A two-wheeled vehicle obstacle avoidance method based on a cooperative control system

Abstract

The application discloses a two-wheeled vehicle obstacle avoidance and bypassing method based on a cooperative control system, and belongs to the technical field of vehicle obstacle avoidance and bypassing, which comprises collecting obstacle information in a vehicle driving environment and running state data of the vehicle itself. The application realizes accurate collection and verification of the obstacle information and the vehicle state data by constructing a cooperative control system, realizes smooth switching of the control mode through scientific determination of the obstacle avoidance trigger condition, uniformly schedules the steering and driving and implements posture stability constraints, responds to stability risks in combination with an auxiliary support executing mechanism, gradually returns to the normal control after obstacle avoidance is completed, and simultaneously realizes parameter self-adaptive updating and adaptation to different working conditions, so as to comprehensively improve the reliability of the two-wheeled vehicle obstacle avoidance and bypassing, reduce the safety hazards in the obstacle avoidance process, and optimize the vehicle driving experience.

Description

Technical Field

[0001] This invention belongs to the field of vehicle obstacle avoidance and detour technology, specifically referring to a two-wheeled vehicle obstacle avoidance and detour method based on a cooperative control system. Background Technology

[0002] With the acceleration of urbanization and the popularization of green travel concepts, electric two-wheelers, intelligent two-wheeled vehicles, and other two-wheeled vehicles have become important means of transportation for urban commuting and short-distance travel due to their advantages of flexibility, convenience, small space occupation, and low travel costs. Intelligentization and automation have also gradually become the core directions of two-wheeled vehicle technology development.

[0003] However, existing obstacle avoidance methods for two-wheeled vehicles still have certain shortcomings. In the existing technology, the cooperative control system lacks real-time and accurate monitoring of vehicle attitude changes during obstacle avoidance, and has not established an effective stability risk prediction and rapid response mechanism. When the vehicle attitude becomes abnormal, it cannot adjust the steering, drive and other related control parameters in a timely manner, making it difficult to suppress further attitude imbalance and resulting in a lag in stability risk response. At the same time, most of these methods do not have vehicle auxiliary support actuators. Even if some are equipped with such actuators, there is a problem of insufficient coordination between auxiliary support and attitude control. It is impossible to achieve dynamic matching between the auxiliary support action and the degree of vehicle attitude imbalance, which easily leads to over-support or under-support. It is difficult to effectively alleviate vehicle attitude imbalance and cannot compensate for the deficiencies in steering and drive control. In scenarios prone to instability, such as large steering and complex road surfaces, the risk of vehicle tipping over and skidding is high, which can easily lead to obstacle avoidance failure or even safety accidents, seriously affecting the safety and reliability of the obstacle avoidance process. Therefore, a two-wheeled vehicle obstacle avoidance method based on a cooperative control system is proposed. Summary of the Invention

[0004] The purpose of this invention is to provide a two-wheeled vehicle obstacle avoidance and detour method based on a cooperative control system, so as to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a two-wheeled vehicle obstacle avoidance and detour method based on a cooperative control system, comprising the following steps: S1. Collect information on obstacles in the vehicle's driving environment and the vehicle's own operating status data; S2. The cooperative control system determines the obstacle avoidance triggering conditions based on the obstacle information and vehicle operating status data. When the obstacle avoidance triggering conditions are met, the vehicle control mode is switched to the obstacle avoidance and detour cooperative control mode. S3. In the obstacle avoidance and detour cooperative control mode, the cooperative control system performs unified scheduling of vehicle steering control and drive control, and implements stable constraints on steering angle and drive output based on real-time vehicle attitude. S4. The cooperative control system monitors vehicle attitude changes in real time. When it determines that there is a stability risk in the obstacle avoidance process, it prioritizes the implementation of the stability control strategy and triggers the vehicle's auxiliary support actuators to participate in attitude stabilization. S5. After the vehicle completes obstacle avoidance and meets the stable return conditions, the cooperative control system deactivates the obstacle avoidance cooperative control mode, gradually restores the vehicle's normal driving control state, and retracts the auxiliary support actuator.

[0006] Preferably, the obstacle information includes at least the obstacle's location, relative distance to the vehicle, outline features, and movement trend; The vehicle operating status data includes at least the attitude data, wheel speed data, vehicle speed, steering angle, and attitude change rate collected by the inertial measurement unit. The frequency of collecting obstacle information and vehicle operation status data is not less than a preset threshold, and the validity of the data is verified after collection to remove invalid or abnormal data.

[0007] Preferably, the obstacle avoidance triggering conditions include the risk of the vehicle's normal driving path intersecting with the obstacle, and the relative distance between the vehicle and the obstacle entering a preset warning range; When an obstacle has a tendency to move, the obstacle avoidance triggering condition is also determined by combining the obstacle's direction of movement and speed. The process of switching the vehicle control mode to the obstacle avoidance and detour cooperative control mode is executed according to the preset smoothing function. After the switch, some normal driving control parameters are locked, and control commands related to obstacle avoidance and vehicle stability are executed first.

[0008] Preferably, in the obstacle avoidance and detour cooperative control mode, the adjustment of the vehicle steering angle is based on the constraints of the vehicle's real-time attitude parameters and attitude change rate. When adjusting the steering angle would cause the vehicle's posture to deviate from the preset safe range, the cooperative control system dynamically limits the maximum adjustment range and rate of change of the steering angle to suppress the risk of instability caused by large steering.

[0009] Preferably, the vehicle drive output includes drive torque and vehicle speed; During obstacle avoidance and detour, the cooperative control system dynamically constrains the allowable range of drive output based on the vehicle's real-time attitude, steering angle adjustment range, and detour path planning. The adjustment process of the drive output is performed according to a preset smoothing strategy to avoid attitude instability caused by sudden changes in the drive.

[0010] Preferably, the determination of large vehicle attitude changes is based on the situation where the change range and attitude change rate of the vehicle attitude parameters continuously exceed the preset safety range; The judgment process uses attitude data from multiple consecutive sampling periods for comprehensive judgment to eliminate the impact of instantaneous anomalies caused by sensor noise.

[0011] Preferably, when a large change in vehicle attitude is detected, the cooperative control system controls the auxiliary support actuator to perform a temporary support action; The extension range and contact force of the auxiliary support actuator are dynamically matched with the degree of vehicle posture imbalance and adjusted synchronously with the posture change.

[0012] Preferably, the steering angle attitude constraint control and the drive output stability control are coordinated and linked. Before adjusting the steering angle, the cooperative control system first matches the corresponding drive output constraint range, so that the steering control command and the drive control command are issued and executed synchronously, forming a steering-drive cooperative stable control logic.

[0013] Preferably, the criteria for determining whether a vehicle has completed obstacle avoidance include the vehicle leaving the area affected by the obstacle, the planned driving path returning to the normal driving path, and the vehicle's attitude parameters returning to the preset safe range and remaining stable. The release of the obstacle avoidance and detour cooperative control mode and the release of various control constraints are carried out step by step according to the preset gradient; The retraction process of the auxiliary support actuator is matched with the vehicle's attitude stability. The vehicle attitude is continuously monitored during the retraction process. If the attitude becomes abnormal again, the retraction is paused and the support force is readjusted.

[0014] Preferably, it also includes a parameter adaptive update step. The cooperative control system updates the obstacle avoidance trigger threshold, steering attitude constraint parameters, drive output stabilization strategy parameters and auxiliary support trigger parameters periodically or when the vehicle operating conditions change, based on the environmental information, vehicle operation data, steering and drive control feedback data and auxiliary support execution data collected throughout the obstacle avoidance and detour process, so as to adapt to different road conditions and changes in vehicle status.

[0015] Compared with the prior art, the beneficial effects of the present invention are: 1. To address the problems of steering and drive control disconnection, poor posture stability, untimely obstacle avoidance response, insufficient auxiliary support coordination, and inability to adapt to complex working conditions in existing two-wheeled vehicles, which easily lead to instability, incomplete obstacle avoidance, or switching jerks, this invention aims to improve the safety, stability, coordination, and adaptability of two-wheeled vehicles in obstacle avoidance. This invention constructs a collaborative control system to accurately collect and verify obstacle information and vehicle status data. Through scientific determination of obstacle avoidance trigger conditions, it achieves smooth switching of control modes, uniformly schedules steering and drive, and implements posture stability constraints. Combined with auxiliary support actuators, it addresses stability risks and gradually returns to normal control after obstacle avoidance. Simultaneously, through adaptive parameter updates to adapt to different working conditions, it comprehensively improves the reliability of two-wheeled vehicles in obstacle avoidance, reduces safety hazards during obstacle avoidance, and optimizes the vehicle driving experience. 2. This invention determines obstacle avoidance trigger conditions based on collected obstacle information and vehicle operating status data, and smoothly switches to obstacle avoidance and detour cooperative control mode when the conditions are met, significantly improving the coordination and smoothness of obstacle avoidance control. It clarifies the core criteria for determining obstacle avoidance trigger conditions, considering both the intersection risk and relative distance between the normal driving path and obstacles, as well as the obstacle's movement direction and speed, ensuring precise timing of obstacle avoidance triggers. This avoids premature triggering that affects driving efficiency and delayed triggering that results in untimely obstacle avoidance. Simultaneously, the control mode switching follows a preset smoothing function, effectively mitigating the jarring feeling during switching and reducing instantaneous fluctuations in vehicle attitude. Furthermore, after switching, some normal driving control parameters are locked, prioritizing the execution of control commands related to obstacle avoidance and vehicle stability, ensuring clear control priorities during obstacle avoidance, avoiding conflicts between multiple control targets, and further improving the reliability and stability of obstacle avoidance control. 3. This invention significantly improves vehicle attitude stability and control coordination during obstacle avoidance by unifying the scheduling of vehicle steering and drive control through a collaborative control system in an obstacle avoidance and detour cooperative control mode, and implementing stable constraints on steering angle and drive output based on real-time vehicle attitude. The unified scheduling of steering and drive through the collaborative control system ensures that steering adjustments match drive output. By using real-time vehicle attitude as a constraint, stable constraints are applied to steering angle and drive output, which can suppress control adjustments that may lead to vehicle instability in real time. When steering angle adjustments may cause the attitude to deviate from the safe range, the maximum adjustment range and rate of change of the steering angle are dynamically limited, effectively avoiding the risk of instability caused by large steering movements, ensuring that the vehicle maintains a stable attitude throughout the obstacle avoidance and detour process, and improving the safety and smoothness of the obstacle avoidance process. 4. This invention monitors vehicle attitude changes in real time through a collaborative control system. When a stability risk is detected during obstacle avoidance, a stability control strategy is prioritized, and the vehicle's auxiliary support actuator is triggered to participate in attitude stabilization, further improving the safety and reliability of the obstacle avoidance process. The collaborative control system monitors vehicle attitude changes in real time, enabling timely detection of potential stability risks during obstacle avoidance. By prioritizing the execution of the stability control strategy, steering and drive parameters are quickly adjusted to suppress further attitude imbalance, providing the first line of defense for vehicle stability. Simultaneously, triggering the auxiliary support actuator to participate in attitude stabilization provides temporary support to further assist the vehicle in maintaining balance, compensating for deficiencies in steering and drive control. Especially in scenarios prone to instability, such as sharp turns or complex road surfaces, it effectively reduces the risk of vehicle tipping or skidding. The dynamic matching of the auxiliary support actuator's actions with the degree of vehicle attitude imbalance avoids over-support or under-support, ensuring the effectiveness of the auxiliary support and further improving attitude stability during obstacle avoidance. Attached Figure Description

[0016] Figure 1 The present invention describes the operation flow of a two-wheeled vehicle obstacle avoidance and detour method based on a cooperative control system. Figure 1 ; Figure 2 The present invention describes the operation flow of a two-wheeled vehicle obstacle avoidance and detour method based on a cooperative control system. Figure 2 ; Figure 3 The present invention describes the operation flow of a two-wheeled vehicle obstacle avoidance and detour method based on a cooperative control system. Figure 3 ; Figure 4 The present invention describes the operation flow of a two-wheeled vehicle obstacle avoidance and detour method based on a cooperative control system. Figure 4 . Detailed Implementation

[0017] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] Example Please see Figures 1-4 As shown, the present invention provides a technical solution comprising the following steps: S1. Collect information on obstacles in the vehicle's driving environment and the vehicle's own operating status data; S2. The cooperative control system determines the obstacle avoidance triggering conditions based on the obstacle information and vehicle operating status data. When the obstacle avoidance triggering conditions are met, the vehicle control mode is switched to the obstacle avoidance and detour cooperative control mode. S3. In the obstacle avoidance and detour cooperative control mode, the cooperative control system performs unified scheduling of vehicle steering control and drive control, and implements stable constraints on steering angle and drive output based on real-time vehicle attitude. S4. The cooperative control system monitors vehicle attitude changes in real time. When it determines that there is a stability risk in the obstacle avoidance process, it prioritizes the implementation of the stability control strategy and triggers the vehicle's auxiliary support actuators to participate in attitude stabilization. S5. After the vehicle completes obstacle avoidance and meets the stable return conditions, the cooperative control system deactivates the obstacle avoidance cooperative control mode, gradually restores the vehicle's normal driving control state, and retracts the auxiliary support actuator.

[0019] In this embodiment, the obstacle information includes at least the obstacle's position, relative distance to the vehicle, outline features, and movement trend; The vehicle operating status data includes at least the attitude data, wheel speed data, vehicle speed, steering angle, and attitude change rate collected by the inertial measurement unit. The frequency of collecting obstacle information and vehicle operation status data is not less than a preset threshold, and the validity of the data is verified after collection to remove invalid or abnormal data.

[0020] The location of obstacles is captured by environmental perception sensors, accurately reflecting their specific position within the vehicle's coordinate system. Contour features distinguish obstacle types and their occupied space, providing a basis for detour path planning. Motion trends are predicted using continuously collected obstacle position data, determining whether an obstacle is stationary or moving, and the direction of motion changes in a moving state. The attitude data collected by the inertial measurement unit covers core parameters such as vehicle tilt and pitch angles. Wheel speed data is collected separately for the left and right wheels. The attitude change rate captures instantaneous changes in vehicle attitude, providing real-time feedback for stable control. Data validity verification employs preset verification rules to judge the range and amplitude of collected data. Data exceeding reasonable ranges or exhibiting abnormal amplitudes is deemed invalid or abnormal. Furthermore, data filtering further reduces the interference of data fluctuations on subsequent control logic, ensuring the continuity and reliability of data input to the collaborative control system.

[0021] In this embodiment, the obstacle avoidance triggering conditions include the risk of the vehicle's normal driving path intersecting with the obstacle, and the relative distance between the vehicle and the obstacle entering a preset warning range; When an obstacle has a tendency to move, the obstacle avoidance triggering condition is also determined by combining the obstacle's direction of movement and speed. The process of switching the vehicle control mode to the obstacle avoidance and detour cooperative control mode is executed according to the preset smoothing function. After the switch, some normal driving control parameters are locked, and control commands related to obstacle avoidance and vehicle stability are executed first.

[0022] The vehicle's normal driving path is predicted using parameters such as the vehicle's current direction and speed, and then overlaid with the obstacle's position and outline features. If there is an overlap, a risk of intersection is identified. The preset warning range dynamically adapts to the vehicle's speed, with different warning distances corresponding to different speeds, ensuring the vehicle has sufficient time to prepare for obstacle avoidance. When an obstacle is moving, its direction of movement is used to determine whether it will approach the vehicle's path, and the estimated time of encounter is calculated based on its speed. If the estimated time is less than the preset safe time, obstacle avoidance is triggered. A preset smoothing function is used to achieve a smooth transition between control modes, avoiding abrupt changes in control commands during mode switching and reducing vehicle attitude fluctuations. Locked normal driving control parameters are those unrelated to obstacle avoidance control. Locking these parameters prevents conflicts between normal control logic and obstacle avoidance control logic, ensuring that obstacle avoidance and stability-related control commands are executed quickly and accurately.

[0023] In this embodiment, under the obstacle avoidance and detour cooperative control mode, the adjustment of the vehicle steering angle is based on the constraints of the vehicle's real-time attitude parameters and attitude change rate. When adjusting the steering angle would cause the vehicle's posture to deviate from the preset safe range, the cooperative control system dynamically limits the maximum adjustment range and rate of change of the steering angle to suppress the risk of instability caused by large steering.

[0024] Real-time vehicle attitude parameters and attitude change rate are transmitted to the cooperative control system in real time. As the core constraint indicators for steering angle control, the cooperative control system determines the vehicle's current stability state based on the attitude parameters and predicts the trend of vehicle attitude change after steering angle adjustment based on the attitude change rate. A preset safe range is the range of attitude parameters within which the vehicle can maintain stable driving. When the cooperative control system predicts that the vehicle attitude parameters will exceed this safe range after steering angle adjustment, a dynamic limiting mechanism is immediately activated. The maximum steering angle adjustment range is flexibly adjusted according to the vehicle's real-time attitude; the closer the attitude is to the safe range boundary, the stricter the adjustment range restriction. The limitation on the steering angle change rate is used to avoid overly abrupt steering actions, ensure a smooth steering process, reduce the impact of steering actions on vehicle attitude, and fundamentally suppress the risks of roll, imbalance, and other instability that may be caused by large steering movements.

[0025] In this embodiment, the vehicle drive output includes drive torque and vehicle speed; During obstacle avoidance and detour, the cooperative control system dynamically constrains the allowable range of drive output based on the vehicle's real-time attitude, steering angle adjustment range, and detour path planning. The adjustment process of the drive output is performed according to a preset smoothing strategy to avoid attitude instability caused by sudden changes in the drive.

[0026] Drive torque controls the vehicle's power output, directly affecting its acceleration and deceleration performance. Vehicle speed is precisely controlled by adjusting drive torque, ensuring speed and steering are matched during maneuvers. The cooperative control system assesses stability based on real-time vehicle posture. If the vehicle's posture approaches instability, the allowable range of drive output is reduced to prevent excessive power output from exacerbating posture imbalance. The drive output's adaptation range is determined based on the steering angle adjustment; a larger steering angle adjustment appropriately reduces drive output to minimize centrifugal force during steering. The system also plans the drive output adjustment trend based on parameters such as the length and curvature of the maneuver path, ensuring smooth passage. The preset smoothing strategy uses a gradual adjustment method, with changes in drive output transitioning gradually at a preset rate to avoid sudden increases or decreases in drive torque or speed, preventing abrupt changes in drive torque from impacting vehicle posture and ensuring vehicle stability during maneuvers.

[0027] In this embodiment, the determination of large vehicle attitude changes is based on the situation where the change range and attitude change rate of the vehicle attitude parameters continuously exceed the preset safety range. The judgment process uses attitude data from multiple consecutive sampling periods for comprehensive judgment to eliminate the impact of instantaneous anomalies caused by sensor noise.

[0028] Large vehicle attitude change refers to a state where vehicle attitude parameters fluctuate drastically, potentially leading to vehicle instability. Its determination requires simultaneous fulfillment of two criteria: the amplitude of attitude parameter change and the rate of attitude change. Both must continuously exceed their respective preset safety ranges; neither is disqualifying. The preset safety ranges are set based on the vehicle's structural characteristics and driving performance, clearly defining the maximum permissible values ​​for the amplitude and rate of attitude parameter change. Using attitude data from multiple consecutive sampling periods for comprehensive judgment helps eliminate momentary anomalies in attitude parameters caused by factors such as sensor noise and instantaneous road bumps, preventing misjudgments of large attitude changes based on a single momentary anomaly and ensuring the accuracy of the judgment results. During the judgment process, if the attitude data within consecutive sampling periods meets the judgment criteria, a large vehicle attitude change is confirmed, and the corresponding stability control strategy is immediately triggered. If the data from any sampling period does not meet the criteria, the judgment is canceled, and monitoring of vehicle attitude changes continues.

[0029] In this embodiment, when a large change in vehicle posture is detected, the cooperative control system controls the auxiliary support actuator to perform a temporary support action; The extension range and contact force of the auxiliary support actuator are dynamically matched with the degree of vehicle posture imbalance and adjusted synchronously with the posture change.

[0030] The auxiliary support actuator is a pre-installed attitude stabilization aid for the vehicle. Its activation signal is directly issued by the collaborative control system. When a large attitude change is detected and there is a risk of instability, a temporary support action is immediately initiated, quickly extending to contact the ground to provide additional support force and suppress further attitude imbalance. The degree of vehicle attitude imbalance is quantitatively assessed through real-time collected attitude parameters and attitude change rate. The more severe the imbalance, the greater the extension range of the auxiliary support actuator, ensuring sufficient support range. The contact force with the ground is dynamically adjusted according to the direction and degree of imbalance, applying corresponding support force to the vehicle's tilt direction for precise auxiliary stabilization. During the auxiliary support process, the collaborative control system continuously monitors changes in vehicle attitude and synchronously adjusts the extension range and contact force of the auxiliary support actuator. If the vehicle attitude gradually stabilizes, the extension range and contact force are gradually reduced; if the attitude becomes further unbalanced, the support force is increased, ensuring that the auxiliary support effect always matches the attitude imbalance state.

[0031] In this embodiment, steering angle attitude constraint control and drive output stability control are coordinated and linked. Before adjusting the steering angle, the cooperative control system first matches the corresponding drive output constraint range, so that the steering control command and the drive control command are issued and executed synchronously, forming a steering-drive cooperative stable control logic.

[0032] Coordinated control means that steering angle adjustment and drive output adjustment are no longer independent but form a unified control system. Their control logics are interconnected and mutually adapted to jointly ensure vehicle posture stability. When planning steering angle adjustment schemes, the coordinated control system simultaneously analyzes the impact of the steering action on vehicle posture. Combining this with real-time vehicle posture parameters, it calculates the drive output constraint range suitable for the steering angle adjustment, clarifying the allowable adjustment ranges for drive torque and driving speed. This ensures that the drive output can coordinate with the steering action, avoiding posture instability caused by steering and drive miscoordination. Steering control commands and drive control commands are simultaneously sent to the corresponding actuators, initiating the adjustment action synchronously. The rate of steering angle adjustment matches the rate of drive output adjustment. When the steering action starts, the drive output synchronously adjusts to the suitable range; when the steering action stops, the drive output synchronously stabilizes at the corresponding value, forming a complete steering-drive coordinated stability control logic. This achieves seamless coordination between steering and drive, improving vehicle stability during obstacle avoidance and maneuvering.

[0033] In this embodiment, the criteria for determining whether a vehicle has completed obstacle avoidance include the vehicle leaving the area affected by the obstacle, the planned driving path returning to the normal driving path, and the vehicle's attitude parameters returning to a preset safe range and remaining stable. The release of the obstacle avoidance and detour cooperative control mode and the release of various control constraints are carried out step by step according to the preset gradient; The retraction process of the auxiliary support actuator is matched with the vehicle's attitude stability. The vehicle attitude is continuously monitored during the retraction process. If the attitude becomes abnormal again, the retraction is paused and the support force is readjusted.

[0034] The obstacle influence area is a pre-defined safety protection zone centered on the obstacle. When the vehicle moves out of this area and the relative distance to the obstacle exceeds the pre-defined safe distance, the vehicle is considered to have left the obstacle influence area. Returning to the normal driving path means that the endpoint of the detour coincides with the normal driving path, and the vehicle's subsequent driving direction returns to the normal driving direction. The vehicle's attitude parameters must be restored to the pre-defined safe range and remain stable. This requires that the attitude parameters remain within the safe range and the rate of attitude change remain at a low level, ensuring that the vehicle has completely overcome the risk of instability. The pre-defined gradient is set according to the vehicle's driving state. During the mode deactivation process, the control constraints on the steering angle and drive output are gradually released, gradually restoring normal driving control parameters to avoid sudden release of constraints that could cause vehicle attitude fluctuations. The retraction of the auxiliary support actuator is performed gradually, with the extension amplitude and contact force gradually decreasing according to the vehicle's attitude stability. During the retraction process, the collaborative control system continuously monitors the attitude parameters. If abnormal attitude fluctuations are detected, the retraction action is immediately paused, the support force is readjusted, and retraction continues only after the attitude stabilizes, until the auxiliary support actuator is fully retracted.

[0035] In this embodiment, a parameter adaptive update step is also included. The cooperative control system updates the obstacle avoidance trigger threshold, steering posture constraint parameters, drive output stabilization strategy parameters and auxiliary support trigger parameters periodically or when the vehicle operating conditions change, based on the environmental information, vehicle operation data, steering and drive control feedback data and auxiliary support execution data collected throughout the obstacle avoidance and detour process. This is to adapt to different road conditions and changes in vehicle status.

[0036] All data collected throughout the obstacle avoidance and detour process is stored in the database of the collaborative control system, serving as the foundation for adaptive parameter updates. Environmental information includes scenario data such as different road conditions and obstacle types; vehicle operation data includes parameters such as attitude and speed under different driving states; steering and drive control feedback data reflects the deviation between control commands and actual execution effects; and auxiliary support execution data reflects the auxiliary support effects under different imbalance states. Regular updates are performed according to a preset time cycle to ensure that parameters can adapt to changes in vehicle performance over long-term use. Vehicle operating condition changes include variations in driving speed range, road conditions, and vehicle load. When a change in operating condition is detected, the parameter update process is immediately initiated without waiting for the regular update cycle. During parameter updates, the collaborative control system analyzes and organizes the basic data, combining the control effects under different scenarios to optimize and adjust the values ​​of various parameters. This ensures that obstacle avoidance trigger thresholds, steering attitude constraint parameters, and other parameters accurately adapt to the current operating conditions, ensuring that the obstacle avoidance and detour method maintains good control performance regardless of changes in road conditions or vehicle status, thus improving the method's versatility and adaptability.

[0037] Working Principle: The system synchronously collects obstacle-related information and vehicle operating status data from the vehicle's environmental perception equipment and onboard sensors. Obstacle information includes key features reflecting obstacle conditions, while vehicle operating status data includes core parameters demonstrating the vehicle's real-time driving posture and motion. A stable acquisition frequency is maintained during the acquisition process to ensure data reflects real-time dynamic changes in the environment and vehicle. After acquisition, all data is validated, and invalid or abnormal data is removed. The collaborative control system accurately determines obstacle avoidance timing and smoothly switches control modes. The collaborative control system receives and validates the obstacle information and vehicle operating status data, combines it with preset obstacle avoidance triggering logic, and comprehensively analyzes the positional relationship and relative distance between the vehicle's normal driving path and obstacles. If the obstacle shows a movement trend, its direction and speed are also considered to determine if the obstacle avoidance triggering conditions are met. When the triggering conditions are met, the collaborative control system initiates a control mode switching process, gradually switching the vehicle from the normal driving control mode to the obstacle avoidance collaborative control mode according to a preset smoothing function. After the switch, some normal driving control parameters are locked, prioritizing the execution of obstacle avoidance and vehicle stability-related control commands. The collaborative control system achieves coordinated scheduling and attitude stability constraints for steering and drive. Once the vehicle enters the obstacle avoidance collaborative control mode, the system no longer independently regulates steering and drive control, but instead plans and schedules them uniformly to ensure that steering adjustments and drive outputs match and coordinate effectively. Simultaneously, the collaborative control system collects real-time vehicle attitude data, using it as a constraint for steering angle and drive output adjustments. When adjusting the steering angle and drive output, it strictly adheres to the vehicle's real-time attitude. If it determines that a steering angle adjustment might cause the vehicle attitude to deviate from a safe range, it dynamically limits the maximum adjustment range and rate of change of the steering angle, and dynamically constrains the allowable range of drive output. Throughout the obstacle avoidance process, the collaborative control system continuously monitors changes in vehicle attitude, analyzes changes in vehicle attitude parameters based on preset stability risk judgment logic, and comprehensively judges whether there is a risk of vehicle instability during obstacle avoidance. When a stability risk is determined, the collaborative control system prioritizes the execution of stability control strategies, suspending or adjusting the original obstacle avoidance path and control commands, and prioritizing steering adjustments. The angle and drive output suppress vehicle attitude imbalance; simultaneously, the vehicle auxiliary support actuator is activated to participate in vehicle attitude stabilization. The auxiliary support actuator dynamically adjusts its extension range and contact force with the ground according to the degree of vehicle attitude imbalance, and adjusts synchronously with the real-time changes in vehicle attitude. The cooperative control system monitors the vehicle's driving status, path conditions, and attitude parameters in real time. Combined with preset stability return conditions, it comprehensively determines whether the vehicle has completed obstacle avoidance and detour, specifically whether the vehicle has left the obstacle's influence area, whether the planned driving path has returned to the normal driving path, and whether the vehicle attitude parameters have recovered to the preset safe range and remained stable. When the stability return conditions are met, the cooperative control system initiates the obstacle avoidance and detour cooperative control mode release process, gradually releasing various control constraints according to the preset gradient, gradually restoring the vehicle's normal driving control parameters and control logic, and gradually retracting the auxiliary support actuator. During the retraction process, the vehicle attitude is continuously monitored. If the vehicle attitude is found to be abnormal again, the retraction action is immediately paused, the support force of the auxiliary support actuator is readjusted, and the retraction continues after the attitude stabilizes.

[0038] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their likenesses.

[0039] The present invention and its embodiments have been described above. This description is not restrictive, and the accompanying drawings are only one embodiment of the present invention; the actual structure is not limited thereto. In conclusion, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the spirit of the invention, such designs should fall within the protection scope of the present invention.

Claims

1. A method for obstacle avoidance and detour of a two-wheeled vehicle based on a cooperative control system, characterized in that, Includes the following steps: S1. Collect information on obstacles in the vehicle's driving environment and the vehicle's own operating status data; S2. The cooperative control system determines the obstacle avoidance triggering conditions based on the obstacle information and vehicle operating status data. When the obstacle avoidance triggering conditions are met, the vehicle control mode is switched to the obstacle avoidance and detour cooperative control mode. S3. In the obstacle avoidance and detour cooperative control mode, the cooperative control system performs unified scheduling of vehicle steering control and drive control, and implements stable constraints on steering angle and drive output based on real-time vehicle attitude. S4. The cooperative control system monitors vehicle attitude changes in real time. When it determines that there is a stability risk in the obstacle avoidance process, it prioritizes the implementation of the stability control strategy and triggers the vehicle's auxiliary support actuators to participate in attitude stabilization. S5. After the vehicle completes obstacle avoidance and meets the stable return conditions, the cooperative control system deactivates the obstacle avoidance cooperative control mode, gradually restores the vehicle's normal driving control state, and retracts the auxiliary support actuator.

2. The obstacle avoidance and detour method for two-wheeled vehicles based on a cooperative control system according to claim 1, characterized in that: The obstacle information includes at least the obstacle's location, relative distance to the vehicle, outline features, and movement trend; The vehicle operating status data includes at least the attitude data, wheel speed data, vehicle speed, steering angle, and attitude change rate collected by the inertial measurement unit. The frequency of collecting obstacle information and vehicle operation status data is not less than a preset threshold, and the validity of the data is verified after collection to remove invalid or abnormal data.

3. The obstacle avoidance and detour method for two-wheeled vehicles based on a cooperative control system according to claim 1, characterized in that: The obstacle avoidance triggering conditions include the risk of the vehicle's normal driving path intersecting with the obstacle, and the relative distance between the vehicle and the obstacle entering the preset warning range; When an obstacle has a tendency to move, the obstacle avoidance triggering condition is also determined by combining the obstacle's direction of movement and speed. The process of switching the vehicle control mode to the obstacle avoidance and detour cooperative control mode is executed according to the preset smoothing function. After the switch, some normal driving control parameters are locked, and control commands related to obstacle avoidance and vehicle stability are executed first.

4. The obstacle avoidance and detour method for a two-wheeled vehicle based on a cooperative control system according to claim 1, characterized in that: In the obstacle avoidance and detour cooperative control mode, the adjustment of the vehicle steering angle is based on the constraints of the vehicle's real-time attitude parameters and attitude change rate. When adjusting the steering angle would cause the vehicle's posture to deviate from the preset safe range, the cooperative control system dynamically limits the maximum adjustment range and rate of change of the steering angle to suppress the risk of instability caused by large steering.

5. A two-wheeled vehicle obstacle avoidance and detour method based on a cooperative control system according to claim 1, characterized in that: The vehicle drive output includes drive torque and vehicle speed; During obstacle avoidance and detour, the cooperative control system dynamically constrains the allowable range of drive output based on the vehicle's real-time attitude, steering angle adjustment range, and detour path planning. The adjustment process of the drive output is performed according to a preset smoothing strategy to avoid attitude instability caused by sudden changes in the drive.

6. A two-wheeled vehicle obstacle avoidance and detour method based on a cooperative control system according to claim 1, characterized in that: The determination of large vehicle attitude changes is based on the situation where the magnitude and rate of change of vehicle attitude parameters continuously exceed the preset safety range; The judgment process uses attitude data from multiple consecutive sampling periods for comprehensive judgment to eliminate the impact of instantaneous anomalies caused by sensor noise.

7. A two-wheeled vehicle obstacle avoidance and detour method based on a cooperative control system according to claim 1, characterized in that: When a large change in vehicle attitude is detected, the cooperative control system controls the auxiliary support actuator to perform a temporary support action. The extension range and contact force of the auxiliary support actuator are dynamically matched with the degree of vehicle posture imbalance and adjusted synchronously with the posture change.

8. The obstacle avoidance and detour method for a two-wheeled vehicle based on a cooperative control system according to claim 1, characterized in that: Steering angle attitude constraint control and drive output stability control are coordinated and linked. Before adjusting the steering angle, the cooperative control system first matches the corresponding drive output constraint range, so that the steering control command and the drive control command are issued and executed synchronously, forming a steering-drive cooperative stable control logic.

9. A two-wheeled vehicle obstacle avoidance and detour method based on a cooperative control system according to claim 1, characterized in that: The criteria for determining whether a vehicle has successfully completed obstacle avoidance include the vehicle leaving the area affected by the obstacle, the planned driving path returning to the normal driving path, and the vehicle's attitude parameters returning to the preset safe range and remaining stable. The release of the obstacle avoidance and detour cooperative control mode and the release of various control constraints are carried out step by step according to the preset gradient; The retraction process of the auxiliary support actuator is matched with the vehicle's attitude stability. The vehicle attitude is continuously monitored during the retraction process. If the attitude becomes abnormal again, the retraction is paused and the support force is readjusted.

10. A two-wheeled vehicle obstacle avoidance and detour method based on a cooperative control system according to claim 1, characterized in that: It also includes a parameter adaptive update step. The cooperative control system updates the obstacle avoidance trigger threshold, steering attitude constraint parameters, drive output stabilization strategy parameters and auxiliary support trigger parameters periodically or when the vehicle operating conditions change, based on the environmental information, vehicle operation data, steering and drive control feedback data and auxiliary support execution data collected throughout the obstacle avoidance and detour process. This is to adapt to different road conditions and changes in vehicle status.

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