, the rollover risk level of the hazardous materials liquid tank semi-trailer is determined, including: when and At that time, the risk level of rollover was classified as safe. when or At that time, the risk level of rollover was at the warning level; when or At that time, the risk level of rollover was classified as emergency. in, The rate of change of the roll angle at the current sampling time. This represents the dynamic roll angle of the entire vehicle at the current sampling moment. This is the warning threshold for the dynamic roll angle of the entire vehicle. This is the intervention threshold for the vehicle's dynamic roll angle. The warning threshold for the rate of change of roll angle. The intervention threshold is the rate of change of the roll angle.

7. The method for preventing rollover of a hazardous liquid tank semi-trailer based on dynamic tilt angle sensing of the liquid level inside the tank, as described in claim 1, is characterized in that... The height adjustment range of the air suspension on both sides is calculated using the following formula: ； in, This is the roll angle correction factor. This is the lateral acceleration compensation coefficient. This is the liquid sloshing suppression coefficient. This represents the dynamic roll angle of the entire vehicle at the current sampling moment. For the lateral acceleration of the vehicle, The equivalent tilt angle for liquid sloshing.

8. The method for preventing rollover of a hazardous liquid tank semi-trailer based on dynamic tilt angle sensing of the liquid level inside the tank, as described in claim 1, is characterized in that... The rollover risk levels include safety level, warning level, and emergency level; based on the rollover risk level of the hazardous liquid tank semi-trailer and the height adjustment range of the air suspensions on both sides, attitude control of the hazardous liquid tank semi-trailer is performed, including: When the rollover risk level is at the safe level, control the air suspension of the hazardous liquid tank semi-trailer to maintain the standard height; When the risk level of rollover is at the warning level, differential braking force is applied to the outer rear wheel of the dangerous goods tank semi-trailer through the electronic stability control system; When the rollover risk level is at the emergency level, the electronic stability control system applies differential braking to the hazardous liquid tank semi-trailer, and at the same time adjusts the air suspension of the hazardous liquid tank semi-trailer according to the air suspension height adjustment amount.

9. A dynamic tilt angle anti-tipping control system for hazardous liquid tank semi-trailers based on in-tank liquid level sensing, characterized in that, The system includes: The data acquisition module is used to collect real-time data on the liquid level height on the left side of the tank, the liquid level height on the right side of the tank, the liquid loading rate, the tank width, the vehicle tilt angle, the vehicle lateral acceleration, the vehicle speed, and the road friction coefficient of the hazardous liquid tank semi-trailer. The liquid level difference and liquid sloshing equivalent tilt angle calculation module is used to calculate the left and right liquid level difference based on the liquid level height on the left side and the liquid level height on the right side of the tank, and to calculate the liquid sloshing equivalent tilt angle in combination with the tank width, the vehicle lateral acceleration, the liquid loading rate and the gravitational acceleration. The whole vehicle dynamic roll angle and roll angle change rate calculation module is used to calculate the whole vehicle dynamic roll angle at the current sampling time based on the liquid sloshing equivalent roll angle, liquid loading rate and body roll angle at the current sampling time, and to calculate the roll angle change rate at the current sampling time in combination with the whole vehicle dynamic roll angle at the previous sampling time. An adaptive threshold update module is used to calculate a warning threshold and an intervention threshold based on the vehicle speed, the liquid loading rate, and the road surface friction coefficient. The risk level determination module is used to compare the vehicle dynamic roll angle and the roll angle change rate at the current sampling time with the warning threshold and intervention threshold to classify the rollover risk level into safety level, warning level, and emergency level. The air suspension adjustment calculation module is used to calculate the air suspension height adjustment on both sides based on the vehicle dynamic roll angle, the vehicle lateral acceleration, and the liquid sloshing equivalent roll angle at the current sampling time. The intervention strategy allocation module is used to control the attitude of the hazardous liquid tank semi-trailer based on the rollover risk level of the hazardous liquid tank semi-trailer and the height adjustment of the air suspension on both sides.

10. The dynamic tilt angle anti-tipping control system for hazardous liquid tank semi-trailers based on in-tank liquid level sensing according to claim 9, characterized in that, The data acquisition module includes: The liquid level sensors are arranged on the upper left and upper right sides of the inner wall of the tank to collect the liquid level height on the left and right sides of the tank in real time. A loading rate sensor is located at the center of the top of the tank and is used to collect the liquid loading rate using a microwave pulse reflection detection method. A gyroscope, positioned at the center of the vehicle frame, is used to collect the vehicle's roll angle. A lateral acceleration sensor, located at the center of the vehicle frame, is used to collect the vehicle's lateral acceleration. Wheel speed sensors are located at the wheel hub and are used to collect wheel rotation speed to calculate vehicle speed; The road surface adhesion and environmental sensors are located in the middle of the front of the vehicle frame to detect the road surface friction coefficient in real time.

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