Avoidance steering assist with pre-activation phase

Abstract

Techniques and systems are described that implement evasive steering assist (ESA) with a pre-activation phase. The ESA system predicts an impending collision with the object and enters a pre-activation phase. The pre-activation phase results in a required drop in steering force prior to determining that a collision is imminent. At a later time, the ESA system determines that a collision is impending and performs an activation phase. The activation stage generates a steering force that effectively avoids collision. By performing a pre-activation phase prior to determining an impending collision, the ESA system may provide the additional steering force required to avoid the collision without delay, while leaving the driver of the vehicle unable to feel a decrease in steering force.

Description

This application is a divisional application of the invention patent application with the filing date of December 16, 2021, the national application number 202111544859.5, and the title “Evasive Steering Assist with Pre-Activation Phase”. Background Art

[0001] Driver assistance technologies are increasingly being implemented in vehicles to improve safety. Evasive steering assist (ESA) is a driver assistance technology that enables a vehicle to automatically steer to avoid a collision with an object. For example, a vehicle may determine that a collision with an object is imminent and provide steering force to the vehicle to avoid the object.

[0002] However, when activated, ESA systems typically require that the steering force provided by the system be reduced before providing the additional steering force required to avoid an object. This reduction not only causes a delay in providing the additional steering force, but may also cause discomfort to the vehicle driver (e.g., they may feel as if the power steering has failed). Summary of the invention

[0003] Various aspects described below include a method of evasive steering assistance (ESA) performed by a vehicle. The method includes determining at least one of a state or environment of the vehicle that changes over time based on sensor data received from one or more sensors local to the vehicle. The method also includes: predicting that a collision with an object is imminent based on the state or environment of the vehicle at a first time; entering a pre-activation phase based on the prediction that a collision with the object is imminent; and causing the power steering system to adjust the steering force provided by the power steering system during the pre-activation phase. The method also includes: determining that a collision with an object is imminent based on the state or environment of the vehicle at a second time; entering an activation phase based on the determination that a collision with the object is imminent; and causing the power steering system to adjust the steering force during the activation phase to effectively steer the vehicle to avoid a collision with the object.

[0004] The various aspects described below also include a system for an ESA of a vehicle. The system includes one or more sensors configured to generate sensor data, the sensor data indicating at least one of a state of the vehicle that changes over time or an environment of the vehicle that changes over time. The system additionally includes a power steering system configured to provide a steering force to the vehicle. The system also includes at least one processor and at least one computer-readable storage medium, the computer-readable storage medium including instructions, which, when executed by the processor, cause the system to predict that a collision with an object is about to occur based on the state or environment of the vehicle at a first time. The instructions further cause the system to enter a pre-activation phase based on the prediction that a collision with the object is about to occur, and cause the power steering system to adjust the steering force during the pre-activation phase. The instructions also cause the system to: determine that a collision with an object is about to occur based on the state or environment of the vehicle at a second time; enter an activation phase based on the determination that a collision with an object is about to occur; and cause the power steering system to adjust the steering force during the activation phase to effectively steer the vehicle to avoid a collision with the object. BRIEF DESCRIPTION OF THE DRAWINGS

[0005] Devices and techniques for implementing evasive steering assistance (ESA) with a pre-activation phase are described with reference to the following drawings. The same numbers are used throughout the drawings to reference similar features and components: Figure 1 An example process flow for an ESA with a pre-activation phase is shown; Figure 2 An example diagram showing trajectory and steering forces of a vehicle during ESA with a pre-activation phase; Figure 3 Example data flows showing the inactive and pre-active phases of an ESA and transitions between the inactive and pre-active phases; Figure 4 Example data flows showing the pre-activation phase and the activation phase of an ESA and the transitions between the pre-activation phase and the activation phase; Figure 5 An example ESA system configured to perform ESA with a pre-activation phase is shown; and Figure 6 An example method of an ESA with a pre-activation phase is shown. DETAILED DESCRIPTION Overview

[0006] Evasive steering assist (ESA) systems enable a vehicle to determine that a collision with an object is imminent and provide steering force to avoid the collision. However, typically, these systems (or portions of these systems) require a reduction in the steering force provided by the system when they are executed. The reduction in steering force results in a delay in applying the additional steering force required to avoid the collision, while causing the driver to feel a loss of steering support.

[0007] Techniques and systems for implementing ESA with a pre-activation phase are described. The ESA system predicts that a collision with an object is imminent and enters the pre-activation phase. The pre-activation phase causes a required reduction in steering force before a collision is determined to be imminent. At a later time, the ESA system determines that a collision is imminent and executes an activation phase. The activation phase produces steering force effective to avoid the collision. By executing the pre-activation phase before an imminent collision is determined, the ESA system can provide the additional steering force required to avoid the collision without delay, while causing the driver of the vehicle to not feel the reduction in steering force. Example process flow

[0008] Figure 1 1 is an example process flow 100 for an ESA having a pre-activation phase. The process flow 100 is generally implemented by an ESA system 102 of a vehicle 104, Figure 5 Let's discuss the ESA system 102 further.

[0009] The process flow 100 begins with the ESA system 102 being in an inactive phase 106. In the inactive phase 106, the ESA system 102 is in an inactive state such that the vehicle 104 is operated in a standard driving mode (e.g., standard power steering force). In the example shown, the vehicle 104 is an object 108. Although the ESA system 102 is considered inactive during the inactive phase 106, the ESA system 102 may still monitor various aspects of the vehicle and the environment of the vehicle.

[0010] As the vehicle 104 approaches the object 108, the ESA system 102, while in the inactive phase 106, predicts that a collision with the object 108 is about to occur (prediction 110). The prediction 110 may be based on sensor data from one or more sensors of the vehicle 104. For example, the prediction 110 may be in response to the ESA system 102 detecting that a forward collision warning (FCW) is activated. The prediction 110 may be further based on detecting that a driver input to the steering wheel of the vehicle 104 has exceeded a threshold (e.g., detecting a rapid angular velocity or acceleration). It should be noted that the prediction 110 does not cause a conventional ESA system to activate and / or provide additional steering force.

[0011] Based on prediction 110, ESA system 102 enters pre-activation stage 112. Pre-activation stage 112 makes the power steering system of the vehicle reduce the steering force provided by the power steering system, and then rises to the pre-activation steering force. The pre-activation steering force may correspond to the steering force (e.g., standard power steering force) of the inactive stage 106, or may be slightly higher than the steering force of the inactive stage 106. If the pre-activation steering force is configured to be higher than the steering force of the inactive stage 106, the additional steering force is usually not enough for the driver to feel. For example, the additional steering force (above the standard power steering force) may correspond to less than 5 Newton-meters (Nm) at the steering wheel. It should be noted that conventional ESA systems do not include pre-activation stage 112, and therefore, these other systems cause the associated power steering system to reduce the steering force after determining that a collision with object 108 is about to occur (determine 114).

[0012] As the vehicle 104 continues to approach the object 108, the ESA system 102 determines that a collision with the object 108 is about to occur (determination 114) while in the pre-activation stage 112. The determination 114 may be based on the distance of the vehicle to the object 108 and the steering angle (e.g., the angle of the front wheels relative to the vehicle 104). For example, it may be determined that the vehicle 104 is turning or has turned the steering wheel by an amount that is insufficient to avoid the object 108. In other words, the turning is insufficient to avoid the object 108. As described above, determination 114 is when a conventional ESA system will activate, thereby causing a reduction in steering force to occur after determination 114.

[0013] Based on the determination 114, the ESA system 102 enters an activation phase 116. The activation phase 116 causes the power steering system to apply a steering force effective to steer the vehicle 104 around the object 108. However, because the vehicle's power steering system reduces the steering force prior to the activation phase 116 (e.g., during the pre-phase 112), the reduction may not be felt by the driver. In addition, the additional steering force required to avoid the object 108 may be applied immediately after the determination 114. Example trajectories and steering forces

[0014] Figure 22 is an example illustration 200 of a trajectory and steering force of a vehicle using an ESA with a pre-activation stage 112. The example illustration 200 follows the example process flow 100 and includes two parts: a trajectory part 202 and a steering force part 204. The trajectory part 202 shows a trajectory 206 of the vehicle 104 avoiding the object 108. The steering force part 204 shows the steering force affecting the trajectory 206. The trajectory part 202 and the steering force part 204 share a time axis (e.g., time 208) to show the correlation between the steering force and the trajectory 206. The trajectory part 202 has a coordinate system as follows: the top of the page is the vehicle 104 turning left, and the bottom of the page is the vehicle 104 turning right. Similarly, the steering force part 204 has a coordinate system as follows: the top of the page or positive direction is the steering force used to turn the vehicle 104 to the left, and the bottom of the page or negative direction is the steering force used to turn the vehicle 104 to the right.

[0015] The inactive phase 106, the pre-activation phase 112, and the activation phase 116 are indicated relative to the time 208. Between the phases are the times corresponding to the prediction 110 and the determination 114. The inflection point 210 at which the ESA system 102 (not shown) will reverse the steering force to turn the vehicle 104 back to the original direction (e.g., swerve) is also indicated with its corresponding time. The end point 212 at which the vehicle 104 generally travels in the same direction as when it started the process (although deviating from the object 108) is also indicated with its corresponding time. The shape of the trajectory 206 can vary depending on the implementation and circumstances. For example, the ESA system 102 can be configured to turn but not swerve (e.g., the trajectory 206 will be a straight tangent at the inflection point 210).

[0016] Steering force portion 204 shows ESA steering force 214, driver steering force 216, and total steering force 218. ESA steering force 214 is the difference between total steering force 218 and driver steering force 216. It should be noted that driver steering force 216 may be zero for any part or all of the time range of the process without departing from the scope of this disclosure.

[0017] At 220, a portion of the steering force portion 204 is amplified. As shown, the driver steering force 216 is initiated at an initial point 222. For example, the driver may see the object 108 and begin to turn the steering wheel, thereby providing the driver steering force 216. The ESA steering force 214 in the inactive phase 106 corresponds to a standard power steering force. Although the ESA steering force 214 is shown as a flat line entering the prediction 110, the ESA steering force 214 can be any shape in the inactive phase 106 without departing from the scope of the present disclosure.

[0018] The prediction 110 is determined, and the ESA system 102 enters the pre-activation phase 112. The first pre-activation sub-phase 224 causes the ESA steering force 214 to be set to a low value at a drop 226. The drop 226 may correspond to an ESA steering force of zero. Because the driver steering force 216 is present at a time corresponding to the drop 226, the total steering force 218 becomes the driver steering force 216 at the drop 226.

[0019] The driver steering force 216 is shown as non-zero at the time of the prediction 110 to illustrate the drop 226 in the ESA steering force 214. If the driver steering force 216 was not present at the time of the prediction 110, the ESA steering force 214 would be zero (based on the standard power steering force of the inactive mode 106) at the time of the prediction, and therefore, the total steering force 218 would be zero when the prediction 110 occurs. In this case, the drop 226 would disappear because the ESA system 102 sets the ESA steering force 214 to the low value of the drop 226, thereby causing the ESA steering force 214 to go from zero to zero.

[0020] After the drop 226, the second pre-activation sub-stage 228 causes the ESA steering force 214 to rise to the pre-activation steering force 230. The pre-activation steering force 230 corresponds to a steering force that is equal to or slightly higher than the ESA steering force 214 provided during the inactive stage 106. If the pre-activation steering force 230 is increased relative to the inactive stage 106, the additional ESA steering force 214 may correspond to 1-2Nm at the steering wheel of the vehicle. The driver is unlikely to notice this torque applied by the ESA system 102 on the steering wheel. In some embodiments, the second pre-activation sub-stage 228 may not occur due to the determination 114 made during the first pre-activation sub-stage. In this case, the ESA system 102 will simply transition to the activation stage 116 during the first pre-activation sub-stage 224.

[0021] When the determination 114 is made, the ESA system 102 enters the activation phase 116. The activation phase 116 causes the ESA steering force 214 to ramp up to the activation steering force 232, which will cause the vehicle to avoid the object 108. Once the object 108 is avoided, the ESA system 102 may return to the inactive phase 106 (e.g., be deactivated until another prediction 110 is made).

[0022] By implementing the pre-activation stage 112, when the determination 114 is made, the ESA system 102 can immediately begin to climb toward the activation steering force 232. It should be noted that the shape of the trajectory 206 and the steering force (214, 216 and 218) is shown only as an example. The shape, size and time range can vary widely depending on the situation and implementation without departing from the scope of the present disclosure. Regardless of the shape, the three stages and the transition of these three stages still occur. Example Data Flow

[0023] Figure 3 300 is an example diagram of example data flows and actions during the inactive phase 106, the pre-activation phase 112, and the transition between the inactive phase 106 and the pre-activation phase 112. The example diagram 300 begins with the ESA system 102 in the inactive phase 106. While in the inactive phase 106, sensor data 302 is received by an ESA module 304. The sensor data 302 may include data from local sensors that indicate a state of the vehicle 104 or an environment surrounding the vehicle 104. The sensor data 302 may be received by a prediction module 306 that monitors the sensor data 302 to determine whether a prediction 110 should be made.

[0024] During the inactive phase 106, the ESA module 304 may not provide any input to the power steering system 308 of the vehicle 104. That is, when the ESA system 102 is in the inactive phase 106, the power steering system 308 operates normally by providing a standard steering force 310, for example.

[0025] The prediction module 306 makes a prediction 110 that a collision with the object 108 is about to occur. Based on making the prediction 110, the ESA system 102 transitions to the pre-activation stage 112.

[0026] While in the pre-activation phase 112 , the ESA module 304 communicates with the power steering system 308 . The communication causes the power steering system 308 to provide the drop 226 of the ESA steering force 214 and the pre-activation steering force 230 .

[0027] Figure 4 4 is an example diagram 400 of example data flows and actions during a pre-activation phase 112, an activation phase 116, and a transition between the pre-activation phase 112 and the activation phase 116. The example diagram 400 begins with the ESA system 102 in the pre-activation phase 112. While in the pre-activation phase 112, sensor data 302 is received by the ESA module 304. The sensor data 302 may be received by a determination module 402 that monitors the sensor data 302 to determine whether a determination 114 should be made.

[0028] Based on the sensor data 302, the determination module 402 makes a determination 114 that a collision with the object 108 is imminent. As discussed above, although shown as outputting the pre-activation steering force 230, this determination can be made before the pre-activation steering force is obtained (e.g., during the first pre-activation sub-stage 224). Based on making the determination 114, the ESA system 102 transitions to the activation stage 116.

[0029] In some cases, the determination 114 may not be made. For example, while in the pre-activation stage 112, the driver may steer sufficiently to avoid the object 108 and thereby never trigger the determination. In this case, the ESA system 102 may return to the inactive stage 106. Since the pre-activation stage 112 is barely noticeable to the driver, entering and exiting the pre-activation stage 112 without transitioning to the active stage 116 is less intrusive (if any) to the driver.

[0030] While in the activation phase 116 , the ESA module 304 communicates with the power steering system 308 . The communication enables the power steering system 308 to provide the activation steering force 232 , which is effective to avoid a collision with the object 108 . Example Device

[0031] Figure 5 An example of an ESA system 102 is shown at 500, in which an ESA having a pre-activation stage 112 can be implemented. Although the vehicle 104 is shown as a car, the vehicle 104 may include any vehicle (e.g., a truck, bus, boat, airplane, etc.) without departing from the scope of the present disclosure. As shown below, the ESA system 102 of the vehicle 104 includes at least one processor 502, at least one computer-readable storage medium 504, one or more sensors 506, a power steering system 308, an ESA module 304, and optional third-party ESA components 508.

[0032] Processor 502 (e.g., an application processor, microprocessor, digital signal processor (DSP), or controller) executes instructions 510 (e.g., code) stored in computer-readable storage medium 504 (e.g., a non-transitory storage device such as a hard drive, SSD, flash memory, read-only memory (ROM), EPROM, or EEPROM) to cause ESA system 102 to perform the techniques described herein. Instructions 510 may be part of an operating system and / or one or more applications of ESA system 102.

[0033] The instructions 510 cause the ESA system 102 to operate (e.g., create, receive, modify, delete, send, or display) data 512 (e.g., application data, module data, sensor data, or I / O data). Although shown as being within the computer-readable storage medium 504, portions of the data 512 may be within a random access memory (RAM) or cache of the ESA system 102 (not shown). In addition, the instructions 510 and / or the data 512 may be remote from the ESA system 102.

[0034] The ESA module 304 may be comprised of the computer-readable storage medium 504, or the ESA module 304 (or portions of the ESA module 304) may be a separate component (e.g., a separate component executed in dedicated hardware that communicates with the processor 502 and the computer-readable storage medium 504). For example, the instructions 510 may cause the processor 502 to implement or otherwise cause the ESA module 304 to receive the sensor data 302 and transition between phases, such as with respect to Figures 1 to 4 described.

[0035] The sensor 506 that provides the sensor data 302 can be any type of sensor, detector, or code. For example, the sensor 506 can include a range sensor for detecting the distance and / or position of the object 108. The sensor 506 can also include a potentiometer on the steering column of the vehicle for determining the steering input or quick input by the driver. In addition, the sensor 506 can include code to determine whether a function or component of the vehicle is activated (e.g., whether FCW is activated).

[0036] The power steering system 308 can be any type of system known to those of ordinary skill in the art. For example, the power steering system can be hydraulic or electric with an actuator mounted on a steering column, rack, or steering box. Regardless of the implementation, the power steering system 308 provides steering force to the vehicle, which can be initiated by the driver or by the ESA module 304.

[0037] The optional third-party ESA component 508 represents an original equipment manufacturer (OEM) or a third-party ESA component (e.g., hardware, software, system, or function). For example, the ESA module 304 may engage with the third-party ESA component 508 to cause the power steering system 308 to apply the ESA steering force 214. For example, the ESA module 304 may make a prediction 110 and activate the third-party ESA component 508. By doing so, the ESA module 304 may cause the third-party ESA component 508 to initiate the decline 226 and the pre-activation steering force 230. Similarly, the third-party ESA component 508 may make a determination and initiate the activation steering force 232. In the absence of an ESA module 304 communicating with the third-party ESA component 508, the third-party ESA component 508 will wait until the activation determination 114, thereby causing the decline 226 to occur after the determination 114, as described above, which is not optimal. Example Method

[0038] Figure 6An example method 600 for an ESA having a pre-activation phase 112 is shown. The method 600 may be implemented using the examples described previously, such as the process flow 100, diagrams 200, 300, and 400, and the ESA system 102. Operations 602 to 612 may be performed by one or more entities (e.g., the ESA system 102, the ESA module 304, or the third-party ESA component 508). The order in which the operations are shown and / or described is not intended to be construed as limiting, and any number or combination of operations may be combined in any order to implement the method 600, or an alternative method.

[0039] The method 600 is typically initiated in an inactive state (e.g., inactive state 106). At 602, a state or environment of a vehicle at a first time is determined, and a prediction is made that a collision with an object is about to occur. For example, the ESA module 304 may receive the sensor data 302 and make the prediction 110.

[0040] At 604, a pre-activation phase is entered based on the prediction that a collision with an object is imminent. For example, the ESA module 304 may cause the ESA system 102 to enter the pre-activation phase 112. In some implementations, the third-party ESA component 508 may be activated (but not responsible for providing evasive steering).

[0041] At 606 , the steering force provided by the power steering system is adjusted. For example, the ESA module 304 can cause the power steering system 308 to output the reduction 226 and pre-activation steering force 230 of the ESA steering force 214 . In some embodiments, the reduction 226 and pre-activation steering force 130 are implemented by the third-party ESA component 508 .

[0042] At 608 , the state or environment of the vehicle at the second time is determined, and a determination is made that a collision with the object is imminent. For example, the ESA module 304 or third party ESA component 508 may receive the sensor data 302 and make the determination 114 .

[0043] At 610, an activation phase is entered based on a determination that a collision with an object is imminent. For example, the ESA module 304 may cause the ESA system 102 to enter the activation phase 116. In some embodiments, the activation phase 116 enables the third-party ESA component 508 to provide evasive steering.

[0044] At 612, the steering force provided by the power steering system is adjusted to effectively steer the vehicle to avoid a collision with the object. For example, the ESA module 304 may cause the power steering system 308 to output the activation steering force 232. Alternatively, the third-party ESA component 508 may cause the power steering system 308 to output the activation steering force 232. Example

[0045] Example 1: A method of evasive steering assist (ESA) performed by a vehicle, the method comprising: determining at least one of a state or environment of the vehicle that changes over time based on sensor data received from one or more sensors local to the vehicle; predicting that a collision with an object is imminent based on the state or environment of the vehicle at a first time; entering a pre-activation phase based on the prediction that a collision with the object is imminent; causing a power steering system to adjust a steering force provided by the power steering system during the pre-activation phase; determining that a collision with an object is imminent based on the state or environment of the vehicle at a second time; entering an activation phase based on the determination that a collision with the object is imminent; and causing the power steering system to adjust the steering force during the activation phase to effectively steer the vehicle to avoid a collision with the object.

[0046] Example 2: The method of Example 1, wherein causing the power steering system to adjust the steering force during the pre-activation phase includes causing the steering force to be zero during a first pre-activation sub-phase of the pre-activation phase.

[0047] Example 3: The method of example 1 or 2, wherein causing the power steering system to adjust the steering force during the pre-activation phase further comprises causing the steering force to be similar to the steering force of the non-activation phase during a second pre-activation sub-phase of the pre-activation phase.

[0048] Example 4: The method of example 1, 2 or 3, wherein causing the power steering system to adjust the steering force during the pre-activation phase further comprises causing the steering force to be higher than the steering force during the inactive phase during a second pre-activation sub-phase of the pre-activation phase.

[0049] Example 5: A method as in any preceding example, wherein the difference between the steering force generated in the second pre-activation sub-phase and the steering force of the inactive phase corresponds to less than 5 Newton-meters (Nm) at the steering wheel of the vehicle.

[0050] Example 6: A method as in any preceding example, wherein the inactive phase corresponds to a normal power steering mode of the vehicle.

[0051] Example 7: The method of any preceding example, wherein: entering the pre-activation phase comprises: activating a third-party ESA component of the vehicle; and causing the power steering system to adjust the steering force during the pre-activation phase is performed by the third-party ESA component.

[0052] Example 8: The method of any preceding example, wherein: determining that a collision with an object is imminent; and causing the power steering system to adjust steering force during the activation phase are performed by a third party ESA component.

[0053] Example 9: The method of any preceding claim, wherein the status or circumstances of the vehicle at the first time indicate a forward collision warning (FCW).

[0054] Example 10: The method of any preceding claim, wherein the state or environment of the vehicle at the first time further indicates a rapid steering action performed by a driver of the vehicle.

[0055] Example 11: The method of any preceding claim, wherein the state or circumstances of the vehicle at the second time indicates that a steering angle of the vehicle at the second time is insufficient to avoid a collision.

[0056] Example 12: The method of any preceding example, wherein the steering angle of the vehicle comprises: an angle of one or more wheels used to steer the vehicle or an angle of a steering wheel of the vehicle.

[0057] Example 13: The method of any preceding example, wherein causing the power steering system to adjust the steering force comprises causing a steering angle of the vehicle to increase.

[0058] Example 14: A system for evasive steering assistance (ESA) for a vehicle, the system comprising: one or more sensors, the one or more sensors configured to generate sensor data, the sensor data indicating at least one of a state of the vehicle that changes over time or an environment of the vehicle that changes over time; a power steering system, the power steering system configured to provide steering force to the vehicle; at least one processor; and at least one computer-readable storage medium, the computer-readable storage medium comprising instructions that, when executed by the processor, cause the system to perform any of the methods of Examples 1-13.

[0059] Example 15: A system comprising means for performing any of the methods of Examples 1-13. Conclusion

[0060] Although various embodiments of an ESA with a pre-activation phase have been described in language specific to particular features and / or methods, the subject matter of the appended claims is not necessarily limited to the particular features or methods described. Rather, the particular features and methods are disclosed as example embodiments of an ESA with a pre-activation phase. Further, although various examples have been described above, each of which has particular features, it should be understood that the particular features of an example are not necessarily used only with that example. Instead, any of the features described above and / or depicted in the accompanying drawings may be combined with any of the examples in addition to or in place of any of the other features of these examples.

Claims

1. A method, comprising: determining, by at least one processor of a vehicle at an initial time, that a forward collision warning FCW for the vehicle has been triggered based on a potential collision with an object; In response to determining that the FCW has been triggered, causing the vehicle to enter a pre-activation phase in which an auxiliary steering force provided by a power steering system of the vehicle is adjusted to zero; determining, by the processor at a subsequent time, that evasive steering assist (ESA) has been triggered based on the potential collision with the object; as well as In response to determining that the ESA has been triggered, the vehicle is caused to enter an activation phase in which the auxiliary steering force is further adjusted than in the pre-activation phase to steer the vehicle and prevent the potential collision with the object.

2. The method according to claim 1, characterized in that: The pre-activation stage includes a first pre-activation sub-stage and a second pre-activation sub-stage; During the first pre-activation sub-phase, the auxiliary steering force is adjusted to zero; and During the second pre-activation sub-phase, the auxiliary steering force is adjusted to be similar to the auxiliary steering force of the inactive phase.

3. The method according to claim 1, characterized in that: The pre-activation stage includes a first pre-activation sub-stage and a second pre-activation sub-stage; During the first pre-activation sub-phase, the auxiliary steering force is adjusted to zero; and During the second pre-activation sub-phase, the auxiliary steering force is adjusted to be higher than the auxiliary steering force in the inactive phase.

4. The method according to claim 3, characterized in that The difference between the auxiliary steering force of the second pre-activation sub-phase and the auxiliary steering force of the inactive phase corresponds to less than 5 Newton-meters (Nm) at the steering wheel of the vehicle.

5. The method according to claim 1, characterized in that Placing the vehicle into the pre-activation phase includes activating an ESA component of the vehicle.

6. The method according to claim 5, characterized in that At least one of triggering the ESA or causing the vehicle to enter the activation phase is performed via the ESA component.

7. The method according to claim 6, characterized in that The ESA component requires the auxiliary steering force to drop to zero.

8. The method according to claim 1, characterized in that Entering the vehicle into the pre-activation phase is further responsive to determining a rapid steering maneuver performed by a driver of the vehicle.

9. A system comprising at least one processor, wherein the at least one processor is configured to: At an initial time, determining that a forward collision warning FCW for the vehicle has been triggered based on a potential collision with an object; In response to determining that the FCW has been triggered, causing the vehicle to enter a pre-activation phase in which an auxiliary steering force provided by a power steering system of the vehicle is adjusted to zero; at a subsequent time, determining that evasive steering assist (ESA) has been triggered based on said potential collision with said object; as well as In response to determining that the ESA has been triggered, the vehicle is caused to enter an activation phase in which the auxiliary steering force is further adjusted than in the pre-activation phase to steer the vehicle and prevent the potential collision with the object.

10. The system according to claim 9, characterized in that: The pre-activation stage includes a first pre-activation sub-stage and a second pre-activation sub-stage; During the first pre-activation sub-phase, the auxiliary steering force is adjusted to zero; and During the second pre-activation sub-phase, the auxiliary steering force is adjusted to be similar to the auxiliary steering force of the inactive phase.

11. The system according to claim 9, characterized in that: The pre-activation stage includes a first pre-activation sub-stage and a second pre-activation sub-stage; During the first pre-activation sub-phase, the auxiliary steering force is adjusted to zero; and During the second pre-activation sub-phase, the auxiliary steering force is adjusted to be higher than the auxiliary steering force in the inactive phase.

12. The system according to claim 11, characterized in that The difference between the auxiliary steering force of the second pre-activation sub-phase and the auxiliary steering force of the inactive phase corresponds to less than 5 Newton-meters (Nm) at the steering wheel of the vehicle.

13. The system of claim 9, wherein: Entering the vehicle into the pre-activation phase is further responsive to determining a rapid steering maneuver performed by a driver of the vehicle.

14. The system of claim 9, wherein: Placing the vehicle into the pre-activation phase includes activating an ESA component of the vehicle.

15. The system of claim 14, wherein: At least one of triggering the ESA or causing the vehicle to enter the activation phase is performed via the ESA component.

16. The system of claim 15, wherein: The system further includes the ESA component.

17. The system of claim 16, wherein: The ESA component is configured to request that the steering force drop to zero.

18. A computer-readable storage medium comprising instructions which, when executed, cause one or more processors to: At an initial time, determining that a forward collision warning FCW for the vehicle has been triggered based on a potential collision with an object; In response to determining that the FCW has been triggered, causing the vehicle to enter a pre-activation phase in which an auxiliary steering force provided by a power steering system of the vehicle is adjusted to zero; at a subsequent time, determining that evasive steering assist (ESA) has been triggered based on said potential collision with said object; as well as In response to determining that the ESA has been triggered, the vehicle is caused to enter an activation phase in which the auxiliary steering force is further adjusted than in the pre-activation phase to steer the vehicle and prevent the potential collision with the object.

19. The computer-readable storage medium of claim 18, wherein: The pre-activation stage includes a first pre-activation sub-stage and a second pre-activation sub-stage; During the first pre-activation sub-phase, the auxiliary steering force is adjusted to zero; and During the second pre-activation sub-phase, the auxiliary steering force is adjusted to be similar to or higher than the auxiliary steering force of the inactive phase.

20. The computer-readable storage medium of claim 18, wherein: Placing the vehicle into the pre-activation phase includes activating an ESA component of the vehicle; and At least one of triggering the ESA or causing the vehicle to enter the activation phase is performed via the ESA component.

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