Auxiliary driving method and device for emergency steering, electronic equipment and storage medium

Abstract

The invention provides an auxiliary driving method and device for emergency steering, electronic equipment and a storage medium, and relates to the field of safe auxiliary driving, in the method, collision risk detection is conducted on vehicles and pedestrians (namely targets) on a driving path of a vehicle, and when the vehicles and the pedestrians enter a collision risk area (namely the collision time is lower than a first preset threshold value), the vehicles and the pedestrians are driven to enter the collision risk area. Whether a driver conducts active steering operation or not is judged, if the driver conducts active avoiding steering action, the system conducts steering assistance in combination with the vehicle and road environment information, and steering angle gain is provided (namely steering torque assistance is provided for the driver); and if the driver does not perform active collision avoidance selection all the time, automatic steering collision avoidance function triggering and path planning are performed in combination with the minimum collision avoidance transverse and longitudinal distance, and the vehicle is further automatically controlled to perform collision avoidance driving, so that effective collision avoidance can be realized.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of safety auxiliary driving, in particular to an emergency turning auxiliary driving method and device, electronic equipment and storage medium. BACKGROUND

[0002] The current auxiliary driving function focuses on reducing the active operation of the driver, reducing fatigue during driving, and providing more driving assistance information to the driver through the detection of the surrounding driving environment by the perception system.

[0003] But function safety is always the basis of driving assistance. From the functional design, the function of safety auxiliary driving should be the focus of attention.

[0004] Due to driving distraction or sudden intrusion of the target, emergency collision with pedestrians and vehicles in front has always been a very dangerous driving behavior in daily life. How to avoid or assist the driver to avoid when such an emergency driving behavior occurs is very important.

[0005] In summary, how to effectively avoid collision in the process of auxiliary driving is a technical problem that needs to be solved at present. SUMMARY

[0006] Therefore, the purpose of the present application is to provide an emergency turning auxiliary driving method, device, electronic equipment and storage medium to alleviate the technical problem that the conventional technology cannot effectively avoid collision.

[0007] In a first aspect, the present application provides an emergency turning auxiliary driving method, comprising: detecting a target on the vehicle driving path by a vehicle-mounted environment perception sensor, and calculating the collision time of the vehicle and the target; if the collision time is lower than a first preset threshold, determining whether the driver actively avoids collision by operating the steering wheel; if the driver actively avoids collision by operating the steering wheel, entering an emergency turning assistance mode; if the driver does not operate the steering wheel to actively avoid collision, entering an automatic turning avoidance mode; wherein, in the emergency turning assistance mode, according to the path planning result, the electric power steering system provides steering torque assistance to the driver to optimize the avoidance path; In the automatic turning avoidance mode, the minimum avoidance turning radius and the minimum avoidance longitudinal distance are calculated based on the vehicle speed and the maximum allowed lateral acceleration, and when the minimum avoidance longitudinal distance meets the avoidance condition, the electric power steering system and the electronic stability system automatically control the vehicle to complete the turning avoidance.

[0008] Further, the method further comprises: If the collision time is not lower than the first preset threshold, an alarm is first sent to the driver to remind the driver to take braking measures; If the driver still does not react, the automatic emergency braking system will automatically start the braking system.

[0009] Further, determining whether the driver actively avoids collision by operating the steering wheel comprises: Monitoring the change value of the steering torque, the change value of the steering angle and the change value of the steering speed of the steering wheel; If the change value of the steering torque is greater than the change threshold of the steering torque, or the change value of the steering angle is greater than the change threshold of the steering angle, or the change value of the steering speed is greater than the change threshold of the steering speed, it is determined that the driver actively avoids collision by operating the steering wheel.

[0010] Further, the working speed range of the emergency steering assistance mode is 40-85 km / h; The working speed range of the automatic steering collision avoidance mode is 60-85 km / h.

[0011] Further, according to the path planning result, the electric power steering system provides steering torque assistance to the driver, comprising: The path planning module obtains a target trajectory according to the longitudinal distance from the front vehicle, the minimum turning radius of the vehicle and the lateral distance between the vehicle and the road, and further obtains the path planning result; The lateral control assistance module calculates an additional steering angle or torque according to the actual operation of the driver and the actual state of the vehicle; The electric power steering system executes according to the additional steering angle or torque to provide steering torque assistance to the driver.

[0012] Further, the minimum collision turning radius and the minimum collision longitudinal distance are calculated based on the vehicle speed and the maximum allowed lateral acceleration, comprising: The minimum collision turning radius is calculated according to the calculation formula: AllowMinRadius=single(VehicleSpeed)^2 / AllowMAXLatAccel, wherein AllowMinRadius represents the minimum collision turning radius, VehicleSpeed represents the vehicle speed, and AllowMAXLatAccel represents the maximum allowed lateral acceleration; The minimum collision longitudinal distance is calculated according to a minimum collision longitudinal distance calculation formula: TempDistance = AllowMinRadius^2-(AllowMinRadius-NeedtoAvoidLatDis)^2, wherein TempDistance represents the minimum collision longitudinal distance, AllowMinRadius represents the minimum collision turning radius, and NeedtoAvoidLatDis represents the allowed lateral distance for collision avoidance; When the minimum collision longitudinal distance meets the collision avoidance condition, the vehicle is automatically controlled to complete collision avoidance by the electric power steering system and the electronic stability system, including: An optimal smooth trajectory for collision avoidance is planned according to the minimum collision turning radius and the allowed lateral distance for collision avoidance; The steering wheel is directly driven to rotate by the electric power steering system and the electronic stability system according to the optimal smooth trajectory, so as to automatically control the vehicle to complete collision avoidance.

[0013] Further, when the minimum collision longitudinal distance does not meet the collision avoidance condition, the method further includes: an alarm is sent to the driver; a safety belt is pre-tightened, and full braking is performed.

[0014] In a second aspect, the application further provides an emergency steering auxiliary driving device, including: a detection and calculation unit configured to detect a target on a driving path of a vehicle by using an on-board environment perception sensor and to calculate a collision time of the vehicle and the target; a judgment unit configured to judge whether a driver actively avoids collision by operating a steering wheel if the collision time is lower than a first preset threshold value; an emergency steering auxiliary unit configured to enter an emergency steering auxiliary mode if the driver actively avoids collision by operating the steering wheel; an automatic steering collision avoidance unit configured to enter an automatic steering collision avoidance mode if the driver does not actively avoid collision by operating the steering wheel; In the emergency steering auxiliary mode, a steering torque assistance is provided to the driver by an electric power steering system according to a path planning result, so as to optimize a collision avoidance path. In the automatic steering collision avoidance mode, a minimum collision turning radius and a minimum collision longitudinal distance are calculated based on a vehicle speed and a maximum allowed lateral acceleration, and the vehicle is automatically controlled to complete collision avoidance by the electric power steering system and the electronic stability system when the minimum collision longitudinal distance meets a collision avoidance condition.

[0015] In a third aspect, an embodiment of the present application further provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and capable of running on the processor, wherein the processor implements the steps of the method of any one of the above-mentioned first aspect when running the computer program.

[0016] In a fourth aspect, an embodiment of the present application further provides a computer readable storage medium, which stores a computer program, wherein the computer program, when executed by a processor, performs the method of any one of the above-mentioned first aspect.

[0017] In the embodiment of the present application, an emergency steering auxiliary driving method is provided, which comprises: detecting a target on a driving path of a vehicle through an on-board environment perception sensor, and calculating a collision time of the vehicle and the target; if the collision time is lower than a first preset threshold, determining whether the driver actively avoids collision by operating a steering wheel; if the driver actively avoids collision by operating the steering wheel, entering an emergency steering auxiliary mode; if the driver does not actively avoid collision by operating the steering wheel, entering an automatic steering collision avoidance mode; wherein, in the emergency steering auxiliary mode, a steering torque assistance is provided to the driver through an electric power steering system according to a path planning result, so as to optimize the collision avoidance path; in the automatic steering collision avoidance mode, a minimum collision avoidance turning radius and a minimum collision avoidance longitudinal distance are calculated based on a vehicle speed and a maximum allowed lateral acceleration, and when the minimum collision avoidance longitudinal distance meets the collision avoidance condition, the vehicle is automatically controlled to complete the steering collision avoidance through the electric power steering system and an electronic stability system. As can be seen from the above description, in the emergency steering auxiliary driving method of the present application, the collision risk of the vehicle and the pedestrian (i.e. the target) on the driving path of the vehicle is detected, and when entering the collision risk area (i.e. the collision time is lower than the first preset threshold), it is determined whether the driver actively performs the steering operation. If the driver actively avoids the collision, the system provides the steering angle gain (i.e. the steering torque assistance) to the driver in combination with the vehicle and the road environment information. If the driver does not actively avoid the collision, the automatic steering collision avoidance function is triggered and the path planning is performed in combination with the minimum collision avoidance lateral and longitudinal distance, and the vehicle is further automatically controlled to avoid collision, so that the effective collision avoidance is realized, and the technical problem that the traditional technology cannot effectively avoid collision in the auxiliary driving process is solved. BRIEF DESCRIPTION OF DRAWINGS

[0018] In order to more clearly illustrate the specific embodiments of the present application or the technical solutions in the prior art, the following will briefly introduce the drawings needed to be used in the specific embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0019] Figure 1 A flow chart of an emergency steering auxiliary driving method provided by an embodiment of the present application is shown in FIG. 1. Figure 2 A schematic diagram of different regions of vehicle driving provided by an embodiment of the present application is shown in FIG. 2. Figure 3 A schematic diagram of emergency steering auxiliary and automatic steering collision avoidance provided by an embodiment of the present application is shown in FIG. 3. Figure 4 A schematic diagram of an emergency steering auxiliary driving device provided by an embodiment of the present application is shown in FIG. 4. Figure 5 A schematic diagram of an electronic device provided by an embodiment of the present application is shown in FIG. 5. DETAILED DESCRIPTION

[0020] The technical solutions of the present application will be described in detail below with reference to the embodiments. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of the present application.

[0021] In the process of auxiliary driving, the traditional technology cannot effectively avoid collision.

[0022] Therefore, in the emergency steering auxiliary driving method of the present application, the collision risk of the vehicle and pedestrians (i.e. targets) on the driving path of the vehicle is detected, and when entering the collision risk area (i.e. the collision time is less than the first preset threshold), it is determined whether the driver has an active steering operation. If the driver has an active avoidance steering action, the system combines the vehicle and road environment information to assist steering and provides a steering angle gain (i.e. provides a steering torque assist to the driver); if the driver has not performed an active collision avoidance selection, the minimum collision lateral and longitudinal distance is combined to trigger the automatic steering collision avoidance function and the path planning, and the vehicle is further automatically controlled to avoid collision, i.e. effective collision avoidance can be achieved.

[0023] To facilitate the understanding of the present embodiment, first, a detailed introduction is made to the emergency steering auxiliary driving method disclosed by the present embodiment.

[0024] Embodiment one: According to the present embodiment, an embodiment of an emergency steering auxiliary driving method is provided. It should be noted that the steps shown in the flow chart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although the logical order is shown in the flow chart, in some cases, the steps shown or described can be executed in a different order from that shown here.

[0025] Figure 1This is a flowchart of an emergency steering assisted driving method according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps: Step S102: Detect targets on the vehicle's driving path using the vehicle-mounted environmental perception sensor and calculate the collision time between the vehicle and the target. Specifically, the aforementioned vehicle-mounted environmental perception sensors include radar, cameras, etc., and the aforementioned targets include vehicles and pedestrians.

[0026] When multiple potential targets are detected, the method also includes: Based on the collision time, collision severity, and target type of each target, a comprehensive risk value is calculated for each target. The target with the highest comprehensive risk value is selected as the primary collision avoidance target, and the parameters of this primary collision avoidance target are used to trigger subsequent collision avoidance mode decisions. This primary collision avoidance target is the aforementioned target.

[0027] Specifically, the total risk value (denoted as Rtotal) can be expressed as a weighted sum of multiple risk components.

[0028] For example: R total =W t ×R t +W s ×R s +W p ×R p , where R t R represents the risk component based on time-to-collision (TTC). s R represents the risk component based on the severity of the collision. p W represents the risk component based on the target type. t W s W p These are the weight coefficients of the corresponding components, and satisfy W. t +W s +W p =1. These weights reflect the system's emphasis on different risk dimensions.

[0029] Risk component based on time-of-collision (TTC) (R) t ) Collision time (TTC) is the most direct manifestation of dynamic risk. Its risk function is usually an inverse or exponentially decaying relationship, meaning that the smaller the TTC, the higher the risk.

[0030] Calculation method: R t =1 / TTC or R t =exp(-k×TTC) (k is the attenuation coefficient) To normalize the risk value to a certain interval (e.g. 0-1) for subsequent calculations, a piecewise function or saturation function can be used. For example: R t =max(0,min(1,(TTC max -TTC) / (TTC max -TTC min ))) TTC max : risk neglect threshold (e.g. 5 seconds), when TTC is greater than this value, R t ≈0.

[0031] TTC min : emergency collision trigger threshold (e.g. 1.5 seconds), when TTC is less than this value, R t =1.

[0032] Risk component based on collision severity (Rs) Collision severity is mainly related to relative speed, because kinetic energy is proportional to the square of speed. At the same time, the speed of the ego vehicle also affects the final consequences of the accident.

[0033] Calculation method: R s =f(V relative ,V ego ) A simplified calculation formula can be: R s =(V relative ^2×V ego ) / (V normalization ) Where V normalization is a normalization constant to scale the result to the range 0-1, V relative represents the relative speed, and V ego represents the ego vehicle speed. A more practical approach is to use a lookup table to predefine a severity level (low, medium, high, very high) based on relative speed and ego vehicle speed, and map it to a value between 0 and 1.

[0034] Risk component based on target type (R p ) Different target types have different vulnerabilities and collision priorities. This is a static or semi-static weight assignment.

[0035] Calculation method: Predefined priority coefficients are usually used, for example: Pedestrian, bicycle rider: R p =1.0 (highest priority, most vulnerable) Motorcycle: R p =0.9 Car: R p = 0.7 Truck, fixed obstacle: R p = 0.5 (Although the collision severity is high, it is usually not sudden lane changing, and it is easier to be perceived in advance).

[0036] The introduction of this component makes the system prefer to protect pedestrians when TTC and relative speed are similar, which conforms to the ASIL level division principle in functional safety.

[0037] Step S104, if the collision time is lower than the first preset threshold, it is judged whether the driver actively avoids collision by operating the steering wheel; Specifically, if the collision time is lower than the first preset threshold, it indicates that there is a collision risk between the vehicle and the target. The collision time is a time measure index for evaluating the potential collision risk between two objects. The smaller the value, the higher the collision risk; the larger the value, the more current safety.

[0038] The method further comprises: real-time monitoring of the dynamic stability margin of the main collision avoidance target, wherein the dynamic stability margin comprises the difference between the yaw rate, lateral acceleration and respective stability threshold of the main collision avoidance target (such as a vehicle); the first preset threshold is dynamically adjusted according to the dynamic stability margin: when the dynamic stability margin decreases, the first preset threshold is lowered to delay the system intervention; when the dynamic stability margin increases, the first preset threshold is increased to advance the system intervention.

[0039] Step S106, if the driver actively avoids collision by operating the steering wheel, enter the emergency steering assistance mode; Step S108, if the driver does not operate the steering wheel to actively avoid collision, enter the automatic steering avoidance mode; Wherein, in the emergency steering assistance mode, according to the path planning result, the electric power steering system provides steering torque assistance to the driver to optimize the collision avoidance path; In the automatic steering avoidance mode, the minimum collision avoidance turning radius and the minimum collision avoidance longitudinal distance are calculated based on the vehicle speed and the maximum allowed lateral acceleration, and when the minimum collision avoidance longitudinal distance meets the collision avoidance condition, the electric power steering system and the electronic stability system automatically control the vehicle to complete the steering avoidance.

[0040] In the above scheme, ESA is Emergency Steering Assist, an emergency steering assist system. The front / side target is detected by an environmental perception sensor. If the risk of collision increases, the driver operates the steering wheel to steer or the system automatically operates the steering after judgment. The vehicle can generate rotating force through an electric power steering system EPS and ensure vehicle stability through an electronic stability system ESC to help the driver avoid obstacles in an emergency. The system can not only maximize the avoidance of danger but also greatly avoid vehicle loss of control during the process of correcting the direction.

[0041] In the embodiment of the present application, an emergency steering assist driving method is provided, which comprises: detecting a target on a driving path of a vehicle through an on-board environmental perception sensor and calculating a collision time of the vehicle and the target; judging whether the driver actively avoids collision by operating the steering wheel if the collision time is lower than a first preset threshold; entering an emergency steering assist mode if the driver actively avoids collision by operating the steering wheel; entering an automatic steering collision avoidance mode if the driver does not actively avoid collision by operating the steering wheel; wherein, in the emergency steering assist mode, a steering torque assist is provided to the driver through an electric power steering system according to a path planning result to optimize the collision avoidance path; in the automatic steering collision avoidance mode, a minimum collision avoidance turning radius and a minimum collision avoidance longitudinal distance are calculated based on the vehicle speed and the maximum allowed lateral acceleration, and the vehicle is automatically controlled to complete the steering collision avoidance through the electric power steering system and the electronic stability system when the minimum collision avoidance longitudinal distance meets the collision avoidance condition. As can be seen from the above description, in the emergency steering assist driving method of the present application, the collision risk of the vehicle and the pedestrian (i.e. the target) on the driving path of the vehicle is detected, and whether the driver actively operates the steering is judged when entering the collision risk area (i.e. the collision time is lower than the first preset threshold). If the driver actively avoids collision, the system provides steering angle gain (i.e. provides steering torque assist to the driver) in combination with the vehicle and road environment information. If the driver does not actively avoid collision, the automatic steering collision avoidance function is triggered and the path is planned in combination with the minimum collision avoidance lateral and longitudinal distance, and the vehicle is further automatically controlled to avoid collision, so that effective collision avoidance is achieved, and the technical problem that the traditional technology cannot effectively avoid collision in the process of assist driving is solved.

[0042] The above describes the emergency steering assist driving method of the present application briefly, and the specific contents involved therein are described in detail below.

[0043] In an optional embodiment of the present application, the method further comprises the following steps: (1) if the collision time is not lower than the first preset threshold, an alarm is first given to the driver to remind the driver to take braking measures; (2) If the driver still does not react, the automatic emergency braking system will automatically start the braking system.

[0044] Specifically, in implementation, first, data acquisition (perception layer) is performed: the system continuously detects the road environment in front of the vehicle through environmental perception sensors such as radars, cameras or lidar installed on the vehicle, and identifies and tracks target objects such as vehicles, pedestrians and bicycles.

[0045] Risk analysis and decision-making (decision-making layer): the system processor comprehensively analyzes key parameters such as the relative speed and relative distance between the vehicle and the target object. Among them, TTC (time to collision) is the core decision-making index. The smaller the TTC, the higher the risk of collision. The system internally presets different risk level thresholds (for example, first level alarm, partial braking, full braking).

[0046] Warning and execution (execution layer): referring to the warning area in Figure 2 , the first stage is warning. When the system determines that there is a potential risk (the time to collision is lower than the third preset threshold (the third preset threshold is greater than the second preset threshold, and the second preset threshold is greater than the first preset threshold)), but it is not urgent yet, the system will issue a warning to the driver through visual, auditory or tactile (such as vibrating the steering wheel) means, prompting him to take braking measures.

[0047] The second stage is automatic braking, referring to the braking collision avoidance area in Figure 2 . If the driver still does not react, the risk further escalates (the time to collision is lower than the second preset threshold, but not lower than the first preset threshold), and the AEB system (i.e. the automatic emergency braking system) will automatically start the braking system. It may first perform partial braking to alert the driver again, and if the collision cannot be avoided, it will perform full braking to reduce the vehicle speed to the greatest extent and reduce the consequences of the collision.

[0048] AEB mainly avoids collision through longitudinal braking, while ESA (emergency steering assist) / AES (automatic steering avoidance) avoids collision through lateral steering (i.e. the steering avoidance area in Figure 2 ). The two constitute a safety solution in the longitudinal and lateral dimensions to deal with emergency situations.

[0049] Scenario coordination: the function triggering condition of the present application is "when automatic emergency braking cannot help avoid the occurrence of a collision" (i.e. the time to collision is lower than the first preset threshold). This means that the system will preferentially use AEB. However, in some extreme working conditions (such as high speed and close distance), braking alone may still not be able to avoid a collision, at which time steering avoidance becomes a more effective last resort.

[0050] The control object of AEB is mainly brake system, and the goal is to slow down. The control object of ESA / AES is mainly steering system (EPS) and vehicle body stability system (ESC), and the goal is to turn around and keep the vehicle stable.

[0051] In an optional embodiment of the present application, determining whether the driver actively avoids collision by operating the steering wheel specifically includes the following steps: (1) monitoring the change value of the steering torque, the change value of the steering angle, and the change value of the steering speed of the steering wheel; (2) if the change value of the steering torque is greater than the change threshold of the steering torque, or the change value of the steering angle is greater than the change threshold of the steering angle, or the change value of the steering speed is greater than the change threshold of the steering speed, it is determined that the driver actively avoids collision by operating the steering wheel.

[0052] Specifically, if the change value of the steering torque is not greater than the change threshold of the steering torque, and the change value of the steering angle is not greater than the change threshold of the steering angle, and the change value of the steering speed is not greater than the change threshold of the steering speed, it is determined that the driver does not actively avoid collision by operating the steering wheel.

[0053] In order to be safer, the method further includes: If the change value of the steering torque of the steering wheel is greater than the first torque threshold and the change of the steering angle is smooth, it is determined that the driver is consciously and capable of actively avoiding collision, and enters the emergency steering assistance mode; if the change value of the steering torque is greater than the second torque threshold but the change of the steering angle is violent and disordered, it is determined that the driver is in a panic state of irrational operation, the system limits the upper limit of the auxiliary torque while providing steering assistance, and preferentially activates the electronic stability system for stability compensation.

[0054] In an optional embodiment of the present application, the working speed range of the emergency steering assistance mode is 40-85 km / h; The working speed range of the automatic steering collision avoidance mode is 60-85 km / h.

[0055] Specifically, the emergency steering assistance (ESA for short): in the speed range of 40-85 kph, when the automatic emergency braking (AEB) cannot help avoid the occurrence of collision, it can assist the driver to steer. When the system detects that the steering of the driver is not enough to support collision avoidance, the system should increase the steering angle; when the system detects that the steering of the driver is excessive, the system should reduce the steering angle.

[0056] Automatic steering collision avoidance (AES for short): in the speed range of 60-85 kph, the system automatically detects collision risk, and when the automatic emergency braking (AEB) cannot help avoid the occurrence of collision, it automatically operates the steering to avoid collision without driver intervention.

[0057] Two sub-functions together constitute the scheme of the present application, first of all, the two functions have different vehicle speeds, and the automatic steering collision avoidance function has a higher vehicle speed. However, considering the emergency auxiliary steering / collision avoidance working condition, the vehicle has a larger yaw angular velocity, and the emergency rotation of the steering wheel will bring a rollover direction, so the upper limit vehicle speed is designed as 85kph.

[0058] Secondly, the emergency steering auxiliary judges whether the driver has operated the vehicle. The system designed in the present application will assist the driver in steering and increase the steering angle (such as the uppermost case shown in Figure 3 When the system detects that the driver has not actively operated all the time and judges that the collision risk is triggered, the automatic steering collision avoidance function is involved (such as the middle case shown in Figure 3 The vehicle is controlled to steer to avoid collision.

[0059] In an optional embodiment of the present application, according to the path planning result, the electric power steering system provides steering torque assistance to the driver, specifically including the following steps: (1) The path planning module plans a target trajectory according to the longitudinal distance from the front vehicle, the minimum turning radius of the vehicle, and the lateral distance from the vehicle to the road, and then obtains the path planning result; (2) The lateral control assistance module calculates the additional steering wheel angle or torque according to the actual operation of the driver and the actual state of the vehicle; (3) The electric power steering system executes according to the additional steering wheel angle or torque to provide steering torque assistance to the driver.

[0060] Specifically, when it is detected that the vehicle has a collision risk with the target, the driver's active operation is judged, including the application of the steering wheel hand torque to the driver, the active change of the steering angle, the steering speed, etc. If the driver actively operates the steering wheel to avoid collision (i.e., the driver actively avoids collision by operating the steering wheel), the system performs path planning for auxiliary steering by the path planning module in combination with information such as the longitudinal distance from the front vehicle, the minimum turning radius of the vehicle, and the lateral distance from the vehicle to the road, to obtain the path planning result.

[0061] Further, according to the target trajectory obtained by the path planning result, the lateral control assistance is performed. The lateral control assistance module calculates the additional steering wheel angle or torque according to the actual operation of the driver and the actual state of the vehicle; the electric power steering system executes according to the additional steering wheel angle or torque to provide steering torque assistance to the driver.

[0062] The above process will be further described in detail as follows: I. Path planning: generate "ideal collision avoidance route" When the system (ESA) detects that the driver has a steering intention (such as turning the steering wheel), it does not simply "help a bit of strength" to finish. But it will be like an experienced navigator, real-time calculation and planning a safe and feasible path to avoid collision. This path is called the "target trajectory".

[0063] The path planning module mainly considers the following information when calculating: The longitudinal distance from the front vehicle (i.e. the target): Effect: Determine the space and time of available braking and steering. The farther the distance, the more collision avoidance strategies can be chosen, and the path planning can be more relaxed; The closer the distance, the more aggressive the path planning must be, and the higher the requirement for steering speed and accuracy.

[0064] The minimum turning radius of the vehicle: Effect: This is the physical limit of the vehicle, which determines "how fast can I turn". Any trajectory planned by the path planning module must have a curvature radius greater than the minimum turning radius of the vehicle at the current speed, otherwise it is an "invalid path" that cannot be executed.

[0065] The lateral distance from the vehicle to the road: Effect: Determine the available collision avoidance space. The system needs to know how wide the current lane is and whether there is enough space for the vehicle to safely cut into the adjacent lane. The end point of the path must fall within the drivable road boundary to avoid avoiding obstacles in front but hitting the roadside guardrail or oncoming vehicles.

[0066] Based on the above information, the path planning module will output a "target trajectory". This trajectory is usually a smooth curve that indicates the ideal position and speed sequence of the vehicle's center of mass over a period of time to ensure safe avoidance of obstacles and maintain vehicle stability.

[0067] II. Lateral control assistance: execute "trajectory tracking" Planning a path is only the first step, how to make the vehicle accurately follow this path is the key. This is the task of the "lateral control assistance" module. Its working principle is a typical "perception-decision-control" closed loop.

[0068] Perception (monitoring and comparison): The system will continuously monitor the driver's actual operation (such as steering wheel angle, torque) and the actual state of the vehicle (such as the current position of the vehicle, yaw angular velocity).

[0069] At the same time, the lateral deviation between the current position of the vehicle and the "target trajectory" is calculated in real time.

[0070] Decision (calculate auxiliary demand): A control algorithm (e.g. a PID controller, a Model Predictive Controller MPC) computes the additional steering wheel angle or torque needed to eliminate the lateral deviation, based on the lateral deviation, its rate of change, and the vehicle model.

[0071] Example: If the system finds that the driver is not turning enough, and the vehicle cannot get back on the planned trajectory, it computes how much more steering force is needed.

[0072] Control (execute the assist action): The system executes the decision through the electric power steering system (EPS). The EPS adds an additional assist torque on top of the driver's force, guiding the steering wheel to help the driver follow the target trajectory more accurately and smoothly.

[0073] Driver experience: The driver still feels in control of the vehicle, but feels that steering is "easier" or "there is a force helping him", and the vehicle more easily avoids the danger according to the expected route.

[0074] In an optional embodiment of the present application, the minimum collision avoidance turning radius and the minimum collision avoidance longitudinal distance are calculated based on the vehicle speed and the maximum allowed lateral acceleration, specifically including the following steps: (1) The minimum collision avoidance turning radius is calculated according to the calculation formula: AllowMinRadius = single(VehicleSpeed) ^ 2 / AllowMAXLatAccel, wherein AllowMinRadius represents the minimum collision avoidance turning radius, VehicleSpeed represents the vehicle speed, and AllowMAXLatAccel represents the maximum allowed lateral acceleration; (2) The minimum collision avoidance longitudinal distance is calculated according to the calculation formula: TempDistance = AllowMinRadius ^ 2 - (AllowMinRadius - NeedtoAvoidLatDis) ^ 2, wherein TempDistance represents the minimum collision avoidance longitudinal distance, AllowMinRadius represents the minimum collision avoidance turning radius, and NeedtoAvoidLatDis represents the allowed collision avoidance lateral distance.

[0075] The above allowed collision avoidance lateral distance is based on the steering angle (SteeringAngle) and the relative position of the obstacle and the vehicle (LatDisObj), combined with parameters such as the vehicle width (SelfCarWidth), the obstacle width (ObjWidth), and the safety distance (ESA_ESS_SafeDistance), to determine whether lateral avoidance is needed.

[0076] Specifically, the relative position of the obstacle to the vehicle (LatDisObj): Definition: This is the distance between the ego vehicle and the front obstacle (vehicle, pedestrian, etc.) in the lateral direction (Y-axis) at the current time. It can be understood as the distance between the two vehicles when they are driving side by side.

[0077] Example: If the ego vehicle and the obstacle partially overlap, LatDisObj may be negative; if they are completely separated, it is positive.

[0078] Vehicle width (SelfCarWidth) and obstacle width (ObjWidth): Definition: The physical width of the ego vehicle and the obstacle, respectively. This is to calculate the physical space required for complete avoidance.

[0079] Safe distance (ESA_ESS_SafeDistance): Definition: This is a preset safety margin. Even if the two vehicles' rearview mirrors just touch each other in theory, the system will require an additional safety distance (e.g., 0.5 meters) to ensure absolute safety and avoid accidental scratches caused by sensor errors, vehicle sway, or road bumps.

[0080] NeedtoAvoidLatDis=( SelfCarWidth / 2+ ObjWidth / 2+ ESA_ESS_SafeDistance)-LatDisObj; The calculation result of the formula NeedToAvoidLatDis directly determines whether the system triggers lateral avoidance.

[0081] Case 1: NeedToAvoidLatDis>0 (need to avoid) Physical meaning: The calculated "required safety space" is greater than the "current actual space". This means that according to the current trajectory, the two vehicles may be too close (e.g., rearview mirrors collide) or have insufficient safety margin, even if there is no direct collision.

[0082] System action: The system determines that lateral avoidance needs to be performed. This positive value is the lateral movement distance that the system needs to plan (e.g., needs to move 0.8 meters to the right).

[0083] Case 2: NeedToAvoidLatDis<=0 (no need to avoid) Physical meaning: The calculated "required safety space" is less than or equal to the "current actual space". This means that the current lateral distance between the two vehicles is already large enough to meet the "safety margin" requirement, and there is no risk of collision.

[0084] System action: The system determines that no lateral avoidance is needed. The vehicle can continue to travel in the current lane, or only longitudinal braking is needed to avoid a collision.

[0085] In an optional embodiment of the present application, when the minimum collision avoidance longitudinal distance meets the collision avoidance condition, the vehicle is automatically controlled to complete the steering collision avoidance by the electric power steering system and the electronic stability system, including the following steps: (1) The optimal smooth trajectory for collision avoidance is planned according to the minimum collision avoidance turning radius and the allowed lateral distance for collision avoidance; (2) The steering wheel is directly driven to rotate by the electric power steering system and the electronic stability system according to the optimal smooth trajectory to automatically control the vehicle to complete the steering collision avoidance.

[0086] Specifically, after comprehensive judgment by the lateral and longitudinal collision avoidance distances, if the trigger threshold for collision avoidance is met, the vehicle is automatically controlled to complete the steering collision avoidance by the electric power steering system and the electronic stability system.

[0087] The following will be specifically introduced: When the system determines that there is enough longitudinal distance (actual distance >= TempDistance), it means that automatic collision avoidance is physically feasible. At this time, the system will immediately trigger a complete set of automatic control sequence: Function trigger: The system formally enters the "AES automatic steering collision avoidance" execution state from the "warning state".

[0088] Path planning: According to the calculated AllowMinRadius and NeedToAvoidLatDis, an optimal smooth trajectory (usually a circular arc or a curve with continuous curvature) that can safely avoid obstacles is planned in real time.

[0089] Lateral control: Control object: The steering wheel is directly driven to rotate by the electric power steering system (EPS).

[0090] Control target: High-level control algorithms (such as model predictive control MPC) are used to accurately drive the vehicle along the planned trajectory.

[0091] Longitudinal coordination: Usually works in coordination with the electronic stability control system (ESC) and the engine management system.

[0092] It may perform slight automatic braking or oil collection to adjust the vehicle speed and cooperate with the steering operation to ensure the dynamic stability of the vehicle.

[0093] Stability guarantee: During the entire automatic steering process, the ESC system is in a state of high alert, ready to intervene at any time to prevent the vehicle from appearing unstable phenomena such as fishtailing and skidding.

[0094] In an optional embodiment of the present application, when the minimum collision avoidance longitudinal distance does not meet the collision avoidance condition, the method further comprises the following steps: (1) issuing a warning to the driver; (2) pre-tightening the seat belt and braking at full power.

[0095] Specifically, if the collision avoidance condition is not met, i.e., the current actual distance < TempDistance, it means that there is not enough space to complete safe collision avoidance. At this time, the system will not trigger AES because it cannot guarantee safety. The system may: upgrade the auditory / visual warning to the strongest level to remind the driver; pre-tighten the seat belt and brake at full power (even if it cannot completely avoid collision, it strives to reduce the collision speed to the greatest extent to reduce the consequences, such as Figure 2 the area where collision avoidance is impossible and Figure 3 the lowest case).

[0096] In an optional embodiment of the present application, the method further comprises: monitoring the health status of the environment perception sensor, the electric power steering system, and the electronic stability system in real time; if any key system function is degraded or fails, triggering a minimum risk strategy, wherein the minimum risk strategy comprises: inhibiting the triggering of the automatic steering collision avoidance mode, and limiting the assistance force of the emergency steering assistance mode within a safe range, while preferentially executing full-power braking and issuing the highest level of takeover warning to the driver.

[0097] The method further comprises: in a non-emergency situation, learning and establishing a steering operation style model of the driver; and in the emergency steering assistance mode, dynamically adjusting the force and response characteristics of the steering assistance according to the steering operation style model, so that the system assistance matches the driver's habits.

[0098] The entire function control of the present solution includes the following main steps: target screening → self-vehicle state judgment → starting path planning → path planning completion → vehicle control correction / alarming → correction completion. Through collision risk detection of the target, driver operation detection, self-vehicle collision avoidance environment judgment, planning control, a complete emergency steering assistance / collision avoidance design is performed, which can assist in horizontal safe driving in dangerous driving situations such as sudden collision of the target due to distracted driving of the driver, greatly improving the driving safety.

[0099] The invention points of the present application are as follows: Invention point one: dual-mode cooperative emergency steering architecture (ESA+AES) Technical problems solved: single steering assistance mode cannot cover the complete emergency scene from "driver participation" to "driver complete non-response".

[0100] Technical means: innovatively divide the system into two sub-functions, emergency steering assistance (ESA) and automatic steering collision avoidance (AES).

[0101] ESA: when the driver has steering intention but insufficient or excessive operation is detected at a vehicle speed of 40-85 kph, the system provides torque gain through electric power steering (EPS) to assist the driver in completing a better steering operation.

[0102] AES: when the driver is completely unresponsive is detected at a higher vehicle speed of 60-85 kph, the system automatically takes over the vehicle and automatically completes the steering collision avoidance through the cooperation of EPS and electronic stability system (ESC).

[0103] Effect: provides seamless connection from "human main driving - machine auxiliary driving" to "machine main driving", more comprehensive response to scenarios, and higher safety redundancy.

[0104] Invention point two: mode switching mechanism based on driver behavior recognition Technical problem solved: the system needs to accurately judge the driver's intention to decide whether to assist the driver or take full control, to avoid mis-takeover or failure to take over when it should.

[0105] Technical means: the system monitors steering torque, angle and speed signals in real time as the core basis for determining whether the driver is actively involved.

[0106] Once the driver actively steers is detected, ESA mode is triggered.

[0107] If no effective operation is detected during the risk duration, AES mode is triggered.

[0108] Effect: realizes smooth, safe and precise handover of human-machine driving right, ensuring that the system intervenes at the right time.

[0109] Invention point three: lateral and longitudinal joint distance calculation model for emergency collision avoidance Technical problem solved: in AES mode, it is necessary to quickly and accurately determine whether it is physically possible to automatically avoid collision under current conditions.

[0110] Technical means: a set of calculation model is proposed, which comprehensively considers vehicle speed, maximum allowed lateral acceleration (comfort and stability constraints), dynamically calculates the minimum safe turning radius (AllowMinRadius) at the current vehicle speed, and further derives the required minimum collision avoidance longitudinal distance (TempDistance).

[0111] Effect: It provides a scientific mathematical basis for triggering the AES function, ensuring that automatic collision avoidance commands are issued only when physical conditions permit, fundamentally avoiding the system issuing "impossible" commands, and greatly improving the reliability and safety of the system.

[0112] Example 2: This invention also provides an emergency steering assist driving device, which is mainly used to execute the emergency steering assist driving method provided in Embodiment 1 of this invention. The following is a detailed description of the emergency steering assist driving device provided in this invention.

[0113] Figure 4 This is a schematic diagram of an emergency steering assistive driving device according to an embodiment of the present invention, such as... Figure 4 As shown, the device mainly includes: a detection and calculation unit 10, a judgment unit 20, an emergency steering assist unit 30, and an automatic steering and collision avoidance unit 40, wherein: The detection and calculation unit is used to detect targets on the vehicle's driving path through onboard environmental perception sensors and to calculate the collision time between the vehicle and the target. The judgment unit is used to determine whether the driver actively avoids the collision by operating the steering wheel if the collision time is lower than a first preset threshold. Emergency steering assist unit, used to activate emergency steering assist mode if the driver actively avoids a collision by operating the steering wheel; The automatic steering collision avoidance unit is used to enter the automatic steering collision avoidance mode if the driver does not operate the steering wheel to actively avoid a collision. In the emergency steering assist mode, based on the path planning results, the electric power steering system provides steering torque assistance to the driver to optimize the collision avoidance path. In automatic steering and collision avoidance mode, the minimum collision avoidance turning radius and minimum collision avoidance longitudinal distance are calculated based on the vehicle speed and the maximum permissible lateral acceleration. When the minimum collision avoidance longitudinal distance meets the collision avoidance conditions, the vehicle is automatically controlled to complete the steering and collision avoidance through the electric power steering system and the electronic stability system.

[0114] In the embodiment of the present application, an emergency steering auxiliary driving device is provided, which comprises: detecting a target on a driving path of a vehicle through an on-board environment perception sensor, and calculating a collision time of the vehicle and the target; if the collision time is lower than a first preset threshold, judging whether the driver actively avoids collision by operating a steering wheel; if the driver actively avoids collision by operating the steering wheel, entering an emergency steering auxiliary mode; if the driver does not actively avoid collision by operating the steering wheel, entering an automatic steering collision avoidance mode; wherein, in the emergency steering auxiliary mode, according to a path planning result, a steering torque assistance is provided to the driver through an electric power steering system to optimize the collision avoidance path; in the automatic steering collision avoidance mode, a minimum collision avoidance turning radius and a minimum collision avoidance longitudinal distance are calculated based on a vehicle speed and a maximum allowed lateral acceleration, and when the minimum collision avoidance longitudinal distance meets the collision avoidance condition, the vehicle is automatically controlled to complete the steering collision avoidance through the electric power steering system and an electronic stability system. As can be seen from the above description, in the emergency steering auxiliary driving device of the present application, the collision risk of the vehicle and the pedestrian (i.e. the target) on the driving path of the vehicle is detected, and when entering the collision risk area (i.e. the collision time is lower than the first preset threshold), it is judged whether the driver actively avoids collision. If the driver actively avoids collision, the system provides steering angle gain (i.e. steering torque assistance) to the driver in combination with the vehicle and road environment information. If the driver does not actively avoid collision, the automatic steering collision avoidance function is triggered and the path is planned in combination with the minimum collision avoidance lateral and longitudinal distance, and the vehicle is further automatically controlled to avoid collision, so that effective collision avoidance is realized, and the technical problem that the traditional technology cannot effectively avoid collision in the process of auxiliary driving is solved.

[0115] Optionally, the device is further used for: if the collision time is not lower than the first preset threshold, first issuing a warning to the driver to remind the driver to take braking measures; if the driver still does not respond, the automatic emergency braking system will automatically start the braking system.

[0116] Optionally, the judging unit is further used for: monitoring a steering torque change value, a steering angle change value and a steering speed change value; if the steering torque change value is greater than a steering torque change threshold, or the steering angle change value is greater than a steering angle change threshold, or the steering speed change value is greater than a steering speed change threshold, it is determined that the driver actively avoids collision by operating the steering wheel.

[0117] Optionally, the working speed range of the emergency steering auxiliary mode is 40-85 km / h, and the working speed range of the automatic steering collision avoidance mode is 60-85 km / h.

[0118] Optionally, the emergency steering assist unit is also used for: the path planning module to plan the target trajectory based on the longitudinal distance to the vehicle in front, the vehicle's minimum turning radius, and the lateral distance between the vehicle and the road, and thus obtain the path planning result; the lateral control assist module to calculate the additional steering wheel angle or torque based on the driver's actual operation and the vehicle's actual state; and the electric power steering system to execute according to the additional steering wheel angle or torque to provide steering torque assistance to the driver.

[0119] Optionally, the automatic steering collision avoidance unit is also used to: calculate the minimum collision avoidance turning radius based on the formula: AllowMinRadius=single(VehicleSpeed)^2 / AllowMAXLatAccel, where AllowMinRadius represents the minimum collision avoidance turning radius, VehicleSpeed ​​represents the vehicle speed, and AllowMAXLatAccel represents the maximum permissible lateral acceleration; and calculate the minimum collision avoidance longitudinal distance based on the formula: TempDistance=AllowMinRadius^2-(AllowMinRadius-NeedtoAvoidLatDis)^2, where TempDistance represents the minimum collision avoidance longitudinal distance, AllowMinRadius represents the minimum collision avoidance turning radius, and NeedtoAvoidLatDis represents the permissible lateral distance for collision avoidance; The automatic steering collision avoidance unit is also used to: plan the optimal smooth trajectory for collision avoidance based on the minimum collision avoidance turning radius and the allowable lateral distance for collision avoidance; and directly drive the steering wheel to rotate according to the optimal smooth trajectory through the electric power steering system and the electronic stability system to automatically control the vehicle to complete the steering collision avoidance.

[0120] Optionally, when the minimum longitudinal distance for collision avoidance does not meet the collision avoidance conditions, the device is also used to: issue a warning to the driver; pretension the seat belts; and apply full braking.

[0121] The device provided in this embodiment of the invention has the same implementation principle and technical effect as the aforementioned method embodiment. For the sake of brevity, any parts not mentioned in the device embodiment can be referred to the corresponding content in the aforementioned method embodiment.

[0122] like Figure 5 As shown in the embodiment of this application, an electronic device 600 includes a processor 601, a memory 602, and a bus. The memory 602 stores machine-readable instructions executable by the processor 601. When the electronic device is running, the processor 601 communicates with the memory 602 via the bus, and the processor 601 executes the machine-readable instructions to perform the steps of the emergency steering assisted driving method described above.

[0123] Specifically, the memory 602 and the processor 601 can be general memory and processor, which are not specifically limited here, and can execute the above-mentioned emergency turning auxiliary driving method when the processor 601 runs the computer program stored in the memory 602.

[0124] The processor 601 can be an integrated circuit chip with a processing capability of signals. In the implementation process, each step of the above-mentioned method can be completed by the integrated logic circuit of hardware in the processor 601 or the instruction in the form of software. The processor 601 mentioned above can be a general processor, including a central processing unit (CPU), a network processor (NP), etc.; can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components. Each method, step and logic block disclosed in the embodiments of the present application can be implemented or executed. The general processor can be a microprocessor or the processor can also be any conventional processor. The steps of the method disclosed in combination with the embodiments of the present application can be directly embodied as a hardware code processor for execution, or a combination of hardware and software modules in the code processor for execution. The software module can be located in a random memory, a flash memory, a read-only memory, a programmable read-only memory, an electrically erasable programmable memory, a register or other mature storage medium in the art. The storage medium is located in the memory 602, and the processor 601 reads the information in the memory 602 and combines the hardware to complete the steps of the above-mentioned method.

[0125] Corresponding to the above-mentioned emergency turning auxiliary driving method, the embodiments of the present application also provide a computer readable storage medium, the computer readable storage medium stores machine executable instructions, when the processor calls and runs the computer executable instructions, the computer executable instructions make the processor run the steps of the above-mentioned emergency turning auxiliary driving method.

[0126] The auxiliary driving device for emergency turning provided in the embodiments of the present application can be specific hardware on the device or software or firmware installed on the device, etc. The device provided in the embodiments of the present application has the same implementation principle and technical effects as the foregoing method embodiments, and for brief description, the part not mentioned in the device embodiment part can refer to the corresponding content in the foregoing method embodiments. The person skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the system, device and unit described above can refer to the corresponding process in the foregoing method embodiments, which will not be repeated here.

[0127] In the embodiments provided in the present application, it should be understood that the disclosed device and method can be implemented in other ways. The device embodiments described above are only schematic. For example, the division of the units is only a logical function division, and there can be another division manner in actual implementation. For example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some communication interfaces, devices or units, and can be electrical, mechanical or other forms.

[0128] For another example, the flowcharts and block diagrams in the drawings show the possible implementation architecture, function and operation of the device, method and computer program product according to the embodiments of the present application. In this regard, each block in the flowchart or block diagram can represent a module, program segment or part of code containing one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions noted in the blocks can occur in different order from that shown in the drawings. For example, two consecutive blocks can actually be executed substantially in parallel, and sometimes they can be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, and the combination of blocks in the block diagram and / or flowchart, can be implemented by a dedicated hardware-based system that performs the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions.

[0129] The units described as separate components can or can not be physically separated, and the components shown as units can or can not be physical units, i.e. they can be located in one place or distributed on multiple network units. Part or all of the units can be selected to achieve the purpose of the present embodiment according to actual needs.

[0130] In addition, each of the functional units in the embodiments of the present application can be integrated in a processing unit, or each unit physically exists separately, or two or more units are integrated in a unit.

[0131] The functions described can be implemented in hardware, software, firmware or any combination thereof. If implemented in software, the functions can be stored or transmitted over as one or more instructions or code on a computer-readable medium. Computer-readable media include both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage medium can be any available media that can be accessed by a computer. By way of example, and not limitation, such computer-readable media can comprise RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Also, any connection is properly termed a computer-readable medium. For example, if the software is transmitted from a website, server, or other remote source using a coaxial cable, fiber optic cable, or twisted pair, then the coaxial cable, fiber optic cable, or twisted pair are included in the definition of medium. Disk and disc, as used herein, include compact disc (CD), laser disc, optical disc, digital versatile disc (DVD), and Blu-Ray® disc where disks usually reproduce data magnetically, while discs reproduce data optically with lasers. Combinations of the above should also be included within the scope of computer-readable media.

[0132] It should be noted that: similar reference numbers and letters represent similar items in the following drawings, therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings, in addition, the terms "first", "second", "third" and the like are only used to distinguish description, and cannot be understood as indicating or implying relative importance.

[0133] Finally, it should be noted that: the above-described embodiments are merely specific embodiments of the present application, used to illustrate the technical solutions of the present application, and are not limiting, the protection scope of the present application is not limited thereto, although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand: any person skilled in the art within the technical scope disclosed by the present application, they can still modify or easily think of changes to the technical solutions recorded in the foregoing embodiments, or make equivalent replacement to part of the technical features; and these modifications, changes or replacements do not make the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application. All should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. An auxiliary driving method for emergency turning, characterized by, The method comprises: detecting a target on a driving path of a vehicle through an on-board environment perception sensor, and calculating a collision time of the vehicle and the target; if the collision time is lower than a first preset threshold, determining whether the driver actively avoids collision by operating a steering wheel; if the driver actively avoids collision by operating the steering wheel, entering an emergency steering assistance mode; if the driver does not actively avoid collision by operating the steering wheel, entering an automatic steering collision avoidance mode; in the emergency steering assistance mode, providing a steering torque assistance to the driver through an electric power steering system according to a path planning result, so as to optimize an avoidance path; in the automatic steering collision avoidance mode, calculating a minimum avoidance turning radius and a minimum avoidance longitudinal distance based on a vehicle speed and a maximum allowed lateral acceleration, and automatically controlling the vehicle to complete steering collision avoidance through the electric power steering system and an electronic stability system when the minimum avoidance longitudinal distance meets an avoidance condition.

2. The method of claim 1, wherein, The method further comprises: if the collision time is not lower than the first preset threshold, first issuing a warning to the driver to remind the driver to take braking measures; if the driver still does not react, an automatic emergency braking system will automatically start a braking system.

3. The method of claim 1, wherein, Determining whether the driver actively avoids collision by operating the steering wheel comprises: monitoring a steering torque change value, a steering angle change value and a steering speed change value of the steering wheel; if the steering torque change value is greater than a steering torque change threshold, or the steering angle change value is greater than a steering angle change threshold, or the steering speed change value is greater than a steering speed change threshold, it is determined that the driver actively avoids collision by operating the steering wheel.

4. The method according to claim 1, wherein: a working vehicle speed range of the emergency steering assistance mode is 40-85 km / h; a working vehicle speed range of the automatic steering collision avoidance mode is 60-85 km / h.

5. The method of claim 1, wherein, Providing a steering torque assistance to the driver through the electric power steering system according to the path planning result comprises: a path planning module obtains a target trajectory according to a longitudinal distance from a front vehicle, a minimum turning radius of the vehicle and a lateral distance from the vehicle to a road, and then obtains the path planning result; a lateral control assistance module calculates an additional steering wheel angle or torque according to actual operation of the driver and actual state of the vehicle; the electric power steering system executes according to the additional steering wheel angle or torque to provide the steering torque assistance to the driver.

6. The method of claim 1, wherein, Calculating the minimum avoidance turning radius and the minimum avoidance longitudinal distance based on the vehicle speed and the maximum allowed lateral acceleration comprises: calculating the minimum avoidance turning radius according to a minimum avoidance turning radius calculation formula: AllowMinRadius=single(VehicleSpeed)^2 / AllowMAXLatAccel, wherein AllowMinRadius represents the minimum avoidance turning radius, VehicleSpeed represents the vehicle speed, and AllowMAXLatAccel represents the maximum allowed lateral acceleration. The minimum collision avoidance longitudinal distance is calculated according to a minimum collision avoidance longitudinal distance calculation formula: TempDistance = AllowMinRadius^2-(AllowMinRadius-NeedtoAvoidLatDis)^2, wherein TempDistance represents the minimum collision avoidance longitudinal distance, AllowMinRadius represents the minimum collision avoidance turning radius, and NeedtoAvoidLatDis represents the allowed lateral distance for collision avoidance; When the minimum collision avoidance longitudinal distance meets the collision avoidance condition, the vehicle is automatically controlled to complete collision avoidance by the electric power steering system and the electronic stability system, including: An optimal smooth trajectory for collision avoidance is planned according to the minimum collision avoidance turning radius and the allowed lateral distance for collision avoidance; The steering wheel is directly driven to rotate by the electric power steering system and the electronic stability system according to the optimal smooth trajectory, so as to automatically control the vehicle to complete collision avoidance.

7. The method of claim 1, wherein, When the minimum collision avoidance longitudinal distance does not meet the collision avoidance condition, the method further includes: An alarm is sent to the driver; The safety belt is pre-tightened, and full braking is performed.

8. An auxiliary driving device for emergency steering, characterized by comprising: It includes: A detection and calculation unit detects a target on a vehicle driving path through an on-board environment perception sensor, and calculates a collision time of the vehicle and the target; A judgment unit judges whether the driver actively avoids collision by operating the steering wheel if the collision time is lower than a first preset threshold; An emergency steering assistance unit enters an emergency steering assistance mode if the driver actively avoids collision by operating the steering wheel; An automatic steering collision avoidance unit enters an automatic steering collision avoidance mode if the driver does not actively avoid collision by operating the steering wheel; In the emergency steering assistance mode, the electric power steering system provides a steering torque assistance to the driver according to a path planning result, so as to optimize the collision avoidance path; In the automatic steering collision avoidance mode, a minimum collision avoidance turning radius and a minimum collision avoidance longitudinal distance are calculated based on the vehicle speed and the maximum allowed lateral acceleration, and the vehicle is automatically controlled to complete collision avoidance by the electric power steering system and the electronic stability system when the minimum collision avoidance longitudinal distance meets the collision avoidance condition.

9. An electronic device comprising a memory, a processor, the memory having stored therein a computer program executable on the processor, characterized in that, The processor executes the computer program to implement the method of any one of claims 1 to 7.

10. A computer-readable storage medium having stored thereon a computer program, characterized in that The computer program is executed by the processor to implement the method of any one of claims 1 to 7.

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