In order to explore the influence of ball hinge strength on small offset collision in chassis structure and improve the accuracy of simulation model in practical engineering application, test and simulation are adopted to obtain the corresponding material mechanical parameters through the material real test of key components of chassis and the ball head failure test, and the ball hinge strength at key positions is designed. A local trolley is built to calibrate the chassis parts to improve the simulation accuracy of the analysis model. The results show that the strength of the ball hinge has a great influence on the small offset collision condition, and the model analysis results after calibration are in good agreement with the test.

Full Width Deformable Barrier (FWDB) finite element model is established according to the standard of EEVC-WG15, calibrated using the Transport Research Laboratory (TRL) trolley experiment method, and the Moving Progressive Deformable Barrier (MPDB) finite element model that has been calibrated and verified is used to build the MPDB and FWDB crash models of cars and SUVs respectively for the frontal collision compatibility study of vehicles. Compatibility evaluation indexes of MPDB and FWDB models are calculated, the analysis results show that the current MPDB conditions have some limitations on the evaluation of structural compatibility of vehicles, and cannot evaluate the role of the primary energy absorbing structure in the vertical and horizontal directions, and need to be combined with the compatibility evaluation indexes of FWDB conditions, VSI and HSI, to conduct an analysis in order to evaluate the frontal collision compatibility of the vehicle in a more comprehensive way.

Based on Maxwell-Fluent, this paper analyzes the electric-magnetic-thermo-flow coupling of vehicle permanent magnet synchronous motor. By establishing a three-dimensional model of the motor and cooling channels of different structures, CFD is applied to compare and analyze the effects of different flow channel types, reentry modes, reentry times and inlet and outlet locations on the flow channel pressure loss and stator temperature. The results show that when the Angle between the inlet and outlet is 180°, the number of reentry is 7, and the flow channel type is rounded axial reentry, the cooling flow channel has the best heat dissipation and pressure performance. It provides data support for the design and selection of the cooling runner of the permanent magnet synchronous oil cooled motor.

To investigate the impact of full-touch screen infotainment system response speed on car-following safety, this paper conducts human-machine interaction experiments using real car-following videos in an in-vehicle cockpit simulator. Data are collected from 25 participants under 2 vehicle speeds and 3 response speed conditions during both static and dynamic car-following scenarios. The visual distraction data are analyzed to reveal correlations between system response speed and car-following safety risks. Results demonstrate that as response time increases from 0 to 800 ms, the Total Time Spent on Screen (TTS), Glance-to-Screen Count (GSC), and Single Operation Time (SOT) exhibit nonlinear gradually growth with decelerating rates. Specifically, at 80 km/h, when response time increases from 0 to 400 ms, the TTS, GSC, and SOT increase by 17.83%, 19.74%, and 28.72% respectively, while the smaller increments of 10.97%, 12.89%, and 18.06%. When preceding vehicles braked at a 3 s time headway, the minimum following distance decreases by 14.5 m (80 km/h) and 12.78 m (100 km/h) as response time extends from 0 to 800 ms. Simulation results across 3 time headway levels confirm that slower system response significantly increases both collision probability and severity. These findings provide theoretical foundations for designing safer full-touch HMI systems, highlighting the critical role of optimizing response speed in mitigating driving risks.

A study was conducted on the collision safety of passengers with “zero gravity” seats at different deployment angles. Firstly, a frontal collision model of the vehicle is established, and the seat angles were adjusted to standard posture, zero gravity sitting posture, and the backrest angle was adjusted to three different postures of 120°, 150°, and 180° based on the standard posture. Then, two collision speed curves of 40 km/h and 56 km/h were applied to the model, respectively. Simulation comparison shows that the injury values of the occupant's head, neck, and chest are the smallest in the standard posture. The injury values of the occupant's head and neck are the largest in the zero-gravity posture. The risk of chest injury increases with the increase of posture angle. The chest undergoes compression deformation, and the lungs are most susceptible to contusion, followed by the liver and spleen. The increase in the inclination angle of the passengers increases the risk of severe diving and “secondary collision” of the lower limbs.

Based on the vehicle-vehicle oblique collision accident scenario caused by cooperative obstacle avoidance, this paper analyzes the displacement response and occupant injury. 2 variables are selected, namely the barrier residual vehicle speed and the collision overlap rate: 4 types of barrier vehicle speeds and 3 types of collision overlap rates are set respectively. The displacement phenomenon of occupants caused by cooperative obstacle avoidance and occupants injuries during the collision process are analyzed; the active pre-tensioning seat belt is matched and its restraint effect on the displaced occupants is analyzed. The results show that cooperative obstacle avoidance can cause obvious lateral displacement of the occupants, reducing the protective effect of the basic restraint system, especially for right-leaning seated occupants, the seat belt has completely detached from the occupants' shoulders. From the analysis results of the test matrix, the occupant will suffer the highest comprehensive damage when the collision overlap rate is about 30%. The restraint system equipped with active seat belt has good restraint effect on the displacement movement of the occupants during the cooperative obstacle avoidance process. The lateral displacement of the occupants is significantly reduced, and the comprehensive injury risk of the occupants decreases, whereas there is still a high risk of injury to the occupants' heads in the collision condition with a 50% overlap rate.

In order to improve the active safety of three-axle vehicle under special driving conditions, an all-wheel steering control strategy combining feedforward control and feedback control is proposed. Firstly, considering the nonlinear mechanical properties of tires and the difference of vertical stiffness of each axle, a nine-degree-of-freedom three-axle vehicle dynamics model is established, and the tire cornering stiffness in the reference model is dynamically corrected in real time based on Newton interpolation method. On the basis of this model, a zero-centroid sideslip angle proportional feedforward control based on Ackerman principle is proposed to cooperate with the front wheel steering feedback controller based on Nonsingular Fast Terminal Sliding Mode (NFTSM) and the middle and rear wheel steering feedback controller based on Fuzzy PID to form an all-wheel steering control strategy. Finally, the vehicle is simulated and verified under the condition of fish hook and double lane change. The results show that the designed all-wheel steering control system improves the vehicle's trajectory tracking performance by 34% and lateral stability by 26% over the feedforward control strategy.

To quantify driving risk and develop a safe braking strategy, this paper introduces the concept of Collision Evasion Point (CEP) and builds mathematical models for straight-driving and turning scenarios. Using the CEP, a risk-representation index is defined to quantify driving risk. Moreover, 116 accident cases from China In-Depth Accident Study (CIDAS) database are classified, and the risk representation index is applied to identify high-risk cases. Finally, a dynamic braking strategy based on the braking-time indicator is proposed. Test results show that, across various high-risk scenarios, the proposed risk representation index outperforms Time-to-Collision (TTC) based strategy in identifying scene-level risk, while the braking strategy achieves more reasonable braking times and smoother speed profiles, thereby better avoiding collisions.

Addressing the limitations of current intersection collision warning systems, including non-line-of-sight issues and limited consideration of drivers' characteristics, this paper proposes a cooperative collision warning strategy for connected vehicles at intersections, incorporating driver traits. Firstly, driving behaviors at intersections are categorized into straight and turning, and a turning speed model tailored to driver characteristics is built using the InD dataset. Secondly, vehicle turning trajectory prediction is enhanced with a constant yaw rate model and Extended Kalman Filter, while collision risks are dynamically assessed using a dual-circle vehicle geometry model based on Time Exposed to Risk. Thirdly, a two-level warning strategy grounded in non-cooperative game theory is devised, considering driver heterogeneity and dynamic interactions in unsignalized conflicts. Finally, the strategy is validated through simulations and real-vehicle tests. Results indicate the strategy successfully detected all collisions with a 100% warning rate, reduced collisions by up to 100% among diverse drivers, and decreased accidents by 95.06% and kinetic energy by 52.71% even with aggressive drivers.

To address the limitations of existing vehicle platooning control methods, such as poor behavior-extendable capabilities, difficulties in handling diverse platoon behaviors during highway driving, and the lack of real-world road testing, this paper proposes a behavior-extendable vehicle platooning control method. Additionally, a leader vehicle acceleration prediction method under packet loss conditions is designed, and a real-vehicle platooning test platform is established. The proposed method is implemented on the real-vehicle platform, and real-vehicle experiments are conducted under packet loss conditions to validate its effectiveness. Road test results, with a maximum speed of 80 km/h and a cumulative distance of approximately 1 000 kilometers, demonstrate that the proposed vehicle platooning control method can safely and effectively manage and extend various platoon behaviors. During stable driving, the average speed errors of the following vehicles are less than 0.62 km/h and 1.55 km/h, respectively, while maintaining stable inter-vehicle spacing. These results verify the effectiveness, real-time performance, and robustness of the proposed control method and the real-vehicle platform.