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

Abstract

The invention discloses a control system and a method based on transverse active collision avoidance, which comprises a vehicle information acquisition and interaction system, a transverse active collision avoidance control system, a longitudinal auxiliary collision avoidance system, an intelligent cooperative lane change system and a wheel independent steer-by-wire system, wherein the vehicle information acquisition and interaction system comprises the following components: the longitudinal auxiliary anti-collision system is used for assisting to control lane changing or steering to avoid longitudinal collision of the vehicle; the intelligent cooperative lane changing system is used for coordinating vehicles threatened by transverse collision to execute lane changing operation; the wheel independent steer-by-wire system is used for controlling the steering operation of each wheel of the vehicle; the transverse active anti-collision control system judges whether the vehicle has transverse collision threat or not according to the information acquired by the vehicle information acquisition and interaction system, controls whether the intelligent cooperative lane changing system is started to change lanes or turn to avoid obstacles or not, and simultaneously starts the longitudinal auxiliary anti-collision system in the lane changing or turning process. The safety device aims at solving the lateral safety problem of the vehicle during driving and ensuring the transverse safety and stability of the vehicle during driving.

Description

Control system and method based on transverse active collision avoidance

Technical Field

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

Background

Due to the increase of the vehicle holding capacity, the proportion of traffic accidents of running vehicles is increased year by year, wherein longitudinal rear-end collision is the main cause of the traffic accidents, and the probability of side collision among the vehicles is higher and is about half of the occurrence rate of the longitudinal rear-end collision. With the development of the intelligent networking technology, the automatic driving is in great tendency, and the basis for realizing the automatic driving of the vehicle is the more optimization and the more intellectualization of a drive-by-wire chassis system. With the development of the automobile industry, the drive-by-wire technology slowly penetrates through every part of a modern automobile, and the drive-by-wire chassis technology of the automobile realizes the coordination or the independent control of the chassis motion by using systems such as the drive-by-wire, the drive-by-wire and the brake-by-wire. The steer-by-wire system is taken as the leading factor, the auxiliary driving and unmanned driving of the vehicle can be realized, the steer-by-wire system is the key of the development of the intelligent networked automobile, and the steer-by-wire system is always an important component of the steer-by-wire chassis and is a research hotspot.

Compared with the traditional chassis, the drive-by-wire chassis eliminates the error of part of actuators, and provides possibility for intelligent driving and auxiliary driving, a high-precision sensor is required to be used for monitoring the dynamic barriers on the side surface of a vehicle or the dynamic state of other vehicles in real time, and whether transverse collision occurs or not is judged and predicted in real time, so that the detection of intelligent driving sensors such as a vehicle-mounted laser radar and the like to the external environment becomes critical, data detected by the intelligent sensors are transmitted to the drive-by-wire chassis system by using a vehicle-mounted network for analysis and calculation, and a corresponding control algorithm is used for decision making, so that the execution action of the actuators at the bottom layer of the drive-by-wire chassis is controlled, and the transverse collision avoidance is finally realized.

Most of the drive-by-wire chassis designed in the prior art are researched aiming at the independence of each wheel in the drive-by-wire independent steering, the differentiation of different control modes aiming at different transverse driving working conditions is rarely carried out, and the steering efficiency of the vehicle can be improved by different control modes. In most chassis-by-wire studies, the suspensions of the other axles are substantially the same except for the first axle, but different suspensions affect the steering mechanism, and the research of the suspension system is also necessary. Furthermore, steering and lane changing lead to unsafe driving conditions, affecting more than just one vehicle, and the resulting risk of collision is compounded by the fact that the vehicle is now traveling both laterally and longitudinally, and there is a need for improvement.

Disclosure of Invention

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

Wherein: the following terms are defined as follows:

obstacle vehicle: and the other lanes need to be steered or changed to the current lane, and the vehicles running on the current lane are subjected to the risk of lateral collision.

(II) the vehicle in the current lane: it normally travels in the current lane, does not actively control lane change and steering operations for a short time, and may collide with other lane vehicles that are about to enter the current lane.

(III) double vehicle queue: i.e. a train of two vehicles longitudinally behind each other in the direction of travel, both vehicles in the train being threatened by a lateral or longitudinal collision. The threatened two vehicles form a double-vehicle queue to complete the track changing operation.

In order to achieve the technical purpose and achieve the technical effect, the invention is realized by the following technical scheme:

the utility model provides a control system based on horizontal initiative anticollision, includes vehicle information acquisition and interactive system, vehicle information acquisition and interactive system includes vehicle and driving environment information acquisition system and vehicle information interactive system:

the vehicle and running environment information acquisition system acquires the motion state information of the vehicle and the external driving environment and barrier information;

the inter-vehicle information interaction system is used for transmitting and receiving mutual motion state information between running vehicles;

still include horizontal initiative collision avoidance control system, vertical supplementary collision avoidance system, intelligent collaborative lane change system, the independent steer-by-wire system of wheel:

the longitudinal auxiliary anti-collision system is used for assisting in controlling lane change or steering to avoid longitudinal collision of the vehicle;

the intelligent cooperative lane changing system is used for coordinating vehicles threatened by transverse collision to execute lane changing operation;

the wheel independent steer-by-wire system is used for controlling the steering operation of each wheel of the vehicle;

the transverse active anti-collision control system judges whether the vehicle has transverse collision threat or not according to the information acquired by the vehicle information acquisition and interaction system, controls whether the intelligent cooperative lane changing system is started to change lanes or turn to avoid obstacles or not, and simultaneously starts the longitudinal auxiliary anti-collision system in the lane changing or turning process.

Preferably, the lateral active collision avoidance control system classifies the lateral collision threat of the vehicle into three classes: respectively a lateral no-risk, lateral low-risk collision and lateral high-risk collision;

the intelligent cooperative lane changing system comprises a steering lane changing anti-collision mode and a rapid lane changing anti-collision mode, wherein the corner angle or/and the average longitudinal speed of the vehicle in the rapid lane changing anti-collision mode are/is greater than the corner angle or/and the average longitudinal speed of the vehicle in the steering lane changing anti-collision mode;

when the transverse active anti-collision control system judges that the transverse collision threat is transverse low-risk collision, a steering lane-changing anti-collision mode is started;

and when the transverse active anti-collision control system judges that the transverse collision threat is transverse high-risk collision, starting a rapid lane changing anti-collision mode.

Preferably, the intelligent cooperative lane-changing system further comprises a temporary line-pressing arrangement mode, namely that the current vehicle is positioned between the current lane and the driving-in lane:

the current vehicle sends a turn-to-lane request queue-inserting information to the vehicles entering the lane, but at the interaction time t _m After the information of agreeing to inserting the queue is not received in the vehicle, the current vehicle sends the information of requesting to insert the queue for fast lane change to the vehicle entering the lane again, and the current vehicle sends the information of requesting to insert the queue for fast lane change to the vehicle entering the lane again at the interaction time t _m And after the formation of the consent queue insertion is not received, starting a temporary line pressing arrangement mode by the current vehicle.

Preferably, the longitudinal auxiliary collision avoidance system comprises a vehicle head dangerous area early warning mode, a vehicle tail dangerous area early warning mode, a vehicle intervention rejection early warning mode and a longitudinal collision avoidance control mode:

vehicle head dangerous area early warning mode: when the transverse active anti-collision control system judges that no risk exists in the transverse direction, judging whether a longitudinal collision risk exists after the barrier vehicle drives into the current lane, and if the longitudinal collision risk exists in the current vehicle and the longitudinal position of the current vehicle is smaller than that of the barrier vehicle, triggering early warning of a dangerous area of a vehicle head;

and (3) a vehicle tail dangerous area early warning mode: when the transverse active anti-collision control system judges that no risk exists in the transverse direction, judging whether a longitudinal collision risk exists after the barrier vehicle drives into the current lane, and if the longitudinal collision risk exists in the current vehicle and the longitudinal position of the current vehicle is larger than that of the barrier vehicle, triggering early warning of a dangerous area at the tail of the vehicle;

refusing the vehicle to intervene in the early warning mode: the inter-vehicle information interaction system of the current lane vehicle receives the turn-to-turn queue-changing request inserting information and the rapid lane-changing request inserting information, but starts to refuse vehicle intervention early warning when the inserting-agreeing information is not replied, and meanwhile, the lane vehicle starts to carry out longitudinal anti-collision control adjustment to provide a running vehicle distance for the vehicles requesting to insert;

longitudinal anti-collision control mode: when the vehicle has the early warning of the dangerous area of the head and the early warning of the dangerous area of the tail, the longitudinal auxiliary anti-collision control system utilizes the actual distance value d between the vehicles _x At a desired longitudinal distance d _x,des And calculating the wheel driving torque and the wheel braking pressure of the current vehicle by using the difference and a sliding mode control algorithm, and controlling the vehicle on the current lane not to generate rear-end collision in the longitudinal direction.

Preferably, the transverse active anti-collision control system comprises a single-vehicle active anti-collision mode, a double-vehicle active anti-collision mode and a multi-vehicle active anti-collision mode:

the bicycle active anti-collision mode comprises the following steps: when lane changing, steering and other transverse movement operations of the side vehicles only cause that one vehicle in the current lane is threatened by transverse collision, finishing the steering lane changing operation according to the transverse collision threat level;

the double-vehicle active anti-collision mode comprises the following steps: when lane changing, steering and other transverse movement operations of the side vehicles only cause that two adjacent vehicles on the current lane are threatened by transverse or longitudinal collision, at the moment, the steering lane changing operation is completed according to the transverse collision threat level; when two adjacent vehicles simultaneously start a steering track-changing mode, the two vehicles form a double-vehicle queue, and the two adjacent vehicles simultaneously start a longitudinal auxiliary anti-collision mode in the track-changing process;

the multi-vehicle active anti-collision mode comprises the following steps: when lane changing, steering and other transverse movement operations of the vehicles at the side cause that three or more vehicles on the current lane are threatened by transverse or longitudinal collision, the obstacle vehicles start a temporary line pressing arrangement mode in the intelligent cooperative lane changing system, simultaneously start the early warning of vehicle intervention refusal in the longitudinal auxiliary collision avoidance system, and simultaneously start longitudinal collision avoidance control in the longitudinal auxiliary collision avoidance system for all vehicles on the current lane threatened by transverse or longitudinal collision.

Preferably, the vehicle is a three-axis six-wheel vehicle, the independent steer-by-wire system of wheels is an independent steer-by-wire system of six wheels, and the independent steer-by-wire system of six wheels comprises a steering fault-tolerant module: and the steering fault-tolerant module controls the rotation of each wheel to accord with the expected running track of the vehicle.

Preferably, the suspension system further comprises a six-wheel independent wire control suspension system, the first shaft at the front end and the third shaft at the tail end are full-active suspensions actively regulated and controlled by the shock absorber, and the suspensions of the second shaft are active air suspensions:

when the collision threat level is transverse high-risk collision, the suspension of the second shaft controls the lifting of wheels, the six-wheel running mode of the vehicle is switched into a four-wheel running mode, and when the vehicle is in the six-wheel running mode, the steering mode is a three-shaft steering mode; when the vehicle is in the four-wheel running mode, the steering mode is the double-shaft steering mode.

Preferably, the first shaft and the third shaft of the six-wheel independent wire control suspension system are actively adjusted according to information acquired by the vehicle information acquisition and interaction system, and a calculation formula of the control force of the suspension damper controller is as follows:

Y＝CX+DU

wherein,

wherein,

in the formula, m _s Is sprung mass, m _u Is an unsprung mass, k _s To the suspension spring rate, k _u For equivalent stiffness of the tire, c _s Damping coefficient of damper, c _u Is the equivalent damping coefficient, x, of the tire _s For vertical displacement of the body, x _u For vertical displacement of the wheel, h _n 、

The height change rates of the front bulges, the front depressions and the short obstacles of the road, which are respectively collected by a solid laser radar carried at the front part of the vehicle head in the vehicle information collection and interaction system, are respectively m and m/s; f is the control force of the suspension shock absorber controller, and the unit is N; g is gravity acceleration with the unit of m/s ² (ii) a A is a system state matrix, B is an input matrix, C is an output matrix, and D is a direct transfer matrix; x is a state vector, U is an input vector,

Is the first derivative of the state vector,

Is the first derivative of the vertical displacement of the car body,

Is the second derivative of the vertical displacement of the car 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 ranks the lateral collision threats of the vehicle according to the longitudinal vehicle speed, the lateral vehicle speed and the lateral spacing between the vehicle and the dynamic barrier:

when in use

When the current vehicle is in the lateral risk-free level, determining that the current vehicle is in the lateral risk-free level;

when in use

Judging that the current vehicle is at a transverse low-risk collision grade;

when the temperature is higher than the set temperature

Judging that the current vehicle is at a transverse high-risk collision grade;

in the formula, k _y As a lateral vehicle speed influence factor, k _x As longitudinal vehicle speed influence factor, k _h Is a transverse relative distance influence factor, v _y,bar Is the lateral speed, v, of the barrier vehicle _x,bar 、v _x Longitudinal vehicles, respectively barrier vehicle and current lane vehicleSpeed, in m/s; g _saf To no risk threshold, G _eme A high risk threshold;

longitudinal position x of vehicle when obstacle _bar Greater than the longitudinal position x of the vehicle in the current lane, h ₁ The minimum horizontal distance h between the vertical direction of the A column of the vehicle on the current lane and the side surface of the obstacle vehicle, which is detected by a solid state laser radar on the side surface of the obstacle vehicle ₂ The minimum horizontal distance between the vertical direction of the current vehicle side solid state laser radar installation position and the side of the obstacle vehicle, which is detected by the current lane vehicle side solid state laser radar;

longitudinal position x of vehicle when obstacle _bar Less than the longitudinal position x of the vehicle in the current lane, h ₁ The minimum horizontal distance h between the vertical direction of the A column of the obstacle vehicle and the side surface of the vehicle on the current lane, which is detected by a solid-state laser radar on the side surface of the vehicle on the current lane ₂ The minimum horizontal distance between the vertical direction of the installation position of the solid state laser radar on the side surface of the obstacle vehicle and the side surface of the current lane vehicle, which is detected by the solid state laser radar on the side surface of the obstacle vehicle.

A control method based on transverse active collision avoidance comprises the following steps:

a) The vehicle information acquisition and interaction system acquires the motion state information of the obstacle vehicles around the vehicle, and judges the transverse collision threat level: when the situation that no risk exists in the transverse direction is judged, the lane changing operation is not required to be executed; when the vehicle is judged to be in a transverse low-risk collision, transmitting lane-changing steering request queue-inserting information to the vehicle entering the lane, and entering the step B); when the vehicle is judged to be in transverse high-risk collision, sending fast lane change request queue insertion information to vehicles entering a lane, and entering the step C);

b) At interaction time t _m Whether the inner vehicle receives the information of agreeing to insert a team or not, if so, the vehicle executes a three-axis steering mode and a steering lane-changing anti-collision mode in the intelligent cooperative lane-changing system; if not, sending fast lane change request queue-inserting information to the vehicles entering the lane, and entering the step C);

c) At interaction time t _m Whether the inner vehicle receives the information of agreeing to insert the team or not, if so, the inner vehicle executesA double-axis steering mode and a quick lane changing anti-collision mode in the intelligent cooperative lane changing system; if not, entering step D);

d) And the vehicle executes a temporary line pressing arrangement mode in the intelligent cooperative lane changing system.

The invention has the beneficial effects that:

1. the transverse active anti-collision control system provided by the invention can be used for more accurately analyzing different collision threat influences of road vehicles in different situations according to different collision scenes, setting different steering modes, various transverse anti-collision systems and anti-collision modes according to different numbers of wheels participating in vehicle steering motion, and more accurately executing the wire-controlled chassis operation of transverse anti-collision.

2. According to the six-wheel independent steer-by-wire system and the six-wheel independent suspension-by-wire system, six wheels are independent, so that the drive-by-wire chassis system can accurately distribute the action of each wheel, and the actual running track of the drive-by-wire chassis system can better accord with the expected running track. The independent wire control suspension frame controls the wheels of the second shaft to be in a lifting state and not to be in contact with the ground, and therefore transverse anti-collision control is completed under steering working conditions of different angles and speeds.

3. The invention combines the main transverse anti-collision control and the auxiliary longitudinal anti-collision control, so that transverse movement such as lane changing or steering can occur in the process of realizing transverse collision avoidance of the vehicle, the problem that the longitudinal distance between the vehicle and other vehicles is reduced in the process of entering other lanes can be caused, and the occurrence of the longitudinal collision phenomenon in the transverse collision avoidance process can be effectively avoided.

4. According to the invention, the transverse active anti-collision of the three-axis six-wheel vehicle is realized by utilizing data acquisition and information interaction of an intelligent sensor, a steer-by-wire and suspension-by-wire system, longitudinal auxiliary anti-collision control and a cooperative lane-changing strategy, so that the transverse safety and stability of the vehicle during driving are ensured.

Drawings

FIG. 1 is a schematic structural diagram of a control system based on lateral active collision avoidance according to 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 the parameter definition for the present invention when the longitudinal position of the obstacle vehicle is greater than the longitudinal position of the current lane vehicle;

FIG. 4 is a schematic diagram of the parameter definition for the case where the longitudinal position of the obstacle vehicle is less than the longitudinal position of the current lane vehicle in accordance with the present invention.

Detailed Description

The present invention will be better understood and implemented by those skilled in the art by the following detailed description of the technical solution of the present invention with reference to the accompanying drawings and specific examples, which are not intended to limit the present invention.

As shown in fig. 1, a control system based on transverse active collision avoidance includes a vehicle information collection and interaction system, where the vehicle information collection and interaction system includes a vehicle and driving environment information collection system and an inter-vehicle information interaction system:

the vehicle and driving environment information acquisition system collects vehicle motion state information and external driving environment and obstacle information, and mainly comprises an intelligent sensor system, for example, a mechanical laser radar installed at the top of a vehicle head, solid laser radars installed on two side faces and the tail of a chassis and a solid laser radar installed below the front part of the vehicle head, wherein the laser radars on the top of the vehicle head are used for detecting the motion state information of obstacles in the front of the vehicle and on two side faces of the vehicle, the solid laser radars on the two side faces of the chassis are used for detecting the motion state information of vehicles and dynamic obstacles on the side faces of the vehicle, and the solid laser radars below the front part of the vehicle head are used for detecting the position and height information of raised, sunken and low obstacles in the front of a road.

Taking a three-axle six-wheel vehicle as an example below, the motion state information of the vehicle includes the longitudinal running vehicle speed v _x Lateral running vehicle speed v _y Longitudinal running acceleration a _x Lateral running acceleration a _y A longitudinal position x of the vehicle and a transverse position y of the vehicle, the vehicle speed being in m/s and the acceleration being in m/s ² Position in m, vertical load values borne by six tires, F _zi I =1, \ 8230;, 6, unit NThe request lane change information and the agreement lane change information.

The external driving environment and obstacle information comprises longitudinal motion state information of dynamic obstacles in the front and the rear of the vehicle: longitudinal position x comprising a dynamic obstacle in front of the vehicle _f Longitudinal velocity v _f Longitudinal acceleration a _f The units are m, m/s respectively ² (ii) a Longitudinal position x of a dynamic obstacle behind a vehicle _r Longitudinal speed x _r Longitudinal acceleration a _r The units are m, m/s and m/s respectively ² (ii) a The external driving environment and obstacle information includes lateral motion state information of the dynamic obstacles on the left and right sides of the vehicle: including the lateral position y of a dynamic obstacle on the left side of the vehicle _l Transverse velocity v _l Lateral acceleration a _l The units are m, m/s and m/s respectively ² (ii) a The external driving environment and obstacle information comprises relative height information of a short static obstacle on the road surface in front of the vehicle: road front protrusion, recess and low barrier height h collected by solid laser radar carried below front part of vehicle head _n And rate of change of altitude

The units are m and m/s respectively.

The inter-vehicle information interaction system is used for mutually transmitting and receiving the mutual motion state information between the running vehicles: the method can be used for transmitting and receiving the mutual motion state information and the position information between the running vehicles, and simultaneously transmitting and receiving the queue-insertion request information and the queue-insertion agreement information in the lane changing process of the vehicles, wherein the queue-insertion request information is divided into the ordinary lane-changing queue-insertion request information (corresponding to a lane-changing anti-collision mode) and the emergency lane-changing queue-insertion request information (corresponding to a rapid lane-changing anti-collision mode).

The information interaction system between vehicles and the information acquisition system of the running environment are mutually redundant, when the communication between the vehicles is delayed or interrupted, the information acquisition system of the running environment and the vehicles independently acquire the motion state information of the surrounding vehicles, when an intelligent sensor in the information acquisition system of the running environment and the vehicles fails, the information interaction system between the vehicles receives the motion state information of the surrounding vehicles to make up for the barrier information loss caused by the failure of the sensor, when the vehicles are threatened by transverse collision, the information interaction of requesting lane change and agreeing lane change is carried out between the vehicles, wherein the lane change requesting information comprises a common lane change request and an emergency lane change request.

The control system based on the transverse active collision avoidance further comprises a transverse active collision avoidance control system, a longitudinal auxiliary collision avoidance system, an intelligent cooperative lane changing system and a wheel independent steer-by-wire system, wherein:

the intelligent cooperative lane-changing system is used for coordinating vehicles threatened by transverse collision to execute lane-changing operation, and the independent wheel steer-by-wire system is used for controlling steering operation of each wheel of the vehicles.

The transverse active anti-collision control system judges whether the vehicle has transverse collision threat or not according to the information acquired by the vehicle information acquisition and interaction system, controls whether the intelligent cooperative lane changing system is started to change lanes or turn to avoid obstacles or not, and simultaneously starts the longitudinal auxiliary anti-collision system in the lane changing or turning process.

Preferably, the lateral active collision avoidance control system classifies the lateral collision threat of the vehicle into three classes: respectively, a lateral no-risk collision, a lateral low-risk collision and a lateral high-risk collision, preferably graded according to the longitudinal speed of the vehicle, the lateral speed of the vehicle and the lateral distance between the vehicle and a dynamic obstacle:

when in use

When the current vehicle is in the lateral risk-free level, determining that the current vehicle is in the lateral risk-free level;

when in use

When the vehicle is in the transverse low-risk collision grade, judging that the current vehicle is in the transverse low-risk collision grade;

when in use

Judging that the current vehicle is at a transverse high-risk collision grade;

in the formula, k _y As a lateral vehicle speed influence factor, k _x As longitudinal vehicle speed influence factor, k _h Is a transverse relative distance influence factor, v _y,bar Is the lateral speed, v, of the obstacle vehicle _x,bar 、v _x The longitudinal speeds of the obstacle vehicle and the current lane vehicle are respectively in m/s; g _saf To no risk threshold, G _eme Is a high risk threshold.

As shown in fig. 3, when the longitudinal position x of the vehicle is an obstacle _bar Greater than the longitudinal position of the vehicle in the current lane, h ₁ The minimum horizontal distance h between the vertical direction of the A column of the vehicle on the current lane and the side surface of the obstacle vehicle, which is detected by a solid state laser radar on the side surface of the obstacle vehicle ₂ The minimum horizontal distance between the vertical direction of the current vehicle side solid state laser radar installation position and the side of the obstacle vehicle, which is detected by the current lane vehicle side solid state laser radar;

as shown in fig. 4, when the longitudinal position x of the vehicle is obstructed _bar Less than the longitudinal position of the vehicle on the current lane, h ₁ The minimum horizontal distance h between the vertical direction of the A column of the obstacle vehicle and the side surface of the vehicle on the current lane, which is detected by a solid state laser radar on the side surface of the vehicle on the current lane ₂ The minimum horizontal distance between the vertical direction of the installation position of the solid state laser radar on the side face of the obstacle vehicle and the side face of the current lane vehicle is detected by the solid state laser radar on the side face of the obstacle vehicle.

The intelligent cooperative lane changing system starts lane changing control in the intelligent cooperative lane changing system according to the level of transverse threats suffered by the current vehicle, and comprises a steering lane changing anti-collision mode (common lane changing) and a rapid lane changing anti-collision mode (emergency lane changing), wherein the corner angle or/and the average longitudinal speed of the vehicle in the rapid lane changing anti-collision mode are/is larger than the corner angle or/and the average longitudinal speed of the vehicle in the steering lane changing anti-collision mode.

When the transverse active anti-collision control system judges that the transverse collision threat is transverse low-risk collision, a steering lane-changing anti-collision mode is started; and when the transverse active anti-collision control system judges that the transverse collision threat is transverse high-risk collision, starting a rapid lane-changing anti-collision mode.

Preferably, the intelligent cooperative lane change system further comprises a temporary line pressing arrangement mode, namely that the current vehicle is located between the current lane and the entering lane: when the road is in a congestion state, a temporary line pressing arrangement mode is adopted, namely the current vehicle sends the turn-to-lane change request queue-inserting information to the vehicle entering the lane, but at the interaction time t _m After the information of agreeing to inserting the queue is not received in the vehicle, the current vehicle sends the information of requesting to insert the queue for fast lane change to the vehicle entering the lane again, and the current vehicle sends the information of requesting to insert the queue for fast lane change to the vehicle entering the lane again at the interaction time t _m After the information of agreeing to insert the queue is not received in the current vehicle, the current vehicle starts a temporary line pressing arrangement mode. The mode ensures that the current vehicle is temporarily positioned between the current lane and the driving lane for driving, and the maintenance vehicle does not generate transverse collision in a short time.

Preferably, vertical supplementary collision avoidance system is used for the vertical collision of vehicle that the auxiliary control trades the in-process to lead to, including locomotive danger area early warning mode, the dangerous area early warning mode in rear of a vehicle, refuse the vehicle to intervene early warning mode and vertical collision avoidance control mode, wherein:

vehicle head dangerous area early warning mode: when the transverse active anti-collision control system judges that no risk exists in the transverse direction, judging whether a longitudinal collision risk exists after the barrier vehicle enters the current lane, and if the longitudinal collision risk exists in the current vehicle and the longitudinal position of the current vehicle is smaller than that of the barrier vehicle, triggering early warning of a dangerous area of a vehicle head;

and (3) a vehicle tail dangerous area early warning mode: when the transverse active anti-collision control system judges that no risk exists in the transverse direction, judging whether a longitudinal collision risk exists after the barrier vehicle drives into the current lane, and if the longitudinal collision risk exists in the current vehicle and the longitudinal position of the current vehicle is larger than that of the barrier vehicle, triggering early warning of a dangerous area at the tail of the vehicle;

refusing the vehicle to intervene in the early warning mode: the inter-vehicle information interaction system of the current lane vehicle receives the turn-to-lane-change request queue-inserting information and the rapid lane-change request queue-inserting information, starts to refuse vehicle intervention early warning when the queue-inserting agreement information is not replied, and simultaneously the lane vehicle starts to carry out longitudinal anti-collision control adjustment to provide running vehicle distance for the vehicles requesting queue-inserting; and when the distance between the vehicle driving into the current lane and the vehicle driving on the current lane is in a dangerous area, starting danger early warning by the vehicle driving on the current lane, and starting to refuse vehicle intervention early warning when the current lane can not be merged into other vehicles.

Longitudinal anti-collision control mode: when the vehicle has the early warning of the dangerous area of the head and the early warning of the dangerous area of the tail, the longitudinal auxiliary anti-collision control system utilizes the actual distance value d between the vehicles _x At a desired longitudinal distance d _x,des And calculating the wheel driving torque and the wheel braking pressure of the current vehicle by using the difference and a sliding mode control algorithm, and controlling the vehicle on the current lane not to generate rear-end collision in the longitudinal direction. The calculation formula of the spacing error is as follows:

pitch error e _x (t)＝d _x (t)-d _x,des (t)

Adopting an integral sliding mode surface and an exponential approximation law:

in order to integrate the slip-form surface,

is the exponential approach law,

due to the fact that

The expected acceleration of the vehicle is calculated as:

when x is _bar -x＞l _bar Or 0 < x _bar -x＜l _bar The method comprises the following steps:

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

in the formula, a _x,des A longitudinal desired acceleration for the vehicle; a is _x,bar Is the longitudinal acceleration of the obstacle vehicle in m/s ² (ii) a e (t) is the vehicle longitudinal spacing error in m;

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

is the second derivative of the error value of the longitudinal distance of the vehicle, and has the unit of m/s ² ；λ ₁ 、λ ₂ For sliding-mode control parameters, k ₁ 、k ₂ Is an exponential approximation coefficient; d _x,des The longitudinal expected distance between two continuous vehicles on the same lane is obtained; d is a radical of _x,des (T) is a function of the desired longitudinal spacing between two consecutive vehicles on the same lane as a function of time, T _h Time headway, v _x,bar 、v _x The longitudinal speed of the obstacle vehicle and the current lane vehicle respectively is in the unit of m/s, v _x,bar (t) is a function of longitudinal vehicle speed of the obstacle vehicle as a function of time, v (t) is a function of longitudinal vehicle speed of the vehicle in the front lane as a function of time, x _bar Respectively, the longitudinal positions l, l before the lane change of the vehicle on the current lane and the vehicle on the obstacle _bar The length of the vehicle in the current lane and the length of the vehicle in the obstacle are d _x (t) is a function of the longitudinal separation between two consecutive vehicles on the same lane as a function of time.

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

the bicycle active anti-collision mode comprises the following steps: when lane changing, steering and other transverse movement operations of the side vehicles only cause that one vehicle in the current lane is threatened by transverse collision, at the moment, the steering lane changing operation is completed according to the transverse collision threat level: when the transverse collision threat level is the transverse low-risk collision level, starting a lane switching anti-collision mode in the intelligent cooperative lane switching system to complete lane switching operation; and when the transverse collision threat level is the transverse high-risk collision level, starting a rapid lane changing anti-collision mode in the intelligent cooperative lane changing system, and completing the lane changing operation.

Two car initiative anticollision modes: when lane changing, steering and other transverse movement operations of the side vehicles only cause that two adjacent vehicles of the current lane are threatened by transverse or longitudinal collision, at the moment, the steering lane changing operation is completed according to the transverse collision threat level: and when the transverse collision threat level is a transverse low-risk collision level and a transverse high-risk collision level, correspondingly starting a steering lane changing anti-collision mode and a quick lane changing anti-collision mode in the intelligent cooperative lane changing system. When two adjacent vehicles are started simultaneously to turn to the track-changing mode, the two vehicles form a double-vehicle queue, and the two adjacent vehicles are started simultaneously in the track-changing process to form a longitudinal auxiliary anti-collision mode so that the two vehicles do not collide longitudinally.

The multi-vehicle active anti-collision mode comprises the following steps: when lane changing, steering and other transverse movement operations of the vehicles at the side cause that three or more vehicles on the current lane are threatened by transverse or longitudinal collision, the obstacle vehicles temporarily start a temporary line pressing arrangement mode in the intelligent cooperative lane changing system, simultaneously start the vehicle intervention early warning in the longitudinal auxiliary collision avoidance system, and simultaneously start longitudinal collision control in the longitudinal auxiliary collision avoidance system for all vehicles on the current lane threatened by transverse or longitudinal collision, wherein the longitudinal collision threat is judged by a longitudinal collision risk module in the longitudinal auxiliary collision avoidance system.

A longitudinal collision risk module depending on the longitudinal velocity trajectory v of the current lane vehicle and the obstacle vehicle _x (t)、v _x,bar (t), longitudinal positions x, x before the current lane vehicle and the obstacle vehicle change lanes _bar And the total length l, l of the vehicle in the current lane and the obstacle vehicle _bar Jointly determining that the longitudinal distance between the vehicle in the current lane and the obstacle vehicle is calculated according to the formula:

in the formula (d) _x Is the actual longitudinal distance between two vehicles travelling on the same lane, in meters; t is the time taken by the barrier vehicle to start steering movement to completely drive into the current lane, and the unit is second;

wherein the danger zone is that the longitudinal distance between vehicles on the same lane is smaller than the expected distance d _des In meters, indicates that two vehicles are in the collision danger zone, where d _des The calculation formula of (2) is as follows:

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 For a desired longitudinal distance, T, between two consecutive vehicles on the same lane _h Time headway, T _a For the coefficient of difference between the accelerations of two consecutive vehicles, d ₀ Is a minimum spacing, v _x,bar 、v _x The longitudinal speeds of the obstacle vehicle and the current lane vehicle are respectively in m/s; a is a _x 、a _x,bar The longitudinal acceleration of the obstacle vehicle and the current lane vehicle respectively is in m/s ² 。

Preferably, the vehicle is a three-axis six-wheel vehicle, the independent wheel-by-wire steering system is a six-wheel independent wheel-by-wire steering system, the maximum turning angles of wheels of different axles in the six-wheel independent wheel-by-wire steering system are different, the maximum turning angles of the wheels of a first axis and a third axis are the same and are larger than those of the wheels of a second axis, the six-wheel independent wheel-by-wire steering system comprises a three-axis steering mode and a two-axis steering mode, and the six-wheel independent steering system comprises a steering fault-tolerant module which is used for detecting and correcting whether the turning angles of the wheels of the same axle accord with the expected driving track of the vehicle or not and controlling the rotation of each wheel to accord with the expected driving track of the vehicle.

For example, the maximum rotation range of the second axle wheel is plus or minus 45 degrees, and the maximum rotation range of the first axle wheel and the third axle wheel is plus or minus 90 degrees. The positive and negative 45 degrees mean that the wheels rotate around an axis vertical to the horizontal ground under a vehicle body coordinate system, the positive 45 degrees are 45 degrees of left-turning angles, and the negative 45 degrees mean that the angle between the positive direction of the longitudinal axis and the positive direction of the transverse axis is 45 degrees, and the negative 45 degrees mean that the angle between the positive direction of the longitudinal axis and the negative direction of the transverse axis is 45 degrees. Similarly, the positive and negative 90 degrees mean that the wheels rotate around the shaft perpendicular to the horizontal ground under the vehicle body coordinate system, the positive 90 degrees mean that the wheels turn to the positive position of the transverse shaft, and the negative 90 degrees mean that the wheels turn to the negative position of the transverse shaft.

The steering fault-tolerant module is used for detecting whether the rotation of the wheels of the same axle accords with the expected running track of the vehicle or the normal running intention of the vehicle, if not, the wheels are forced to return to the normal operation, and the rotation angles of the wheels are fed back to the transverse active anti-collision control system: the method comprises the steps that normal vehicle driving intentions and abnormal vehicle driving intentions are determined, when a vehicle runs according to a given wheel corner, the mechanical structure of the vehicle cannot be seriously damaged, and when a first shaft right wheel rotates rightwards, but a first shaft left wheel rotates leftwards, the abnormal vehicle driving intentions are determined; and when the third shaft right wheel rotates leftwards, but the third shaft left wheel rotates rightwards, the abnormal vehicle driving intention is judged.

Preferably, the vehicle further comprises a six-wheel independent wire control suspension system, the first shaft at the front end and the third shaft at the tail end are full-active suspensions actively adjusted and controlled by a shock absorber, the suspensions of the second shafts are active air suspensions, and when the collision threat level is a transverse high-risk level, the second shaft suspensions control the wheels to be quickly lifted according to the collision threat level fed back by the transverse active anti-collision control system. The six wheels are all provided with active suspensions, the suspension is guaranteed to be in a shock absorption state with the optimal rigidity and damping characteristics when the suspension works according to the motion state of the current vehicle and the road environment condition, the second shaft suspension can lift the wheels quickly, namely, the six-wheel running mode and the four-wheel running mode are switched, and the six-wheel independent line control suspension system conducts prejudgment according to road information acquired by the vehicle information acquisition and interaction system, so that the suspension shock absorbers are actively adjusted.

When the collision threat level is transverse high-risk collision, the suspension of the second shaft controls the lifting of wheels, the six-wheel running mode of the vehicle is switched into a four-wheel running mode, and when the vehicle is in the six-wheel running mode, the steering mode is a three-shaft steering mode; when the vehicle is in the four-wheel running mode, the steering mode is the double-shaft steering mode.

When the transverse active anti-collision control system of the current lane vehicle judges that the vehicle is threatened by transverse low-risk collision, the vehicle starts a steering lane-changing anti-collision mode, the vehicle starts a three-axis steering mode (the second shaft wheels are not in a lifting state, all the three-axis wheels can rotate and participate in steering driving), the suspensions of three axles are all in a state of supporting the working state of the vehicle body, and all six wheels can rotate, under the steering lane-changing anti-collision mode, the current vehicle sends common lane-changing request queue-inserting information to the driven vehicle, and when the queue-inserting information is received, the vehicle executes steering or lane-changing operation.

When the horizontal initiative collision avoidance control system of current lane vehicle judges to receive horizontal high risk collision threat, the vehicle starts the quick crashproof mode of changing lanes, the vehicle starts the biax mode of turning to (the suspension control second shaft wheel of second shaft is in the lifting state, only first axle and third axle wheel participate in the turn to travel), second axle suspension control wheel is in the lifting state, and driving motor and steering controller are out of work, under the quick crashproof mode of changing lanes, current vehicle sends urgent lane change request queue insertion information to the vehicle that enters the lane, when receiving and agreeing to queue insertion information, the vehicle execution turns to or trades the lane operation, under the biax mode of turning to, directly change lanes with the fixed corner of first axle and third axle wheel, its corner computational formula is:

where δ is the first axis andthe angle value of the fixed corner of the third axle wheel is in degrees; d _x The longitudinal distance traveled by the vehicle from the beginning of lane change to the completion of lane change; d _x,com The average longitudinal distance of the vehicles entering the lane is m; v. of _x,com The average longitudinal speed of the vehicle which is about to enter the lane is m/s; w is the lane width in m.

Preferably, the first axle and the third axle of six rounds of independent drive-by-wire suspension systems are according to the information that vehicle information gathers and interactive system gathered, the first axle adopts full initiative suspension with the third axle, hydraulic shock absorber is by the initiative energy supply of energy supply component, according to the direction of travel the place ahead ground arch of the solid state laser radar that the front portion of the vehicle head carried on in vehicle information gathering and interactive system gathered, sunken and the low barrier information in road surface, the suspension bumper shock absorber carries out initiative regulation, suspension bumper shock absorber controller control force computational formula is:

Y＝CX+DU

wherein,

wherein,

in the formula, m _s Is sprung mass, m _u Is an unsprung mass, k _s To the suspension spring rate, k _u For equivalent stiffness of the tire, c _s Damping coefficient of damper, c _u Is the equivalent damping coefficient, x, of the tire _s Is the vertical displacement of the vehicle body, x _u For vertical displacement of the wheel, h _n 、

The height change rates of the front bulges, the front depressions and the short obstacles of the road, which are respectively collected by a solid laser radar carried at the front part of the vehicle head in the vehicle information collection and interaction system, are respectively m and m/s; f is the control force of the suspension shock absorber controller, and the unit is N; g is gravity acceleration with the unit of m/s ² (ii) a A is a system state matrix, B is an input matrix, C is an output matrix, and D is a direct transfer matrix; x is a state vector, U is an input vector,

Is the first derivative of the state vector,

Is the first derivative of the vertical displacement of the car body,

Is the second derivative of the vertical displacement of the vehicle body,

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

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

The invention discloses a transverse active anti-collision control system based on a drive-by-wire chassis, which aims to solve the lateral safety problem of a vehicle during driving, and comprises the steps of collecting information of the surrounding environment and an obstacle by using an intelligent sensor, transmitting the information to the transverse active anti-collision control system of the drive-by-wire chassis, carrying out analysis and calculation, calculating the number of vehicles threatened by transverse collision of the obstacle, starting an intelligent cooperative lane changing system to carry out lane changing or steering operation to avoid the obstacle, monitoring whether the obstacle vehicle can cause longitudinal rear-end collision or not in real time, starting a longitudinal auxiliary anti-collision system, controlling six-wheel independent drive-by-wire steering of the drive-by-wire chassis and the execution action of an actuator of a six-wheel independent drive-by-wire suspension system, and finally realizing transverse active anti-collision of the vehicle and ensuring the transverse safety and stability of the vehicle.

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

a) The vehicle information acquisition and interaction system acquires the motion state information of the obstacle vehicles around the vehicle, and judges the transverse collision threat level: when the situation that no risk exists in the transverse direction is judged, the lane changing operation is not required to be executed; when the vehicle is judged to be in a transverse low-risk collision, transmitting lane-changing steering request queue-inserting information to the vehicle entering the lane, and entering the step B); when the vehicle is judged to be in transverse high-risk collision, sending fast lane change request queue insertion information to vehicles entering a lane, and entering the step C);

b) At interaction time t _m Whether the inner vehicle receives the information of agreeing to insert a team or not, if so, the vehicle executes a three-axis steering mode and a steering lane-changing anti-collision mode in the intelligent cooperative lane-changing system; if not, sending fast lane change request queue-inserting information to the vehicles entering the lane, and entering the step C);

c) At interaction time t _m Whether the inner vehicle receives the queue insertion agreeing information or not, and if so, the vehicle executes double-shaft operationA steering mode and a quick lane change anti-collision mode in the intelligent cooperative lane change system; if not, entering step D);

d) And the vehicle executes a temporary line pressing arrangement mode in the intelligent cooperative lane changing system.

1. The transverse active anti-collision control system provided by the invention can be used for more accurately analyzing different collision threat influences of road vehicles in different situations according to different collision scenes, setting different steering modes, various transverse anti-collision systems and anti-collision modes according to different numbers of wheels participating in vehicle steering motion, and more accurately executing the wire-controlled chassis operation of transverse anti-collision.

2. According to the six-wheel independent steer-by-wire system and the six-wheel independent suspension-by-wire system, six wheels are independent, so that the drive-by-wire chassis system can accurately distribute the action of each wheel, and the actual running track of the drive-by-wire chassis system can better accord with the expected running track. The independent wire control suspension frame controls the wheels of the second shaft to be in a lifting state and not to be in contact with the ground, and therefore transverse anti-collision control is completed under steering working conditions of different angles and speeds.

3. The invention combines the main transverse anti-collision control and the auxiliary longitudinal anti-collision control, so that transverse movements such as lane changing or steering and the like can occur in the process of realizing transverse collision avoidance of the vehicle, the problem that the longitudinal distance between the vehicle and other vehicles is reduced in the process of entering other lanes can be caused, and the occurrence of the longitudinal collision phenomenon in the transverse collision avoidance process can be effectively avoided.

4. According to the invention, the transverse active anti-collision of the three-axis six-wheel vehicle is realized by utilizing data acquisition and information interaction of an intelligent sensor, a steer-by-wire and suspension-by-wire system, longitudinal auxiliary anti-collision control and a cooperative lane-changing strategy, so that the transverse safety and stability of the vehicle during driving are ensured.

The above description is only a preferred embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.

Claims (7)

1. The utility model provides a control system based on horizontal initiative anticollision, includes vehicle information acquisition and interactive system, vehicle information acquisition and interactive system includes vehicle and driving environment information acquisition system and vehicle information interactive system:

the vehicle and running environment information acquisition system acquires the motion state information of the vehicle and the external driving environment and barrier information;

the inter-vehicle information interaction system is used for transmitting and receiving mutual motion state information between running vehicles;

the intelligent cooperative lane changing system is characterized by further comprising a transverse active anti-collision control system, a longitudinal auxiliary anti-collision system, an intelligent cooperative lane changing system and a wheel independent steer-by-wire system:

the longitudinal auxiliary anti-collision system is used for assisting in controlling lane change or steering to avoid longitudinal collision of the vehicle;

the intelligent cooperative lane changing system is used for coordinating vehicles threatened by transverse collision to execute lane changing operation;

the wheel independent steer-by-wire system is used for controlling steering operation of each wheel of the vehicle;

the transverse active anti-collision control system judges whether the vehicle has transverse collision threat or not according to the information acquired by the vehicle information acquisition and interaction system, controls whether the intelligent cooperative lane changing system is started to change lanes or turn to avoid obstacles or not, and simultaneously starts the longitudinal auxiliary anti-collision system in the lane changing or turning process;

the lateral active collision avoidance control system classifies the lateral collision threat of the vehicle into three classes: respectively a lateral no-risk, lateral low-risk collision and lateral high-risk collision;

the intelligent cooperative lane changing system comprises a steering lane changing anti-collision mode and a rapid lane changing anti-collision mode, wherein the corner angle or/and the average longitudinal speed of the vehicle in the rapid lane changing anti-collision mode are/is greater than the corner angle or/and the average longitudinal speed of the vehicle in the steering lane changing anti-collision mode;

when the transverse active anti-collision control system judges that the transverse collision threat is transverse low-risk collision, a lane-changing anti-collision mode is started;

when the transverse active anti-collision control system judges that the transverse collision threat is transverse high-risk collision, starting a rapid lane-changing anti-collision mode;

the intelligent cooperative lane changing system further comprises a temporary line pressing arrangement mode, namely that the current vehicle is positioned between the current lane and the driving-in lane:

the current vehicle sends the turn-to-lane request queue-inserting information to the vehicle entering the lane, but at the interaction time t _m After the information of agreeing to inserting the queue is not received in the vehicle, the current vehicle sends the information of requesting to insert the queue for fast lane change to the vehicle entering the lane again, and the current vehicle sends the information of requesting to insert the queue for fast lane change to the vehicle entering the lane again at the interaction time t _m After the information of agreeing to insert a team is not received, starting a temporary line pressing arrangement mode by the current vehicle;

the longitudinal auxiliary collision avoidance system comprises a vehicle head dangerous area early warning mode, a vehicle tail dangerous area early warning mode, a vehicle intervention rejection early warning mode and a longitudinal collision avoidance control mode:

vehicle head dangerous area early warning mode: when the transverse active anti-collision control system judges that no risk exists in the transverse direction, judging whether a longitudinal collision risk exists after the barrier vehicle drives into the current lane, and if the longitudinal collision risk exists in the current vehicle and the longitudinal position of the current vehicle is smaller than that of the barrier vehicle, triggering early warning of a dangerous area of a vehicle head;

and (3) a vehicle tail dangerous area early warning mode: when the transverse active anti-collision control system judges that no risk exists in the transverse direction, judging whether a longitudinal collision risk exists after the barrier vehicle drives into the current lane, and if the longitudinal collision risk exists in the current vehicle and the longitudinal position of the current vehicle is larger than that of the barrier vehicle, triggering early warning of a dangerous area at the tail of the vehicle;

refusing the vehicle to intervene in the early warning mode: the inter-vehicle information interaction system of the current lane vehicle receives the turn-to-lane-change request queue-inserting information and the rapid lane-change request queue-inserting information, starts to refuse vehicle intervention early warning when the queue-inserting agreement information is not replied, and simultaneously the lane vehicle starts to carry out longitudinal anti-collision control adjustment to provide running vehicle distance for the vehicles requesting queue-inserting;

longitudinal anti-collision control mode: when the vehicle is presentWhen the dangerous area of the head of the vehicle is early-warned and the dangerous area of the tail of the vehicle is early-warned, the longitudinal auxiliary anti-collision system utilizes the actual distance value d between the vehicles _x At a desired longitudinal distance d _x,des And calculating the wheel driving torque and the wheel braking pressure of the current vehicle by using the difference and a sliding mode control algorithm, and controlling the vehicle on the current lane not to generate rear-end collision in the longitudinal direction.

2. The lateral active collision avoidance-based control system of claim 1, wherein the lateral active collision avoidance control system comprises a single vehicle active collision avoidance mode, a dual vehicle active collision avoidance mode, and a multiple vehicle active collision avoidance mode:

the bicycle active anti-collision mode comprises the following steps: when lane changing, steering and other transverse movement operations of the side vehicles only cause that one vehicle in the current lane is threatened by transverse collision, finishing the steering lane changing operation according to the transverse collision threat level;

the double-vehicle active anti-collision mode comprises the following steps: when lane changing, steering and other transverse movement operations of the side vehicles only cause that two adjacent vehicles on the current lane are threatened by transverse or longitudinal collision, at the moment, the steering lane changing operation is completed according to the transverse collision threat level; when two adjacent vehicles simultaneously start a steering track-changing mode, the two vehicles form a double-vehicle queue, and the two adjacent vehicles simultaneously start a longitudinal auxiliary anti-collision mode in the track-changing process;

the multi-vehicle active anti-collision mode comprises the following steps: when lane changing, steering and other transverse movement operations of the vehicles at the side cause that three or more vehicles on the current lane are threatened by transverse or longitudinal collision, the obstacle vehicles start a temporary line pressing arrangement mode in the intelligent cooperative lane changing system, simultaneously start the early warning of vehicle intervention refusal in the longitudinal auxiliary collision avoidance system, and simultaneously start longitudinal collision avoidance control in the longitudinal auxiliary collision avoidance system for all vehicles on the current lane threatened by transverse or longitudinal collision.

3. The control system based on lateral active collision avoidance according to any one of claims 1-2, wherein the vehicle is a three-axis six-wheel vehicle, the wheel-independent steer-by-wire system is a six-wheel independent steer-by-wire system, the six-wheel independent steer-by-wire system comprises a steering fault-tolerant module: and the steering fault-tolerant module controls the rotation of each wheel to accord with the expected running track of the vehicle.

4. The control system based on the transverse active collision avoidance according to claim 3, characterized by further comprising a six-wheel independent wire control suspension system, wherein the first shaft at the front end and the third shaft at the tail end are all active suspensions for active adjustment control of the shock absorber, and the suspension of the second shaft is an active air suspension:

when the collision threat level is transverse high-risk collision, the suspension of the second shaft controls and lifts the wheels, the six-wheel running mode of the vehicle is switched into a four-wheel running mode, and when the vehicle is in the six-wheel running mode, the steering mode is a three-shaft steering mode; when the vehicle is in the four-wheel running mode, the steering mode is the double-shaft steering mode.

5. The control system based on the transverse active collision avoidance as claimed in claim 4, wherein the first shaft and the third shaft of the six-wheel independent wire control suspension system are actively adjusted according to the information collected by the vehicle information collection and interaction system, and the calculation formula of the control force of the suspension shock absorber controller is as follows:

Y＝CX+DU

wherein,

wherein,

in the formula, m _s Is sprung mass, m _u Is an unsprung mass, k _s To the suspension spring rate, k _u For equivalent stiffness of the tire, c _s Damping coefficient of damper, c _u Is the equivalent damping coefficient, x, of the tire _s Is the vertical displacement of the vehicle body, x _u For vertical displacement of the wheel, h _n 、

The height change rates of the front bulges, the front depressions and the short obstacles of the road, which are respectively collected by a solid laser radar carried at the front part of the vehicle head in the vehicle information collection and interaction system, are respectively m and m/s; f is the control force of the suspension shock absorber controller, and the unit is N; g is the acceleration of gravity in m/s ² (ii) a A is a system state matrix, B is an input matrix, C is an output matrix, and D is a direct transfer matrix; x is a state vector, U is an input vector,

Is the first derivative of the state vector,

Is the first derivative of the vertical displacement of the car body,

Is the second derivative of the vertical displacement of the car body,

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

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

6. The transverse active collision avoidance-based control system according to claim 4, wherein the transverse active collision avoidance control system ranks the transverse collision threat of the vehicle according to the longitudinal vehicle speed, the transverse vehicle speed, and the transverse spacing from the dynamic barrier of the vehicle:

when in use

When the current vehicle is in the lateral risk-free level, determining that the current vehicle is in the lateral risk-free level;

when in use

Judging that the current vehicle is at a transverse low-risk collision grade;

when in use

Judging that the current vehicle is at a transverse high-risk collision grade; in the formula, k _y As a lateral vehicle speed influence factor, k _x As longitudinal vehicle speed influence factor, k _h Is a transverse relative distance influence factor, v _y,bar Is the lateral speed, v, of the obstacle vehicle _x,bar 、v _x The longitudinal speeds of the obstacle vehicle and the current lane vehicle are respectively in m/s; g _saf To a risk-free threshold, G _eme A high risk threshold; longitudinal position x of vehicle when obstacle _bar Greater than the longitudinal position of the vehicle in the current lane, h ₁ The minimum horizontal distance h between the vertical direction of the A column of the vehicle on the current lane and the side surface of the obstacle vehicle, which is detected by a solid laser radar on the side surface of the obstacle vehicle ₂ The minimum horizontal distance between the vertical direction of the current vehicle side solid state laser radar installation position and the side of the obstacle vehicle, which is detected by the current lane vehicle side solid state laser radar; longitudinal position x of vehicle when obstacle _bar Less than the longitudinal position of the vehicle in the current lane, h ₁ The minimum horizontal distance h between the vertical direction of the A column of the obstacle vehicle and the side surface of the vehicle on the current lane, which is detected by a solid state laser radar on the side surface of the vehicle on the current lane ₂ The minimum horizontal distance between the vertical direction of the installation position of the solid state laser radar on the side face of the obstacle vehicle and the side face of the current lane vehicle is detected by the solid state laser radar on the side face of the obstacle vehicle.

7. A control method based on lateral active collision avoidance, characterized in that the control method based on lateral active collision avoidance according to any one of the preceding claims 1 to 6 is adopted for control, and comprises the following steps:

a) The vehicle information acquisition and interaction system acquires the motion state information of the obstacle vehicles around the vehicle, and judges the transverse collision threat level: when the situation that no risk exists in the transverse direction is judged, the lane changing operation is not required to be executed; when the vehicle is judged to be in a transverse low-risk collision, transmitting lane-changing steering request queue-inserting information to the vehicle entering the lane, and entering the step B); when the vehicle is judged to be in transverse high-risk collision, sending fast lane change request queue insertion information to vehicles entering a lane, and entering the step C);

b) At the time of interaction t _m Whether the inner vehicle receives the information of agreeing to cut in a team or not, if so, the vehicle executes a three-axis steering mode and an intelligent cooperative lane-changing systemThe steering lane-changing anti-collision mode is adopted; if not, sending fast lane change request queue-inserting information to the vehicles entering the lane, and entering the step C);

c) At the time of interaction t _m Whether the inner vehicle receives the information of agreeing to insert a team or not, if so, the vehicle executes a double-shaft steering mode and a quick lane change anti-collision mode in the intelligent cooperative lane change system; if not, entering step D);

d) And the vehicle executes a temporary line pressing arrangement mode in the intelligent cooperative lane changing system.

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