Emergency steering avoidance control method and system

Abstract

The invention discloses an emergency steering avoidance control method and system, and relates to the technical field of intelligent driving, and the method comprises the steps: evaluating whether to trigger a steering avoidance operation or not based on the triggering necessity, the collision possibility and the triggering moment; after the steering avoidance operation is triggered, an emergency steering auxiliary mode or an automatic emergency steering mode is selected according to judgment on the steering intention of a driver and judgment on a steering angle, and steering avoidance is executed in a cross-lane or an automatic lane; after the steering avoidance operation is executed, the collision risk between the vehicle and the targets in front of and behind the adjacent lane is evaluated in real time, and if the collision risk exists, triggering of the steering avoidance operation is restrained. And collision avoidance is realized through steering assistance or automatic steering when the vehicle is in a collision risk.

Description

Technical Field

[0001] This invention relates to the field of intelligent driving technology, and in particular to an emergency steering and avoidance control method and system. Background Technology

[0002] Currently, to compensate for the shortcomings of Automatic Emergency Braking (AEB), some research has proposed collision avoidance assistance systems that use steering, such as Emergency Steering Support (ESS) and Automatic Emergency Steering (AES). However, most of these systems rely solely on the collision time with the target ahead as the sole triggering criterion, failing to comprehensively consider crucial factors such as lateral acceleration requirements and the collision risk of potential obstacles in the avoidance path. This results in a one-sided triggering logic that cannot adapt to complex driving scenarios. Furthermore, when performing steering avoidance maneuvers, they do not adequately consider the dynamic motion and collision risks of targets in adjacent lanes, easily leading to secondary collisions with vehicles in adjacent lanes during the avoidance process, thus exacerbating safety risks. Summary of the Invention

[0003] To address the aforementioned problems, this invention proposes an emergency steering avoidance control method and system that achieves collision avoidance through steering assistance or automatic steering when a vehicle faces a collision risk.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: In a first aspect, the present invention provides an emergency steering and avoidance control method, comprising: Assess whether to trigger a steering avoidance maneuver based on the necessity of triggering, the probability of a collision, and the timing of the trigger. After triggering the steering avoidance operation, based on the judgment of the driver's steering intention and steering angle, the emergency steering assist mode or automatic emergency steering mode is selected to perform steering avoidance in cross-lane or within the same lane. After performing a steering avoidance maneuver, the system continuously assesses the collision risk between the vehicle and targets in front and behind in adjacent lanes. If a collision risk exists, the system suppresses the triggering of the steering avoidance maneuver.

[0005] As an alternative implementation method, the trigger necessity is the ratio of lateral collision avoidance acceleration to the set comfort acceleration. When the ratio is greater than or equal to the preset trigger threshold, the trigger necessity is determined to be met. The collision probability is the weighted sum of the overlap between the vehicle and the target in front and the probability of collision with other obstacles on the avoidance path. When the weighted sum is greater than or equal to the preset collision threshold, the collision probability is determined to be up to standard. The trigger time is the difference between the predicted optimal collision avoidance time and the actual time; when the difference is within a preset reasonable range, the trigger time is considered to have met the standard. When the necessity, probability of collision, and timing of triggering are all met, a steering avoidance maneuver is determined to be triggered.

[0006] As an alternative implementation, in emergency steering assist mode, the driver's steering intention is detected. When the driver initiates a steering operation but the steering angle is less than a set angle threshold, the steering angle is increased to assist in avoiding cross-lane collisions.

[0007] As an alternative implementation, in automatic emergency steering mode, the driver's steering intention is detected. When it is determined that the driver has not responded in time and has not initiated a steering operation, the steering action is automatically triggered, the required steering angle is calculated, and steering control is executed through EPS, which is limited to avoidance within the lane.

[0008] As an alternative implementation method, the collision risk between the vehicle and targets in the adjacent lane is assessed by real-time detection of the position and speed of targets in front and behind in the adjacent lane.

[0009] As an alternative implementation, the emergency steering avoidance control method further includes: interrupting steering control and triggering a driver takeover prompt when any of the following conditions are detected: the driver applies reverse torque; the throttle opening is greater than a set opening threshold; the vehicle's electronic stability system is turned off; a lane change has been completed or the maximum activation duration has been reached.

[0010] Secondly, the present invention provides an emergency steering and avoidance control system, comprising: The triggering module is configured to assess whether to trigger a steering avoidance maneuver based on trigger necessity, collision probability, and trigger time. The selection module is configured to, after triggering a steering avoidance operation, select either emergency steering assist mode or automatic emergency steering mode based on the judgment of the driver's steering intention and steering angle, and perform steering avoidance in cross-lane or within-lane situations. The assessment module is configured to assess the collision risk between the vehicle and targets in front and behind in adjacent lanes in real time after a steering avoidance maneuver is executed. If a collision risk exists, the triggering of the steering avoidance maneuver is suppressed.

[0011] Thirdly, the present invention provides an electronic device including a memory and a processor, and computer instructions stored in the memory and running on the processor, wherein the computer instructions, when executed by the processor, perform the method described in the first aspect.

[0012] Fourthly, the present invention provides a computer-readable storage medium for storing computer instructions, which, when executed by a processor, perform the method described in the first aspect.

[0013] Fifthly, the present invention provides a computer program product, including a computer program that, when executed by a processor, implements the method described in the first aspect.

[0014] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention proposes an emergency steering and avoidance control method and system. It comprehensively evaluates the necessity of triggering, the probability of collision, and the timing of triggering, avoiding the limitations of a single triggering condition and ensuring that the steering and avoidance operation is triggered at the optimal time. This reduces false triggering and missed triggering, improving response accuracy. Furthermore, during the steering and avoidance execution process, the collision risk between the vehicle and targets in the adjacent lanes is assessed in real time. If a conflict risk exists, the steering and avoidance operation is promptly suppressed. Through a robust avoidance path conflict detection mechanism, secondary collisions during the avoidance process are effectively avoided, further enhancing collision avoidance safety.

[0015] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0017] Figure 1 This is a flowchart of the emergency steering and avoidance control method provided in Embodiment 1 of the present invention; Figure 2 This is a system architecture diagram of the emergency steering and avoidance control method provided in Embodiment 1 of the present invention; Figure 3 This is a system state transition diagram provided in Embodiment 1 of the present invention; Figure 4 This is a schematic diagram of the ESS (Electronic Lane Avoidance) provided in Embodiment 1 of the present invention; Figure 5 This is a schematic diagram of AES lane avoidance provided in Embodiment 1 of the present invention. Detailed Implementation

[0018] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0019] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0020] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, unless the context clearly indicates otherwise, the singular form is intended to include the plural form as well. Furthermore, it should be understood that the terms “comprising” and “including”, and any variations thereof, are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0021] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0022] Currently, AEB (Autonomous Emergency Braking) technology is widely used in vehicle active safety systems. Its core function is to automatically apply the brakes when a collision risk is detected ahead, thereby avoiding or mitigating the damage caused by the collision. However, this technology has significant limitations. In scenarios involving high-speed driving, sudden close-range risks, or insufficient braking distance, the collision avoidance effect is greatly reduced. Especially when facing vulnerable road users (VRUs) such as pedestrians and two-wheeled vehicles, relying solely on braking often cannot completely avoid a collision, and there are still high safety hazards. There is an urgent need for a more efficient collision avoidance method to make up for the shortcomings of AEB technology.

[0023] To compensate for the shortcomings of AEB technology, related research has gradually focused on assistance systems that achieve collision avoidance through steering, with Emergency Steering Assist (ESS) and Automatic Emergency Steering (AES) being the mainstream technological directions. Currently, some high-end models have been equipped with steering assistance functions based on camera and radar perception. However, such systems still have many technical shortcomings in practical applications, mainly concentrated in key aspects such as system state management, trigger condition judgment, multi-target conflict avoidance, and human-machine collaboration. Specifically, these problems manifest as false triggering, avoidance path conflicts, unreasonable system response timing, and poor driver takeover experience, seriously affecting the reliability and practicality of the system and failing to meet the safety collision avoidance requirements in complex driving scenarios.

[0024] The specific technical problems of existing steering collision avoidance systems are as follows: 1. Single triggering condition: Most systems only use the time-to-collision (TTC) with the target in front as the sole triggering criterion, without comprehensively considering key factors such as lateral acceleration requirements and collision risks of potential obstacles on the avoidance path. This results in one-sided triggering logic that cannot adapt to complex driving scenarios.

[0025] 2. Conflict in avoidance path: When performing a steering avoidance maneuver, failure to fully consider the dynamic movement of targets in front and behind in adjacent lanes and the risk of collision may easily lead to a secondary collision with vehicles in adjacent lanes during the avoidance process, thereby exacerbating safety risks.

[0026] 3. Inadequate state management: The system lacks a robust state transition mechanism, making it unable to smoothly switch states based on dynamic changes in driving scenarios (such as road conditions, vehicle status, and driver operations), and thus struggling to maintain stable operation in complex and ever-changing driving scenarios.

[0027] 4. Incomplete system suppression and interruption conditions: Key factors affecting system operation and driver takeover, such as steering wheel angle change rate, yaw rate, and driver torque intervention, are not systematically incorporated into the system suppression and interruption judgment logic. This can easily lead to system malfunctions or failure to interrupt in a timely manner, affecting system reliability and driver takeover experience.

[0028] In view of the shortcomings of the prior art, the present invention aims to specifically solve the following core technical problems: 1. Incomplete triggering conditions lead to problems such as untimely response and false triggering in complex driving scenarios, making it impossible to accurately match actual collision avoidance needs; 2. The system lacks a sound system state management and migration mechanism, resulting in insufficient system stability and difficulty in adapting to complex and ever-changing driving environments; 3. The avoidance path planning does not fully consider the dynamic risks of multiple targets, and there is a risk of collision with other road targets, making it impossible to achieve safe and effective avoidance; 4. The system's suppression and interruption conditions are incomplete and do not fully cover the key factors that affect system operation and driver takeover, thus affecting system reliability and the driver's operating experience.

[0029] Therefore, this invention proposes an emergency steering avoidance control method that compensates for the limitations of braking collision avoidance by steering avoidance, improving the collision avoidance success rate, especially in high-speed and close-range scenarios. Based on a multi-dimensional hazard assessment model, it ensures that the system triggers at the optimal time, improving the system response accuracy. A robust state transition mechanism ensures stable operation of the system in different driving scenarios. Through avoidance path conflict detection, it ensures that collisions with adjacent lane targets are not occurred during the avoidance process, avoiding secondary collisions. Through torque intervention detection and interruption condition settings, it ensures that the driver can take over the control system at any time, achieving human-machine collaborative optimization.

[0030] Example 1 like Figure 1 As shown, this embodiment provides an emergency steering avoidance control method, which mainly includes: Assess whether to trigger a steering avoidance maneuver based on the necessity of triggering, the probability of a collision, and the timing of the trigger. After triggering the steering avoidance operation, based on the judgment of the driver's steering intention and steering angle, the emergency steering assist mode or automatic emergency steering mode is selected to perform steering avoidance in cross-lane or within the same lane. After performing a steering avoidance maneuver, the system continuously assesses the collision risk between the vehicle and targets in front and behind in adjacent lanes. If a collision risk exists, the system suppresses the triggering of the steering avoidance maneuver.

[0031] In this embodiment, by means of Figure 2 The system shown implements the above method and mainly includes a perception layer, a decision layer, an execution layer, and an interaction layer. The perception layer includes a front-view wide-angle / telephoto camera, a side-view / rear-view camera, a front millimeter-wave radar, and an angular millimeter-wave radar to collect various types of data. The decision layer includes a domain controller, which is responsible for target fusion, path planning, and state machine management. The execution layer includes an electric power steering system (EPS), which is responsible for receiving steering angle / torque requests and executing steering actions. The interaction layer includes an integrated instrument cluster (ICM) and a central control screen (IPM) for status display and alarms.

[0032] The method of this embodiment will be described in detail below.

[0033] Step S1: System initialization and state transition.

[0034] like Figure 3 As shown, the state transition mechanism includes the initialization state (Init), the suppression state (Passive), the available state (Available), the active state (Active), and the failure state (Failure), and the state transition is based on factors such as suppression conditions, interruption conditions, and degree of danger.

[0035] Specifically: after the system is powered on, it enters the initialization state Init; after completing the self-test, it enters the suppression state Passive; if there is no fault, suppression condition or interruption condition, it enters the available state Available; when a dangerous target is detected and the trigger condition is met, it enters the active state Active and performs an avoidance operation.

[0036] Step S2: Based on the necessity of triggering, the probability of collision and the timing of triggering, assess whether to trigger a steering avoidance operation, i.e. whether to trigger Emergency Steering Assist (ESS) or Automatic Emergency Steering (AES).

[0037] Specifically: (1) Triggering necessity: A quantitative indicator is used to characterize the urgency of triggering steering avoidance, specifically the ratio of lateral collision avoidance acceleration to the set comfort acceleration. The value range is [0,1].

[0038]

[0039] in, Lateral collision avoidance acceleration (m / s²) is the minimum lateral acceleration required to avoid the current collision risk. The set comfort acceleration (m / s²) is a lateral acceleration threshold that balances driver comfort and vehicle stability, and can be calibrated according to the vehicle model.

[0040] Based on the relative motion between the vehicle and the target in front, the following is derived through geometric relationships: :

[0041] in: The relative velocity (m / s) between the vehicle and the target in front is the vehicle's velocity minus the target's velocity, when the target is stationary. That is, the speed of the vehicle itself; The lateral offset (m) between the vehicle and the target in front is the difference in distance between them perpendicular to the direction of travel. The longitudinal distance (m) between the vehicle and the target ahead is collected in real time by radar.

[0042] The closer the value is to 1, the higher the necessity and urgency of triggering the steering avoidance maneuver; when the ratio is greater than or equal to the preset trigger threshold... When the value is 0.7 (which can be calibrated according to vehicle model and scenario), it is determined that the necessity for triggering the requirement has been met.

[0043] (2) Collision probability is: the value range is [0,1]. It is quantified from two levels. The first is the overlap between the vehicle and the target in front. The target position and size information collected by the camera and radar are used to calculate the overlap area ratio between the vehicle's driving trajectory and the target. The higher the overlap, the greater the collision probability. The second is the collision probability with other obstacles on the avoidance path. The avoidance path (in the lane or adjacent lane) is scanned in real time by the perception system. Combined with the speed, distance and trajectory of the obstacle, the probability of collision is calculated by the probability model. When the collision probability is higher than the preset threshold, it is determined that the collision probability meets the standard.

[0044] Specifically: The overlap between the vehicle and the target ahead, O:

[0045] in: The overlapping area (m²) between the vehicle's trajectory and the target ahead is calculated by an image recognition algorithm using the target outline captured by the camera, the target position information captured by the radar, the vehicle's width, and the trajectory. It is the lateral projected area of ​​the vehicle (m²), which is the product of the vehicle width and the vehicle height (a fixed value, specified according to the vehicle model).

[0046] The value of O ranges from [0,1]. O=0 indicates no overlap (no risk of collision), and O=1 indicates complete overlap (extremely high risk of collision).

[0047] The probability P of collision with other obstacles on the avoidance path is calculated using a Bayesian probability model;

[0048] Where: A represents the collision event that occurs during the avoidance process; B represents the motion state (speed, distance, trajectory) of the obstacle on the avoidance path detected by the perception system. This represents the prior probability (typically 0.1, calibrated based on historical collision data). The conditional probability of the obstacle exhibiting its current motion state upon a collision (obtained through fitting of extensive real-vehicle tests and simulation data). The edge probability of presenting the current motion state of the obstacle (obtained through real-time sensing data statistics).

[0049] The value of P ranges from [0,1]. The larger the value of P, the higher the probability of a collision occurring on the avoidance path.

[0050] Collision probability coefficient C p We obtain the result by weighted summation: ;in , Let be the weighting coefficient, satisfying Common values , (This can be adjusted according to the scenario, prioritizing the overlap of targets in front).

[0051] when At that time, the probability of a collision was determined to be within the acceptable range; among them The preset threshold is used (the normal value is 0.6).

[0052] (3) The trigger time is: the difference between the predicted best collision avoidance time and the actual time. As an evaluation indicator.

[0053]

[0054] in, The actual time (s) is the current time when the system detects a collision risk and prepares to trigger a steering avoidance maneuver. The predicted optimal collision avoidance timing (s) is the ideal trigger time that achieves the best collision avoidance effect (highest collision avoidance success rate and minimum collision loss).

[0055] Combining vehicle dynamics models and target trajectory prediction models, and correcting for longitudinal collision time (TTC), the following is derived: :

[0056] Where: TTC is the collision time between the vehicle and the target in front (unit: s). , The vertical distance is... It is the relative velocity; The system perception delay (s) is the time from when the perception system detects a target to when the system identifies it as a collision risk (typically 0.05~0.1s). The steering system response delay (s) is the time from when the system issues a steering command to when the steering mechanism begins to move (typically 0.1~0.2s).

[0057] The difference between the two values ​​needs to be controlled within a preset reasonable range (e.g., ±0.2s) to ensure that the triggering timing is neither too early, leading to false triggering, nor too late, leading to collision avoidance failure. When When the trigger time is met, it is determined that the trigger time has been met; among which The threshold is set within a reasonable range (typically ±0.2s). When ΔT > 0.2s, it indicates that the triggering timing is too early, which may lead to false triggering; when ΔT < -0.2s, it indicates that the triggering timing is too late, which may lead to collision avoidance failure.

[0058] (4) Comprehensive evaluation logic: Only when the three dimensions of trigger necessity, collision probability and trigger time all meet the corresponding preset conditions, will the turning and avoidance operation be triggered; if any dimension fails to meet the conditions, the turning and avoidance operation will not be triggered, or the current system state will be maintained to avoid false triggering and ensure the accuracy and reliability of the system response.

[0059] As an alternative implementation method, if any dimension fails to meet the standard, the following operations can be performed: like If the necessity for triggering is deemed insufficient, the steering and avoidance maneuvers will not be triggered, and the system will remain in standby mode.

[0060] like If the collision risk is deemed low, no steering avoidance will be triggered; only a collision warning will be issued.

[0061] like If the trigger timing is deemed unreasonable, the system will either delay the trigger (ΔT>0.2s) or abandon the trigger (ΔT<-0.2s), and recalculate. Waiting for the best triggering time.

[0062] Step S3: After triggering the steering avoidance operation, a dual-mode avoidance mechanism is used to perform steering control. Based on the judgment of the driver's steering intention and steering angle, either emergency steering assist mode or automatic emergency steering mode is selected to perform steering avoidance when crossing lanes or within the same lane.

[0063] Specifically: (1) Driver steering intention I detection: Data is collected in real time by the steering wheel torque sensor and steering angle sensor to quantitatively determine whether the driver has the intention to actively steer to avoid an obstacle. The calculation formula and judgment logic are as follows:

[0064] in: The torque (N·m) applied to the steering wheel by the driver is collected in real time by the steering wheel torque sensor, and the absolute value is taken for both clockwise and counterclockwise steering. The threshold for determining steering intent (N·m) is determined based on the vehicle model (typically 0.5~1.0 N·m). A value below this threshold is considered as no steering intent, while a value above or equal to this threshold is considered as having a steering intent.

[0065] when (Right now ), indicating that the driver intended to turn; (Right now The driver was deemed to have no intention of turning (failure to respond in a timely manner).

[0066] (2) Steering angle θ detection and judgment: The actual steering angle of the current driver is collected by the steering angle sensor and compared with the set angle threshold to determine whether the steering angle meets the avoidance requirements.

[0067] Specifically as follows: Detect the driver's actual steering angle ,when The steering angle was deemed insufficient, making effective obstacle avoidance impossible. The steering angle is determined to meet the avoidance requirements. The steering angle threshold is calibrated according to the vehicle model and avoidance scenario (typically 8°~15°), representing the minimum steering angle required to achieve effective avoidance.

[0068] This step addresses the scenario of insufficient steering angle in ESS mode. AES mode has no driver steering angle, so this determination is not involved.

[0069] (3) Emergency Steering Assist (ESS) mode: Detects the driver's steering intention. When the driver initiates a steering operation but the steering angle is less than a set angle threshold, the assist increases the steering angle to support cross-lane avoidance, such as... Figure 4 As shown.

[0070] Specifically: (3-1) When When the driver intends to steer (applying torque to the threshold), but the actual steering angle is less than the set threshold, and effective avoidance cannot be achieved, the ESS mode is activated to assist the driver in increasing the steering angle.

[0071] (3-2) Once the ESS selection conditions are met, the steering assist control is immediately activated, and the electronic power steering system EPS outputs auxiliary torque to assist the driver in increasing the steering angle.

[0072] Total steering angle after assistance for: ;in The system's auxiliary steering angle (°) has a range of values. , The maximum steering angle of the vehicle (based on the vehicle model) is set to ensure that the total angle after assistance meets the avoidance requirements and does not exceed the vehicle's mechanical limits.

[0073] (3-3) Avoidance range: Supports cross-lane avoidance. Before activating the mode, it uses cameras and radar to detect targets in front of and behind adjacent lanes in real time to confirm that there is no collision risk in adjacent lanes (refer to the P-value in the collision probability assessment, which requires...). After that, the system assists the driver in navigating across lanes to avoid a collision; if there is a risk of collision in the adjacent lane, the system adjusts the assist angle to avoid the collision within the lane.

[0074] (3-4) Exit condition: When the steering angle reaches Avoidance completed (no risk of collision between the vehicle and the target ahead) ) or the driver applies reverse torque ( When the system exits ESS mode, stops assist, and transfers steering control to the driver.

[0075] (4) Automatic Emergency Steering Mode (AES): Detects the driver's steering intention. If the driver does not respond in time and does not initiate steering operation, it automatically triggers steering action, calculates the required steering angle, and executes steering control through EPS. This mode is limited to lane-keeping maneuvering. Figure 5 As shown.

[0076] Specifically: (4-1) When If the driver does not respond in time or apply sufficient torque (no steering intention), the AES mode will be activated, and the steering operation will be performed autonomously without driver intervention.

[0077] (4-2) Once the AES selection conditions are met, the system immediately takes over steering control and autonomously executes steering actions through EPS without driver intervention.

[0078] Required steering angle calculation: Based on the relative position of the vehicle and the target ahead, vehicle speed, and avoidance path, the optimal steering angle is calculated using a vehicle dynamics model. :

[0079] in: This refers to the vehicle wheelbase (m), a fixed value determined based on the vehicle model. The vehicle speed (m / s) is collected in real time. To avoid time (s), take (Optimal collision avoidance timing + steering system response delay); The lateral offset (m) between the vehicle and the target in front is consistent with the trigger necessity assessment. (4-3) Avoidance range: Limited to avoidance within the vehicle's own lane, real-time monitoring of remaining space within the lane to ensure the vehicle remains within its own lane after turning, avoiding secondary collisions caused by crossing lanes; if there is insufficient avoidance space within the vehicle's own lane ( Immediately suppress AES mode and switch to AEB braking assist to minimize collision damage.

[0080] (4-4) Exit condition: Avoidance completed ( ), the driver applies steering torque ( When the steering is taken over or a better collision avoidance method is detected, the AES mode is exited and steering control is handed over.

[0081] Additionally, if the driver intends to turn and the steering angle meets the threshold ( The system does not intervene in steering control, but only maintains the collision warning, allowing the driver to independently steer and avoid collisions.

[0082] ESS mode and AES mode cannot be activated simultaneously. If the driver stops applying steering torque during ESS mode execution ( The system can switch to AES mode to avoid collision avoidance interruptions; if the driver applies sufficient steering torque during AES mode execution ( Exit AES mode and determine whether to switch to ESS mode or transfer control based on the steering angle.

[0083] Step S4: Avoidance path planning and conflict detection.

[0084] After executing a steering avoidance maneuver, the vehicle assesses the collision risk with targets in front and behind in adjacent lanes by real-time detection of their positions and speeds while planning the avoidance path. If a collision risk exists, the steering avoidance maneuver is suppressed to prevent secondary accidents. If no collision risk is determined, the steering avoidance maneuver is completed according to the planned path.

[0085] Specifically: Detection targets: All moving targets (vehicles, two-wheeled vehicles, pedestrians, etc.) and stationary obstacles within a 100m range in front of and behind the adjacent lane (left or right, determined by the steering and avoidance direction); Acquisition of adjacent lane target parameters includes: longitudinal distance between the target and the vehicle. (m) Lateral distance (m) Target speed (m / s); and vehicle parameters including: vehicle speed (m / s), steering angle (°, updated in real time), steering and avoidance direction (left / right, determined based on the position of the collision target ahead); priority is given to obtaining information through the fusion perception of the forward-looking camera and the side radar; when there are no side sensors, the fusion perception of the forward-looking camera and the radar + prediction model is used for estimation.

[0086] Based on the vehicle's motion state, the target state in the adjacent lane, and road conditions, a segmented path planning algorithm is adopted to ensure a smooth and collision-free path.

[0087] The avoidance path is constructed using B-spline curves, and the path parametric equations are as follows:

[0088] in, For path parameters; The basis functions are k-th order B-spline functions; The path control point (m) consists of three points: the current position of the vehicle, the target avoidance position, and the safe position of the adjacent lane.

[0089] Path constraints include: Lateral constraints: The maximum lateral offset of the path shall not exceed 1 / 2 of the lane width (the standard lane width is 3.75m, that is, the maximum lateral offset is ≤1.875m), to avoid crossing the line or leaving the lane; Smoothness constraint: Path curvature ( The maximum permissible curvature of the vehicle is determined according to the vehicle model, and is typically set to 0.05~0.08 rad / m to ensure driving stability. Time constraints: route travel time and avoidance time Matching, satisfying ( The route travel time. (This refers to the avoidance time in step S3).

[0090] Collision risk assessment and mitigation logic: Based on collected parameters of adjacent lane targets, the collision risk between the vehicle and the adjacent lane target is quantitatively assessed. If the risk meets the standard, steering to avoid collision is suppressed. Details are as follows: Collision risk factor The value range is [0,1]:

[0091] in: , Let be the weighting coefficient, satisfying Common values (Prioritize longitudinal distance) (Relative velocity is a secondary consideration); This represents the longitudinal distance between the vehicle and a target in the adjacent lane. If the target is in front of the vehicle in the adjacent lane, a positive value is used; if the target is behind the vehicle in the adjacent lane, a negative value is used (the larger the absolute value, the lower the risk). This is the absolute value of the relative speed between the vehicle and an object in the adjacent lane. The higher the relative speed, the higher the risk of collision.

[0092] when ( (Assuming a risk threshold, typically 0.4), a secondary collision risk is identified; a steering suppression command is output, stopping the current ESS / AES mode steering action, and adjusting the path planning strategy. If there is still room for avoidance in the vehicle's lane, it switches to lane-keeping avoidance; if there is no room for avoidance in the vehicle's lane, it triggers AEB braking assist to reduce vehicle speed until the collision risk is eliminated. When the target in the adjacent lane moves away, the relative speed decreases, or the longitudinal distance increases, When the steering is suppressed, the original steering and avoidance mode is restored, and the path planning and avoidance operation continues.

[0093] This step serves as an auxiliary step in the steering and avoidance process, and is executed synchronously and in parallel with step S3. The steering mode (ESS / AES) in step S3 determines the initial direction of the path planning (crossing lanes / driving from the lane), and the collision detection result in step S4 determines whether the steering mode continues to be executed. If step S4 detects a collision risk and triggers suppression, step S3 stops the steering action. The two form a closed-loop control to ensure that the avoidance process is safe and controllable.

[0094] Step S5: System Interruption and Driver Takeover. If any of the following conditions are detected, steering control will be immediately interrupted, triggering a driver takeover prompt to ensure that vehicle control can be quickly transferred to the driver, avoiding safety risks caused by system malfunction. These conditions include: the driver applying reverse torque; throttle opening > the set opening threshold (e.g., 85%); the Electronic Stability Program (ESP) being deactivated; or a lane change being completed or the maximum activation duration (e.g., 5 seconds) being reached.

[0095] Specifically: (1) Interruption condition 1: The driver applies reverse torque.

[0096] The steering wheel torque sensor collects the steering torque applied by the driver in real time, distinguishing between positive torque (in the same direction as the steering avoidance direction) and negative torque (opposite to the steering avoidance direction). The sampling frequency is 100Hz to ensure timely detection. Let the steering and avoidance direction be positive (e.g., when avoiding to the left, the positive torque is a positive value), and the reverse torque be denoted as... (N·m), when At that time, it is determined that the driver applied reverse torque ( (For torque determination threshold) Once the reverse torque is detected to be sufficient, the steering assist or automatic steering action in the current ESS / AES mode is interrupted, the EPS output of auxiliary torque / steering commands is stopped, and a driver takeover prompt sound is issued to complete the transfer of steering control.

[0097] (2) Interruption condition 2: Throttle opening degree > set opening degree threshold.

[0098] The accelerator pedal position sensor collects the accelerator pedal opening in real time and provides real-time feedback on the current accelerator pedal depth. Set the throttle opening threshold to (The standard value is 85%, which can be calibrated according to vehicle model and driving scenario. It can be adjusted to 75%~80% for urban roads and maintained at 85% for highways.) When the actual throttle opening is detected... When this occurs, an interrupt is triggered; If the driver is determined to have the intention to accelerate actively (such as for emergency overtaking or to escape a dangerous situation), the steering avoidance operation is immediately interrupted, the ESS / AES mode is exited, the vehicle is restored to normal driving status, and steering control is transferred to the driver.

[0099] (3) Interruption condition 3: Electronic Stability Program (ESP) is turned off.

[0100] The ESP system's operating status signal (0 = off, 1 = on) is read in real time via the vehicle's CAN bus at a detection frequency of 50Hz to ensure timely capture of ESP status changes. When the ESP status signal is detected as 0 (off), an interrupt is immediately triggered without additional quantization. ESP is the core system that ensures vehicle stability during steering and obstacle avoidance. If it is turned off, the vehicle is prone to skidding and loss of control. Therefore, steering control must be interrupted immediately, ESS / AES mode must be exited, and the driver must be prompted that "ESP is off and steering and obstacle avoidance has been interrupted." At the same time, the collision warning is retained, allowing the driver to take control of the vehicle independently.

[0101] (4) Interruption condition 4: The lane change has been completed or the maximum activation time has been reached.

[0102] Using a forward-facing camera and lane line recognition algorithm, the system detects the relative position of the vehicle body to the lane lines in real time. When the vehicle body is fully inside the target lane (the deviation between the vehicle body centerline and the target lane centerline is ≤0.3m), and there is no risk of collision with the target ahead ( When the lane change is completed, it is determined that the lane change is complete.

[0103] Set the maximum activation duration to (The standard value is 5 seconds, which can be adjusted to 4-6 seconds depending on the vehicle model.) The steering avoidance activation time is accumulated in real time through the system timer. ,when At this time, an interruption is triggered regardless of whether the avoidance is completed.

[0104] If either of the above two sub-conditions is met, steering control will be interrupted, ESS / AES mode will be exited, and the system will return to standby mode. If the avoidance is not completed, AEB braking assistance will be triggered simultaneously to reduce the risk of collision.

[0105] The above four interruption conditions are monitored in real time and in parallel. When any condition is met, an interruption command is immediately triggered. The priority from high to low is: ESP off > driver reverse torque > reaching maximum activation time > throttle opening exceeds the limit.

[0106] After the interrupt command is issued, the driver can apply steering torque (≥ The driver can adjust the accelerator and brake pedals to quickly take over vehicle control. The driver's takeover operation has a higher priority than any automatic control action of the system. If the driver applies steering torque immediately after the interruption, the system will no longer intervene and will completely transfer control. If no driver takeover action is detected within 3 seconds after the interruption, the AEB braking assist will be triggered again to reduce the vehicle speed to a safe range (≤30km / h) until the driver takes over or the vehicle stops.

[0107] The method described in this embodiment has the following advantages: Improved collision avoidance success rate: By using steering avoidance, the limitations of AEB braking collision avoidance are effectively compensated. Especially in scenarios where braking cannot effectively avoid collisions, such as high-speed driving and close-range sudden collision risks, collision avoidance performance can be significantly improved, collision incidence and collision losses can be reduced, and the safety of vulnerable road users and vehicles can be better protected.

[0108] More accurate system response: A comprehensive assessment is conducted based on the necessity of triggering, the probability of collision, and the timing of triggering, avoiding the one-sidedness of a single triggering condition. This ensures that the system triggers the steering and avoidance operation at the optimal time, reducing false triggering and missed triggering, and improving the accuracy of the system response.

[0109] More reliable state management: Optimize the system state management logic, establish a sound state transition mechanism, and combine factors such as dynamic changes in driving scenarios and driver operation intentions to achieve smooth switching of system states, ensuring that the system can operate stably under different complex driving scenarios and improving the overall reliability of the system.

[0110] Avoiding secondary collisions: During the steering and avoidance process, the collision risk between the vehicle and targets in front and behind in adjacent lanes is assessed in real time. If a conflict risk exists, the steering and avoidance operation is promptly suppressed. Through a comprehensive avoidance path conflict detection mechanism, secondary collisions during the avoidance process are effectively avoided, further improving collision avoidance safety.

[0111] Human-machine collaboration optimization: Taking full account of human-machine collaboration needs, through driver torque intervention detection and improved system interruption condition settings, it ensures that the driver can take over the control system at any time, balancing the efficiency of the system's automatic collision avoidance with the driver's control, thereby improving the driver's operating experience and the safety of system use.

[0112] This solution can be applied in the following scenarios: avoidance of stationary / moving targets within the lane; avoidance of VRU targets such as pedestrians and two-wheeled vehicles across lanes; avoidance decision-making on roads without lane markings; and conflict avoidance with targets in adjacent lanes during the avoidance process.

[0113] It should be noted that all data acquisition is conducted in accordance with laws and regulations and with user consent, and the data is used legally.

[0114] Example 2 This embodiment provides an emergency steering and avoidance control system, including: The triggering module is configured to assess whether to trigger a steering avoidance maneuver based on trigger necessity, collision probability, and trigger time. The selection module is configured to, after triggering a steering avoidance operation, select either emergency steering assist mode or automatic emergency steering mode based on the judgment of the driver's steering intention and steering angle, and perform steering avoidance in cross-lane or within-lane situations. The assessment module is configured to assess the collision risk between the vehicle and targets in front and behind in adjacent lanes in real time after a steering avoidance maneuver is executed. If a collision risk exists, the triggering of the steering avoidance maneuver is suppressed.

[0115] It should be noted that the above modules correspond to the steps described in Embodiment 1, and the examples and application scenarios implemented by the above modules and the corresponding steps are the same, but are not limited to the content disclosed in Embodiment 1. It should also be noted that the above modules, as part of the system, can be executed in a computer system such as a set of computer-executable instructions.

[0116] In further embodiments, the following is also provided: An electronic device includes a memory and a processor, as well as computer instructions stored in the memory and running on the processor, wherein the computer instructions, when executed by the processor, perform the method described in Embodiment 1. For brevity, further details are omitted here.

[0117] It should be understood that in this embodiment, the processor can be a central processing unit (CPU), or it can be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor, etc.

[0118] Memory may include read-only memory and random access memory, and provides instructions and data to the processor. A portion of memory may also include non-volatile random access memory. For example, memory may also store information about the device type.

[0119] A computer-readable storage medium for storing computer instructions, which, when executed by a processor, perform the method described in Embodiment 1.

[0120] The method in Example 1 can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor. The software modules can reside in readily available storage media in the field, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method. To avoid repetition, a detailed description is not provided here.

[0121] A computer program product includes a computer program that, when executed by a processor, implements the method described in Embodiment 1.

[0122] The present invention also provides at least one computer program product tangibly stored on a non-transitory computer-readable storage medium. The computer program product includes computer-executable instructions, such as instructions included in program modules, which execute in a device on a target real or virtual processor to perform the processes / methods described above. Typically, program modules include routines, programs, libraries, objects, classes, components, data structures, etc., that perform specific tasks or implement specific abstract data types. In various embodiments, the functionality of program modules can be combined or divided among program modules as needed. The machine-executable instructions for the program modules can execute within a local or distributed device. In a distributed device, the program modules can reside in both local and remote storage media.

[0123] The computer program code used to implement the methods of the present invention may be written in one or more programming languages. This computer program code may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the computer or other programmable data processing device, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code may be executed entirely on a computer, partially on a computer, as a stand-alone software package, partially on a computer and partially on a remote computer, or entirely on a remote computer or server.

[0124] In the context of this invention, computer program code or related data may be carried by any suitable carrier to enable a device, apparatus, or processor to perform the various processes and operations described above. Examples of carriers include signals, computer-readable media, and the like. Examples of signals may include electrical, optical, radio, sound, or other forms of propagation signals, such as carrier waves, infrared signals, etc.

[0125] Those skilled in the art will recognize that the units and algorithm steps described in connection with the various examples of this embodiment can be implemented in electronic hardware or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this invention.

[0126] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. An emergency steering and avoidance control method, characterized in that, include: Assess whether to trigger a steering avoidance maneuver based on the necessity of triggering, the probability of a collision, and the timing of the trigger. After triggering the steering avoidance operation, based on the judgment of the driver's steering intention and steering angle, the emergency steering assist mode or automatic emergency steering mode is selected to perform steering avoidance in cross-lane or within the same lane. After performing a steering avoidance maneuver, the system continuously assesses the collision risk between the vehicle and targets in front and behind in adjacent lanes. If a collision risk exists, the system suppresses the triggering of the steering avoidance maneuver.

2. The emergency steering and avoidance control method as described in claim 1, characterized in that, The trigger necessity is the ratio of lateral collision avoidance acceleration to the set comfort acceleration. When the ratio is greater than or equal to the preset trigger threshold, the trigger necessity is deemed to have been met. The collision probability is the weighted sum of the overlap between the vehicle and the target in front and the probability of collision with other obstacles on the avoidance path. When the weighted sum is greater than or equal to the preset collision threshold, the collision probability is determined to be up to standard. The trigger time is the difference between the predicted optimal collision avoidance time and the actual time; When the difference is within a preset reasonable range, it is determined that the triggering time has been met; When the necessity, probability of collision, and timing of triggering are all met, a steering avoidance maneuver is determined to be triggered.

3. The emergency steering and avoidance control method as described in claim 1, characterized in that, In emergency steering assist mode, the system detects the driver's steering intention. When the driver initiates a steering operation but the steering angle is less than the set angle threshold, the system increases the steering angle to support cross-lane avoidance.

4. The emergency steering and avoidance control method as described in claim 1, characterized in that, In automatic emergency steering mode, the system detects the driver's steering intention. If the system determines that the driver has not responded in time and has not initiated a steering operation, it automatically triggers a steering action, calculates the required steering angle, and executes steering control through EPS, which is limited to avoidance within the lane.

5. The emergency steering and avoidance control method as described in claim 1, characterized in that, By detecting the position and speed of targets in front and behind in adjacent lanes in real time, the risk of collision between the vehicle and targets in front and behind in adjacent lanes is assessed.

6. The emergency steering and avoidance control method as described in claim 1, characterized in that, The emergency steering avoidance control method also includes: interrupting steering control and triggering a driver takeover prompt when any of the following conditions are detected: the driver applies reverse torque; the throttle opening is greater than a set opening threshold; the vehicle's electronic stability system is turned off; a lane change has been completed or the maximum activation duration has been reached.

7. An emergency steering and avoidance control system, characterized in that, include: The triggering module is configured to assess whether to trigger a steering avoidance maneuver based on trigger necessity, collision probability, and trigger time. The selection module is configured to, after triggering a steering avoidance operation, select either emergency steering assist mode or automatic emergency steering mode based on the judgment of the driver's steering intention and steering angle, and perform steering avoidance in cross-lane or within-lane situations. The assessment module is configured to assess the collision risk between the vehicle and targets in front and behind in adjacent lanes in real time after a steering avoidance maneuver is executed. If a collision risk exists, the triggering of the steering avoidance maneuver is suppressed.

8. An electronic device, characterized in that, It includes a memory and a processor, as well as computer instructions stored in the memory and running on the processor, which, when executed by the processor, perform the method according to any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, Used to store computer instructions, which, when executed by a processor, perform the method described in any one of claims 1-6.

10. A computer program product, characterized in that, Includes a computer program, which, when executed by a processor, implements the method described in any one of claims 1-6.

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