Method and system for assisting deflection of steering wheel during parking and auxiliary driving system

Abstract

The invention provides a method and system for assisting deflection of a steering wheel during parking and an auxiliary driving system, and relates to the technical field of auxiliary driving, and the method comprises the following steps: S1, judging whether the real-time distance between a vehicle and a front vehicle is smaller than a safe distance or not when the vehicle is parked in the driving process, and if not, exiting; if yes, turning to the step S2; s2, the deflection direction of a steering wheel and the steering angle corresponding to the deflection direction are obtained according to sensing data of the vehicle and the real-time interval; and S3, controlling a steering wheel of the vehicle to deflect from the current angle to the deflection direction to reach the steering angle, and controlling the steering wheel to recover to the current angle when the vehicle is started to advance. The beneficial effects are that when the vehicle stops in the driving process, a proper deflection direction and a proper steering angle are automatically given to the steering wheel, so that the probability of secondary collision and even extrusion deformation between the vehicle and the front vehicle due to rear collision force during rear-end collision of the rear vehicle can be effectively reduced.

Description

Technical Field

[0001] The present invention relates to the field of assisted driving technology, and in particular to a method and system for assisting steering wheel deflection during parking, and an assisted driving system. Background Art

[0002] In traditional driving scenarios, when a vehicle needs to stop urgently or slow down to stop, the driver's attention is mainly focused on the braking operation, and the impact of the vehicle's parking posture on subsequent possible collision accidents is often ignored. In particular, if the vehicle fails to maintain an appropriate posture when stationary, once it encounters a rear-end collision with a rear vehicle, not only will the rear vehicle be damaged, but the front vehicle may also suffer additional or even catastrophic damage due to the lack of sufficient buffer space or because the body posture is not conducive to dispersing the impact force. This "secondary collision" and subsequent "extrusion deformation" phenomenon greatly increase the risk of injury to people in the car.

[0003] The current assisted driving systems on the market, such as automatic emergency braking (AEB) and lane keeping assist (LKA), have played an important role in improving driving safety, but when dealing with parking scenarios, they mostly focus on the longitudinal braking control of the vehicle, and rarely involve the adjustment of the vehicle's lateral posture (i.e., the steering wheel angle). This means that in the event of a rear-end collision, these systems may not be able to effectively prevent the vehicle from suffering serious damage due to a direct impact. Summary of the invention

[0004] In view of the problems existing in the prior art, the present invention provides a method for assisting deflection of a steering wheel during parking, comprising:

[0005] Step S1, when the vehicle stops during driving, determine whether the real-time distance between the vehicle and the vehicle in front is less than the safe distance:

[0006] If not, exit;

[0007] If yes, go to step S2;

[0008] Step S2, obtaining the deflection direction of the steering wheel and its corresponding steering angle according to the sensing data of the vehicle and the real-time distance processing;

[0009] Step S3, controlling the steering wheel of the vehicle to deflect from the current angle to the deflection direction until reaching the steering angle, and controlling the steering wheel to return to the current angle when the vehicle starts to move forward.

[0010] Preferably, the step S2 comprises:

[0011] Step S21, judging whether there is enough space for the vehicle to pass through without obstacles on only one side of the vehicle in front according to the sensing data:

[0012] If yes, when the side is the left side, the deflection direction is configured as a left turn and the corresponding first deflection angle is calculated as the steering angle, and when the side is the right side, the deflection direction is configured as a right turn and the corresponding second deflection angle is calculated as the steering angle, and then the process proceeds to step S3;

[0013] If not, go to step S22;

[0014] Step S22, judging whether there is enough space on both sides of the front vehicle for the vehicle to pass through without obstacles based on the sensing data:

[0015] If not, exit;

[0016] If yes, then respectively calculate the first deflection angle when the deflection direction is the left side and the second deflection angle when the deflection direction is the right side, and then turn to step S23;

[0017] Step S23, determining whether the first deflection angle is smaller than the second deflection angle:

[0018] If yes, the deflection direction is configured as a left turn, and the first deflection angle is used as the steering angle, and then the process proceeds to step S3;

[0019] If not, the deflection direction is configured as a right turn, and the second deflection angle is used as the steering angle, and then the process goes to step S3.

[0020] Preferably, the perception data includes a panoramic surround image of the vehicle, and before executing step S21, the following steps are further included:

[0021] Marking a left turning area and a right turning area in the panoramic surround image, wherein the left turning area is an area enclosed by a turning trajectory when the vehicle turns left at a maximum steering angle, and the right turning area is an area enclosed by a turning trajectory when the vehicle turns right at a maximum steering angle;

[0022] In the step S21, if only the left turning area or the right turning area overlaps with the area where the preceding vehicle is located, it is determined that only one side of the preceding vehicle has sufficient space for the preceding vehicle to pass through without obstacles;

[0023] In the step S22, if the left turning area and the right turning area do not overlap with the area where the preceding vehicle is located, it is determined that there is enough space on both sides of the preceding vehicle for the own vehicle to pass through without obstacle.

[0024] Preferably, the method further includes caching the last real-time spacing, the deflection direction and the steering angle, and calling the cache when the real-time spacing of the current parking is less than the safety distance and not less than the last real-time spacing:

[0025] After marking the left turning area and the right turning area in the panoramic surround image, if there is enough space for the vehicle to pass through without obstacle on the side of the cached deflection direction, turn to step S3 to control the steering wheel of the vehicle to deflect from the current angle to the deflection direction cached last time until reaching the steering angle, and when the vehicle starts to move forward, control the steering wheel to return to the current angle.

[0026] Preferably, the calculation formulas of the first deflection angle a1 and the second deflection angle a2 are as follows:

[0027] a1=arctan(x1 / y), a2=arctan(x2 / y)

[0028] Among them, x1 is the lateral distance from the right outer contour of the vehicle to the left rear corner of the vehicle in front; y is the distance from the rear of the vehicle to the rear of the vehicle in front; x2 is the lateral distance from the left outer contour of the vehicle to the right rear corner of the vehicle in front.

[0029] Preferably, in step S3, the steering angle is converted into a steering wheel angle, and then the steering wheel angle is applied to an electric power steering system of the vehicle to control the steering wheel of the vehicle to deflect from the current angle to the deflection direction until the steering angle is reached.

[0030] Preferably, the perception data includes rear images of the vehicle before and after parking;

[0031] In the step S1, when the real-time distance is not less than the safety distance, it also includes evaluating whether there is a dangerous driving vehicle behind according to the rear image:

[0032] If yes, go to step S3;

[0033] If not, exit.

[0034] Preferably, in step S1, the vehicle continuously records the current lane during driving, and when the vehicle stops, it also includes determining whether the current stop is an emergency brake:

[0035] If so, when the current lane is on the far left, the steering wheel of the vehicle is controlled to turn right according to the preset maximum steering angle; when the current lane is on the far right, the steering wheel of the vehicle is controlled to turn left according to the maximum steering angle; when the current lane is in the middle, the steering wheel of the vehicle is controlled to turn right or left according to the maximum steering angle;

[0036] If not, determine whether the real-time distance between the vehicle and the preceding vehicle is less than the safety distance.

[0037] The present invention also provides a system for assisting steering wheel deflection during parking, which uses the above method and includes:

[0038] The vehicle distance judgment module is used to generate a steering control signal when the real-time distance between the vehicle and the vehicle in front is less than the safe distance when the vehicle stops during driving;

[0039] A processing module, connected to the vehicle distance judgment module, for obtaining the deflection direction of the steering wheel and its corresponding steering angle according to the steering control signal, the perception data of the vehicle and the real-time distance processing;

[0040] The execution module is connected to the processing module and is used to control the steering wheel of the vehicle to deflect from the current angle to the deflection direction until reaching the steering angle, and when the vehicle starts to move forward, control the steering wheel to return to the current angle.

[0041] The present invention also provides a driving assistance system, comprising the above system.

[0042] The above technical solution has the following advantages or beneficial effects: when the vehicle stops during driving, by automatically giving the steering wheel a suitable deflection direction and steering angle, the probability of the vehicle causing a secondary collision with the vehicle in front or even being squeezed and deformed due to the rear impact force when the rear vehicle rear-ends can be effectively reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 It is a flow chart of a method for assisting steering wheel deflection during parking in a preferred embodiment of the present invention;

[0044] Figure 2 Schematic diagram of a sub-process of step S2 in a preferred embodiment of the present invention;

[0045] Figure 3 In a preferred embodiment of the present invention, the turning trajectory diagram of the right outer contour of the vehicle when the deflection direction is left turn;

[0046] Figure 4 The figure is a schematic structural diagram of a system for assisting the deflection of a steering wheel during parking in a preferred embodiment of the present invention. DETAILED DESCRIPTION

[0047] The present invention is described in detail below in conjunction with the accompanying drawings and specific embodiments. The present invention is not limited to this embodiment, and other embodiments may also fall within the scope of the present invention as long as they conform to the gist of the present invention.

[0048] In a preferred embodiment of the present invention, based on the above problems existing in the prior art, a method for assisting the deflection of a steering wheel during parking is provided. Figure 1 As shown, including:

[0049] Step S1, when the vehicle stops during driving, determine whether the real-time distance between the vehicle and the vehicle in front is less than the safe distance:

[0050] If not, exit;

[0051] If yes, go to step S2;

[0052] Step S2, obtaining the deflection direction of the steering wheel and its corresponding steering angle according to the perception data of the vehicle and the real-time distance processing;

[0053] Step S3, controlling the steering wheel of the vehicle to deflect from the current angle to the deflection direction until the steering angle is reached, and when the vehicle starts to move forward, controlling the steering wheel to return to the current angle.

[0054] Specifically, in this embodiment, considering that within the safe distance, even if the rear vehicle does not brake in time and collides with the vehicle, the driver can usually brake in time to avoid a secondary collision with the front vehicle, without the need for additional steering operations. Therefore, in order to avoid unnecessary intervention in the driver's normal driving process, the steering wheel deflection is not performed. At this time, the parking behavior can be simply understood as decelerating to zero and keeping the current lane position unchanged. The steering wheel is controlled to deflect only within the safe distance.

[0055] The safety distance here refers to the minimum distance that a vehicle should maintain with the vehicle in front during driving in order to maintain sufficient reaction time and braking distance to prevent traffic accidents such as rear-end collisions. The setting of this distance is based on multiple factors such as vehicle speed, road conditions, and driver reaction time. In this embodiment, it can be defined according to needs, preferably proportional to the average vehicle speed during a preset period before parking. The safety distance can be understood as the distance between the bumper of the vehicle and the rear of the vehicle in front with a certain overlap width, that is, if the vehicle is driving in a straight line, it will collide with the vehicle in front.

[0056] Based on this, when the vehicle stops while driving, it is first determined whether the real-time distance between the vehicle and the rear of the vehicle in front is less than the preset safety distance. The real-time distance can be detected by the radar sensor installed on the vehicle.

[0057] When the real-time distance is not less than the safety distance, the steering wheel will not be deflected during parking. When the real-time distance is less than the safety distance, the steering wheel needs to be deflected, but there is uncertainty in the relative position between the vehicle and the front vehicle each time the vehicle is parked, such as the front vehicle is in the middle of the current lane, the vehicle is to the left or right of the current lane, or the front vehicle is in the middle of the current lane, the vehicle is to the left or right of the current lane. Due to this uncertainty, there may be enough space for the vehicle to pass through unimpeded on only one side of the front vehicle.

[0058] Therefore, before controlling the steering, it is necessary to know which side of the front vehicle can be passed without intersecting with the front vehicle, and then determine the deflection direction and the corresponding steering angle. Based on this, in a preferred embodiment of the present invention, Figure 2 As shown, step S2 includes:

[0059] Step S21, judging based on the sensing data whether there is enough space for the vehicle to pass through unimpeded on only one side of the vehicle in front:

[0060] If yes, when the side is the left side, the deflection direction is configured as a left turn and the corresponding first deflection angle is calculated as the steering angle, and when the side is the right side, the deflection direction is configured as a right turn and the corresponding second deflection angle is calculated as the steering angle, and then the process proceeds to step S3;

[0061] If not, go to step S22;

[0062] Step S22: determine whether there is enough space on both sides of the front vehicle for the vehicle to pass through without obstacles based on the sensing data:

[0063] If not, exit;

[0064] If yes, then respectively calculate the first deflection angle when the deflection direction is the left side and the second deflection angle when the deflection direction is the right side, and then turn to step S23;

[0065] Step S23, determining whether the first deflection angle is smaller than the second deflection angle:

[0066] If yes, the deflection direction is configured as a left turn, and the first deflection angle is used as the steering angle, and then the process goes to step S3;

[0067] If not, the deflection direction is configured as a right turn, and the second deflection angle is used as the steering angle, and then the process goes to step S3.

[0068] Specifically, in this embodiment, it is determined whether the steering wheel is deflected to the left or to the right by first determining which side of the front vehicle has enough space for the self-vehicle to pass through without obstacles. The self-vehicle's barrier-free passage here means that the movement trajectory of the self-vehicle's outer contour does not intersect with the front vehicle when the self-vehicle turns, so that when the self-vehicle is pushed by the rear vehicle, the self-vehicle turns according to the calculated deflection direction and steering angle, rather than driving in a straight line, thereby avoiding a secondary collision with the front vehicle. Furthermore, when there is enough space for the self-vehicle to pass through without obstacles on only one side of the front vehicle, the deflection direction is configured to face the side where the self-vehicle can pass. When there is enough space for the self-vehicle to pass through without obstacles on both sides of the front vehicle, it is preferred to determine the deflection direction according to the principle of the minimum steering angle, that is, the deflection direction is the side with the smaller steering angle.

[0069] In a preferred embodiment of the present invention, the perception data includes a panoramic surround image of the vehicle, and a left turning area and a right turning area are marked in the panoramic surround image, the left turning area is an area enclosed by a turning trajectory when the vehicle turns left at a maximum steering angle, and the right turning area is an area enclosed by a turning trajectory when the vehicle turns right at a maximum steering angle;

[0070] In step S21, if only the left turn area or the right turn area overlaps with the area where the preceding vehicle is located, it is determined that only one side of the preceding vehicle has sufficient space for the preceding vehicle to pass through without obstacles;

[0071] In step S22, if the left turning area and the right turning area do not overlap with the area where the front vehicle is located, it is determined that there is enough space on both sides of the front vehicle for the vehicle to pass through without obstacle.

[0072] In a preferred embodiment of the present invention, the last real-time spacing, deflection direction and steering angle are cached, and when the real-time spacing of this parking is less than the safety distance and not less than the last real-time spacing, the cache is called:

[0073] After marking the left turn area and the right turn area in the panoramic surround image, if there is enough space for the vehicle to pass through unimpeded on the side of the cached deflection direction of the front vehicle, the steering step S3 is performed to control the steering wheel of the vehicle to deflect from the current angle to the last cached deflection direction to the reached steering angle, and when the vehicle starts to move forward, the steering wheel is controlled to return to the current angle.

[0074] Specifically, in this embodiment, considering that in actual application scenarios, the driver may need to stop frequently, especially during peak hours or on congested roads, the steering angle may need to be calculated frequently. Considering that when deflecting on the same side, as long as the real-time spacing does not become smaller, the last steering angle can also be used to avoid intersection with the vehicle in front. This observation provides ideas for optimizing the calculation of the steering angle. Specifically, we can cache the last real-time spacing, the deflection direction and the steering angle so that they can be selectively called during this parking. This strategy can significantly reduce the number of calculations of the steering angle, thereby saving computing resources and improving the response speed and efficiency of the system.

[0075] In a preferred embodiment of the present invention, the calculation formulas of the first deflection angle a1 and the second deflection angle a2 are as follows:

[0076] a1=arctan(x1 / y), a2=arctan(x2 / y)

[0077] Among them, x1 is the lateral distance from the right outer contour of the vehicle to the left rear corner of the vehicle in front; y is the distance from the rear of the vehicle to the rear of the vehicle in front; x2 is the lateral distance from the left outer contour of the vehicle to the right rear corner of the vehicle in front.

[0078] Specifically, Figure 3As shown in the figure, it is the turning trajectory of the right outer contour of the vehicle when the deflection direction is to turn left. In the figure, x represents the lateral distance from the right outer contour of the vehicle to the left rear corner of the front vehicle, that is, x1, a is the steering angle, which is the first deflection angle a1 at this time, and y is the distance from the rear of the vehicle to the rear of the front vehicle. Among them, the distance from the rear of the vehicle to the rear of the front vehicle contains two parts, one is the length of the vehicle, and the other is the real-time spacing. The y value can be obtained by adding the two. When the deflection direction is to turn right, the same logic can be obtained. Just replace the x value with the lateral distance x2 from the left outer contour of the vehicle to the right rear corner of the front vehicle. I will not repeat it here.

[0079] In a preferred embodiment of the present invention, in step S3, the steering angle is converted into a steering wheel angle, and then the steering wheel angle is applied to the electric power steering system of the vehicle to control the steering wheel of the vehicle to deflect from the current angle to the deflection direction until the steering angle is reached.

[0080] Specifically, in this embodiment, the steering wheel angle can be converted into the steering wheel angle of the vehicle's EPS (electronic power steering system) through the steering ratio conversion of the vehicle. By applying this angle to the EPS (electronic power steering system) through the vehicle's auxiliary driving system when parking, a suitable steering wheel deflection angle can be achieved, thereby avoiding the situation of being squeezed by the front and rear vehicles when the rear vehicle rear-ends. When the vehicle starts to move forward, the EPS (electronic power steering system) is instructed to return the steering wheel to the center position through the auxiliary driving system. Preferably, a suitable return torque is calculated based on the current steering angle, vehicle speed and other information, and the steering wheel is quickly and smoothly returned to the center position through the steering motor.

[0081] The steering ratio is the ratio between the steering wheel angle and the steering wheel angle. This ratio is designed to ensure that the driver can accurately and intuitively feel the vehicle's steering response when turning the steering wheel. Vehicles of different models and design concepts may have different steering ratios to suit different driving needs and road conditions.

[0082] In a preferred embodiment of the present invention, the perception data includes rear images of the ego vehicle before and after parking;

[0083] In step S1, when the real-time distance is not less than the safety distance, it also includes evaluating whether there is a dangerous driving vehicle behind according to the rear image:

[0084] If yes, go to step S3;

[0085] If not, exit.

[0086] Specifically, in conventional driving logic, when the real-time distance between vehicles meets or exceeds the safety distance standard, it is generally believed that there is enough safety buffer to cope with emergency braking or evasive actions under normal circumstances. However, in actual situations, the complexity of the driving environment is often beyond imagination. Especially when the rear vehicle exhibits obvious dangerous driving characteristics, such as speeding, frequent lane changes, ignoring traffic signals, etc., these behaviors undoubtedly greatly increase the risk of collision accidents. Therefore, in this embodiment, even if the real-time distance is not less than the safety distance, but it is clearly known that there is a dangerous driving vehicle behind, in order to further ensure safety, the steering wheel is still controlled when parking.

[0087] Among them, the above-mentioned rear image is a continuous multi-frame image, and it is possible to determine whether there is a dangerous driving vehicle behind the vehicle by performing image recognition on the continuous multi-frame images.

[0088] More specifically, the above-mentioned image recognition may include the vehicle driving state, and the vehicle driving state may be one or more of the following:

[0089] Speed ​​status:

[0090] For one of the vehicles in the rear image, its speed change can be obtained through its size change in multiple consecutive frames of images to determine whether its speed is abnormal. For example, if it is obviously speeding or driving at an underspeed on a road with smooth traffic, this may indicate that the driver is drunk, fatigued or has a vehicle malfunction; or if it suddenly accelerates or brakes, this may indicate that the driver is slow to react or has bad driving habits, and it may be a dangerously driven vehicle.

[0091] Driving track:

[0092] For one of the vehicles in the rear image, its driving trajectory can be obtained through its position changes in multiple consecutive frames of images to determine whether its driving trajectory is stable. For example, if the vehicle frequently changes lanes, drives on the line, or makes sharp turns, this may be a signal of the driver's inattention, insufficient driving skills, or deliberate dangerous driving, and it may be a dangerously driven vehicle.

[0093] The above-mentioned image recognition may also include recognition of driver behavior characteristics, and the driver behavior characteristics may include one or more of the following:

[0094] Appearance features:

[0095] By identifying whether there are parts of the driver's head, arms, etc. sticking out of the window in the rear vehicle image, or the driver making obviously unstable movements in the car, these may be signs of dangerous driving.

[0096] Response speed:

[0097] Identify the driver's reaction speed in the rear vehicle image when encountering traffic light changes, pedestrians crossing the road, etc. If the driver reacts slowly or does not react correctly, this may mean that the driver is distracted or fatigued.

[0098] Violations:

[0099] Identify whether there are any violations of traffic rules in the rear vehicle image, such as running a red light, driving against traffic, not using lanes according to regulations, etc. These behaviors greatly endanger public safety and can also be used as a basis for judging dangerous driving vehicles.

[0100] In a preferred embodiment of the present invention, in step S1, the vehicle continuously records the current lane during driving, and when the vehicle stops, it also includes determining whether the current stop is an emergency brake:

[0101] If yes, then when the current lane is on the far left, control the steering wheel of the vehicle to steer right according to the preset maximum steering angle; when the current lane is on the far right, control the steering wheel of the vehicle to steer left according to the maximum steering angle; when the current lane is in the middle, control the steering wheel of the vehicle to steer right or left according to the maximum steering angle;

[0102] If not, determine whether the real-time distance between the vehicle and the preceding vehicle is less than the safety distance.

[0103] Specifically, in this embodiment, the parking behavior of the vehicle during driving includes deceleration and emergency braking, wherein deceleration and parking is a behavior of the driver gradually reducing the speed and finally stopping the vehicle when he anticipates the need to stop. This parking method usually occurs during normal driving, such as encountering traffic lights, encountering obstacles or construction areas ahead. The process of deceleration and parking is relatively smooth, and the driver has enough time and space to adjust the speed of the vehicle to ensure safe parking. Emergency braking is a parking behavior that quickly reduces the speed of the vehicle in an emergency. This parking method usually occurs in emergencies, such as obstacles suddenly appearing in front, pedestrians or other vehicles suddenly breaking into the lane, etc. Emergency braking requires the driver to react quickly and step on the brake pedal hard to reduce the speed as soon as possible and avoid collision. Since emergency braking usually occurs in emergency situations, it requires the driver to have a high reaction speed and accurate judgment ability. In this embodiment, the situation where the emergency braking of the front vehicle causes the emergency braking of the vehicle itself is mainly considered. At this time, the rear vehicle following the vehicle body will have a great possibility of not braking in time.

[0104] Taking into account the urgency of emergency braking, in this embodiment, as long as it is detected that the vehicle is in emergency braking, the steering wheel is immediately deflected regardless of whether the real-time distance between the vehicle and the front vehicle is within the safe distance, and preferably deflected at the maximum angle to avoid as much as possible a secondary collision with the front vehicle under the pushing force of the rear vehicle.

[0105] The present invention also provides a system for assisting the steering wheel to deflect during parking, which uses the above method, such as Figure 4 As shown, including:

[0106] The vehicle distance judgment module 1 is used to generate a steering control signal when the real-time distance between the vehicle and the preceding vehicle is less than the safe distance when the vehicle stops during driving;

[0107] The processing module 2 is connected to the vehicle distance judgment module 1 and is used to obtain the deflection direction of the steering wheel and its corresponding steering angle according to the steering control signal, the perception data of the vehicle and the real-time distance processing;

[0108] The execution module 3 is connected to the processing module 2 and is used to control the steering wheel of the vehicle to deflect from the current angle to the deflection direction until the steering angle is reached, and when the vehicle starts to move forward, the steering wheel is controlled to return to the current angle.

[0109] The present invention also provides a driving assistance system, comprising the above system.

[0110] The above description is only a preferred embodiment of the present invention, and does not limit the implementation mode and protection scope of the present invention. For those skilled in the art, it should be aware that all solutions obtained by equivalent substitutions and obvious changes made using the contents of this specification and illustrations should be included in the protection scope of the present invention.

Claims

1. A method for assisting steering wheel deflection during parking, characterized in that: include: Step S1, when the vehicle stops during driving, determine whether the real-time distance between the vehicle and the vehicle in front is less than the safe distance: If not, exit; If yes, go to step S2; Step S2, obtaining the deflection direction of the steering wheel and its corresponding steering angle according to the sensing data of the vehicle and the real-time distance processing; Step S3, controlling the steering wheel of the vehicle to deflect from the current angle to the deflection direction until reaching the steering angle, and controlling the steering wheel to return to the current angle when the vehicle starts to move forward.

2. The method according to claim 1, characterized in that The step S2 comprises: Step S21, judging whether there is enough space for the vehicle to pass through without obstacles on only one side of the vehicle in front according to the sensing data: If yes, when the side is the left side, the deflection direction is configured as a left turn and the corresponding first deflection angle is calculated as the steering angle, and when the side is the right side, the deflection direction is configured as a right turn and the corresponding second deflection angle is calculated as the steering angle, and then the process proceeds to step S3; If not, go to step S22; Step S22, judging whether there is enough space on both sides of the front vehicle for the vehicle to pass through without obstacles based on the sensing data: If not, exit; If yes, then respectively calculate the first deflection angle when the deflection direction is the left side and the second deflection angle when the deflection direction is the right side, and then turn to step S23; Step S23, determining whether the first deflection angle is smaller than the second deflection angle: If yes, the deflection direction is configured as a left turn, and the first deflection angle is used as the steering angle, and then the process proceeds to step S3; If not, the deflection direction is configured as a right turn, and the second deflection angle is used as the steering angle, and then the process goes to step S3.

3. The method according to claim 2, characterized in that The perception data includes a panoramic view image of the vehicle, and before executing step S21, the following steps are further included: Marking a left turning area and a right turning area in the panoramic surround image, wherein the left turning area is an area enclosed by a turning trajectory when the vehicle turns left at a maximum steering angle, and the right turning area is an area enclosed by a turning trajectory when the vehicle turns right at a maximum steering angle; In the step S21, if only the left turning area or the right turning area overlaps with the area where the preceding vehicle is located, it is determined that only one side of the preceding vehicle has sufficient space for the preceding vehicle to pass through without obstacles; In the step S22, if the left turning area and the right turning area do not overlap with the area where the preceding vehicle is located, it is determined that there is enough space on both sides of the preceding vehicle for the own vehicle to pass through without obstacle.

4. The method according to claim 3, characterized in that It also includes caching the last real-time spacing, the deflection direction and the steering angle, and calling the cache when the current parking real-time spacing is less than the safety distance and not less than the last real-time spacing: After marking the left turning area and the right turning area in the panoramic surround image, if there is enough space for the vehicle to pass through without obstacle on the side of the cached deflection direction, turn to step S3 to control the steering wheel of the vehicle to deflect from the current angle to the deflection direction cached last time until reaching the steering angle, and when the vehicle starts to move forward, control the steering wheel to return to the current angle.

5. The method according to claim 2, characterized in that: The calculation formulas of the first deflection angle a1 and the second deflection angle a2 are as follows: a1=arctan(x1 / y), a2=arctan(x2 / y) Among them, x1 is the lateral distance from the right outer contour of the vehicle to the left rear corner of the vehicle in front; y is the distance from the rear of the vehicle to the rear of the vehicle in front; x2 is the lateral distance from the left outer contour of the vehicle to the right rear corner of the vehicle in front.

6. The method according to claim 1, characterized in that In step S3, the steering angle is converted into a steering wheel angle, and then the steering wheel angle is applied to the electric power steering system of the vehicle to control the steering wheel of the vehicle to deflect from the current angle to the deflection direction until the steering angle is reached.

7. The method according to claim 1, characterized in that The perception data includes rear images of the vehicle before and after parking; In the step S1, when the real-time distance is not less than the safety distance, it also includes evaluating whether there is a dangerous driving vehicle behind according to the rear image: If yes, go to step S3; If not, exit.

8. The method according to claim 1, characterized in that: In step S1, the vehicle continuously records the current lane during driving, and when the vehicle stops, it also includes determining whether the stop is an emergency brake: If so, when the current lane is on the far left, the steering wheel of the vehicle is controlled to turn right according to the preset maximum steering angle; when the current lane is on the far right, the steering wheel of the vehicle is controlled to turn left according to the maximum steering angle; when the current lane is in the middle, the steering wheel of the vehicle is controlled to turn right or left according to the maximum steering angle; If not, determine whether the real-time distance between the vehicle and the preceding vehicle is less than the safety distance.

9. A system for assisting steering wheel deflection during parking, characterized in that: The method according to any one of claims 1 to 8 comprises: The vehicle distance judgment module is used to generate a steering control signal when the real-time distance between the vehicle and the vehicle in front is less than the safe distance when the vehicle stops during driving; A processing module, connected to the vehicle distance judgment module, for obtaining the deflection direction of the steering wheel and its corresponding steering angle according to the steering control signal, the perception data of the vehicle and the real-time distance processing; The execution module is connected to the processing module and is used to control the steering wheel of the vehicle to deflect from the current angle to the deflection direction until reaching the steering angle, and when the vehicle starts to move forward, control the steering wheel to return to the current angle.

10. A driving assistance system, characterized in that: A system comprising the method of claim 9.

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