Automatic emergency steering control method and system applied to intelligent automobile

Abstract

The invention provides an automatic emergency steering control method and system applied to an intelligent automobile, and relates to the technical field of auxiliary driving of the intelligent automobile, firstly, a vehicle-mounted sensing device and an environment detection device are linked to collect the real-time running state of the automobile and surrounding real-time environment information, and the vehicle-mounted sensing device and the environment detection device are combined to analyze the mutual influence relation to generate steering constraint conditions; and forming an execution logic based on the steering constraint condition and the steering system hardware information, generating a control instruction adaptive to the scene according to the dynamic change of the information, transmitting the control instruction to a steering execution system, synchronously collecting feedback information and adjusting a subsequent instruction. According to the method, information is comprehensively collected, constraints are scientifically generated, closed-loop control is formed, the timeliness, accuracy and reliability of automatic emergency steering of the intelligent automobile are improved, and driving safety is guaranteed.

Description

Technical Field

[0001] This invention relates to the field of intelligent vehicle driver assistance technology, and more specifically, to an automatic emergency steering control method and system for intelligent vehicles. Background Technology

[0002] With the rapid development of intelligent vehicle technology, driving safety remains a core concern. As a crucial component of intelligent vehicle active safety systems, the automatic emergency steering function plays a vital role in preventing collisions and protecting the lives of passengers.

[0003] Currently, existing intelligent vehicle automatic emergency steering control technologies have certain limitations. Some technologies rely solely on a single type of sensor to collect information, such as using onboard sensing devices to obtain the vehicle's own operating status or relying solely on environmental detection devices to understand the surrounding environment. This results in incomplete information acquisition and an inability to accurately grasp the overall condition of the vehicle and its surroundings. Other technologies, while collecting relatively rich information, fail to fully consider the interaction between real-time vehicle operating status information and real-time environmental information during analysis and processing, leading to a lack of scientific rigor and precision in the generated steering control commands. Furthermore, existing technologies lack effective feedback and adjustment mechanisms during steering execution. Once the initial control command deviates, it is difficult to correct it in a timely manner, thus affecting the effectiveness of automatic emergency steering and failing to provide reliable safety guarantees for intelligent vehicles in complex and ever-changing driving scenarios. Summary of the Invention

[0004] In view of the aforementioned problems, and in conjunction with the first aspect of the present invention, embodiments of the present invention provide an automatic emergency steering control method for intelligent vehicles, the method comprising: The system integrates the vehicle's onboard sensing devices and environmental detection devices to collect real-time operating status information of the intelligent vehicle and real-time environmental information around the vehicle. The real-time operating status information includes vehicle driving posture information and vehicle control system status information, while the real-time environmental information includes surrounding obstacle distribution information and road structure information. By combining the real-time operating status information and the real-time environmental information, the mutual influence between the two is analyzed, and steering constraints for automatic emergency steering of intelligent vehicles are generated. The steering constraints include steering angle limit information and steering speed limit information. Based on the aforementioned steering constraints and combined with relevant information about the steering system hardware of the intelligent vehicle, an automatic emergency steering execution logic is formed. The automatic emergency steering execution logic includes a collaborative process of steering decision-related operations and steering execution-related operations. Based on the automatic emergency steering execution logic, an automatic emergency steering control command adapted to the current driving scenario is generated according to the dynamic changes of the real-time operating status information and the dynamic changes of the real-time environment information. The automatic emergency steering control command is transmitted to the steering execution system of the intelligent vehicle, driving the steering execution system to perform steering operations, and simultaneously collecting real-time feedback information during the steering operation process, and adjusting subsequent automatic emergency steering control commands based on the real-time feedback information.

[0005] Furthermore, embodiments of the present invention also provide an automatic emergency steering control system for intelligent vehicles, characterized in that it includes: A processor; a machine-readable storage medium for storing machine-executable instructions of the processor; wherein the processor is configured to perform the above-described automatic emergency steering control method for intelligent vehicles by executing the machine-executable instructions.

[0006] In another aspect, embodiments of the present invention also provide a computer program product, the computer program product including machine-executable instructions stored in a computer-readable storage medium, a processor of an automatic emergency steering control system for an intelligent vehicle reading the machine-executable instructions from the computer-readable storage medium, the processor executing the machine-executable instructions, causing the automatic emergency steering control system for an intelligent vehicle to perform the aforementioned automatic emergency steering control method for an intelligent vehicle.

[0007] Based on the above, by linking the vehicle's onboard sensing and environmental detection devices, real-time vehicle operating status information and surrounding environmental information are collected. The interaction between these two information is analyzed to generate steering constraints that include steering angle and speed limits. This fully considers the combined factors of the vehicle's own state and the surrounding environment. Based on the steering constraints and relevant steering system hardware information, an automatic emergency steering execution logic is formed, clarifying the collaborative process between steering decision-making and execution, ensuring the continuity and coordination of steering operations. Automatic emergency steering control commands adapted to the current driving scenario are generated based on the dynamic changes in real-time operating status and environmental information. This allows for real-time adaptation to constantly changing driving environments, improving the timeliness and accuracy of control. The control commands are transmitted to the steering execution system, and real-time feedback information is collected simultaneously. Adjustments to subsequent control commands based on this feedback information can promptly detect and correct deviations in the control process, further enhancing the reliability and stability of automatic emergency steering and effectively ensuring the safe driving of intelligent vehicles in complex driving scenarios. Attached Figure Description

[0008] Figure 1This is a schematic diagram of the execution flow of the automatic emergency steering control method for intelligent vehicles provided in an embodiment of the present invention.

[0009] Figure 2 This is a schematic diagram of exemplary hardware and software components of an automatic emergency steering control system for intelligent vehicles provided in an embodiment of the present invention. Detailed Implementation

[0010] The present invention will now be described in detail with reference to the accompanying drawings. Figure 1 This is a flowchart illustrating an automatic emergency steering control method for intelligent vehicles according to an embodiment of the present invention. The automatic emergency steering control method for intelligent vehicles will be described in detail below.

[0011] Step S110: Link the vehicle-mounted sensing equipment and environmental detection equipment of the intelligent vehicle to collect real-time operating status information of the intelligent vehicle and real-time environmental information around the vehicle. The real-time operating status information includes vehicle driving posture information and vehicle control system status information. The real-time environmental information includes surrounding obstacle distribution information and road structure information.

[0012] In this embodiment, the vehicle-mounted sensing equipment includes multiple sensors installed at different locations on the vehicle body, such as a steering angle sensor installed on the steering column, wheel speed sensors installed on the wheels, a three-axis accelerometer and a three-axis gyroscope installed at the vehicle's center of gravity, and a pressure sensor installed on the hydraulic lines of the steering system. Environmental detection equipment includes a lidar installed at the front grille, millimeter-wave radar installed below the left and right rearview mirrors, a monocular camera installed at the rearview mirror position on the windshield, and a surround-view camera installed on the roof. During vehicle operation, the above devices communicate via vehicle Ethernet and CAN bus. The vehicle-mounted sensing equipment collects data at a frequency of 100Hz. Vehicle driving attitude information is acquired through the three-axis accelerometer and three-axis gyroscope, including acceleration and angular velocity components of the vehicle in three-dimensional space, such as longitudinal acceleration along the vehicle's direction of travel, lateral acceleration perpendicular to the direction of travel, vertical acceleration in the vertical direction, yaw rate around the longitudinal axis, pitch rate around the lateral axis, and roll rate around the vertical axis. Vehicle control system status information is acquired through steering angle sensors, wheel speed sensors, and pressure sensors, including the steering wheel rotation angle, angular velocity, wheel speeds, and pressure values ​​in the steering system's hydraulic lines. In the environmental detection equipment, a lidar scans the environment within a 120-degree range in front of the vehicle at a frequency of 20Hz, generating point cloud data. Each point in the point cloud data contains three-dimensional coordinate information and reflection intensity information. A millimeter-wave radar detects obstacles in front of and to the sides of the vehicle at a frequency of 50Hz, outputting the distance, relative speed, and azimuth information of the obstacles. A monocular camera acquires images of the road ahead at a frequency of 30Hz, outputting the image's pixel matrix. A surround-view camera acquires 360-degree images of the area around the vehicle at a frequency of 25Hz, also outputting a pixel matrix. This real-time operating status information and real-time environmental information are transmitted to the onboard central controller for further processing.

[0013] Step S120: Combining the real-time operating status information and the real-time environmental information, analyze the mutual influence between the two, and generate steering constraints for the intelligent vehicle's automatic emergency steering. The steering constraints include steering angle limit information and steering speed limit information.

[0014] In this embodiment, after acquiring real-time operating status information and real-time environmental information, a comprehensive analysis of both is required. Real-time operating status information reflects the vehicle's current motion state and the operation of the control system, while real-time environmental information reflects the distribution of obstacles around the vehicle and the geometric features of the road. There is a close interrelationship between the two; for example, the vehicle's current speed affects the response time and steering angle of the steering operation, while the width and curvature of the road limit the maximum steering angle. By analyzing these interrelationships, the steering angle and speed limits that must be followed when performing automatic emergency steering under the current conditions can be determined, thereby generating steering constraints.

[0015] Step S121: Extract vehicle driving posture information from the real-time operating status information. The vehicle driving posture information includes the vehicle's current driving direction information and vehicle tilt status information.

[0016] In this embodiment, vehicle driving posture information is extracted from the real-time operating status information collected by the vehicle-mounted sensing device. The driving direction information is calculated by integrating the yaw rate collected by the three-axis gyroscope. Specifically, the continuous data output by the yaw rate sensor is integrated over time to obtain the change in the vehicle's yaw angle over a period of time. Then, combined with the initial driving direction, the current driving direction angle is determined. This driving direction angle is based on the vehicle's longitudinal centerline, with clockwise being positive and counterclockwise being negative, and the value range is between -180 degrees and 180 degrees. Vehicle tilt information is obtained through the fusion of data from a three-axis accelerometer and a three-axis gyroscope. The tilt direction is determined by comparing the lateral components of lateral acceleration and gravitational acceleration. When the lateral acceleration is greater than zero, it is determined to be tilted to the right; when it is less than zero, it is determined to be tilted to the left; and when it is close to zero, it is determined to be tilted without any obvious tilt. The tilt degree is obtained by calculating the vehicle tilt angle, which is obtained by calculating the ratio of lateral acceleration to vertical acceleration using the arctangent function. The tilt angle ranges from -15 degrees to 15 degrees, and the larger the absolute value, the more severe the tilt.

[0017] Step S122: Extract the surrounding obstacle distribution information from the real-time environment information. The surrounding obstacle distribution information includes the location information and shape information of the obstacles.

[0018] In this embodiment, the distribution information of surrounding obstacles is extracted from the real-time environmental information collected by the environmental detection equipment. For the point cloud data collected by the lidar, ground point filtering is first performed. The ground plane is fitted using a random sampling consensus algorithm, and points in the point cloud that are above the ground plane and whose height exceeds a preset threshold are identified as obstacle points. Then, the obstacle points are clustered using the Euclidean distance clustering algorithm. Points with a distance less than the preset threshold are divided into the same obstacle cluster. The center coordinates of each obstacle cluster are the location information of the obstacle, represented in a coordinate system with the vehicle's center of mass as the origin, where the X-axis is the longitudinal direction of the vehicle, the Y-axis is the lateral direction of the vehicle, and the Z-axis is the vertical direction. The morphological information of the obstacles is obtained by feature extraction from the point cloud data of the obstacle clusters, including calculating the difference between the maximum and minimum coordinate values ​​of the obstacle cluster in the X, Y, and Z directions, which are used as the length, width, and height information of the obstacle, respectively. That is, the morphological information includes the length, width, and height values ​​of the obstacle.

[0019] Step S123: Associate the driving direction information with the position information of the obstacle to determine the relative positional relationship between the vehicle's driving path and the obstacle.

[0020] In this embodiment, after obtaining the driving direction information and the obstacle's position information, the two are correlated to determine their relative positional relationship. First, based on the driving direction information and the vehicle's current speed, the vehicle's driving path over a future period is predicted. Assuming the vehicle maintains its current driving direction and speed for the next second, the trajectory of the vehicle's center of gravity is calculated based on the vehicle's wheelbase and track width parameters. This trajectory is a straight line, the direction of which is determined by the driving direction information, and its length is calculated from the driving speed and the predicted time. Then, the obstacle's position information is projected onto the plane containing the driving path, and the vertical distance from the obstacle's center to the driving path, as well as the distance between the obstacle and the vehicle's current position along the driving path, are calculated. Using these distance parameters, it can be determined whether the obstacle is located on the vehicle's preset driving path and the relative distance between the vehicle and the obstacle.

[0021] Step S1231: Based on the driving direction information, simulate and generate the current preset driving path trajectory of the vehicle, which includes a description of the vehicle's driving route without steering operation.

[0022] In this embodiment, a preset driving path trajectory is generated based on the driving direction information. Starting from the vehicle's current center of gravity position, the initial direction of the path is determined according to the driving direction information. Assuming the vehicle does not perform any steering operations within the next 2 seconds and maintains its current constant speed, the position coordinates of the vehicle's center of gravity at each time interval (e.g., 0.1 seconds) are calculated based on the vehicle's dynamics model, considering the effects of ground friction and air resistance. Connecting these position coordinates sequentially forms a continuous curve, which is the preset driving path trajectory. This preset driving path trajectory is represented by a series of three-dimensional coordinate points, each containing position information in the X, Y, and Z directions. The Z-direction coordinate is adjusted according to the road slope information; if the road is flat, the Z-coordinate remains unchanged.

[0023] Step S1232: Based on the location information of the obstacle, mark the specific coordinate points of the obstacle in the vehicle's coordinate system to form an obstacle coordinate distribution map.

[0024] In this embodiment, a Cartesian coordinate system is established with the vehicle's center of mass as the origin. The positive X-axis represents the vehicle's forward direction, the positive Y-axis represents the vehicle's left-side direction, and the positive Z-axis represents the vertical upward direction. The position information of each obstacle is transformed into this coordinate system to obtain the three-dimensional coordinates (X_obstacle, Y_obstacle, Z_obstacle) of each obstacle's center. Then, the coordinate points of all obstacles are marked in this coordinate system, along with the identification information of each obstacle, such as its number and category (e.g., vehicle, pedestrian, non-motorized vehicle, etc.). The marked coordinate points are displayed in the form of an image to form an obstacle coordinate distribution map, which can intuitively show the distribution of obstacles around the vehicle.

[0025] Step S1233: Map the preset driving path trajectory to the obstacle coordinate distribution map to establish a spatial relationship between the preset driving path trajectory and the obstacle coordinate points.

[0026] In this embodiment, each coordinate point (X_path(t), Y_path(t), Z_path(t)) of the preset driving path trajectory, where t is a time parameter, is mapped to the coordinate system of the obstacle coordinate distribution map. In the distribution map, these coordinate points are connected by lines of different colors to distinguish the preset driving path trajectory from the obstacle coordinate points. Then, the spatial distance from each point on the preset driving path trajectory to each obstacle coordinate point is calculated. By comparing these distances, the relative positional relationship between the preset driving path trajectory and the obstacles is determined, such as which obstacles are located on the left side of the preset driving path, which on the right side, and which directly in front.

[0027] Step S1234: Analyze the straight-line distance between each point on the preset driving path trajectory and the coordinate point of the obstacle, and extract the key point pair with the smallest distance.

[0028] In this embodiment, for each point on the preset driving path trajectory, the straight-line distance between it and all obstacle coordinate points is calculated. The straight-line distance is calculated using the distance formula in three-dimensional space, that is, for a point (X1, Y1, Z1) on the path and an obstacle coordinate point (X2, Y2, Z2), the distance D is equal to the square root of (X2-X1)² plus the square root of (Y2-Y1)² plus the square root of (Z2-Z1)². All combinations of path points and obstacle points are traversed, and the distance value of each combination is recorded. Then, the pair of points with the smallest distance is found, which is the key point pair, where one point is a point on the preset driving path trajectory and the other is an obstacle coordinate point.

[0029] Step S1235: Determine the vehicle travel time nodes corresponding to the points on the preset driving path trajectory of the key points, and record the estimated time for the vehicle to arrive at the corresponding position.

[0030] In this embodiment, based on the generation parameters of the preset driving path trajectory, the time parameter t of the vehicle at each point on the preset driving path is known. For a key point aligned with a point on the preset driving path trajectory, its corresponding time parameter t is the estimated time for the vehicle to arrive at that location. This time parameter is recorded as a basis for subsequent analysis of the vehicle's encounter time with obstacles. For example, if the time parameter t of that point is 1.2 seconds, it means that the vehicle will arrive at that location 1.2 seconds after the current moment.

[0031] Step S1236: Analyze the extension range of the obstacle corresponding to the coordinate point of the obstacle in the key point alignment, and determine the coverage width of the obstacle in the direction of vehicle travel.

[0032] In this embodiment, the extension range of the obstacle in the vehicle's driving direction (X-axis direction) is determined based on the obstacle's length, width, and height from its shape information. The length of the obstacle is its dimension in the X-axis direction. Assuming the center coordinates of the obstacle are (X_obstacle, Y_obstacle, Z_obstacle) and its length is L_obstacle, then the starting coordinates of the obstacle in the X-axis direction are X_obstacle - L_obstacle / 2, and the ending coordinates are X_obstacle + L_obstacle / 2. The range between these starting and ending coordinates is the coverage width of the obstacle in the vehicle's driving direction.

[0033] Step S1237: Combine the spatial relationship between the preset driving path trajectory and the coordinates of the obstacle, the straight-line distance between key point pairs, the estimated time for the vehicle to reach the corresponding position of the key point, and the coverage width of the obstacle in the direction of vehicle travel to form a description of the relative position relationship.

[0034] In this embodiment, the parameters obtained above are integrated to form a relative positional relationship description. This relative positional relationship description includes: the left-right relative position of the preset driving path trajectory and the coordinates of the obstacle (e.g., the obstacle is located X meters to the left of the path), the straight-line distance between key point pairs, the estimated time for the vehicle to reach the key point, and the coverage width of the obstacle in the driving direction. With this information, the relative position between the vehicle's driving path and the obstacle can be comprehensively described.

[0035] Step S1238: Based on the relative positional relationship description, determine whether the vehicle will overlap with obstacles on the preset driving path.

[0036] In this embodiment, based on the information in the relative positional relationship description, it is determined whether the vehicle will overlap with an obstacle on the preset driving path. First, the width of the vehicle is taken into account, which is W_vehicle. The preset driving path trajectory is the trajectory of the vehicle's center of mass. Therefore, the space occupied by the vehicle during driving is [Y_path(t)-W_vehicle / 2,Y_path(t)+W_vehicle / 2] in the Y-axis direction. Then, it is checked whether the coverage area of ​​the obstacle in the Y-axis direction overlaps with the space occupied by the vehicle, and whether the coverage area of ​​the obstacle in the X-axis direction overlaps with the position reached by the vehicle at the corresponding time. If the coverage areas in both directions overlap, it is determined that the vehicle will overlap with the obstacle on the preset driving path.

[0037] Step S1239: If path overlap is detected, determine the start and end positions of the overlapping area, as well as the vehicle travel time corresponding to the overlapping area.

[0038] In this embodiment, when path overlap is detected, the relevant parameters of the overlapping area are further determined. In the X-axis direction, the starting and ending X-coordinates where the vehicle's path overlaps with the obstacle's coverage area are identified; these are the starting and ending positions of the overlapping area. Based on the preset time parameters of the driving path trajectory, the times corresponding to the vehicle's arrival at the starting and ending X-coordinates are found; the time interval between these two times is the vehicle's driving time interval corresponding to the overlapping area.

[0039] Step S12310: Based on the detection results of path overlap, the start and end positions of the overlapping area, and the vehicle travel time corresponding to the overlapping area, determine the relative positional relationship between the vehicle travel path and the obstacle. The relative positional relationship includes whether a collision risk exists and the location and time information corresponding to the collision risk.

[0040] In this embodiment, based on the detection results of path overlap, if path overlap exists, a collision risk is determined. In this case, the relative positional relationship contains information about the existence of the collision risk, and the start and end positions of the overlapping area, as well as the corresponding travel time, are recorded as the location and time information corresponding to the collision risk. If no path overlap exists, a collision risk is determined not to exist, and the relative positional relationship contains information about the absence of the collision risk.

[0041] Step S124: Combine the vehicle tilt information with the obstacle shape information to analyze the risk of the vehicle coming into contact with the obstacle during the turning process.

[0042] In this embodiment, vehicle tilt information reflects the vehicle's stability during steering, while obstacle shape information determines the obstacle's spatial occupancy. When the vehicle performs a steering maneuver, the vehicle body tilts, and the direction and degree of tilt affect the lateral distance between the vehicle and the obstacle. For example, when the vehicle body tilts to the left, the distance between the left side of the vehicle and the obstacle decreases, increasing the risk of contact. Simultaneously, the height and lateral width of the obstacle also affect the contact risk; taller obstacles may contact the top of the vehicle, while wider obstacles increase the likelihood of lateral contact. By comprehensively analyzing vehicle tilt information and obstacle shape information, the risk of the vehicle contacting an obstacle during steering can be assessed.

[0043] For example, step S1241: extract the tilt direction information and tilt degree information from the vehicle body tilt state information. The tilt direction information includes tilting to the left, tilting to the right, or no obvious tilt. The tilt degree information includes a description of the magnitude of the tilt.

[0044] In this embodiment, tilt direction information and tilt degree information are extracted from the vehicle tilt state information. The tilt direction information is determined by comparing the direction of lateral acceleration. When the lateral acceleration is positive, the vehicle experiences a centrifugal force to the right, indicating a rightward tilt; when the lateral acceleration is negative, it indicates a leftward tilt; and when the absolute value of the lateral acceleration is less than a preset threshold, there is no significant tilt. The tilt degree information is obtained by calculating the vehicle's roll angle. The roll angle is calculated using the formula: roll angle equals arctangent function (the ratio of lateral acceleration to vertical acceleration). A larger roll angle indicates a more severe tilt. The tilt degree information is described by the specific value of the roll angle.

[0045] Step S1242: Extract obstacle height information and obstacle lateral width information from the obstacle shape information. The obstacle height information includes a description of the vertical range of the obstacle from the ground to the top, and the obstacle lateral width information includes a description of the horizontal range of the obstacle perpendicular to the vehicle's driving direction.

[0046] In this embodiment, obstacle height and lateral width information are extracted from the obstacle's shape information. The obstacle height information is obtained by calculating the difference between the maximum and minimum Z-coordinate values ​​in the obstacle point cloud, i.e., height H_obstacle equals Z_max - Z_min. This height information describes the vertical range of the obstacle from the ground to the top. The obstacle lateral width information is obtained by calculating the difference between the maximum and minimum Y-coordinate values ​​in the obstacle point cloud, i.e., lateral width W_obstacle equals Y_max - Y_min. This lateral width information describes the horizontal range of the obstacle perpendicular to the vehicle's direction of travel (Y-axis direction).

[0047] Step S1243: Based on the vehicle tilt direction information, determine whether the side of the vehicle tilting during the turning process is facing the direction of the obstacle.

[0048] In this embodiment, the direction of the obstacle is determined based on the Y-coordinate value in the obstacle's position information. When Y_obstacle is greater than zero, the obstacle is located on the left side of the vehicle; when Y_obstacle is less than zero, the obstacle is located on the right side of the vehicle. Then, the vehicle tilt direction information is compared with the direction of the obstacle. If the vehicle tilts to the left and the obstacle is located on the left side of the vehicle, or if the vehicle tilts to the right and the obstacle is located on the right side of the vehicle, then it is determined that the side of the vehicle tilting is facing the direction of the obstacle.

[0049] Step S1244: If the side of the vehicle body that is tilted is facing the direction of the obstacle, combine the vehicle body tilt information and the obstacle height information to determine whether the tilted part of the vehicle body will enter the height range of the obstacle.

[0050] In this embodiment, when the side of the vehicle body that is tilted faces the direction of the obstacle, the height change of the tilted portion of the vehicle body is calculated. When the vehicle body is tilted, the top of the vehicle body will shift in the tilt direction. The shift height can be calculated using the roll angle and the vehicle width, i.e., the shift height ΔH is equal to (vehicle width / 2) multiplied by a sine function (roll angle). Then, the normal height of the vehicle body is added to the shift height to obtain the height H_body of the top of the tilted side of the vehicle body. H_body is compared with Z_max in the obstacle height information. If H_body is greater than Z_min and less than Z_max, it is determined that the tilted portion of the vehicle body will enter the height range of the obstacle.

[0051] Step S1245: Combining the vehicle's width information and the obstacle's lateral width information, determine whether the horizontal projection of the vehicle body will overlap with the horizontal projection of the obstacle during the turning process.

[0052] In this embodiment, the vehicle's width information is W_vehicle. During steering, the range of the vehicle's horizontal projection along the Y-axis changes with the steering angle. Assuming the steering angle is θ and the Y-coordinate of the vehicle's center of mass is Y_vehicle, the range of the vehicle's horizontal projection along the Y-axis is [Y_vehicle - W_vehicle / 2*cosθ - L_vehicle / 2*sinθ, Y_vehicle + W_vehicle / 2*cosθ + L_vehicle / 2*sinθ], where L_vehicle is the vehicle's length. The range of the obstacle's horizontal projection along the Y-axis is [Y_obstacle - W_obstacle / 2, Y_obstacle + W_obstacle / 2]. The two ranges are compared to see if they overlap. If they do, it is determined that the horizontal projection of the vehicle body overlaps with the horizontal projection of the obstacle.

[0053] Step S1246: Based on the vehicle's turning radius information and the obstacle's position information, simulate the vehicle's driving trajectory during the turning process and determine the spatial position changes of various parts of the vehicle body during the turning process.

[0054] In this embodiment, the vehicle's turning radius R can be calculated based on the turning angle obtained from the steering angle sensor and the vehicle's wheelbase. The calculation formula is R equal to the wheelbase divided by the tangent function (steering angle). Starting from the vehicle's current position, the vehicle's trajectory during the turning process is simulated based on the turning radius and turning direction. This trajectory is an arc. Then, the vehicle's body model (e.g., simplified to a cuboid) is combined with this arc trajectory to calculate the spatial coordinates of various feature points of the body (e.g., the four corners, the centers of the front and rear bumpers, etc.) as they change over time during the turning process, thereby determining the spatial position changes of various parts of the body.

[0055] Step S1247: Compare the spatial position changes of various parts of the vehicle body during the turning process with the spatial position range of the obstacle to determine whether there is spatial position overlap.

[0056] In this embodiment, the spatial location range of the obstacle is determined by the minimum and maximum X, Y, and Z coordinates of its point cloud data, i.e., [X_min, X_max] × [Y_min, Y_max] × [Z_min, Z_max]. For the spatial coordinates of each part of the vehicle body at each time point during the turning process, it is determined whether the coordinates fall within the spatial location range of the obstacle. If the coordinates of any part of the vehicle body fall within the spatial location range of the obstacle at any time point, it is determined that there is spatial overlap.

[0057] Step S1248: Analyze the duration of the steering process, and in conjunction with the motion state of the obstacle, determine whether the position of the obstacle will change significantly during the steering process, thereby affecting its spatial relationship with the vehicle.

[0058] In this embodiment, the duration T of the steering process can be calculated based on the steering angle and steering speed, i.e., T equals the steering angle divided by the steering speed. The relative velocity information of the obstacle is obtained using millimeter-wave radar. Assuming the obstacle maintains a constant speed during the steering process, the position change ΔX_obstacle of the obstacle during the steering process is calculated based on the relative velocity and duration T. This ΔX_obstacle is equal to the component of the relative velocity in the X-axis direction multiplied by T, and the position change ΔY_obstacle is equal to the component of the relative velocity in the Y-axis direction multiplied by T. If the absolute value of the position change is greater than a preset significant change threshold, it is determined that the obstacle's position has changed significantly, and the spatial relationship between the vehicle and the obstacle needs to be reassessed.

[0059] Step S1249: Based on whether the tilted part of the vehicle body enters the height range of the obstacle, whether the horizontal projection of the vehicle body overlaps with the horizontal projection of the obstacle, whether the spatial position of each part of the vehicle body overlaps with the obstacle during the turning process, and the change of the obstacle's position during the turning process, comprehensively assess the probability of the vehicle contacting the obstacle during the turning process.

[0060] In this embodiment, a weight is assigned to each evaluation factor. For example, the weight for the tilted portion of the vehicle entering the height range is 0.3, the weight for horizontal projection overlap is 0.3, the weight for spatial position overlap of vehicle parts is 0.3, and the weight for obstacle position change is 0.1. For each factor, a score between 0 and 1 is assigned based on its probability of occurrence. For example, a high probability of the tilted portion of the vehicle entering the height range results in a score of 0.8; a medium probability results in a score of 0.5; and a low probability results in a score of 0.2. Then, the score of each factor is multiplied by its weight, and the results are summed to obtain a comprehensive score for the contact probability. This comprehensive score represents the probability that the vehicle will contact the obstacle during the turning process.

[0061] Step S12410: Based on the assessed contact probability, form a risk description of the vehicle contacting the obstacle during the turning process and present the analysis results.

[0062] In this embodiment, the risk is categorized into three levels—high, medium, and low—based on the comprehensive score of the contact probability. A comprehensive score greater than 0.7 indicates a high risk level; a score between 0.3 and 0.7 indicates a medium risk level; and a score less than 0.3 indicates a low risk level. The resulting risk description includes the risk level, the scores of each assessment factor, and information such as the possible vehicle body parts and timing of contact, presenting the analysis results in text and chart formats.

[0063] Step S125: Extract the vehicle control system status information from the real-time operating status information. The vehicle control system status information includes the steering system response sensitivity information and steering assist magnitude information.

[0064] In this embodiment, vehicle control system status information is extracted from real-time operating status information. The steering system's response sensitivity information is calculated using collaborative data from the steering angle sensor and wheel speed sensor. Specifically, it is the ratio of the change in steering wheel angle to the change in steering wheel angle per unit time; a larger ratio indicates higher response sensitivity. Steering assist level information is obtained through pressure sensors within the steering system's hydraulic lines; a higher pressure value indicates greater steering assist. The steering assist level is represented by the specific numerical value of the pressure.

[0065] Step S126: Extract road structure information from the real-time environmental information, wherein the road structure information includes road width information and road curvature information.

[0066] In this embodiment, road structure information is extracted from real-time environmental information collected by environmental detection equipment. Road width information is obtained by analyzing images of the road ahead captured by a monocular camera. Image recognition algorithms are used to identify lane lines on both sides of the road, and the pixel distance between the two lane lines is calculated. Then, based on the camera's intrinsic parameters and installation position, the pixel distance is converted into the actual physical distance, i.e., the road width information. Road curvature information is obtained by analyzing the degree of curvature of lane lines in multiple consecutive frames of images. A quadratic curve is used to fit the lane lines, and the curvature of the curve represents the road curvature information; a larger curvature indicates a more severe degree of road curvature.

[0067] Step S127: Associate the response sensitivity information of the steering system with the width information of the road to analyze the path by which the vehicle stays within the road range during the steering operation.

[0068] In this embodiment, the higher the response sensitivity of the steering system, the more rapidly the steering wheel angle changes during steering operations, and the faster the vehicle's steering response. The narrower the road, the less maneuverable space the vehicle has during steering. When analyzing the correlation between these two factors, the lateral range within the road is first determined based on the road width information; this is the remaining space after subtracting the vehicle width from the road width. Then, combined with the steering system's response sensitivity, the steering angle and speed required for the vehicle to turn from its current position to its target position within this remaining space are calculated. This ensures that the vehicle does not exceed the road's range during steering, thus obtaining a path that keeps the vehicle within the road's boundaries.

[0069] Step S128: Combine the steering assist magnitude information with the road curvature information to determine the required steering force range during steering operations.

[0070] In this embodiment, the amount of steering assist determines the force applied to the steering wheel by the driver or the automatic steering system; the greater the steering assist, the less steering effort is required. The greater the curvature of the road, the greater the steering torque required when the vehicle turns. By combining the steering assist information with the road curvature information, and based on the vehicle's dynamics model, the steering torque required for steering operations on roads with different curvatures is calculated. Then, based on the relationship between steering assist and steering torque, the appropriate range of steering effort required during steering operations is determined, i.e., the minimum and maximum values ​​of the steering effort.

[0071] Step S129: Based on the relative positional relationship between the vehicle's driving path and the obstacle, the risk of the vehicle contacting the obstacle during the turning process, the path for the vehicle to remain within the road range during the turning operation, and the range of steering force required during the turning operation, integrate and generate steering angle limit information.

[0072] In this embodiment, steering angle limitation information is generated by comprehensively considering the above factors. The relative positional relationship between the vehicle's travel path and the obstacle determines the approximate direction and initial range of the steering angle; for example, to avoid an obstacle, a certain angle to the left or right is required. The contact risk assessment results constrain the steering angle; in cases of high risk, the steering angle needs to be increased to avoid contact, while in cases of low risk, the steering angle can be appropriately decreased. The path for the vehicle to remain within the road limits the maximum possible value of the steering angle, which cannot exceed the road boundary. The steering force adaptation range limits the steering angle from an operational feasibility perspective, ensuring that the steering system can provide sufficient assistance to achieve the desired steering angle. By weighted and synthesized the above factors, the minimum and maximum values ​​of the steering angle are determined, forming the steering angle limitation information.

[0073] Step S1210: Based on the response sensitivity information of the steering system, the width information of the road, the curvature information of the road, and the steering force adaptation range, integrate and generate steering speed limit information. The steering angle limit information and the steering speed limit information together constitute the steering constraint conditions for automatic emergency steering of intelligent vehicles.

[0074] In this embodiment, the response sensitivity information of the steering system affects the upper limit of the steering speed; a system with high response sensitivity can withstand higher steering speeds. The narrower the road, the lower the steering speed needs to be to ensure vehicle stability during steering. The greater the curvature of the road, the lower the steering speed should be to avoid excessive centrifugal force leading to loss of vehicle control. The steering effort range also affects the steering speed; when the steering effort is low, the steering speed should not be too high. Considering these factors, a mathematical model is established between the steering speed and each factor to calculate the minimum and maximum steering speeds, generating steering speed limit information. The steering angle limit information and the steering speed limit information together constitute the steering constraints, providing clear operational boundaries for automatic emergency steering control.

[0075] Step S130: Based on the steering constraints and combined with the steering system hardware information of the intelligent vehicle, an automatic emergency steering execution logic is formed. The automatic emergency steering execution logic includes a coordinated process of steering decision-related operations and steering execution-related operations.

[0076] In this embodiment, steering constraints define the limits on steering angle and steering speed, while steering system hardware-related information determines the actual capabilities and characteristics of the steering system. For example, the output power of the steering motor determines the maximum steering torque the steering system can provide, and the transmission ratio of the steering transmission mechanism determines the relationship between the steering motor speed and the steering wheel angle. Combining steering constraints with steering system hardware-related information requires determining how to satisfy the steering constraints within the hardware's capabilities, thereby designing a collaborative process for steering decision-related operations and steering execution-related operations, i.e., the automatic emergency steering execution logic. This automatic emergency steering execution logic clarifies how the steering decision module generates steering commands based on real-time information during automatic emergency steering, and how the steering execution module receives and executes these commands to ensure the safety and effectiveness of the steering operation.

[0077] Step S131: Extract the steering angle restriction information from the steering constraints and determine the maximum and minimum steering angle ranges allowed during the steering operation.

[0078] In this embodiment, steering angle restriction information is extracted from the steering constraints. This information includes the minimum and maximum steering angle values. The range determined by the minimum and maximum values ​​is used as the allowed steering angle interval during steering operations. The interval corresponding to the minimum value is the minimum steering angle interval, and the interval corresponding to the maximum value is the maximum steering angle interval. For example, if the minimum value in the steering angle restriction information is -30 degrees and the maximum value is 30 degrees, then the allowed steering angle interval is [-30 degrees, 30 degrees], where the minimum steering angle interval is -30 degrees and the maximum steering angle interval is 30 degrees.

[0079] Step S132: Extract the steering speed limit information from the steering constraints and determine the maximum and minimum steering speed ranges allowed during the steering operation.

[0080] In this embodiment, similarly, steering speed limit information is extracted from the steering constraints to obtain the minimum and maximum steering speed values. The range determined by these two values ​​is taken as the allowable steering speed range during steering operations, with the range corresponding to the minimum value being the minimum steering speed range and the range corresponding to the maximum value being the maximum steering speed range. For example, if the minimum value in the steering speed limit information is 5 degrees / second and the maximum value is 20 degrees / second, then the allowable steering speed range is [5 degrees / second, 20 degrees / second].

[0081] Step S133: Collect relevant information about the steering system hardware of the intelligent vehicle. The relevant information about the steering system hardware includes the output power information of the steering motor, the transmission ratio information of the steering transmission mechanism, and the travel information of the steering limit device.

[0082] In this embodiment, steering system hardware-related information is read via the On-Board Diagnostics (OBD) interface or directly from the steering system control unit. The output power information of the steering motor can be obtained from the motor's nameplate parameters or the control unit's stored data, typically in watts. The transmission ratio information of the steering drive mechanism indicates the proportional relationship between the number of revolutions of the steering motor and the steering wheel angle; for example, a transmission ratio of 15:1 means that for every 15 revolutions of the motor, the steering wheel rotates 1 revolution (360 degrees). The travel information of the steering limit device is obtained by measuring the mechanical travel of the limit device at the maximum steering angle; this travel determines the maximum physical angle the steering wheel can rotate.

[0083] Step S134: Associate the maximum steering angle range and the minimum steering angle range with the travel information of the steering limit device to define the range of angle command values ​​during the steering decision process.

[0084] In this embodiment, the travel information of the steering limit device corresponds to the maximum and minimum physical steering angles that the steering wheels can reach. The maximum and minimum steering angle ranges in the steering constraints are compared with these physical limit angles, and the intersection of the two is taken as the range of angle commands during the steering decision-making process. For example, if the maximum steering angle in the steering constraints is 30 degrees, and the maximum physical steering angle of the steering limit device is 35 degrees, then the maximum value of the angle command is 30 degrees; if the maximum steering angle in the steering constraints is 40 degrees, and the physical limit is 35 degrees, then the maximum value of the angle command is 35 degrees.

[0085] Step S135: Combining the maximum steering speed range, the minimum steering speed range, and the output power information of the steering motor, define the range of speed command values ​​during the steering decision process.

[0086] In this embodiment, the output power of the steering motor determines its maximum output torque and speed, thus affecting the steering speed. Based on the output power of the steering motor and the transmission ratio of the steering transmission mechanism, the maximum steering speed achievable at different steering angles can be calculated. The calculated maximum steering speed is compared with the maximum steering speed range in the steering constraints, and the smaller value is taken as the upper limit of the speed command. Simultaneously, considering the minimum response speed requirement of the steering system, the minimum steering speed range in the steering constraints is taken as the lower limit of the speed command, thereby defining the range of speed command values ​​during the steering decision-making process.

[0087] Step S136: Based on the transmission ratio information of the steering transmission mechanism, establish the correspondence between the output speed of the steering motor and the steering angle of the steering wheel.

[0088] In this embodiment, the transmission ratio i of the steering transmission mechanism is defined as the ratio of the rotation angle of the steering motor to the rotation angle of the steering wheel. Assuming the output speed of the steering motor is n (in revolutions per minute) and the rotation time is t (in minutes), then the rotation angle of the steering motor is n × t × 360 degrees. According to the transmission ratio i, the steering angle θ of the steering wheel is equal to (n × t × 360 degrees) / i. This formula establishes the correspondence between the output speed n of the steering motor and the steering angle θ of the steering wheel; that is, given the motor's output speed and rotation time, the steering angle of the steering wheel can be calculated; conversely, given the target steering angle and rotation time, the required motor output speed can be calculated.

[0089] Step S137: Set the core process of steering decision-related operations, which includes the specific method of dynamically adjusting steering angle commands and steering speed commands based on real-time information.

[0090] In this embodiment, the core process of steering decision-related operations includes four stages: information input, command generation, command adjustment, and command output. In the information input stage, real-time operating status information and real-time environmental information are received. In the command generation stage, steering angle and steering speed commands are initially generated based on the input information according to a preset algorithm and model. In the command adjustment stage, the initial commands are adjusted based on steering constraints and steering system hardware information to ensure they are within the allowable value range. In the command output stage, the adjusted commands are transmitted to the steering execution-related operations. Specific methods of dynamic adjustment include: increasing the steering angle command when a new obstacle is detected in the real-time environmental information; decreasing the steering speed command when the vehicle speed decreases, etc.

[0091] Step S138: Set the core process of steering execution related operations. The core process of steering execution related operations includes a control process that drives the steering motor to run according to the steering angle command and the steering speed command.

[0092] In this embodiment, the core process of steering-related operations includes four stages: command reception, command parsing, motor control, and execution feedback. In the command reception stage, steering angle and steering speed commands from steering decision-related operations are received. In the command parsing stage, the angle and speed commands are converted into the target position and target speed of the steering motor. In the motor control stage, a PID control algorithm is used to control the operation of the steering motor according to the target position and target speed, ensuring that the actual position and speed of the motor track the target values. In the execution feedback stage, the actual steering angle and steering speed of the steering wheels are collected through angle and speed sensors, and this information is fed back to the steering decision-related operations.

[0093] Step S139: Plan the information interaction process between steering decision-related operations and steering execution-related operations, and determine the instruction type and timing specification of instruction transmission for steering decision-related operations.

[0094] In this embodiment, real-time information exchange is required between steering decision-related operations and steering execution-related operations to ensure the accuracy and timeliness of steering operations. When planning the information exchange process, it is necessary to clearly define the types of instructions transmitted between the two, the information format, the transmission frequency, and the timing requirements. For example, steering decision-related operations need to send steering angle and steering speed instructions to steering execution-related operations, while steering execution-related operations need to provide feedback on the actual steering angle and steering speed information to steering decision-related operations. Simultaneously, timing specifications for instruction transmission must be set, such as transmitting instructions every 10 milliseconds and ensuring that the transmission delay of feedback information does not exceed 5 milliseconds.

[0095] Step S1391: Extract the instruction content that needs to be output under different driving conditions for steering decision-related operations, and determine that the instruction type includes steering angle instruction, steering speed instruction and emergency stop instruction.

[0096] In this embodiment, the functional requirements of steering decision-related operations under various driving states are analyzed to determine the content of the commands that need to be output. During normal automatic emergency steering, steering angle and steering speed commands need to be output to control the movement of the steering wheels; when a serious dangerous situation is detected, such as a steering system malfunction or an unavoidable obstacle suddenly appearing ahead, an emergency stop command needs to be output to immediately stop the steering operation. Therefore, the command types include steering angle commands, steering speed commands, and emergency stop commands.

[0097] Step S1392: Define the information format corresponding to each instruction type. The information format of the steering angle instruction includes an angle value description and an angle change trend description. The information format of the steering speed instruction includes a speed value description and a speed change trend description. The information format of the emergency stop instruction includes a stop trigger condition description and a stop execution method description.

[0098] In this embodiment, a specific information format is defined for each instruction type. In the information format of the steering angle instruction, the angle value is described using a signed floating-point number representing the magnitude of the steering angle, in degrees; the angle change trend is described using an enumeration type, including three states: increasing, decreasing, and maintaining. In the information format of the steering speed instruction, the speed value is described using a floating-point number representing the magnitude of the steering speed, in degrees per second; the speed change trend also includes three states: increasing, decreasing, and maintaining. In the information format of the emergency stop instruction, the stop trigger condition is described using a text string explaining the specific reason for triggering the emergency stop, such as "steering angle exceeds physical limits"; the stop execution method is described using an enumeration type, including two methods: immediate stop and slow stop.

[0099] Step S1393: Analyze the response time required after receiving the steering operation related operation command, and set the minimum time interval for command transmission in combination with the real-time requirements of the steering operation.

[0100] In this embodiment, the steering execution system is tested to measure the response time required from receiving a steering instruction to starting its execution. This response time is denoted as t_response. Based on the real-time requirements of steering operations, such as the need for faster response times at high speeds, the instruction transmission period T_transmission is determined. This period should be less than half of t_response to ensure timely instruction updates during execution. The minimum instruction transmission time interval is set to T_transmission, meaning an instruction is transmitted once every T_transmission.

[0101] Step S1394: Based on the process logic of steering operation, prioritize steering angle command, steering speed command and emergency stop command. The priority of emergency stop command is higher than steering angle command and steering speed command. The priority of steering angle command and steering speed command is dynamically adjusted according to the driving scenario.

[0102] In this embodiment, the priority of steering commands is determined based on the safety and importance of the steering operation. Emergency stop commands are directly related to vehicle safety and therefore have the highest priority. When an emergency stop command occurs simultaneously with other commands, the emergency stop command is executed first. The priorities of steering angle and steering speed commands are dynamically adjusted according to the driving scenario. For example, on narrow roads, steering angle commands have a higher priority than steering speed commands to ensure the vehicle does not exceed the road limits; during emergency obstacle avoidance, steering speed commands may have a higher priority to quickly complete the steering operation.

[0103] Step S1395: Set up the verification process for command transmission. The verification process includes command integrity verification and command consistency verification. Command integrity verification is achieved by checking whether the received command contains all the necessary information. If not, command retransmission is initiated. Command consistency verification is achieved by checking whether there is a logical conflict between the steering angle command and the steering speed command. If there is a conflict, command correction is triggered.

[0104] In this embodiment, during instruction integrity verification, the received instruction is parsed to check whether it contains all the information fields required for that instruction type, such as whether the steering angle instruction includes the angle value and the angle change trend. If any field is missing, the instruction is determined to be incomplete, and a retransmission request is sent to the sender. During instruction consistency verification, the logical relationship between the steering angle instruction and the steering speed instruction is analyzed. For example, when the steering angle instruction shows an increasing trend, the steering speed instruction should be positive; if a situation occurs where the steering angle increases but the steering speed is negative, a logical conflict is determined, triggering an instruction correction mechanism, such as adjusting the steering speed instruction based on the steering angle instruction.

[0105] Step S1396: Establish an instruction feedback process, stipulating that after receiving the instruction, the relevant operation for turning execution shall provide feedback confirmation information to the relevant operation for turning decision, periodically provide feedback on the execution progress information during the execution of the instruction, and provide feedback on the execution result information after the instruction is completed.

[0106] In this embodiment, upon receiving a steering instruction, the steering execution-related operation immediately generates a reception confirmation message. This confirmation message includes the instruction number and the reception time, and is sent to the steering decision-related operation to indicate that the instruction has been successfully received. During instruction execution, progress information is fed back at set time intervals (e.g., every 5 milliseconds), including the current steering angle, steering speed, and deviation from the target instruction. When the instruction is completed, i.e., the steering wheel reaches the target angle or the steering speed is zero, execution result information is fed back, including the final steering angle, steering speed, and whether the execution process was normal.

[0107] Step S1397: Determine the format and transmission timing of the feedback information. The format of the feedback information should be compatible with the corresponding instruction format, and the transmission timing of the feedback information should match the minimum time interval for instruction transmission.

[0108] In this embodiment, the format of the feedback information is determined according to the corresponding instruction type. For example, the format of the confirmation information includes the instruction number (integer) and the reception time (timestamp); the format of the execution progress information includes the current steering angle (floating-point number), the current steering speed (floating-point number), and the deviation value (floating-point number); the format of the execution result information includes the final steering angle (floating-point number), the final steering speed (floating-point number), and the execution status (enumeration type: success, failure). The transmission timing of the feedback information is set to be the same as the minimum time interval for instruction transmission, that is, feedback information is transmitted once every T_transmission time, ensuring that steering decision-related operations can understand the steering execution status in a timely manner.

[0109] Step S1398: Set up an instruction exception handling process. When feedback information is not received within a specified time for the turnaround decision-related operation, the instruction will be automatically resent. When the received feedback information shows that the instruction execution is abnormal, an emergency stop instruction will be automatically triggered or subsequent instructions will be adjusted.

[0110] In this embodiment, the timeout period for waiting for feedback information after sending a steering decision-related operation is specified as t_timeout. If no feedback information is received within t_timeout, the instruction transmission is deemed to have failed, and the instruction is automatically resent, up to a maximum of 3 times. If no feedback is still received, a system fault alarm is triggered. When the received feedback information indicates an execution failure or a deviation value exceeding a preset threshold, the instruction execution is deemed abnormal. At this time, depending on the severity of the abnormality, an emergency stop instruction is automatically triggered (e.g., for severe abnormalities) or subsequent instructions are adjusted (e.g., for minor abnormalities, reducing the steering angle or speed).

[0111] Step S1399: Define the communication protocol for information exchange, specify the encoding method, transmission rate and error correction method for data transmission, and ensure the accuracy and stability of instructions and feedback information during transmission.

[0112] In this embodiment, information exchange adopts the CAN bus communication protocol, and the data transmission encoding method is little-endian, i.e., the least significant byte comes first, and the most significant byte comes last. The transmission rate is set to 500kbps to meet real-time requirements. Cyclic Redundancy Check (CRC) is used for error correction. A CRC checksum is added to the end of each data frame. The receiver performs CRC calculation on the received data and compares it with the checksum. If they do not match, the data transmission is considered erroneous, and the sender is requested to retransmit the data. Simultaneously, a data frame sequence number mechanism is used to prevent data loss or duplicate reception.

[0113] Step S13910: Based on the above instruction type, information format, transmission time interval, priority division, verification process, feedback process, exception handling process and communication protocol, integrate the information interaction process between the planning steering decision-related operations and the steering execution-related operations.

[0114] In this embodiment, the above-mentioned elements are integrated to form a complete information interaction process document. This document details how instructions and feedback information are transmitted between steering decision-related operations and steering execution-related operations, including the format of each instruction, transmission time requirements, priority processing methods, verification and error correction mechanisms, and methods for handling abnormal situations. Through this information interaction process, the coordinated operation between steering decisions and steering execution is ensured, achieving precise control of automatic emergency steering.

[0115] Step S1310: Based on the range of angle commands during the steering decision process, the range of speed commands during the steering decision process, the correspondence between the output speed of the steering motor and the steering angle of the steering wheel, the core process of steering decision-related operations, the core process of steering execution-related operations, and the information interaction process between steering decision-related operations and steering execution-related operations, an automatic emergency steering execution logic is formed.

[0116] In this embodiment, the above elements are integrated to form an automatic emergency steering execution logic. This logic is frameworkd around the core processes of steering decision-related operations and steering execution-related operations. It combines the value ranges of angle and speed commands to ensure that the generated commands are within the hardware's capabilities. Through the correspondence between the steering motor and the steering wheels, the commands are converted into motor control signals. Real-time communication and coordination between decision-making and execution are achieved through an information interaction process. During integration, it is necessary to ensure logical consistency and compatibility between the elements. For example, the command format in the information interaction process should be consistent with the command format generated in the core decision-making process, and the output speed calculation of the steering motor should conform to the transmission ratio relationship. The final automatic emergency steering execution logic is a complete and executable control scheme that guides intelligent vehicles to perform automatic steering operations in emergency situations.

[0117] Step S140: Based on the automatic emergency steering execution logic, and according to the dynamic changes of the real-time operating status information and the dynamic changes of the real-time environment information, generate an automatic emergency steering control command that is adapted to the current driving scenario.

[0118] In this embodiment, the automatic emergency steering execution logic provides a framework and method for generating control commands, while the dynamic changes in real-time operating status information and real-time environmental information determine the specific content of the control commands. As the vehicle travels, its real-time operating status information, such as speed, attitude, and control system status, constantly changes, as do the real-time environmental information, such as the distribution of surrounding obstacles and road structure. The automatic emergency steering execution logic needs to continuously monitor these dynamic changes and dynamically adjust steering decisions based on these changes to generate steering angle and steering speed commands adapted to the current driving scenario, i.e., automatic emergency steering control commands. For example, when the vehicle speed decreases, the steering speed command should also decrease accordingly; when an obstacle is detected to be getting closer, the steering angle command should increase.

[0119] Step S141: Monitor the changes in the real-time operating status information in real time, and capture the dynamic updates of the vehicle driving posture information and the dynamic updates of the vehicle control system status information.

[0120] In this embodiment, real-time operating status information is collected at a high frequency (e.g., 100Hz) by onboard sensing devices and compared with the information from the previous moment to calculate the changes in various parameters. The dynamic updates to vehicle driving attitude information include the changes and trends (increasing or decreasing) in longitudinal acceleration, lateral acceleration, vertical acceleration, yaw rate, pitch rate, and roll rate. The dynamic updates to vehicle control system status information include the changes in steering wheel angle, steering angular velocity, wheel speed, and the changes and trends in steering system hydraulic pressure. Through these dynamic updates, the changes in the vehicle's operating status can be understood.

[0121] Step S142: Monitor the changing trends of the real-time environmental information in real time, and capture the dynamic updates of the distribution information of surrounding obstacles and the dynamic updates of road structure information.

[0122] In this embodiment, the environmental detection equipment also collects real-time environmental information at a certain frequency (e.g., 20Hz for lidar, 50Hz for millimeter-wave radar). By comparing and analyzing two consecutive frames of data, dynamically updated content is captured. The dynamically updated content of the surrounding obstacle distribution information includes changes in the position of obstacles, changes in relative speed, increases or decreases in the number of obstacles, and changes in obstacle categories. The dynamically updated content of the road structure information includes changes in road width, changes in curvature, lane line offsets, and newly appearing road signs (e.g., speed limit signs, stop lines). The above dynamically updated content reflects the changes in the vehicle's surrounding environment.

[0123] Step S143: Input the dynamically updated vehicle driving posture information into the steering decision-related operations in the automatic emergency steering execution logic, and analyze its effect on steering angle commands and steering speed commands.

[0124] In this embodiment, dynamic updates to vehicle driving posture information, such as the increasing trend of lateral acceleration, are input into steering decision-related operations. These operations analyze the impact of these dynamic updates on steering angle and steering speed using a preset algorithm. For example, increased lateral acceleration indicates a tendency for the vehicle to tilt to one side; to maintain vehicle stability, it may be necessary to reduce the steering angle or steering speed. Changes in yaw rate reflect the vehicle's steering response; if the yaw rate is too large, it may be necessary to adjust the steering speed command to avoid oversteering.

[0125] Step S144: Input the dynamically updated information of the vehicle control system status into the steering decision-related operation in the automatic emergency steering execution logic, and adjust the basis for generating steering commands.

[0126] In this embodiment, the dynamic updates of the vehicle control system status information, such as a decrease in the steering system's response sensitivity, will adjust the basis for generating steering commands after inputting steering decision-related operations. For example, when the steering system's response sensitivity decreases, in order to achieve the desired steering effect, it is necessary to increase the steering angle command or the steering speed command to compensate for the insufficient response sensitivity; changes in the amount of steering assist will also affect the required steering effort, thereby adjusting the basis for generating steering speed commands.

[0127] Step S145: Input the dynamically updated information on the distribution of surrounding obstacles into the steering decision-related operations in the automatic emergency steering execution logic, and reassess the relative positional relationship between the vehicle and the obstacles.

[0128] In this embodiment, the dynamic updating of surrounding obstacle distribution information, such as when an obstacle's position moves closer to the vehicle, triggers a steering decision-related operation. This operation recalculates the relative positional relationship between the vehicle and the obstacle, including distance, orientation, and collision risk. Based on the reassessment, the steering angle and steering speed commands are adjusted to ensure the vehicle can avoid the obstacle. For example, if the obstacle distance decreases and the collision risk increases, the steering angle and steering speed commands need to be increased to expedite the obstacle avoidance process.

[0129] Step S146: Input the dynamically updated road structure information into the steering decision-related operations in the automatic emergency steering execution logic to correct the adaptation range of steering angle and steering speed.

[0130] In this embodiment, the dynamic updating of road structure information, such as a sudden narrowing of road width or an increase in curvature, will, after inputting steering decision-related operations, adjust the adaptation range of steering angle and steering speed according to the new road structure information. For example, when the road width narrows, the maximum value of the steering angle should be reduced accordingly to prevent the vehicle from running off the road; when the road curvature increases, the maximum value of the steering speed should also be reduced to ensure the stability of the steering process.

[0131] Step S147: Based on the above inputs and analysis, the steering decision-related operations in the automatic emergency steering execution logic, combined with the value range of the angle command and the value range of the speed command during the steering decision process, initially form the steering angle command and the steering speed command.

[0132] In this embodiment, the steering decision-related operations integrate all the above-mentioned input information and analysis results, and use a preset decision-making algorithm (such as rule-based decision-making or machine learning-based decision-making models) to generate preliminary steering angle and steering speed commands. During the generation process, it is necessary to ensure that the values ​​of the commands are within the range of angle and speed commands in the steering decision-making process. If the initially generated commands exceed the range, they are truncated to the boundary values ​​of the range.

[0133] Step S1471: The dynamic update content of the vehicle driving posture information is converted into a reference basis for steering angle adjustment. Specifically, the tendency to increase the steering angle is determined based on the offset of the vehicle driving direction, and the tendency to adjust the steering angle smoothly is determined based on the vehicle tilt state.

[0134] In this embodiment, the vehicle's directional deviation refers to the angle between the current driving direction and the target driving direction. A larger deviation indicates a greater deviation from the target path, and a higher tendency to increase the steering angle. This is represented by a coefficient between 0 and 1, with a coefficient of 1 for maximum deviation and 0 for no deviation. Vehicle tilt is measured by the roll angle. A larger roll angle indicates greater vehicle instability, and a higher tendency to smoothly adjust the steering angle. This is also represented by a coefficient between 0 and 1, with a coefficient of 1 for maximum roll and 0 for no tilt. These two coefficients serve as references for steering angle adjustment.

[0135] Step S1472: The dynamic update content of the vehicle control system status information is converted into a reference for steering speed adjustment. The better the response sensitivity of the steering system, the more the corresponding steering speed adjustment reference tends to increase the steering speed. The more sufficient the steering assist, the more the corresponding steering speed adjustment reference tends to be adjusted flexibly.

[0136] In this embodiment, the response sensitivity of the steering system is measured by response time. The shorter the response time, the better the sensitivity and the greater the tendency to increase steering speed. It is represented by a coefficient between 0 and 1, with the coefficient being 1 for the shortest response time and 0 for the longest response time. The steering assist is measured by hydraulic pressure. The greater the pressure, the more sufficient the assist and the greater the tendency to flexibly adjust steering speed. It is represented by a coefficient between -1 and 1, with the coefficient being 1 for the maximum pressure (tendency to increase speed), -1 for the minimum pressure (tendency to decrease speed), and 0 for medium pressure (maintain speed).

[0137] Step S1473: The dynamic update of the surrounding obstacle distribution information is converted into the constraint basis for steering angle and steering speed. The closer the obstacle is to the vehicle's preset driving path, the stricter the corresponding steering angle constraint basis. The more complex the shape of the obstacle, the more rigorous the corresponding steering speed constraint basis.

[0138] In this embodiment, the closer the obstacle is to the vehicle's preset driving path, the stricter the steering angle constraint, represented by a coefficient between 0 and 1. The coefficient is 1 for the closest obstacle (strictly limiting the steering angle) and 0 for the farthest obstacle (no constraint). The complexity of the obstacle's shape is measured by the product of its length, width, and height. The larger the product, the more complex the shape, and the stricter the steering speed constraint, represented by a coefficient between 0 and 1. The coefficient is 1 for the most complex shape (strictly limiting the steering speed) and 0 for the simplest shape (no constraint).

[0139] Step S1474: Convert the dynamically updated road structure information into the basis for adjusting steering angle and steering speed. The narrower the road, the more conservative the adjustment of the steering angle. The greater the curvature of the road, the more gradual the adjustment of the steering speed.

[0140] In this embodiment, the narrower the road, the more conservative the steering angle adjustment is, represented by a coefficient between 0 and 1. The coefficient is 1 when the road is narrowest (minimum steering angle adjustment range) and 0 when the road is widest (maximum steering angle adjustment range). The greater the curvature of the road, the smoother the steering speed adjustment is, represented by a coefficient between 0 and 1. The coefficient is 1 when the curvature is maximum (minimum steering speed adjustment range) and 0 when the curvature is minimum (maximum steering speed adjustment range).

[0141] Step S1475: Combine the reference basis for steering angle adjustment, the basis for steering angle constraint, and the basis for steering angle adaptation to form an initial steering angle recommendation value.

[0142] In this embodiment, the reference coefficient for steering angle adjustment is set as K1, the steering angle constraint coefficient is set as K2, and the steering angle adaptation coefficient is set as K3. The weights of each coefficient are W1, W2, and W3 (the sum of the weights is 1). The initial steering angle suggestion value θ_initial is equal to the base steering angle θ_base plus (K1×W1+K2×W2+K3×W3) multiplied by the maximum steering angle adjustment range Δθ_max, that is, θ_initial=θ_base+(K1×W1+K2×W2+K3×W3)×Δθ_max. Among them, the base steering angle θ_base is determined according to the current driving scenario and preset strategy, and the maximum steering angle adjustment range Δθ_max is half of the steering angle value range.

[0143] Step S1476: Combining the reference basis for steering speed adjustment, the basis for steering speed constraint, and the basis for steering speed adaptation, form an initial steering speed recommendation value.

[0144] In this embodiment, similarly, the reference coefficient for steering speed adjustment is set to K4, the steering speed constraint coefficient to K5, and the steering speed adaptation coefficient to K6. The weights of each coefficient are W4, W5, and W6 (the sum of the weights is 1). The initial steering speed suggestion value v_initial is equal to the base steering speed v_base plus (K4×W4+K5×W5+K6×W6) multiplied by the maximum steering speed adjustment range Δv_max, i.e., v_initial=v_base+(K4×W4+K5×W5+K6×W6)×Δv_max. The base steering speed v_base is determined based on the current driving speed and steering angle, and the maximum steering speed adjustment range Δv_max is half of the steering speed value range.

[0145] Step S1477: Compare the initial steering angle suggestion value with the value range of the angle command during the steering decision process. If the initial steering angle suggestion value is within the maximum steering angle range and the minimum steering angle range, then use it as the core parameter of the steering angle command; if the initial steering angle suggestion value exceeds the maximum steering angle range or the minimum steering angle range, then use the critical value of the value range as the core parameter of the steering angle command.

[0146] In this embodiment, the value range of the angle command during the steering decision process is [θ_min, θ_max]. The initial steering angle suggestion value θ_initial is compared with θ_min and θ_max. If θ_min ≤ θ_initial ≤ θ_max, then the core parameter of the steering angle command θ_cmd = θ_initial; if θ_initial < θ_min, then θ_cmd = θ_min; if θ_initial > θ_max, then θ_cmd = θ_max.

[0147] Step S1478: Compare the initial steering speed recommendation value with the range of speed commands during the steering decision process. If the initial steering speed recommendation value is within the maximum steering speed range or the minimum steering speed range, then use it as the core parameter of the steering speed command. If the initial steering speed recommendation value exceeds the maximum steering speed range or the minimum steering speed range, then use the critical value of the range as the core parameter of the steering speed command.

[0148] In this embodiment, the value range of the speed command during the steering decision-making process is [v_min, v_max]. The initial steering speed recommended value v_initial is compared with v_min and v_max. If v_min ≤ v_initial ≤ v_max, the core parameter v_cmd of the steering speed command is v_initial; if v_initial < v_min, then v_cmd = v_min; if v_initial > v_max, then v_cmd = v_max.

[0149] Step S1479: Add a description of the angle change trend to the steering angle command, and based on the dynamic update trend of the vehicle driving attitude information and the dynamic change trend of the surrounding environment information, explain the change direction of the steering angle.

[0150] In this embodiment, the dynamic update trend of the vehicle driving attitude information is like the change direction of the lateral acceleration. If the lateral acceleration is increasing and the direction is to the left, it means the vehicle has a tendency to tilt to the left, and the angle change trend description is "increasing"; the dynamic change trend of the surrounding environment information is like an obstacle moving to the left, then the steering angle to the right needs to be increased, and the angle change trend description is "increasing". Combining these trends, determine the change direction of the steering angle, such as "increasing", "decreasing", or "remaining unchanged", and add it to the steering angle command.

[0151] Step S14710: Add a description of the speed change trend to the steering speed command, and based on the dynamic update trend of the vehicle control system state information and the dynamic change trend of the road structure information, explain the change direction of the steering speed, and form a complete steering angle command and steering speed command.

[0152] In this embodiment, the dynamic update trend of the vehicle control system state information is like the steering system response sensitivity is increasing, then the steering speed can be increased, and the speed change trend description is "increasing"; the dynamic change trend of the road structure information is like the road curvature is decreasing, then the steering speed can be increased, and the speed change trend description is "increasing". Combining these trends, determine the change direction of the steering speed, such as "increasing", "decreasing", or "remaining unchanged", and add it to the steering speed command, thereby forming a complete steering angle command and steering speed command.

[0153] Step S148: Transmit the steering angle command and the steering speed command to the steering execution-related operations in the automatic emergency steering execution logic, and conduct a feasibility verification in combination with the correspondence between the output speed of the steering motor and the steering angle of the steering wheel.

[0154] In this embodiment, after receiving the steering angle and steering speed commands, the steering execution-related operation calculates the required steering motor output speed and rotation time based on the correspondence between the output speed of the steering motor and the steering angle of the steering wheels. Then, it checks whether the steering motor can provide the required output speed and whether the steering transmission mechanism can complete the change in steering angle within the rotation time. If the motor output speed is within its rated range and the rotation time meets the requirements of the steering speed command, the command is deemed feasible; otherwise, the command is deemed infeasible and needs to be fed back to the steering decision-related operation for adjustment.

[0155] Step S149: Based on the feasibility verification results, the steering execution-related operation feeds back adjustment suggestions to the steering decision-related operation, and the steering decision-related operation optimizes the steering angle command and steering speed command based on the adjustment suggestions.

[0156] In this embodiment, if the feasibility verification result is infeasible, the steering execution-related operation will analyze the reasons for the infeasibility, such as insufficient motor output speed or insufficient turning time, and propose adjustment suggestions based on hardware capabilities, such as reducing the steering angle or reducing the steering speed. After receiving the adjustment suggestions, the steering decision-related operation will regenerate the steering angle command and steering speed command to ensure that they meet the feasibility requirements. For example, if it is suggested to reduce the steering speed, the steering decision-related operation will reduce the steering speed command by a certain percentage, and then perform the feasibility verification again until the command is feasible.

[0157] Step S1410: Determine the optimized steering angle command and steering speed command as the automatic emergency steering control command adapted to the current driving scenario. The automatic emergency steering control command includes specific steering angle parameters and steering speed parameters.

[0158] In this embodiment, the steering angle and steering speed commands, after feasibility verification and optimization, have fully considered the current driving scenario, steering constraints, and steering system hardware capabilities, enabling safe and effective automatic emergency steering operations. These commands are determined as the final automatic emergency steering control commands, with the steering angle parameter and steering speed parameter being the core parameters of the optimized steering angle and steering speed commands, respectively.

[0159] Step S150: Transmit the automatic emergency steering control command to the steering execution system of the intelligent vehicle, drive the steering execution system to perform steering operation, and simultaneously collect real-time feedback information during the steering operation, and adjust subsequent automatic emergency steering control commands based on the real-time feedback information.

[0160] In this embodiment, after the automatic emergency steering control command is generated, it is transmitted to the steering execution system via the vehicle communication bus. The steering execution system drives the steering motor and steering transmission mechanism according to the command, causing the steering wheels to steer as required. During the steering operation, various sensors collect real-time feedback information such as the actual steering angle of the steering wheels, steering speed, vehicle posture, and changes in the surrounding environment. This feedback information is compared with the control command, deviations are analyzed, and then subsequent automatic emergency steering control commands are adjusted based on the deviations, making the steering operation more precise and adaptable to changes in actual conditions.

[0161] Step S151: Transmit the steering angle parameters and steering speed parameters in the automatic emergency steering control command to the control unit of the steering execution system via the vehicle communication bus of the intelligent vehicle.

[0162] In this embodiment, the vehicle communication bus adopts the CANFD bus, which has a higher data transmission rate and a larger payload length, meeting the transmission requirements of real-time control commands. Automatic emergency steering control commands are packaged according to a preset communication protocol, including steering angle parameters (floating-point numbers, in degrees), steering speed parameters (floating-point numbers, in degrees / second), and command checksums. The packaged commands are sent to the control unit of the steering execution system via the CANFD bus. The control unit receives the commands through the CAN controller and performs verification and parsing.

[0163] Step S152: The control unit of the steering system parses the steering angle parameters and steering speed parameters and generates a motor control signal to drive the steering motor.

[0164] In this embodiment, the control unit of the steering system analyzes the received steering angle and steering speed parameters to determine the target position (corresponding to the steering angle) and target speed (corresponding to the steering speed) of the steering motor. Then, using a PID control algorithm, the control quantity (such as PWM duty cycle) of the motor is calculated based on the deviation between the current actual position and speed of the motor and the target value. The control quantity is converted into a motor control signal, which is a pulse width modulation signal used to control the rotation direction and speed of the steering motor.

[0165] Step S153: The steering motor receives the motor control signal, adjusts the output speed according to the set steering speed parameters, and transmits the power to the steering wheel through the steering transmission mechanism, driving the steering wheel to perform steering movement according to the steering angle parameters.

[0166] In this embodiment, the steering motor is a permanent magnet synchronous motor. After receiving the motor control signal, the controller converts the DC power to three-phase AC power through an inverter to drive the motor to rotate. The motor's output speed is fed back in real time through an encoder. The controller adjusts the output voltage and frequency based on the feedback information to make the motor speed track the set steering speed parameters. The motor's output torque is transmitted to the steering wheels through the steering transmission mechanism (including gears, racks, etc.), driving the steering wheels to rotate until the actual steering angle of the steering wheels reaches the steering angle parameter requirements.

[0167] Step S154: During the steering motion of the steering wheel, the actual steering angle information of the steering wheel is collected by the angle sensor of the steering system, and the actual steering speed information of the steering wheel is collected by the speed sensor.

[0168] In this embodiment, the angle sensor of the steering system is a photoelectric encoder, installed on the steering shaft of the steering wheel. It can measure the rotation angle of the steering wheel in real time and output pulse signals. The control unit obtains the actual steering angle information by counting and processing the pulse signals, with a resolution of up to 0.1 degrees. The speed sensor is a Hall sensor, also installed on the steering shaft. It outputs a frequency signal by detecting the rotational speed of the steering shaft. The control unit converts the frequency signal into actual steering speed information, in degrees per second.

[0169] Step S155: Collect the actual tilt state information and actual driving direction information of the vehicle body during the steering operation using the vehicle body attitude sensor.

[0170] In this embodiment, the vehicle attitude sensor is an inertial measurement unit (IMU), which includes a three-axis accelerometer and a three-axis gyroscope, and is installed at the vehicle's center of gravity. The accelerometer collects the vehicle's acceleration in three directions, and the gyroscope collects the vehicle's angular velocity around the three axes. By fusing the acceleration and angular velocity data (such as using a Kalman filter algorithm), the vehicle's roll angle (reflecting the tilt state) and yaw angle (reflecting the driving direction) are calculated, thus obtaining the actual tilt state information and the actual driving direction information.

[0171] Step S156: Collect real-time information on the positional changes of surrounding obstacles and the real-time status of the road structure during the steering operation using environmental detection equipment.

[0172] In this embodiment, during the steering operation, the environmental detection equipment operates continuously, with lidar, millimeter-wave radar, and cameras constantly collecting surrounding environmental data. By comparing continuous frame data and using tracking algorithms (such as Kalman filtering and Hungarian algorithm), the real-time positional changes of obstacles are calculated, including changes in position coordinates, relative velocity, and acceleration. Simultaneously, image recognition algorithms analyze changes in road structure in real time, such as changes in road width, curvature, and lane line offsets, to obtain real-time status information of the road structure.

[0173] Step S157: Integrate the actual steering angle information of the steering wheel, the actual steering speed information of the steering wheel, the actual tilt state information of the vehicle body, the actual driving direction information of the vehicle body, the real-time position change information of surrounding obstacles, and the real-time state information of the road structure to form real-time feedback information during the steering operation.

[0174] In this embodiment, the above information items are integrated according to a preset format, and each information item includes a data value, a timestamp, and a data status (valid / invalid). For example, the actual steering angle information item of the steering wheel includes an angle value (floating-point number), a collection time (timestamp), and a status (valid). The integrated real-time feedback information is transmitted in the form of data frames via the CAN bus to the steering decision-related operations in the automatic emergency steering execution logic.

[0175] Step S158: Transmit the real-time feedback information to the steering decision-related operation in the automatic emergency steering execution logic, and compare and analyze it with the set steering angle parameters and steering speed parameters.

[0176] In this embodiment, after receiving real-time feedback information, the steering decision-related operation extracts the actual steering angle and actual steering speed information, and compares them with the steering angle and steering speed parameters in the automatic emergency steering control command, respectively, and calculates the deviation between the two. For example, the steering angle deviation Δθ = actual steering angle - steering angle parameter, and the steering speed deviation Δv = actual steering speed - steering speed parameter. Simultaneously, the differences between information such as vehicle tilt state, driving direction, obstacle position changes, and road structure state and the expected situation are analyzed.

[0177] Step S159: Based on the comparative analysis results, determine the deviation between the actual steering operation and the command requirements, and combine the current status of the real-time operating status information and the current status of the real-time environment information to form the steering angle adjustment amount and steering speed adjustment amount.

[0178] In this embodiment, based on the calculated steering angle deviation and steering speed deviation, as well as the analysis results of other feedback information, and combined with the current vehicle operating status (such as driving speed and vehicle stability) and the surrounding environmental conditions (such as obstacle distance and road width), the required steering angle adjustment and steering speed adjustment are determined. For example, if the steering angle deviation is positive and large, and the current vehicle is driving stably and the road width is sufficient, then the steering angle adjustment is negative, and its magnitude is a certain proportion of the deviation.

[0179] Step S1591: Calculate the difference between the actual steering angle information of the steering wheel and the set steering angle parameter to obtain the steering angle deviation.

[0180] In this embodiment, the steering angle deviation Δθ is equal to the actual steering angle θ_actual of the steering wheel minus the set steering angle parameter θ_cmd, i.e., Δθ = θ_actual - θ_cmd. This deviation value can be positive or negative; a positive value indicates that the actual steering angle is greater than the command requirement, and a negative value indicates that the actual steering angle is less than the command requirement.

[0181] Step S1592: Calculate the difference between the actual steering speed information of the steering wheel and the set steering speed parameter to obtain the steering speed deviation.

[0182] In this embodiment, the steering speed deviation Δv is equal to the actual steering speed v_actual of the steering wheel minus the set steering speed parameter v_cmd, i.e., Δv = v_actual - v_cmd. Similarly, the deviation value can be positive or negative, representing whether the actual steering speed is greater than or less than the command requirement.

[0183] Step S1593: Analyze the positive and negative directions of the steering angle deviation and determine the relationship between the actual steering angle and the steering angle required by the instruction.

[0184] In this embodiment, if Δθ>0, the actual steering angle is greater than the steering angle required by the command; if Δθ<0, the actual steering angle is less than the steering angle required by the command; if Δθ=0, the actual steering angle is equal to the steering angle required by the command.

[0185] Step S1594: Analyze the positive and negative directions of the steering speed deviation and determine the relationship between the actual steering speed and the steering speed required by the instruction.

[0186] In this embodiment, if Δv>0, the actual steering speed is greater than the steering speed required by the command; if Δv<0, the actual steering speed is less than the steering speed required by the command; if Δv=0, the actual steering speed is equal to the steering speed required by the command.

[0187] Step S1595: Combining the actual tilt information of the vehicle body and the actual driving direction information, evaluate the effect of steering angle deviation and steering speed deviation on vehicle driving stability.

[0188] In this embodiment, a larger roll angle in the actual vehicle tilt information indicates poorer vehicle stability. If both the steering angle deviation and the roll angle are large, the deviation has a significant negative impact on vehicle stability; conversely, a smaller roll angle results in a relatively smaller impact. The yaw rate change rate in the actual driving direction information reflects the vehicle's steering response. If the yaw rate change rate is too large, even a small steering angle deviation may adversely affect stability. Considering all these factors, the degree of deviation's impact on stability is assessed using a coefficient between 0 and 1, with larger coefficients indicating a more severe impact.

[0189] Step S1596: Combine the real-time positional change information of surrounding obstacles and the real-time status information of the road structure to assess the effect of steering angle deviation and steering speed deviation on the risk of collision between the vehicle and obstacles.

[0190] In this embodiment, real-time positional changes of surrounding obstacles indicate that the obstacles are approaching the vehicle. If a steering angle deviation causes the vehicle to drift towards the obstacle, it increases the risk of collision. Real-time road structure information, such as a narrowing road, suggests that a steering angle deviation may cause the vehicle to move closer to the road edge, increasing the risk of collision with roadside obstacles. The degree to which the deviation affects the collision risk is assessed using a coefficient between 0 and 1, with a higher coefficient indicating a higher risk.

[0191] Step S1597: Based on the value of the steering angle deviation, the effect of the steering angle deviation on vehicle driving stability, and the effect on collision risk, determine the direction and reference value of the steering angle adjustment amount.

[0192] In this embodiment, the direction of the steering angle adjustment is opposite to the direction of the steering angle deviation; that is, if Δθ > 0, the adjustment direction is negative; if Δθ < 0, the adjustment direction is positive. The adjustment range reference value is determined based on the deviation value, the stability coefficient, and the collision risk coefficient, and the formula is Δθ_adjust_ref = k1 × |Δθ| + k2 × S_stability + k3 × S_collision, where k1, k2, and k3 are weighting coefficients, S_stability is the stability coefficient, and S_collision is the collision risk coefficient.

[0193] Step S1598: Based on the value of the steering speed deviation, the effect of the steering speed deviation on vehicle driving stability, and the effect on collision risk, determine the direction and reference value of the steering speed adjustment amount.

[0194] In this embodiment, the direction of the steering speed adjustment is opposite to the direction of the steering speed deviation; that is, if Δv > 0, the adjustment direction is negative; if Δv < 0, the adjustment direction is positive. The formula for the adjustment range reference value is Δv_adjust_ref = k4 × |Δv| + k5 × S_stability + k6 × S_collision, where k4, k5, and k6 are weighting coefficients.

[0195] Step S1599: Referring to the current status of the real-time operating status information, if the vehicle's driving posture is within the preset stable range, reduce the reference values ​​for steering angle adjustment and steering speed adjustment; if the vehicle's driving posture deviates from the preset stable range, increase the reference values ​​for steering angle adjustment and steering speed adjustment.

[0196] In this embodiment, the preset stability range is defined by thresholds for vehicle roll angle and yaw rate. If the roll angle is within the range of [-5 degrees, 5 degrees] and the yaw rate is within the range of [-10 degrees / second, 10 degrees / second], the vehicle's driving posture is determined to be within the stability range. In this case, the adjustment range reference value is multiplied by a coefficient less than 1 (e.g., 0.8) to decrease the stability; if it deviates from the stability range, it is multiplied by a coefficient greater than 1 (e.g., 1.2) to increase the stability.

[0197] Step S15910: Referring to the current state of the real-time environmental information, and based on the rate of change of the position of surrounding obstacles and the change state of the road structure, the reference values ​​for the steering angle adjustment range and the steering speed adjustment range are corrected to ultimately form specific steering angle adjustment amounts and steering speed adjustment amounts.

[0198] In this embodiment, the greater the rate of change of the position of surrounding obstacles, the faster the obstacles are moving, requiring a larger adjustment range. The adjustment range reference value is multiplied by (1 + rate of change of position × k7), where k7 is a proportionality coefficient. Changes in road structure, such as increased road curvature, require a reduced steering speed adjustment range. The steering speed adjustment range reference value is multiplied by (1 - change in curvature × k8), where k8 is a proportionality coefficient. After these corrections, the final steering angle adjustment Δθ_adjust and steering speed adjustment Δv_adjust are obtained.

[0199] Step S1510: Based on the steering angle adjustment amount and steering speed adjustment amount, correct the steering angle parameters and steering speed parameters in the subsequently generated automatic emergency steering control command so that the steering operation continuously adapts to the current vehicle operating state and the surrounding environment state.

[0200] In this embodiment, when generating subsequent automatic emergency steering control commands, the steering angle parameter is adjusted to θ_cmd_new = θ_cmd_old + Δθ_adjust, and the steering speed parameter is adjusted to v_cmd_new = v_cmd_old + Δv_adjust. This allows the control commands to be dynamically adjusted based on real-time feedback information, ensuring that the steering operation always adapts to the current vehicle operating state and surrounding environment, thereby improving the safety and accuracy of automatic emergency steering.

[0201] In one exemplary embodiment, an automatic emergency steering control system for intelligent vehicles is provided. This automatic emergency steering control system can be a terminal, server, etc., and its internal structure diagram can be as follows: Figure 2 As shown, the automatic emergency steering control system for intelligent vehicles includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, near-field communication, or other technologies. When the computer program is executed by the processor, it implements an automatic emergency steering control method for intelligent vehicles. The display unit is used to form a visually visible image and can be a display screen, projection device, or virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device can be a touch layer covering the display screen, or it can be a button, trackball, or touchpad set on the housing of the automatic emergency steering control system used in smart cars, or it can be an external keyboard, touchpad, or mouse, etc.

[0202] It should be noted that, in order to simplify the description of the present invention and thus help to understand one or more embodiments of the invention, multiple features may sometimes be grouped into one embodiment, drawing or description thereof in the foregoing description of the embodiments of the present invention.

Claims

1. An automatic emergency steering control method applied to intelligent vehicles, characterized in that, The method includes: The system integrates the vehicle's onboard sensing devices and environmental detection devices to collect real-time operating status information of the intelligent vehicle and real-time environmental information around the vehicle. The real-time operating status information includes vehicle driving posture information and vehicle control system status information, while the real-time environmental information includes surrounding obstacle distribution information and road structure information. By combining the real-time operating status information and the real-time environmental information, the mutual influence between the two is analyzed, and steering constraints for automatic emergency steering of intelligent vehicles are generated. The steering constraints include steering angle limit information and steering speed limit information. Based on the aforementioned steering constraints and combined with relevant information about the steering system hardware of the intelligent vehicle, an automatic emergency steering execution logic is formed. The automatic emergency steering execution logic includes a collaborative process of steering decision-related operations and steering execution-related operations. Based on the automatic emergency steering execution logic, an automatic emergency steering control command adapted to the current driving scenario is generated according to the dynamic changes of the real-time operating status information and the dynamic changes of the real-time environment information. The automatic emergency steering control command is transmitted to the steering execution system of the intelligent vehicle, driving the steering execution system to perform steering operations, and simultaneously collecting real-time feedback information during the steering operation process, and adjusting subsequent automatic emergency steering control commands based on the real-time feedback information.

2. The automatic emergency steering control method for intelligent vehicles according to claim 1, characterized in that, The step of combining the real-time operating status information and the real-time environmental information to analyze the mutual influence between the two and generating steering constraints for the intelligent vehicle's automatic emergency steering includes: Extract vehicle driving posture information from the real-time operating status information. The vehicle driving posture information includes the vehicle's current driving direction information and vehicle tilt status information. Extract the surrounding obstacle distribution information from the real-time environmental information, wherein the surrounding obstacle distribution information includes the location information and shape information of the obstacles; The driving direction information is associated with the position information of the obstacle to determine the relative positional relationship between the vehicle's driving path and the obstacle; By combining the vehicle tilt information with the obstacle shape information, the risk of the vehicle coming into contact with the obstacle during the turning process is analyzed. Extract the vehicle control system status information from the real-time operating status information. The vehicle control system status information includes the steering system response sensitivity information and steering assist magnitude information. Extract road structure information from the real-time environmental information, the road structure information including road width information and road curvature information; The response sensitivity information of the steering system is correlated with the width information of the road to analyze the path by which the vehicle stays within the road range during the steering operation. By combining the steering assist magnitude information with the road curvature information, the required steering force range during steering operations is determined; Based on the relative positional relationship between the vehicle's driving path and obstacles, the risk of the vehicle coming into contact with obstacles during the turning process, the path for the vehicle to remain within the road range during the turning operation, and the range of steering force required during the turning operation, steering angle limitation information is integrated and generated. Based on the steering system's response sensitivity information, road width information, road curvature information, and steering force adaptation range, steering speed limit information is generated. The steering angle limit information and the steering speed limit information together constitute the steering constraints for intelligent vehicle automatic emergency steering.

3. The automatic emergency steering control method for intelligent vehicles according to claim 1, characterized in that, Based on the steering constraints and combined with relevant hardware information of the intelligent vehicle's steering system, the automatic emergency steering execution logic is formed, including: Extract the steering angle limitation information from the steering constraints to determine the maximum and minimum steering angle ranges allowed during steering operations. Extract the steering speed limit information from the steering constraints to determine the maximum and minimum steering speed ranges allowed during steering operations. Collect information related to the steering system hardware of the intelligent vehicle, including the output power information of the steering motor, the transmission ratio information of the steering transmission mechanism, and the travel information of the steering limit device. The maximum steering angle range and the minimum steering angle range are associated with the travel information of the steering limit device to define the range of angle command values ​​during the steering decision process. By combining the maximum steering speed range, the minimum steering speed range, and the output power information of the steering motor, the range of speed command values ​​during the steering decision process is defined. Based on the transmission ratio information of the steering transmission mechanism, a correspondence between the output speed of the steering motor and the steering angle of the steering wheel is established; The core process of steering decision-related operations is defined, which includes the specific method of dynamically adjusting steering angle and steering speed commands based on real-time information. The core process for steering-related operations is defined, which includes a control process that drives the steering motor to operate according to steering angle and steering speed commands. Plan the information exchange process between steering decision-related operations and steering execution-related operations, and determine the instruction types and timing specifications for instruction transmission output by steering decision-related operations; Based on the range of angle commands during the steering decision-making process, the range of speed commands during the steering decision-making process, the correspondence between the output speed of the steering motor and the steering angle of the steering wheel, the core process of steering decision-related operations, the core process of steering execution-related operations, and the information interaction process between steering decision-related operations and steering execution-related operations, an automatic emergency steering execution logic is formed.

4. The automatic emergency steering control method for intelligent vehicles according to claim 1, characterized in that, The automatic emergency steering execution logic, based on the dynamic changes in the real-time operating status information and the dynamic changes in the real-time environment information, generates automatic emergency steering control commands adapted to the current driving scenario, including: Real-time monitoring of the changes in the real-time operating status information, capturing dynamic updates of vehicle driving posture information and vehicle control system status information; Real-time monitoring of the changing trends of the real-time environmental information, capturing dynamic updates of the distribution of surrounding obstacles and the road structure information; The dynamic update of the vehicle driving posture information is input into the steering decision-related operations in the automatic emergency steering execution logic, and its effect on steering angle command and steering speed command is analyzed. The dynamic update of the vehicle control system status information is input into the steering decision-related operations in the automatic emergency steering execution logic to adjust the basis for generating steering commands; The dynamic update of the surrounding obstacle distribution information is input into the steering decision-related operation in the automatic emergency steering execution logic to reassess the relative positional relationship between the vehicle and the obstacle; The dynamically updated road structure information is input into the steering decision-related operations in the automatic emergency steering execution logic to correct the adaptation range of steering angle and steering speed. The steering decision-related operations in the automatic emergency steering execution logic are based on the above inputs and analysis, and combined with the value range of the angle command and the value range of the speed command during the steering decision process, to initially form the steering angle command and the steering speed command. The steering angle command and steering speed command are transmitted to the steering execution related operations in the automatic emergency steering execution logic, and the feasibility is verified by combining the correspondence between the output speed of the steering motor and the steering angle of the steering wheel; Based on the feasibility verification results, the steering execution-related operation feeds back adjustment suggestions to the steering decision-related operation, and the steering decision-related operation optimizes the steering angle command and steering speed command based on the adjustment suggestions; The optimized steering angle and steering speed commands are determined as automatic emergency steering control commands adapted to the current driving scenario. The automatic emergency steering control commands include specific steering angle and steering speed parameters.

5. The automatic emergency steering control method for intelligent vehicles according to claim 1, characterized in that, The process of transmitting the automatic emergency steering control command to the steering execution system of the intelligent vehicle, driving the steering execution system to perform steering operations, and simultaneously collecting real-time feedback information during the steering operation, and adjusting subsequent automatic emergency steering control commands based on the real-time feedback information, includes: The steering angle and steering speed parameters in the automatic emergency steering control command are transmitted to the control unit of the steering execution system via the vehicle communication bus of the intelligent vehicle. The control unit of the steering system analyzes the steering angle parameters and steering speed parameters to generate motor control signals that drive the steering motor. The steering motor receives the motor control signal, adjusts the output speed according to the set steering speed parameters, and transmits the power to the steering wheel through the steering transmission mechanism, driving the steering wheel to perform steering movement according to the steering angle parameters; During the steering motion of the steering wheels, the actual steering angle information of the steering wheels is collected by the angle sensor of the steering system, and the actual steering speed information of the steering wheels is collected by the speed sensor. The vehicle posture sensor collects information on the actual tilt state and actual driving direction of the vehicle during steering operations; Real-time information on the location changes of surrounding obstacles and the real-time status of road structure is collected through environmental detection equipment during the steering operation. The system integrates the actual steering angle information of the steering wheels, the actual steering speed information of the steering wheels, the actual tilt state information of the vehicle body, the actual driving direction information of the vehicle body, the real-time position change information of surrounding obstacles, and the real-time status information of the road structure to form real-time feedback information during the steering operation. The real-time feedback information is transmitted to the steering decision-related operations in the automatic emergency steering execution logic and compared and analyzed with the set steering angle parameters and steering speed parameters. Based on the comparative analysis results, the deviation between the actual steering operation and the command requirements is determined. Combining the current status of the real-time operating status information and the current status of the real-time environment information, the steering angle adjustment amount and the steering speed adjustment amount are formed. Based on the steering angle adjustment and steering speed adjustment, the steering angle and steering speed parameters in the subsequently generated automatic emergency steering control commands are corrected, so that the steering operation continuously adapts to the current vehicle operating state and the surrounding environment.

6. The automatic emergency steering control method for intelligent vehicles according to claim 2, characterized in that, The step of associating the driving direction information with the obstacle's position information to determine the relative positional relationship between the vehicle's driving path and the obstacle includes: Based on the driving direction information, a preset driving path trajectory of the vehicle is simulated and generated. The preset driving path trajectory includes a description of the vehicle's driving route without any steering operation. Based on the location information of the obstacles, the specific coordinate points of the obstacles are marked in the vehicle's coordinate system to form an obstacle coordinate distribution map; The preset driving path trajectory is mapped onto the obstacle coordinate distribution map to establish a spatial relationship between the preset driving path trajectory and the obstacle coordinate points; Analyze the straight-line distances between each point on the preset driving path trajectory and the coordinate points of the obstacle, and extract the key point pairs with the smallest distances; Determine the vehicle travel time nodes corresponding to the points on the preset driving path trajectory at key points, and record the estimated time for the vehicle to arrive at the corresponding location; Analyze the extension range of the obstacle corresponding to the coordinate point of the obstacle in the key point alignment, and determine the coverage width of the obstacle in the direction of vehicle travel; By combining the spatial relationship between the preset driving path trajectory and the coordinates of the obstacle, the straight-line distance between key point pairs, the estimated time for the vehicle to reach the corresponding position of the key point, and the coverage width of the obstacle in the direction of vehicle travel, a description of the relative positional relationship is formed. Based on the description of the relative positional relationship, it is determined whether the vehicle will overlap with the obstacle on the preset driving path; If path overlap is detected, determine the start and end positions of the overlapping area, as well as the vehicle travel time corresponding to the overlapping area; Based on the path overlap detection results, the start and end positions of the overlapping area, and the vehicle travel time corresponding to the overlapping area, the relative positional relationship between the vehicle travel path and the obstacle is determined. The relative positional relationship includes whether a collision risk exists and the location and time information corresponding to the collision risk.

7. The automatic emergency steering control method for intelligent vehicles according to claim 3, characterized in that, The information interaction process between the planning and steering decision-related operations and the steering execution-related operations determines the instruction types and timing specifications for instruction transmission output by the steering decision-related operations, including: Extract the command content that needs to be output for steering decision-related operations under different driving conditions, and determine that the command types include steering angle command, steering speed command and emergency stop command; Define the information format corresponding to each instruction type. The information format of the steering angle instruction includes an angle numerical description and an angle change trend description. The information format of the steering speed instruction includes a speed numerical description and a speed change trend description. The information format of the emergency stop instruction includes a stop trigger condition description and a stop execution method description. Analyze the response time required after receiving instructions for steering operations, and set the minimum time interval for instruction transmission based on the real-time requirements of steering operations. Based on the process logic of steering operation, the priorities of steering angle command, steering speed command and emergency stop command are divided. The priority of emergency stop command is higher than that of steering angle command and steering speed command. The priority of steering angle command and steering speed command is dynamically adjusted according to the driving scenario. A verification process for command transmission is set up. The verification process includes command integrity verification and command consistency verification. Command integrity verification is achieved by checking whether the received command contains all the necessary information. If not, command retransmission is initiated. Command consistency verification is achieved by checking whether there is a logical conflict between the steering angle command and the steering speed command. If a conflict exists, command correction is triggered. Establish an instruction feedback process, stipulating that after receiving the instruction, the relevant operation for turning execution shall provide feedback confirmation information to the relevant operation for turning decision, periodically provide feedback on the execution progress information during the execution of the instruction, and provide feedback on the execution result information after the instruction is completed; Determine the format and transmission timing of the feedback information, ensuring that the format of the feedback information matches the corresponding instruction format, and that the transmission timing of the feedback information matches the minimum time interval for instruction transmission. Set up a command exception handling process. When feedback information is not received within a specified time for the operation related to the turnaround decision, the command will be automatically resent. When the received feedback information shows that the command execution is abnormal, an emergency stop command will be automatically triggered or subsequent commands will be adjusted. Define the communication protocol for information exchange, clarify the encoding method, transmission rate and error correction method for data transmission, and ensure the accuracy and stability of instructions and feedback information during transmission; Based on the above-mentioned instruction types, information formats, transmission time intervals, priority divisions, verification processes, feedback processes, exception handling processes, and communication protocols, the information interaction process between planning steering decision-related operations and steering execution-related operations is integrated.

8. The automatic emergency steering control method for intelligent vehicles according to claim 4, characterized in that, The steering decision-related operations in the automatic emergency steering execution logic are based on the above inputs and analysis, combined with the value ranges of the angle command and speed command during the steering decision process, to initially form steering angle commands and steering speed commands, including: The dynamic updates of vehicle driving posture information are transformed into a reference for steering angle adjustment. Specifically, the degree of tendency to increase the steering angle is determined based on the offset of the vehicle's driving direction, and the degree of tendency to adjust the steering angle smoothly is determined based on the vehicle's tilt state. The dynamic updates of the vehicle control system status information are transformed into a reference for steering speed adjustment. The better the response sensitivity of the steering system, the more the corresponding steering speed adjustment reference will tend to increase the steering speed. The more sufficient the steering assist, the more the corresponding steering speed adjustment reference will tend to be adjusted flexibly. The dynamic updates of the surrounding obstacle distribution information are transformed into constraints on steering angle and steering speed. The closer the obstacle is to the vehicle's preset driving path, the stricter the corresponding steering angle constraint. The more complex the shape of the obstacle, the more rigorous the corresponding steering speed constraint. The dynamic updates of road structure information are transformed into the basis for adjusting steering angle and steering speed. The narrower the road, the more conservative the adjustment of the steering angle; the greater the curvature of the road, the more gradual the adjustment of the steering speed. Based on the reference basis for steering angle adjustment, the basis for steering angle constraint, and the basis for steering angle adaptation, an initial steering angle recommendation value is formed; Based on the reference criteria for steering speed adjustment, the criteria for steering speed constraints, and the criteria for steering speed adaptation, an initial recommended steering speed value is formed; The initial steering angle suggestion value is compared with the range of angle commands during the steering decision process. If the initial steering angle suggestion value is within the maximum steering angle range and the minimum steering angle range, it is used as the core parameter of the steering angle command. If the initial steering angle suggestion value exceeds the maximum steering angle range or the minimum steering angle range, the critical value of the range is used as the core parameter of the steering angle command. The initial steering speed recommendation is compared with the range of speed commands during the steering decision process. If the initial steering speed recommendation is within the maximum or minimum steering speed range, it is used as the core parameter of the steering speed command. If the initial steering speed recommendation exceeds the maximum or minimum steering speed range, the critical value of the range is used as the core parameter of the steering speed command. Add a description of the angle change trend to the steering angle command, based on the dynamic update trend of vehicle driving posture information and the dynamic change trend of surrounding environment information, to explain the direction of the steering angle change; Add a speed change trend description to the steering speed command. Based on the dynamic update trend of the vehicle control system status information and the dynamic change trend of the road structure information, explain the direction of the steering speed change, and form a complete steering angle command and steering speed command.

9. The automatic emergency steering control method for intelligent vehicles according to claim 5, characterized in that, Based on the comparative analysis results, the deviation between the actual steering operation and the command requirements is determined. Combining the current state of real-time operating status information and the current state of real-time environmental information, the steering angle adjustment and steering speed adjustment are formed, including: The difference between the actual steering angle of the steering wheel and the set steering angle parameter is calculated to obtain the steering angle deviation; The difference between the actual steering speed of the steering wheel and the set steering speed parameter is calculated to obtain the steering speed deviation; Analyze the positive and negative directions of the steering angle deviation to determine the relationship between the actual steering angle and the steering angle required by the command; Analyze the positive and negative directions of the steering speed deviation to determine the relationship between the actual steering speed and the steering speed required by the command; By combining information on the actual tilt state of the vehicle body and the actual driving direction, the effects of steering angle deviation and steering speed deviation on vehicle driving stability are evaluated. By combining real-time location change information of surrounding obstacles and real-time status information of road structure, the effects of steering angle deviation and steering speed deviation on the risk of collision between vehicle and obstacle are assessed. Based on the numerical value of the steering angle deviation, the effect of the steering angle deviation on vehicle driving stability, and the effect on collision risk, the direction and reference value of the steering angle adjustment are determined. Based on the numerical value of steering speed deviation, the effect of steering speed deviation on vehicle driving stability, and the effect on collision risk, the direction and reference value of steering speed adjustment are determined. Based on the current status of the real-time operating status information, if the vehicle's driving posture is within the preset stable range, the reference values ​​for steering angle adjustment and steering speed adjustment will be reduced; if the vehicle's driving posture deviates from the preset stable range, the reference values ​​for steering angle adjustment and steering speed adjustment will be increased. Based on the current state of the real-time environment information, and according to the rate of change of the position of surrounding obstacles and the changing state of the road structure, the reference values ​​for the steering angle adjustment range and the steering speed adjustment range are corrected to ultimately form the specific steering angle adjustment amount and steering speed adjustment amount.

10. An automatic emergency steering control system for intelligent vehicles, characterized in that, include: processor; A machine-readable storage medium for storing machine-executable instructions of the processor; The processor is configured to execute the automatic emergency steering control method for intelligent vehicles according to any one of claims 1 to 9 by executing the machine-executable instructions.

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