CN114312766B - Control system and method based on transverse active collision avoidance - Google Patents

Abstract

The invention discloses a control system and method based on lateral active anti-collision, including a vehicle information collection and interaction system, a lateral active anti-collision control system, a longitudinal auxiliary anti-collision system, an intelligent cooperative lane change system, and a wheel-independent steering-by-wire system : Longitudinal auxiliary collision avoidance system is used to assist in the control of lane changing or steering to avoid vehicle longitudinal collision; intelligent cooperative lane changing system is used to coordinate vehicles threatened by lateral collision to perform lane changing operations; wheel-independent steer-by-wire system is used to control The steering operation of each wheel of the vehicle; the lateral active collision avoidance control system judges whether the vehicle has a lateral collision threat based on the information collected by the vehicle information collection and interactive system and controls whether to activate the intelligent cooperative lane change system to change lanes or steer to avoid obstacles. Activate the longitudinal collision avoidance system when changing lanes or turning. It is designed to solve the lateral safety problem of the vehicle while driving, and ensure the lateral safety and stability of the vehicle during driving.

Description

A control system and method based on lateral active collision avoidance

technical field

The invention relates to a control system and method based on lateral active collision avoidance.

Background technique

Due to the increase in the number of vehicles, the proportion of traffic accidents caused by driving vehicles is also increasing year by year. Among them, longitudinal rear-end collisions are the main cause of traffic accidents, and the probability of side collisions between vehicles is relatively high, which is the incidence of longitudinal rear-end collisions. about half of. With the development of intelligent network technology, automatic driving has become the general trend. The basis for the realization of automatic driving of vehicles is the optimization and intelligence of the control-by-wire chassis system. With the development of the automobile industry, wire-by-wire technology has gradually penetrated into every part of modern cars. The wire-by-wire chassis technology of automobiles uses systems such as steer-by-wire, drive-by-wire, and brake-by-wire to achieve coordinated or individual control of chassis movement. The steer-by-wire system can realize assisted driving and unmanned driving of vehicles, which is the key to the development of intelligent networked vehicles, and the steer-by-wire system, as an important part of the chassis by wire, has always been a research hotspot.

Compared with the traditional chassis, the control-by-wire chassis eliminates the errors of some actuators and provides the possibility for intelligent driving and assisted driving. It needs to use high-precision sensors to monitor the dynamic obstacles on the side of the vehicle or the dynamics of other vehicles in real time, and judge and predict in real time whether there are any Lateral collisions occur, so the detection of the external environment by intelligent driving sensors such as on-board lidar becomes critical. The vehicle-mounted network is used to transmit the data detected by the intelligent sensors to the chassis system for analysis and calculation, and use the corresponding control algorithm to make decisions. Then control the execution action of the bottom actuator of the wire-controlled chassis, and finally realize the lateral collision avoidance.

Most of the existing control-by-wire chassis are researched on the independence of each wheel in independent steering by wire. There are few different control modes for different lateral driving conditions. Different control modes will improve the steering efficiency of the vehicle. In most studies of the chassis by wire, except for the first axle, the suspensions of the other axles are basically the same, but different suspensions will affect the steering mechanism, and the study of the suspension system is also necessary. In addition, the unsafe driving conditions caused by turning and changing lanes affect more than one vehicle, and the resulting collision risk will be comprehensively reflected in lateral and longitudinal driving, so it is necessary to improve it.

Contents of the invention

In view of the above problems, the present invention provides a control system and method based on lateral active collision avoidance, aiming at solving the lateral safety problem of the vehicle while driving, and ensuring the lateral safety and stability of the vehicle during driving.

Among them: the following nouns are defined as follows:

(1) Obstacle vehicles: vehicles that need to turn or change lanes to the current lane for other lanes, and cause lateral collision risks to vehicles driving in the current lane.

(2) Vehicles in the current lane: they normally drive in the current lane, do not actively control lane changing and steering operations in a short period of time, and may collide with vehicles in other lanes that are about to enter the current lane.

(3) Two-vehicle platoon: that is, a platoon formed by two vehicles in the front and rear longitudinally in the driving direction, and both vehicles in the platoon are threatened by horizontal or longitudinal collisions. The threatened two vehicles form a two-vehicle formation to complete the lane change operation.

In order to achieve the above-mentioned technical purpose and achieve the above-mentioned technical effect, the present invention is realized through the following technical solutions:

A control system based on lateral active collision avoidance, including a vehicle information collection and interaction system, the vehicle information collection and interaction system includes a vehicle and driving environment information collection system and an information interaction system between vehicles:

The vehicle and driving environment information collection system collects the motion state information of the own vehicle and collects the external driving environment and obstacle information;

The vehicle-to-vehicle information interaction system is used for mutual transmission and reception of motion state information between driving vehicles;

It also includes lateral active anti-collision control system, longitudinal auxiliary anti-collision system, intelligent cooperative lane change system, and wheel-independent steer-by-wire system:

The longitudinal auxiliary collision avoidance system is used to assist in controlling lane changing or steering to avoid vehicle longitudinal collisions;

The intelligent coordinated lane change system is used to coordinate vehicles threatened by lateral collisions to perform lane change operations;

The wheel-independent steer-by-wire system is used to control the steering operation of each wheel of the vehicle;

The lateral active collision avoidance control system judges whether the vehicle has a lateral collision threat according to the information collected by the vehicle information collection and interactive system, and controls whether to activate the intelligent cooperative lane change system to change lanes or turn to avoid obstacles. During the process of activating the longitudinal auxiliary collision avoidance system.

Preferably, the lateral active collision avoidance control system divides the lateral collision threat of the vehicle into three levels: lateral no-risk collision, lateral low-risk collision and lateral high-risk collision;

The intelligent coordinated lane change system includes a steering lane change collision avoidance mode and a fast lane change collision avoidance mode, wherein the corner angle or/and the average longitudinal speed of the vehicle in the fast lane change collision avoidance mode are greater than those in the steering lane change collision avoidance mode or/and the average longitudinal speed of the vehicle;

When the lateral active collision avoidance control system determines that the lateral collision threat is a lateral low-risk collision, the steering lane change collision avoidance mode is activated;

When the lateral active collision avoidance control system determines that the lateral collision threat is a lateral high-risk collision, the fast lane change collision avoidance mode is activated.

Preferably, the intelligent coordinated lane change system also includes a temporary pressing line arrangement mode, that is, the current vehicle is between the current lane and the entering lane:

The current vehicle sends a request to cut the queue to change lanes to the vehicle entering the lane, but after not receiving the message of agreeing to cut the queue within the interaction time t _m , the current vehicle sends a fast lane change request to cut the queue to the vehicle entering the lane again. After the message of agreeing to queue jumping is not received within the interaction time t _m , the current vehicle starts the temporary pressing line arrangement mode.

Preferably, the longitudinal auxiliary collision avoidance system includes a front dangerous area warning mode, a rear dangerous area warning mode, a vehicle intervention rejection warning mode, and a longitudinal collision avoidance control mode:

Early warning mode of dangerous area in front of the vehicle: When the lateral active collision avoidance control system determines that there is no lateral risk, it is necessary to determine whether there is a longitudinal collision risk after the obstacle vehicle enters the current lane. If the current vehicle has a longitudinal collision risk, and its longitudinal position is less than The longitudinal position of the obstacle vehicle will trigger the early warning of the dangerous area in the front of the vehicle;

Rear dangerous area warning mode: When the lateral active collision avoidance control system determines that there is no lateral risk, it is necessary to judge whether there is a longitudinal collision risk after the obstacle vehicle enters the current lane. If the current vehicle has a longitudinal collision risk, and its longitudinal position If it is greater than the longitudinal position of the obstacle, it will trigger the early warning of the dangerous area at the rear of the vehicle;

Vehicle Intervention Rejection Early Warning Mode: When the inter-vehicle information interaction system of the vehicle in the current lane receives the queue jumping information of the steering lane change request and the queue jumping request of the fast lane change request, but does not respond to the message of agreeing to the queue jumping, the vehicle intervention rejection warning is activated, and the vehicle in this lane starts Carry out longitudinal anti-collision control adjustment to provide driving distance for vehicles requesting to jump in line;

Longitudinal anti-collision control mode: when the vehicle has an early warning of a dangerous area at the front and a dangerous area at the rear, the longitudinal auxiliary anti-collision control system uses the difference between the actual distance d _x between vehicles and the expected longitudinal distance d _x,des , and the sliding mode The control algorithm calculates the wheel drive torque and brake wheel cylinder pressure of the current vehicle, and controls the vehicle in the current lane to prevent rear-end collisions in the longitudinal direction.

Preferably, the lateral active collision avoidance control system includes a single vehicle active collision avoidance mode, a double vehicle active collision avoidance mode and a multi-vehicle active collision avoidance mode:

Single-vehicle active collision avoidance mode: When the lane change, steering and other lateral movement operations of the side vehicle only cause one vehicle in the current lane to be threatened by a lateral collision, at this time, the steering and lane change operation is completed according to the level of the lateral collision threat;

Two-vehicle active collision avoidance mode: when the side vehicle's lane change, steering and other lateral movement operations only cause two adjacent vehicles in the current lane to be threatened by lateral or longitudinal collisions, at this time, the steering lane change is completed according to the level of lateral collision threat Operation: when two adjacent vehicles activate the steering lane change mode at the same time, the two vehicles form a double-vehicle queue, and the two adjacent vehicles simultaneously activate the longitudinal auxiliary collision avoidance mode during the lane change process;

Multi-vehicle active collision avoidance mode: When the lane change, steering and other lateral movement operations of the side vehicle cause three or more vehicles in the current lane to be threatened by lateral or longitudinal collision, the obstacle vehicle will start intelligent coordinated lane change The temporary pressure line arrangement mode in the system simultaneously activates the vehicle intervention rejection warning in the longitudinal auxiliary collision avoidance system, and all vehicles in the current lane that are threatened by lateral or longitudinal collisions simultaneously activate the longitudinal collision avoidance control in the longitudinal auxiliary collision avoidance system.

Preferably, the vehicle is a three-axle and six-wheel vehicle, and the wheel-independent steer-by-wire system is a six-wheel independent steer-by-wire system, and the six-wheel independent steer-by-wire system includes a steering fault-tolerant module: the steering fault-tolerant module controls the rotation of each wheel to conform to The expected trajectory of the vehicle.

Preferably, it also includes a six-wheel independent suspension by wire system. The first axis at the front end and the third axis at the rear end are fully active suspensions that are actively adjusted and controlled by shock absorbers, and the suspension on the second axis is an active air suspension:

When the collision threat level is a lateral high-risk collision, the suspension control of the second axle lifts the wheels and switches the vehicle's six-wheel driving mode to a four-wheel driving mode. When the vehicle is in a six-wheel driving mode, its steering mode is a three-axis steering mode ; When the vehicle is in four-wheel driving mode, its steering mode is two-axis steering mode.

Preferably, the first axis and the third axis of the six-wheel independent suspension system are actively adjusted according to the information collected by the vehicle information collection and interactive system, and the suspension shock absorber is actively adjusted, and the calculation formula for the control force of the suspension shock absorber controller is:

Y=CX+DU

in,

in,

分别为车辆信息采集与交互系统中车头前部搭载的固态激光雷达采集的道路前方凸起、凹陷以及低矮障碍物高度和高度的变化率，单位分别为m，m/s；F为悬架减震器控制器控制力，单位为N；g为重力加速度，单位为m/s²；A为系统状态矩阵，B为输入矩阵，C为输出矩阵，D为直接传递矩阵；X为状态向量、U为输入向量、

为状态向量的一阶导数、

为车身垂向位移的一阶导数、

为车身垂向位移的二阶导数、

为车轮垂向位移的一阶导数、

为车轮垂向位移的二阶导数；Y为输出向量。In the formula, m _s is the sprung mass, m _u is the unsprung mass, k _s is the suspension spring stiffness, k _u is the equivalent stiffness of the tire, c _s is the damping coefficient of the damper, c _u is the equivalent damping coefficient of the tire, x _s is the vertical displacement of the body, x _u is the vertical displacement of the wheel, h _n ,

are the height and height change rate of bumps, depressions, and low obstacles in front of the road collected by the solid-state lidar mounted on the front of the vehicle in the vehicle information collection and interaction system, respectively, and the units are m, m/s; F is the suspension The control force of the shock absorber controller, the unit is N; g is the acceleration of gravity, the unit is m/s ² ; A is the system state matrix, B is the input matrix, C is the output matrix, D is the direct transfer matrix; X is the state vector , U is the input vector,

is the first derivative of the state vector,

is the first derivative of the vertical displacement of the body,

is the second derivative of the vertical displacement of the body,

is the first derivative of the vertical displacement of the wheel,

is the second derivative of the vertical displacement of the wheel; Y is the output vector.

Preferably, the lateral active collision avoidance control system grades the lateral collision threat of the vehicle according to the longitudinal speed of the vehicle, the lateral speed of the vehicle, and the lateral distance from the dynamic obstacle:

时，判定当前车辆处于横向无风险等级；when

, it is determined that the current vehicle is in the horizontal risk-free level;

时，判定当前车辆处于横向低风险碰撞等级；when

, it is determined that the current vehicle is in a low lateral risk collision level;

时，判定当前车辆处于横向高风险碰撞等级；when

, it is determined that the current vehicle is at a high lateral risk collision level;

In the formula, k _y is the influence factor of lateral vehicle speed, k _x is the influence factor of longitudinal vehicle speed, k _h is the influence factor of lateral relative distance, v _{y, bar} is the lateral speed of the obstacle vehicle, v _{x, bar} , v _x are the obstacles G _saf is the no-risk threshold, _Geme is the high-risk threshold;

When the longitudinal position x _bar of the obstacle vehicle is greater than the longitudinal position x of the vehicle in the current lane, _h1 is the minimum horizontal distance between the vertical direction of the A-pillar of the vehicle in the current lane and the side of the obstacle vehicle detected by the solid-state lidar on the side of the obstacle vehicle , _h2 is the minimum horizontal distance between the vertical position of the solid-state laser radar on the side of the current vehicle and the side of the obstacle vehicle detected by the solid-state laser radar on the side of the vehicle in the current lane;

When the longitudinal position x _bar of the obstacle vehicle is smaller than the longitudinal position x of the vehicle in the current lane, h ₁ is the minimum horizontal distance between the vertical direction of the A-pillar of the obstacle vehicle and the side of the vehicle in the current lane detected by the solid-state laser radar on the side of the vehicle in the current lane , h ₂ is the minimum horizontal distance between the installation position of the solid-state lidar on the side of the obstacle vehicle and the side of the vehicle in the current lane detected by the solid-state lidar on the side of the obstacle vehicle.

A control method based on lateral active collision avoidance, comprising the following steps:

A) The vehicle information collection and interaction system collects the movement status information of the vehicles around the obstacles and judges the threat level of lateral collisions: when it is judged that there is no risk in the lateral direction, there is no need to perform lane change operations; when it is judged that it is a low-risk lateral collision, The vehicle that enters the lane sends the information of turning to change lanes requesting queue jumping, and enters step B); when it is determined that it is a lateral high-risk collision, sends the information of quickly changing lanes requesting queue jumping to the vehicle entering the lane, and enters step C);

B) Whether the vehicle receives the message of agreeing to jump in the queue within the interaction time t _m , if received, the vehicle executes the three-axis steering mode and the steering lane change avoidance mode in the intelligent cooperative lane change system; The vehicle entering the lane sends a quick lane change request to jump in line, and enters step C);

C) Whether the vehicle receives the message of agreeing to jump in the queue within the interaction time t _m , if received, the vehicle executes the dual-axis steering mode and the fast lane change collision avoidance mode in the intelligent cooperative lane change system; if not received, enter the step D);

D) The vehicle executes the temporary pressure line arrangement mode in the intelligent cooperative lane change system.

The beneficial effects of the present invention are:

1. For different collision scenarios, the lateral active collision avoidance control system of the present invention more accurately analyzes the influence of different collision threats to road vehicles under different situations, and sets different steering modes, Multiple lateral anti-collision systems and anti-collision modes, more accurately perform lateral anti-collision chassis operation by wire.

2. The six-wheel independent steer-by-wire steering system and the six-wheel independent control-by-wire suspension system of the present invention separate the six wheels, so that the wire-controlled chassis system can accurately distribute the movements of each wheel, so that the actual driving trajectory is better in line with expectations driving track. The independent control-by-wire suspension controls the wheels of the second axle in a raised state and does not touch the ground, and then completes the lateral anti-collision control under the steering conditions of different angles and speeds.

3. The present invention adopts the combination of main lateral anti-collision control and auxiliary longitudinal anti-collision control. During the process of lateral collision avoidance, there will be lateral movements such as changing lanes or turning, and the vehicle will cause conflicts with other vehicles during the process of entering other lanes. The problem of reducing the longitudinal spacing can effectively avoid the occurrence of longitudinal collisions in the process of lateral collision avoidance.

4. The present invention uses intelligent sensor data collection and information interaction, wire-control steering and wire-control suspension systems, longitudinal auxiliary anti-collision control and cooperative lane change strategy to realize lateral active collision avoidance of three-axle and six-wheel vehicles, ensuring that the vehicle is lateral security and stability.

Description of drawings

Fig. 1 is a structural schematic diagram of a control system based on lateral active collision avoidance in the present invention;

Fig. 2 is a schematic flow chart of a control method based on lateral active collision avoidance according to the present invention;

Fig. 3 is a schematic diagram of parameter definition when the longitudinal position of the obstacle vehicle in the present invention is greater than the longitudinal position of the vehicle in the current lane;

Fig. 4 is a schematic diagram of parameter definition when the longitudinal position of the obstacle vehicle is smaller than the longitudinal position of the vehicle in the current lane according to the present invention.

Detailed ways

The technical scheme of the present invention will be described in further detail below in conjunction with the accompanying drawings and specific embodiments, so that those skilled in the art can better understand the present invention and implement it, but the examples given are not intended to limit the present invention.

As shown in Figure 1, a control system based on lateral active collision avoidance includes a vehicle information collection and interaction system, and the vehicle information collection and interaction system includes a vehicle and driving environment information collection system and an information interaction system between vehicles:

The vehicle and driving environment information collection system collects information on the motion state of the own vehicle and the external driving environment and obstacle information. The vehicle and driving environment information collection system mainly includes an intelligent sensor system, for example, a mechanical laser radar installed on the top of the front of the vehicle , the solid-state lidar installed on the sides and rear of the chassis and the solid-state lidar installed under the front of the car, the lidar on the top of the front is used to detect the movement status information of obstacles in front of the vehicle and on both sides, and the solid-state lidar on both sides of the chassis is used to detect The movement status information of vehicles and dynamic obstacles on the side of the vehicle, and the solid-state lidar under the front of the vehicle are used to detect the position and height information of bumps, depressions and low obstacles in front of the road.

Taking a three-axle and six-wheel vehicle as an example, the vehicle’s motion state information includes longitudinal driving speed v _x , lateral driving speed v _y , longitudinal driving acceleration a _x , lateral driving acceleration a _y , vehicle longitudinal position x, and vehicle lateral position y, The unit of vehicle speed is m/s, the unit of acceleration is m/s ² , the unit of position is m, the vertical load value carried by the six tires, F _zi , i=1,...,6, the unit is N, request lane change information Change lane information with consent.

单位分别为m，m/s。The external driving environment and obstacle information includes the longitudinal motion state information of the dynamic obstacle in the front and rear of the vehicle: including the longitudinal position x _f , the longitudinal velocity v _f , and the longitudinal acceleration a _f of the dynamic obstacle in front of the vehicle, the units are m and m/s respectively , m/s ² ; the longitudinal position x _r , the longitudinal velocity x _r , and the longitudinal acceleration a _r of the dynamic obstacle behind the vehicle, the units are m, m/s, m/s ² respectively; the external driving environment and obstacle information include the vehicle The lateral motion state information of the left and right dynamic obstacles: including the lateral position y _l , lateral velocity v _l , and lateral acceleration a _l of the dynamic obstacle on the left side of the vehicle, in units of m, m/s, and m/s ² ; The driving environment and obstacle information includes the relative height information of low static obstacles on the road in front of the vehicle: the height h _n and the rate of change of the road front bumps, depressions, and low obstacles collected by the solid-state lidar mounted on the front of the vehicle

The units are m and m/s respectively.

The vehicle-to-vehicle information interaction system is used to transmit and receive mutual motion state information between driving vehicles: it can be used to transmit and receive mutual motion state information and position information between driving vehicles, and at the same time transmit and receive vehicle steering during lane change The queue jumping request information and the queue jumping consent information are divided into common lane change request queue jumping information (corresponding to steering lane change collision avoidance mode) and emergency lane change request queue jumping information (corresponding to fast lane change collision avoidance mode).

The inter-vehicle information interaction system and the vehicle and driving environment information collection system are mutually redundant. When there is a delay or communication interruption between vehicles, the vehicle and driving environment information collection system will separately collect the movement status information of the surrounding vehicles. When the intelligent sensor in the vehicle and driving environment information collection system fails, the information interaction system between the vehicles receives the motion state information of the surrounding vehicles to make up for the lack of obstacle information caused by the sensor failure. Interaction between lane change and consent lane change information, where the request lane change message is divided into ordinary lane change request and emergency lane change request.

The control system based on lateral active collision avoidance also includes lateral active collision avoidance control system, longitudinal auxiliary collision avoidance system, intelligent cooperative lane change system, and wheel-independent steer-by-wire system, among which:

The longitudinal auxiliary collision avoidance system is used to assist in controlling lane changing or steering to avoid vehicle longitudinal collisions, the intelligent cooperative lane changing system is used to coordinate vehicles threatened by lateral collisions to perform lane changing operations, and the independent wheel-by-wire control The steering system is used to control the steering operation of each wheel of the vehicle.

The lateral active collision avoidance control system judges whether the vehicle has a lateral collision threat according to the information collected by the vehicle information collection and interactive system, and controls whether to activate the intelligent cooperative lane change system to change lanes or turn to avoid obstacles. During the process of activating the longitudinal auxiliary collision avoidance system.

Preferably, the lateral active collision avoidance control system divides the lateral collision threat of the vehicle into three grades: lateral no-risk collision, lateral low-risk collision, and lateral high-risk collision. Lateral distance from dynamic obstacles:

时，判定当前车辆处于横向无风险等级；when

, it is determined that the current vehicle is in the horizontal risk-free level;

时，判定当前车辆处于横向低风险碰撞等级；when

, it is determined that the current vehicle is in a low lateral risk collision level;

时，判定当前车辆处于横向高风险碰撞等级；when

, it is determined that the current vehicle is at a high lateral risk collision level;

In the formula, k _y is the influence factor of lateral vehicle speed, k _x is the influence factor of longitudinal vehicle speed, k _h is the influence factor of lateral relative distance, v _{y, bar} is the lateral speed of the obstacle vehicle, v _{x, bar} , v _x are the obstacles G _saf is the no-risk threshold, and G _eme is the high-risk threshold.

As shown in Figure 3, when the longitudinal position x _bar of the obstacle vehicle is greater than the longitudinal position of the vehicle in the current lane, h ₁ is the vertical distance between the A-pillar of the vehicle in the current lane and the vertical position of the obstacle vehicle detected by the solid-state lidar on the side of the obstacle vehicle The minimum horizontal distance on the side, _h2 is the minimum horizontal distance between the vertical position of the solid-state laser radar on the side of the current vehicle and the side of the obstacle vehicle detected by the solid-state laser radar on the side of the vehicle in the current lane;

As shown in Figure 4, when the longitudinal position x _bar of the obstacle vehicle is smaller than the longitudinal position of the vehicle in the current lane, h ₁ is the vertical position of the A-pillar of the obstacle vehicle and the vertical position of the vehicle in the current lane detected by the solid-state lidar on the side of the vehicle in the current lane. The minimum horizontal distance on the side, _h2 is the minimum horizontal distance between the vertical position of the solid-state laser radar on the side of the obstacle vehicle and the side of the vehicle in the current lane detected by the solid-state laser radar on the side of the obstacle vehicle.

The intelligent coordinated lane change system starts the lane change control in the intelligent coordinated lane change system according to the current lateral threat level of the vehicle, including steering lane change collision avoidance mode (ordinary lane change) and fast lane change collision avoidance mode (emergency lane change), Wherein, the corner angle or/and the average longitudinal speed of the vehicle in the fast lane change collision avoidance mode are larger than the corner angle or/and the average longitudinal speed of the vehicle in the steering lane change collision avoidance mode.

When the lateral active collision avoidance control system determines that the lateral collision threat is a lateral low-risk collision, the steering lane change collision avoidance mode is activated; when the lateral active collision avoidance control system determines that the lateral collision threat is a lateral high-risk collision, the fast lane change collision avoidance mode is activated model.

Preferably, the intelligent coordinated lane change system also includes a temporary pressing line arrangement mode, that is, the current vehicle is between the current lane and the entering lane; The vehicle sends the request to cut the queue for turning to change lanes, but does not receive the message of agreeing to cut the queue within the interaction time t _m , the current vehicle sends the information of fast lane change request to the vehicle entering the lane again, but does not receive it within the interaction time t _m After agreeing to the queue jumping information, the current vehicle will start the temporary pressing line arrangement mode. This mode ensures that the current vehicle is temporarily driving between the current lane and the entering lane, and maintains that the vehicle does not collide laterally in a short period of time.

Preferably, the longitudinal auxiliary collision avoidance system is used to assist in controlling the longitudinal collision of the vehicle caused during the lane change process, including the front dangerous area warning mode, the rear dangerous area early warning mode, the vehicle intervention rejection warning mode and the longitudinal collision avoidance control mode, wherein :

Early warning mode of dangerous area in front of the vehicle: When the lateral active collision avoidance control system determines that there is no lateral risk, it is necessary to determine whether there is a longitudinal collision risk after the obstacle vehicle enters the current lane. If the current vehicle has a longitudinal collision risk, and its longitudinal position is less than The longitudinal position of the obstacle vehicle will trigger the early warning of the dangerous area in the front of the vehicle;

Rear dangerous area warning mode: When the lateral active collision avoidance control system determines that there is no lateral risk, it is necessary to judge whether there is a longitudinal collision risk after the obstacle vehicle enters the current lane. If the current vehicle has a longitudinal collision risk, and its longitudinal position If it is greater than the longitudinal position of the obstacle, it will trigger the early warning of the dangerous area at the rear of the vehicle;

Vehicle Intervention Rejection Early Warning Mode: When the inter-vehicle information interaction system of the vehicle in the current lane receives the queue jumping information of the steering lane change request and the queue jumping request of the fast lane change request, but does not respond to the message of agreeing to the queue jumping, the vehicle intervention rejection warning is activated, and the vehicle in this lane starts Carry out longitudinal anti-collision control adjustment to provide driving distance for vehicles that request to jump in the queue; when the distance between a vehicle entering the current lane and a vehicle driving in the current lane is in a dangerous area, the vehicle driving in the current lane will start a danger warning, and the current lane When unable to integrate into other vehicles, start the early warning of denying vehicle intervention.

Longitudinal anti-collision control mode: when the vehicle has an early warning of a dangerous area at the front and a dangerous area at the rear, the longitudinal auxiliary anti-collision control system uses the difference between the actual distance d _x between vehicles and the expected longitudinal distance d _x,des , and the sliding mode The control algorithm calculates the wheel drive torque and brake wheel cylinder pressure of the current vehicle, and controls the vehicle in the current lane to prevent rear-end collisions in the longitudinal direction. The distance error calculation formula is:

Spacing error e _x (t) = d _x (t) - d _{x, des} (t)

Using an integral sliding surface and an exponential reaching law:

为积分滑模面，

is the integral sliding surface,

为指数趋近律，

is an exponential reaching law,

计算得到车辆的期望加速度为：because

The expected acceleration of the vehicle is calculated as:

When x _bar -x>l _bar or 0<x _bar -x<l _bar :

When xx _bar >l or 0<xx _bar <l:

为车辆纵向间距误差值的一阶导数，单位为m/s，

为车辆纵向间距误差值的二阶导数，单位为m/s²；λ₁、λ₂为滑模控制参数，k₁、k₂为指数趋近系数；d_x,des为同车道连续两辆车之间的纵向期望间距；d_x,des(t)为同车道连续两辆车之间的纵向期望间距随时间变化函数，T_h为车头时距，v_x,bar、v_x分别为障碍物车辆与当前车道车辆的纵向车速，单位为m/s，v_x,bar(t)为障碍物车辆的纵向车速随时间变化函数，v(t)为前车道车辆的纵向车速随时间变化函数，x、x_bar分别当前车道车辆与障碍物车辆换道前的纵向位置，l、l_bar分别为当前车道车辆与障碍物车辆整车长度，d_x(t)为同车道连续两辆车之间的纵向间距随时间变化函数。In the formula, a _{x, des} is the longitudinal expected acceleration of the vehicle; a _{x, bar} is the longitudinal acceleration of the obstacle vehicle, the unit is m/s ² ; e(t) is the longitudinal spacing error of the vehicle, the unit is m;

is the first derivative of the error value of the vehicle longitudinal spacing, the unit is m/s,

is the second-order derivative of the error value of the vehicle longitudinal distance, the unit is m/s ² ; λ ₁ , λ ₂ are sliding mode control parameters, k ₁ , k ₂ are exponential approach coefficients; d _{x, des} are two consecutive vehicles in the same lane The longitudinal expected distance between vehicles; d _{x, des} (t) is the time-varying function of the longitudinal expected distance between two consecutive vehicles in the same lane, T _h is the headway, and v _{x, bar} , v _x are obstacles The longitudinal speed of the obstacle vehicle and the vehicle in the current lane, the unit is m/s, v _{x, bar} (t) is the function of the longitudinal speed of the obstacle vehicle with time, and v(t) is the function of the longitudinal speed of the vehicle in the front lane with time , x, x _bar are the longitudinal positions of the vehicle in the current lane and the obstacle vehicle before changing lanes, l, l _bar are the lengths of the vehicle in the current lane and the obstacle vehicle respectively, d _x (t) is the distance between two consecutive vehicles in the same lane The longitudinal spacing between them is a function of time.

Preferably, the lateral active collision avoidance control system includes a single vehicle active collision avoidance mode, a double vehicle active collision avoidance mode and a multi-vehicle active collision avoidance mode, wherein:

Single-vehicle active collision avoidance mode: When the lane change, steering and other lateral movement operations of the side vehicle only cause a vehicle in the current lane to be threatened by a lateral collision, at this time, the steering and lane change operation is completed according to the level of the lateral collision threat: when the lateral collision threat When the level is the low-risk lateral collision level, the steering lane change anti-collision mode in the intelligent cooperative lane change system is activated to complete the steering lane change operation; when the lateral collision threat level is the lateral high-risk collision level, the intelligent coordinated lane change is activated The fast lane change anti-collision mode in the system can complete the steering and lane change operation.

Two-vehicle active collision avoidance mode: when the side vehicle's lane change, steering and other lateral movement operations only cause two adjacent vehicles in the current lane to be threatened by lateral or longitudinal collisions, at this time, the steering lane change is completed according to the level of lateral collision threat Operation: When the lateral collision threat level is the lateral low risk collision level and the lateral high risk collision level, correspondingly start the steering lane change anti-collision mode and the fast lane change anti-collision mode in the intelligent coordinated lane change system. When two adjacent vehicles activate the steering lane change mode at the same time, the two vehicles form a double platoon, and the two adjacent vehicles activate the longitudinal auxiliary collision avoidance mode at the same time during the lane change process, so that no collision occurs in the longitudinal direction.

Multi-vehicle active collision avoidance mode: When the side vehicle's lane change, steering and other lateral movement operations cause three or more vehicles in the current lane to be threatened by lateral or longitudinal collisions, the obstacle vehicle temporarily activates the intelligent coordinated change. At the same time, the vehicle intervention rejection warning in the longitudinal auxiliary collision avoidance system is activated, and the longitudinal collision avoidance control in the longitudinal auxiliary collision avoidance system is simultaneously activated for all vehicles in the current lane that are threatened by lateral or longitudinal collisions. , the longitudinal collision threat is judged by the longitudinal collision risk module in the longitudinal auxiliary collision avoidance system.

Longitudinal collision risk module, which is based on the longitudinal velocity trajectory v _x (t) and v _{x, bar} (t) of the vehicle in the current lane and the obstacle vehicle, the longitudinal position x, x _bar of the vehicle in the current lane and the obstacle vehicle before changing lanes, and the vehicle length l and l _bar of the vehicle in the current lane and the obstacle vehicle are jointly determined. The formula for calculating the longitudinal distance between the vehicle in the current lane and the obstacle vehicle is:

In the formula, _dx is the actual longitudinal distance between two vehicles driving in the same lane, the unit is meter; T is the time taken by the obstacle vehicle to start the steering movement and completely drive into the current lane, the unit is second;

Among them, the dangerous area is the longitudinal distance between vehicles in the same lane is less than the expected distance d _des , the unit is meter, indicating that the two vehicles are in the collision danger area, where the calculation formula of d _des is:

d _x,des ＝T _h (v _x,bar -v _x )+T _a (a _x,bar -a _x )+d ₀

In the formula, d _{x, des} is the longitudinal expected distance between two consecutive vehicles in the same lane, T _h is the headway distance, T _a is the acceleration difference coefficient of two consecutive vehicles, d ₀ is the minimum distance, v _x,bar , v _x is the longitudinal speed of the obstacle vehicle and the vehicle in the current lane, in m/s; a _x , a _{x, bar} are the longitudinal accelerations of the obstacle vehicle and the vehicle in the current lane, in m/s ² .

Preferably, the vehicle is a three-axle and six-wheel vehicle, and the wheel-independent steer-by-wire system is a six-wheel independent steer-by-wire system. In the six-wheel independent steer-by-wire system, the maximum rotation angles of the wheels of different axles in the six-wheel independent steer-by-wire system are different, and the wheels of the first axle and the third axle The maximum turning angles are the same, which are larger than the wheels on the second axle. The six-wheel independent steering by wire system includes three-axis steering mode and two-axis steering mode. At the same time, the six-wheel independent steering system includes a steering fault tolerance module, which is used to detect and correct the turning angle of the wheels of the same axle. Whether it conforms to the expected driving trajectory of the vehicle, and controls the rotation of each wheel to conform to the expected driving trajectory of the vehicle.

For example, the maximum rotation range of the wheels on the second axis is plus or minus 45 degrees, and the maximum rotation range of the wheels on the first and third axes is plus or minus 90 degrees. Among them, plus or minus 45 degrees means that in the car body coordinate system, the wheels rotate around the axis perpendicular to the horizontal ground, plus 45 degrees is the angle of left turn between the positive direction of the vertical axis and the positive direction of the horizontal axis, and the negative 45 degrees Degree refers to the angle between the positive direction of the vertical axis and the negative direction of the horizontal axis is 45 degrees. In the same way, plus or minus 90 degrees means that in the car body coordinate system, the wheels rotate around the axis perpendicular to the horizontal ground, plus 90 degrees means that the wheels turn to the positive position of the horizontal axis, and negative 90 degrees means that the wheels turn to the negative direction of the horizontal axis Location.

The steering fault tolerance module is used to detect whether the wheel rotation of the same axle conforms to the expected driving trajectory of the vehicle or the normal driving intention of the vehicle. Lateral active anti-collision control system: normal vehicle driving intention and abnormal vehicle driving intention, the vehicle will not cause serious damage to the mechanical structure of the vehicle when the vehicle is driven at a given wheel angle, when the right wheel of the first axle turns to the right, However, if the left wheel of the first axis turns to the left, it is determined to be an abnormal vehicle driving intention; when the right wheel of the third axis turns to the left, but the left wheel of the third axis turns to the right, it is determined to be an abnormal vehicle driving intention.

Preferably, it also includes a six-wheel independent suspension by wire system, the first axis at the front end and the third axis at the rear end are fully active suspensions that are actively adjusted and controlled by shock absorbers, and the suspension on the second axis is an active air suspension. The collision threat level fed back by the lateral active anti-collision control system, when the collision threat level is a high lateral risk level, the second axle suspension control quickly lifts the wheels. The six wheels all adopt active suspension. According to the current state of vehicle movement and road environment conditions, it is ensured that the suspension is in the shock absorption state with the best stiffness and damping characteristics when it is working. The second axle suspension can quickly lift the wheels, that is, realize To switch between the six-wheel driving mode and the four-wheel driving mode, the six-wheel independent control-by-wire suspension system makes predictions based on the road information obtained by the vehicle information collection and interactive system, so that the suspension shock absorbers can be actively adjusted.

When the collision threat level is a lateral high-risk collision, the suspension control of the second axle lifts the wheels and switches the vehicle's six-wheel driving mode to a four-wheel driving mode. When the vehicle is in a six-wheel driving mode, its steering mode is a three-axis steering mode ; When the vehicle is in four-wheel driving mode, its steering mode is two-axis steering mode.

When the lateral active collision avoidance control system of the vehicle in the current lane determines that it is threatened by a low-risk lateral collision, the vehicle activates the lane change collision avoidance mode, and the vehicle activates the three-axis steering mode (the second-axis wheels are not in a raised state, and all three-axis wheels can rotate and participate in steering driving), the suspensions of the three axles are in the working state of supporting the body and all six wheels can rotate. , when receiving the message of agreeing to cut the queue, the vehicle performs a steering or lane change operation.

When the lateral active collision avoidance control system of the vehicle in the current lane determines that it is threatened by a lateral high-risk collision, the vehicle activates the fast lane-changing collision avoidance mode, and the vehicle activates the dual-axis steering mode (the suspension of the second axle controls the wheels of the second axle to be in a raised state, Only the wheels of the first and third axles participate in the steering driving), the second axle suspension controls the wheels to be in a raised state, and the drive motor and steering controller do not work. In the fast lane change collision avoidance mode, the current vehicle is driving The vehicle entering the lane sends an emergency lane change request to jump in line. When receiving the message of agreeing to cut in line, the vehicle performs a steering or lane change operation. In the dual-axis steering mode, it directly changes lanes with the fixed rotation angle of the first and third axle wheels. The formula for calculating the angle of rotation is:

In the formula, δ is the angle value of the fixed rotation angle of the first and third axle wheels, in degrees; d _x is the longitudinal distance traveled by the vehicle from the beginning of the lane change to the completion of the lane change; d _x,com is the The average longitudinal spacing of vehicles in the lane, in m; v _x,com is the average longitudinal speed of vehicles about to enter the lane, in m/s; W is the width of the lane, in m.

Preferably, the first axle and the third axle of the six-wheel independent suspension system are based on the information collected by the vehicle information collection and interactive system, the first axle and the third axle adopt a fully active suspension, and the hydraulic shock absorber is actively powered by the energy supply element. Energy supply, according to the information of the ground bumps, depressions and low obstacles on the road ahead collected by the solid-state laser radar mounted on the front of the vehicle in the vehicle information collection and interaction system, the suspension shock absorbers are actively adjusted, and the suspension dampers The formula for calculating the control force of the vibrator controller is:

Y=CX+DU

in,

in,

分别为车辆信息采集与交互系统中车头前部搭载的固态激光雷达采集的道路前方凸起、凹陷以及低矮障碍物高度和高度的变化率，单位分别为m，m/s；F为悬架减震器控制器控制力，单位为N；g为重力加速度，单位为m/s²；A为系统状态矩阵，B为输入矩阵，C为输出矩阵，D为直接传递矩阵；X为状态向量、U为输入向量、

为状态向量的一阶导数、

为车身垂向位移的一阶导数、

为车身垂向位移的二阶导数、

为车轮垂向位移的一阶导数、

为车轮垂向位移的二阶导数；Y为输出向量。In the formula, m _s is the sprung mass, m _u is the unsprung mass, k _s is the suspension spring stiffness, k _u is the equivalent stiffness of the tire, c _s is the damping coefficient of the damper, c _u is the equivalent damping coefficient of the tire, x _s is the vertical displacement of the body, x _u is the vertical displacement of the wheel, h _n ,

are the height and height change rate of bumps, depressions, and low obstacles in front of the road collected by the solid-state lidar mounted on the front of the vehicle in the vehicle information collection and interaction system, respectively, and the units are m, m/s; F is the suspension The control force of the shock absorber controller, the unit is N; g is the acceleration of gravity, the unit is m/s ² ; A is the system state matrix, B is the input matrix, C is the output matrix, D is the direct transfer matrix; X is the state vector , U is the input vector,

is the first derivative of the state vector,

is the first derivative of the vertical displacement of the body,

is the second derivative of the vertical displacement of the body,

is the first derivative of the wheel vertical displacement,

is the second derivative of the vertical displacement of the wheel; Y is the output vector.

The invention discloses a lateral active anti-collision control system based on a control-by-wire chassis. The anti-collision control system performs analysis and calculation, calculates the number of vehicles threatened by the obstacle lateral collision, and activates the intelligent cooperative lane change system to change lanes or steer to avoid obstacles, and monitors in real time whether vehicles in obstacles will cause longitudinal rear-end collisions collision, thereby starting the longitudinal auxiliary anti-collision system, controlling the execution actions of the six-wheel independent steering by wire chassis and the actuators of the six-wheel independent control by wire suspension system, and finally realizing the lateral active collision avoidance of the vehicle and ensuring the lateral safety and safety of the vehicle. stability.

As shown in Figure 2, a control method based on lateral active collision avoidance includes the following steps:

A) The vehicle information collection and interaction system collects the movement status information of the vehicles around the obstacles and judges the threat level of lateral collisions: when it is judged that there is no risk in the lateral direction, there is no need to perform lane change operations; when it is judged that it is a low-risk lateral collision, The vehicle that enters the lane sends the information of turning to change lanes requesting queue jumping, and enters step B); when it is determined that it is a lateral high-risk collision, sends the information of quickly changing lanes requesting queue jumping to the vehicle entering the lane, and enters step C);

B) Whether the vehicle receives the message of agreeing to jump in the queue within the interaction time t _m , if received, the vehicle executes the three-axis steering mode and the steering lane change avoidance mode in the intelligent cooperative lane change system; The vehicle entering the lane sends a quick lane change request to jump in line, and enters step C);

C) Whether the vehicle receives the message of agreeing to jump in the queue within the interaction time t _m , if received, the vehicle executes the dual-axis steering mode and the fast lane change collision avoidance mode in the intelligent cooperative lane change system; if not received, enter the step D);

D) The vehicle executes the temporary pressure line arrangement mode in the intelligent cooperative lane change system.

1. For different collision scenarios, the lateral active collision avoidance control system of the present invention more accurately analyzes the influence of different collision threats to road vehicles under different situations, and sets different steering modes, Multiple lateral anti-collision systems and anti-collision modes, more accurately perform lateral anti-collision chassis operation by wire.

2. The six-wheel independent steer-by-wire steering system and the six-wheel independent control-by-wire suspension system of the present invention separate the six wheels, so that the wire-controlled chassis system can accurately distribute the movements of each wheel, so that the actual driving trajectory is better in line with expectations driving track. The independent control-by-wire suspension controls the wheels of the second axle in a raised state and does not touch the ground, and then completes the lateral anti-collision control under the steering conditions of different angles and speeds.

3. The present invention adopts the combination of main lateral anti-collision control and auxiliary longitudinal anti-collision control. During the process of lateral collision avoidance, there will be lateral movements such as changing lanes or turning, and the vehicle will cause conflicts with other vehicles during the process of entering other lanes. The problem of reducing the longitudinal spacing can effectively avoid the occurrence of longitudinal collisions in the process of lateral collision avoidance.

4. The present invention uses intelligent sensor data collection and information interaction, wire-control steering and wire-control suspension systems, longitudinal auxiliary anti-collision control and cooperative lane change strategy to realize lateral active collision avoidance of three-axle and six-wheel vehicles, ensuring that the vehicle is lateral security and stability.

The above are only preferred embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made by using the description of the present invention and the contents of the accompanying drawings, or directly or indirectly used in other related technical fields , are all included in the scope of patent protection of the present invention in the same way.

Claims (7)

1. A control system based on lateral active collision avoidance, including a vehicle information collection and interaction system, the vehicle information collection and interaction system including a vehicle and driving environment information collection system and an information interaction system between vehicles: The vehicle and driving environment information collection system collects the motion state information of the own vehicle and collects the external driving environment and obstacle information; The vehicle-to-vehicle information interaction system is used for mutual transmission and reception of motion state information between driving vehicles; It is characterized in that it also includes a lateral active anti-collision control system, a longitudinal auxiliary anti-collision system, an intelligent coordinated lane change system, and a wheel-independent steer-by-wire system: The longitudinal auxiliary collision avoidance system is used to assist in controlling lane changing or steering to avoid vehicle longitudinal collisions; The intelligent coordinated lane change system is used to coordinate vehicles threatened by lateral collisions to perform lane change operations; The wheel-independent steer-by-wire system is used to control the steering operation of each wheel of the vehicle; The lateral active collision avoidance control system judges whether the vehicle has a lateral collision threat according to the information collected by the vehicle information collection and interactive system, and controls whether to activate the intelligent cooperative lane change system to change lanes or turn to avoid obstacles. Activate the longitudinal auxiliary collision avoidance system during the process; The lateral active collision avoidance control system divides the lateral collision threat of the vehicle into three levels: lateral no-risk collision, lateral low-risk collision and lateral high-risk collision; The intelligent coordinated lane change system includes a steering lane change collision avoidance mode and a fast lane change collision avoidance mode, wherein the corner angle or/and the average longitudinal speed of the vehicle in the fast lane change collision avoidance mode are greater than those in the steering lane change collision avoidance mode or/and the average longitudinal speed of the vehicle; When the lateral active collision avoidance control system determines that the lateral collision threat is a lateral low-risk collision, the steering lane change collision avoidance mode is activated; When the lateral active collision avoidance control system determines that the lateral collision threat is a lateral high-risk collision, the fast lane change collision avoidance mode is activated; The intelligent coordinated lane change system also includes a temporary pressing line arrangement mode, that is, the current vehicle is between the current lane and the entering lane: The current vehicle sends a request to cut the queue to change lanes to the vehicle entering the lane, but after not receiving the message of agreeing to cut the queue within the interaction time t _m , the current vehicle sends a fast lane change request to cut the queue to the vehicle entering the lane again. After the message of agreeing to queue jumping is not received within the interaction time t _m , the current vehicle starts the temporary pressing line arrangement mode; The longitudinal auxiliary collision avoidance system includes an early warning mode for dangerous areas at the front of the vehicle, an early warning mode for dangerous areas at the rear of the vehicle, an early warning mode for rejecting vehicle intervention, and a longitudinal anti-collision control mode: Early warning mode of dangerous area in front of the vehicle: When the lateral active collision avoidance control system determines that there is no lateral risk, it is necessary to determine whether there is a longitudinal collision risk after the obstacle vehicle enters the current lane. If the current vehicle has a longitudinal collision risk, and its longitudinal position is less than The longitudinal position of the obstacle vehicle will trigger the early warning of the dangerous area in the front of the vehicle; Rear dangerous area warning mode: When the lateral active collision avoidance control system determines that there is no lateral risk, it is necessary to judge whether there is a longitudinal collision risk after the obstacle vehicle enters the current lane. If the current vehicle has a longitudinal collision risk, and its longitudinal position If it is greater than the longitudinal position of the obstacle, it will trigger the early warning of the dangerous area at the rear of the vehicle; Vehicle Intervention Rejection Early Warning Mode: When the inter-vehicle information interaction system of the vehicle in the current lane receives the queue jumping information of the steering lane change request and the queue jumping request of the fast lane change request, but does not respond to the message of agreeing to the queue jumping, the vehicle intervention rejection warning is activated, and the vehicle in this lane starts Carry out longitudinal anti-collision control adjustment to provide driving distance for vehicles requesting to jump in line; Longitudinal anti-collision control mode: when the vehicle has a dangerous area warning at the front and a dangerous area at the rear, the longitudinal auxiliary collision avoidance system uses the difference between the actual distance d _x between vehicles and the expected longitudinal distance d _{x, des} , and the sliding mode control The algorithm calculates the wheel drive torque and brake wheel cylinder pressure of the current vehicle, and controls the vehicle in the current lane to avoid rear-end collisions in the longitudinal direction. 2. A control system based on lateral active collision avoidance according to claim 1, wherein the lateral active collision avoidance control system includes single-vehicle active collision avoidance mode, dual-vehicle active collision avoidance mode and multi-vehicle active collision avoidance mode. Collision mode: Single-vehicle active collision avoidance mode: when the side vehicle's lane change, steering and other lateral movement operations only cause one vehicle in the current lane to be threatened by a lateral collision, at this time, the steering and lane change operation is completed according to the level of lateral collision threat; Two-vehicle active collision avoidance mode: when the side vehicle's lane change, steering and other lateral movement operations only cause two adjacent vehicles in the current lane to be threatened by lateral or longitudinal collisions, at this time, the steering lane change is completed according to the level of lateral collision threat Operation: when two adjacent vehicles activate the steering lane change mode at the same time, the two vehicles form a double-vehicle queue, and the two adjacent vehicles simultaneously activate the longitudinal auxiliary collision avoidance mode during the lane change process; Multi-vehicle active collision avoidance mode: When the lane change, steering and other lateral movement operations of the side vehicle cause three or more vehicles in the current lane to be threatened by lateral or longitudinal collision, the obstacle vehicle will start intelligent coordinated lane change The temporary pressure line arrangement mode in the system simultaneously activates the vehicle intervention rejection warning in the longitudinal auxiliary collision avoidance system, and all vehicles in the current lane that are threatened by lateral or longitudinal collisions simultaneously activate the longitudinal collision avoidance control in the longitudinal auxiliary collision avoidance system. 3. A control system based on lateral active collision avoidance according to any one of claims 1-2, wherein the vehicle is a three-axle six-wheel vehicle, and the wheel-independent steering-by-wire system is a six-wheel independent steering system The six-wheel independent steer-by-wire system includes a steering fault-tolerant module: the steering fault-tolerant module controls the rotation of each wheel to conform to the expected driving trajectory of the vehicle. 4. A control system based on lateral active collision avoidance according to claim 3, characterized in that it also includes a six-wheel independent suspension by wire system, the first axis at the front end and the third axis at the rear end are active shock absorbers Fully active suspension with adjustable control, the suspension of the second axle is active air suspension: When the collision threat level is a lateral high-risk collision, the suspension control of the second axle lifts the wheels and switches the vehicle's six-wheel driving mode to a four-wheel driving mode. When the vehicle is in a six-wheel driving mode, its steering mode is a three-axis steering mode ; When the vehicle is in four-wheel driving mode, its steering mode is two-axis steering mode. 5. A control system based on lateral active collision avoidance according to claim 4, characterized in that, the first axis and the third axis of the six-wheel independent suspension by wire system are collected according to the information collected by the vehicle information collection and interaction system, The suspension shock absorber is actively adjusted, and the calculation formula of the control force of the suspension shock absorber controller is:

Y=CX+DU

in,

in,

In the formula, m _s is the sprung mass, m _u is the unsprung mass, k _s is the suspension spring stiffness, k _u is the equivalent stiffness of the tire, c _s is the damping coefficient of the damper, c _u is the equivalent damping coefficient of the tire, x _s is the vertical displacement of the body, x _u is the vertical displacement of the wheel, h _n ,

are the height and height change rate of bumps, depressions, and low obstacles in front of the road collected by the solid-state lidar mounted on the front of the vehicle in the vehicle information collection and interaction system, respectively, and the units are m, m/s; F is the suspension The control force of the shock absorber controller, the unit is N; g is the acceleration of gravity, the unit is m/s ² ; A is the system state matrix, B is the input matrix, C is the output matrix, D is the direct transfer matrix; X is the state vector , U is the input vector,

is the first derivative of the state vector,

is the first derivative of the vertical displacement of the body,

is the second derivative of the vertical displacement of the body,

is the first derivative of the vertical displacement of the wheel,

is the second derivative of the vertical displacement of the wheel; Y is the output vector. 6. A control system based on lateral active collision avoidance according to claim 4, characterized in that, the lateral active collision avoidance control system adjusts the vehicle according to the longitudinal speed of the vehicle, the lateral speed of the vehicle and the lateral distance from the dynamic obstacle. The lateral collision threat is graded by: when

, it is determined that the current vehicle is in the horizontal risk-free level; when

, it is determined that the current vehicle is in a low lateral risk collision level; when

When , it is determined that the current vehicle is at the high-risk lateral collision level; where k _y is the influence factor of lateral vehicle speed, k _x is the influence factor of longitudinal vehicle speed, k _h is the influence factor of lateral relative distance, v _y,bar is the lateral distance of the obstacle vehicle Vehicle speed, v _{x, bar} , and v _x are the longitudinal speeds of the obstacle vehicle and the vehicle in the current lane, respectively, in m/s; G _saf is the risk-free threshold, and _Geme is the high-risk threshold; when the longitudinal position of the obstacle vehicle is x When _bar is greater than the longitudinal position of the vehicle in the current lane, h ₁ is the minimum horizontal distance between the vertical direction of the A-pillar of the vehicle in the current lane and the side of the obstacle vehicle detected by the solid-state lidar on the side of the obstacle vehicle, and h ₂ is the solid state on the side of the vehicle in the current lane The minimum horizontal distance between the vertical position of the solid-state laser radar on the side of the current vehicle and the side of the obstacle vehicle detected by the lidar; when the longitudinal position x _bar of the obstacle vehicle is smaller than the longitudinal position of the vehicle in the current lane, h ₁ is the current lane The minimum horizontal distance between the vertical direction of the A-pillar of the obstacle vehicle detected by the solid-state lidar on the side of the vehicle and the side of the vehicle in the current lane, _h2 is the installation position of the solid-state lidar on the side of the obstacle vehicle detected by the solid-state lidar on the side of the obstacle vehicle The minimum horizontal distance between the vertical direction and the side of the vehicle in the current lane. 7. A control method based on lateral active collision avoidance, characterized in that the control system based on lateral active collision avoidance according to any one of claims 1-6 is used for control, comprising the following steps: A) The vehicle information collection and interaction system collects the movement state information of the vehicles around the vehicle and judges the threat level of the lateral collision: when it is judged that there is no risk in the lateral direction, there is no need to perform lane change operations; when it is judged that it is a low-risk lateral collision, The vehicle that enters the lane sends the information of turning to change lanes to request queue jumping, and enters step B); when it is determined that it is a lateral high-risk collision, sends the information of fast lane changing request to jump into the queue to the vehicle entering the lane, and enters step C); B) Whether the vehicle receives the message of agreeing to jump in the queue within the interaction time t _m , if received, the vehicle executes the three-axis steering mode and the steering lane change avoidance mode in the intelligent cooperative lane change system; The vehicle entering the lane sends a quick lane change request to jump in line, and enters step C); C) Whether the vehicle receives the message of agreeing to jump in the queue within the interaction time t _m , if received, the vehicle executes the dual-axis steering mode and the fast lane change collision avoidance mode in the intelligent cooperative lane change system; if not received, enter the step D); D) The vehicle executes the temporary pressure line arrangement mode in the intelligent cooperative lane change system.

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