Tank truck rollover relieved control method based on electronic braking deceleration

Abstract

For a tank truck using an EBS, the present invention provides a tank truck rollover relieved control method based on electronic braking deceleration. Firstly, a tank truck rollover scene applicable to the relieved control method is defined; then, a least square method is adopted to establish a characterization function of tank truck braking deceleration; and finally, tank truck rollover relieved control is achieved on the basis of the characterization function of the braking deceleration and the EBS. The method fits out a function expression of the tank truck braking deceleration and can automatically select a proper braking deceleration under different rollover scenes according to kinematics information of the tank truck and vehicle body information; during tank truck braking deceleration, an operation of a driver is considered, so that man-machine effective combination is achieved; and relieved braking deceleration is conducted when the tank truck is in a potential rollover risk state, a situation that emergency braking is conducted when the tank truck has high rollover risk is avoided, and tank truck rollover control stability and effectiveness are improved.

Claims

1. A tank truck rollover relieved control method based on electronic braking deceleration, comprising: step 1: defining a tank truck rollover scene applicable to the relieved control method wherein the applicable rollover scene comprises that a tank truck normally runs at present, but a sharp turn exists in front, and if the tank truck passes through the sharp turn at a current vehicle speed, the tank truck may roll over; step 2: adopting a least square method to establish a characterization function of tank truck braking deceleration wherein a function expression of the tank truck braking deceleration a is defined as:
a=c.sub.1λ.sup.2+c.sub.2λ+c.sub.3m.sup.2+c.sub.4m+b  (1) in formula (1), c.sub.1, c.sub.2, c.sub.3 and c.sub.4 are coefficients, and b is a constant term; scene elements for a braking test comprise one of predetermined vehicle speeds consisting of 30 km/h, 50 km/h, 70 km/h, one of predetermined loads consisting of no load, half load and full load, and one of predetermined opening degrees of a brake pedal consisting of 20%, 40%, 60% and 80%, totaling 36 test scenes existing after the scene elements are permutated and combined, a test is repeatedly conducted twice in each test scene, totaling 72 tests being conducted; a medium loaded in the tank truck for the braking test is water, and a computational formula of a whole truck mass m of the tank truck is: $\begin{array}{cc}m=\{\begin{array}{cc}{m}^{\prime }& \mathrm{No}\mathrm{load}\\ m^{\prime }+0.5\rho V& \mathrm{Half}\mathrm{load}\\ m^{\prime }+\rho V& \mathrm{Full}\mathrm{load}\end{array}& \left(2\right)\end{array}$ in formula (2), m′ is a whole truck mass when the tank truck is no-load, V is a volume of the tank truck, ρ is a density of the water, and m′ and V are obtained through a tank truck product manual; in a straight road segment, the tank truck runs at a constant vehicle speed v′ of one of 30 km/h, 50 km/h and 70 km/h, a CAN data bus is used for controlling the brake pedal to decelerate with a certain opening degree of one of 20%, 40%, 60% and 80% until the vehicle speed of the tank truck is zero, a time from starting deceleration to the zero vehicle speed of the tank truck is recorded as Δt, and a computational formula of the braking deceleration a is: $\begin{array}{cc}a=\frac{v^{\prime }}{\Delta t}& \left(3\right)\end{array}$ after 72 times of the braking test, test data {λ.sub.i, m.sub.i, a.sub.i} is obtained, i=1, 2, . . . , 72; a square of total errors in the least square method is: $\begin{array}{cc}J\left(c_1,c_2,c_3,c_4,b\right)=\underset{i-1}{\overset{72}{.Math.}}{\left(c_1{\lambda }_i^2+c_2{\lambda }_i+c_3{m}_i^2+c_4{m}_i+b-a_i\right)}^2& \left(4\right)\end{array}$ when the square J(c.sub.1, c.sub.2, c.sub.3, c.sub.4, b) of the total errors is a minimum value, c.sub.l, c.sub.2, c.sub.3, c.sub.4 and b are optimal solutions, and a computational formula is: $\begin{array}{cc}\{\begin{array}{c}\frac{\partial J}{\partial c_1}=0\\ \frac{\partial J}{\partial c_2}=0\\ \frac{\partial J}{\partial c_3}=0.fwdarw.c_1,c_2,c_3,c_4,b\\ \frac{\partial J}{\partial c_4}=0\\ \frac{\partial J}{\partial b}=0\end{array}& \left(5\right)\end{array}$ correspondingly, a functional expression a=c.sub.1λ.sup.2+c.sub.2λ+c.sub.3m.sup.2+c.sub.4m+b of the tank truck braking deceleration a is obtained; and step 3: achieving tank truck rollover relieved control on the basis of the characterization function of the braking deceleration and EBS sub-step 1: acquiring a current vehicle speed installing wheel speed sensors on non-steering wheels at two sides of a last shaft of the tank truck, outputting two-side wheel speeds v.sub.1 and v.sub.2 in real time, and defining a longitudinal vehicle speed of the tank truck as v, wherein a computational formula is: $\begin{array}{cc}v=\frac{v_1+v_2}{2}& \left(6\right)\end{array}$ sub-step 2: determining whether a rollover risk exists in a front road segment or not acquiring a road curvature radius, a longitudinal gradient angle and a transverse gradient angle of a front road through an enhanced digital map, determining whether the rollover risk exists in the front road segment or not when the tank truck passes in combination with the current vehicle speed; if no rollover risk exists, ending control; and if the rollover risk exists, calculating a distance Δσ between a current position of the tank truck and a front dangerous place and a suggested safety vehicle speed v.sub.s, and entering sub-step 3; sub-step 3: calculating the opening degree of the brake pedal required by deceleration reducing the current vehicle speed v of the tank truck to the safety vehicle speed v.sub.s with a fixed deceleration â, and in combination with the distance Δσ, a computational formula of â is: $\begin{array}{cc}\{\begin{array}{c}{v}_s=v+\hat{a}t\\ \mathrm{\Delta \sigma }=vt+0.5\hat{a}{t}^2\end{array}.Math.\hat{a}=\frac{v_s^2-v^2}{2\mathrm{\Delta \sigma }}& \left(7\right)\end{array}$ statically measuring the whole truck mass m of the tank truck in advance, and utilizing the formula (1) for determining the opening degree {circumflex over (λ)} of the brake pedal when the braking deceleration of the tank truck is â; and sub-step 4: determining whether the required opening degree of the brake pedal is larger than an opening degree of the brake pedal operated by a driver wherein the CAN data bus is used for acquiring the opening degree λ of the brake pedal operated by the driver, when {circumflex over (λ)}>λ, the CAN data bus is used for controlling the EBS for deceleration control with a braking effect of the opening degree {circumflex over (λ)} of the brake pedal; and when {circumflex over (λ)}≤λ, the EBS performs deceleration control with a braking effect of the opening degree λ of the brake pedal operated by the driver; and control is ended.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 is a total design scheme drawing for tank truck rollover relieved control; and

(2) FIG. 2 is a flow chart for tank truck rollover relieved control.

DETAILED DESCRIPTION

(3) The following describes the technical solutions provided in the present invention in detail with reference to specific examples. It should be understood that the following specific implementations are merely intended to describe the present invention rather than to limit the scope of the present invention.

(4) For a tank truck using an EBS, the present invention provides a tank truck rollover relieved control method based on electronic braking deceleration. Firstly, a tank truck rollover scene applicable to the relieved control method is defined; then, a least square method is adopted to establish a characterization function of tank truck braking deceleration; and finally, tank truck rollover relieved control is achieved on the basis of the characterization function of the braking deceleration and the EBS. The method fits out a function expression of the tank truck braking deceleration and can automatically select a proper braking deceleration under different rollover scenes according to kinematics information of the tank truck and vehicle body information; during tank truck braking deceleration, an operation of a driver is considered, so that man-machine effective combination is achieved; and relieved braking deceleration is conducted when the tank truck is in a potential rollover risk state, a situation that emergency braking is conducted when the tank truck has high rollover risk is avoided, and tank truck rollover control stability and effectiveness are improved. A total design scheme for rollover control is shown in FIG. 1, and specific steps include:

(5) Step 1: a tank truck rollover scene applicable to the relieved control method is defined

(6) Steering at high speed is one of important reasons for rollover accidents of the tank truck. An existing rollover control method commonly adopts an emergency braking measure when tank truck steering has high rollover risk; however problems of unstable vehicle body control and unsatisfactory control effect are possibly caused.

(7) Thus, the present invention provides the rollover relieved control method, and the applicable rollover scene includes that a tank truck normally runs at present, but a sharp turn exists in front, and if the tank truck passes through the sharp turn at a current vehicle speed, the tank truck may roll over.

(8) Step 2: a least square method is adopted to establish a characterization function of tank truck braking deceleration

(9) There is a direct relationship between a braking deceleration a during running of the tank truck and an opening degree λ of a brake pedal of the tank truck, and the larger the opening degree λ of the brake pedal is, the larger the braking deceleration a becomes; and meanwhile, a whole truck mass m of the tank truck is larger, the inertia becomes larger, and the difficulty for changing a motion state of the tank truck is higher. Considering the complexity and accuracy of function fitting calculation, a function expression of the tank truck braking deceleration a is defined as:
a=c.sub.1λ.sup.2+c.sub.2λ+c.sub.3m.sup.2+c.sub.4m+b  (1)
in formula (1), c.sub.1, c.sub.2, c.sub.3 and c.sub.4 are coefficients, and b is a constant term.

(10) When the least square method is adopted for fitting the function expression, real-time measured data is needed for determining unknown terms in the function expression, and therefore a real vehicle braking test is developed to obtain data of the opening degree λ of the brake pedal, the whole truck mass m and the braking deceleration a under different scenes.

(11) Scene elements for the braking test include vehicle speed, load and the opening degree of the brake pedal, quantization parameters of each scene element are shown in the following table, and after the scene elements are permutated and combined, there are 3 (vehicle speed)×3 (load)×4 (the opening degree of the brake pedal)=36 test scenes. In order to ensure accuracy of the data, the test is repeatedly conducted twice under each test scene, and totally 72 times of tests are conducted.

(12) TABLE-US-00002 Scene element Quantization parameters Vehicle speed 30 km/h, 50 km/h, 70 km/h Load No load, half load, full load Opening degree of the brake pedal 20%, 40%, 60%, 80%

(13) A medium loaded in the tank truck for the braking test is water, and a computational formula of the whole truck mass m of the tank truck is:

(14) $\begin{array}{cc}m=\{\begin{array}{c}{m}^{\prime }\mathrm{No}\mathrm{load}\\ m^{\prime }+0.5\rho V\mathrm{Half}\mathrm{load}\\ m^{\prime }+\rho V\mathrm{Full}\mathrm{load}\end{array}& \left(2\right)\end{array}$
in formula (2), m′ is a whole truck mass when the tank truck is no-load, V is a volume of the tank truck, ρ is a density of the water, and m′ and V are obtained through a tank truck product manual.

(15) After the whole truck mass of the tank truck is determined, in a straight road segment, the tank truck runs at a constant vehicle speed v′ of 30 km/h, 50 km/h and 70 km/h, a CAN data bus is used for controlling the brake pedal to decelerate with a certain opening degree of 20%, 40%, 60% and 80% until the vehicle speed of the tank truck is zero, a time from starting deceleration to the zero vehicle speed of the tank truck is recorded as Δt, and a computational formula of the braking deceleration a is:

(16) $\begin{array}{cc}a=\frac{v^{\prime }}{\Delta t}& \left(3\right)\end{array}$

(17) After 72 times of the braking test, test data {λ.sub.i, m.sub.i, a.sub.i} is obtained, i=1, 2, . . . , 72. A square of total errors in the least square method is:

(18) $\begin{array}{cc}J\left(c_1,c_2,c_3,c_4,b\right)=\underset{i-1}{\overset{72}{.Math.}}{\left(c_1{\lambda }_i^2+c_2{\lambda }_i+c_3{m}_i^2+c_4{m}_i+b-a_i\right)}^2& \left(4\right)\end{array}$

(19) When the square J(c.sub.1, c.sub.2, c.sub.3, c.sub.4, b) of the total errors is a minimum value, c.sub.1, c.sub.2, c.sub.3, c.sub.4 and b are optimal solutions, and a computational formula is:

(20) 0$\begin{array}{cc}\{\begin{array}{c}\frac{\partial J}{\partial c_1}=0\\ \frac{\partial J}{\partial c_2}=0\\ \frac{\partial J}{\partial c_3}=0.fwdarw.c_1,c_2,c_3,c_4,b\\ \frac{\partial J}{\partial c_4}=0\\ \frac{\partial J}{\partial b}=0\end{array}& \left(5\right)\end{array}$
and correspondingly, a functional expression a=c.sub.1λ.sup.2+c.sub.2λ+c.sub.3m.sup.2+c.sub.4m+b of the tank truck braking deceleration a is obtained.

(21) Step 3: tank truck rollover relieved control on the basis of the characterization function of the braking deceleration and EBS is achieved

(22) For the problem that the tank truck is likely to roll over during sharp turn at a high vehicle speed, the present invention carries out braking deceleration (the deceleration is low) before the tank truck enters the turn, the vehicle speed can be reduced to the safety vehicle speed when the tank truck enters the turn, and therefore the problem that the control stability of the vehicle body is low due to emergency braking is solved. A rollover control process is shown in FIG. 2, and specific steps include:

(23) Sub-step 1: a current vehicle speed is acquired

(24) Wheel speed sensors are installed on non-steering wheels at two sides of a last shaft of the tank truck, two-side wheel speeds v.sub.1 and v.sub.2 are output in real time, and a longitudinal vehicle speed of the tank truck is defined as v, and a computational formula is:

(25) $\begin{array}{cc}v=\frac{v_1+v_2}{2}& \left(6\right)\end{array}$

(26) Sub-step 2: whether a rollover risk exists in a front road segment or not is determined

(27) A road curvature radius, a longitudinal gradient angle and a transverse gradient angle of a front road are acquired through an enhanced digital map, and whether the rollover risk exists in the front road segment or not when the tank truck passes is determined in combination with the current vehicle speed. If no rollover risk exists, control is ended; and if the rollover risk exists, a distance Δσ between a current position of the tank truck and a front dangerous place and a suggested safety vehicle speed v.sub.s are calculated, and the process proceeds to sub-step 3. For specific methods for determining whether the tank truck has the rollover risk in the front road segment or not and calculating Δσ and v.sub.s, please refer to patent “VEHICLE ROLLOVER EARLY WARNING METHOD BASED ON ENHANCED DIGITAL MAP” (Application No.: 201910421233.1).

(28) Sub-step 3: the opening degree of the brake pedal required by deceleration is calculated

(29) The current vehicle speed v of the tank truck is reduced to the safety vehicle speed v.sub.s with a fixed deceleration â, and in combination with the distance Δσ, a computational formula of â is:

(30) $\begin{array}{cc}\{\begin{array}{c}{v}_s=v+\hat{a}t\\ \mathrm{\Delta \sigma }=vt+0.5\hat{a}{t}^2\end{array}.Math.\hat{a}=\frac{v_s^2-v^2}{2\mathrm{\Delta \sigma }}& \left(7\right)\end{array}$

(31) The whole truck mass m of the tank truck is statically measured in advance, and the formula (1) is utilized for determining the opening degree {circumflex over (λ)} of the brake pedal when the braking deceleration of the tank truck is â.

(32) Sub-step 4: determining whether the required opening degree of the brake pedal is larger than an opening degree of the brake pedal operated by a driver

(33) The CAN data bus is used for acquiring the opening degree λ of the brake pedal operated by the driver, when {circumflex over (λ)}>λ, the CAN data bus is used for controlling the EBS for deceleration control with a braking effect of the opening degree {circumflex over (λ)} of the brake pedal; and when {circumflex over (λ)}≤λ, the EBS performs deceleration control with a braking effect of the opening degree λ of the brake pedal operated by the driver. The control is ended.