Auxiliary steering control method and apparatus, and intelligent driving device

Abstract

An auxiliary steering control method, comprising: acquiring control stage information, the control stage information indicating which control stage a vehicle is in among a steering stage, a straightening stage, and a lane-keeping stage; on the basis of the control stage information, determining a desired rotation angle, the desired rotation angle being a steering wheel rotation angle or a wheel rotation angle required for controlling the vehicle to turn; on the basis of the desired rotation angle, determining a desired torque; and controlling the vehicle to execute the desired torque. The method is applicable to the field of intelligent vehicles such as electric vehicles and new energy vehicles, such that when the vehicle turns to avoid an obstacle, following a planned path is the main control objective during a steering stage to enable the vehicle to travel according to the planned path and avoid the obstacle ahead, whereas vehicle stability is the main control objective during a straightening stage to prevent the vehicle from entering an adjacent lane. The probability of the vehicle losing stability can be reduced while successful obstacle avoidance for the vehicle is ensured, thereby improving the safety and reliability of the vehicle during turning. Further disclosed are an auxiliary steering control apparatus and an intelligent driving device.

Description

Steering assist control method, device and intelligent driving equipment

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on March 19, 2024, with application number 202410312120.9 and invention name “Steering Assist Control Method, Device and Intelligent Driving Equipment”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of intelligent driving, and more specifically, to a steering assist control method, device and intelligent driving equipment. Background Art

[0003] As vehicles become more intelligent and automated, more and more are equipped with intelligent driving systems, such as advanced driving assistance systems (ADAS), to reduce driving stress and improve safety. ADAS systems include numerous active safety features, such as autonomous emergency braking (AEB), lane departure warning (LDW), emergency lane keeping assist (ELKA), and evasive steering assist (ESA), which can enhance driving safety. For example, in an emergency, these active safety features can proactively assess and implement preventative safety measures before the driver's subjective reaction. ADAS systems also include numerous assisted driving features, such as lane centering control (LCC) and adaptive cruise control (ACC), which can reduce driving stress and alleviate driver fatigue.

[0004] However, the functions of current ADAS systems have some limitations when dealing with emergency obstacle avoidance situations. Take AEB as an example. When the vehicle speed is relatively high, the braking distance of the vehicle is insufficient, and AEB may not be able to control the vehicle to stop in time to avoid a collision. When the braking distance of the vehicle is insufficient, the driver may use steering to avoid obstacles. When controlling the steering, there may be understeer, resulting in obstacle avoidance failure; or there may be oversteer when controlling the steering, resulting in loss of control of the vehicle. ESA can provide additional torque to the steering wheel through the electronic power steering system (EPS) to control the vehicle to avoid obstacles when the driver inputs understeer. However, when controlling the vehicle to avoid obstacles through ESA, the ESA activation process can easily cause vehicle instability, thereby affecting driving safety.

[0005] In view of this, a safer and more reliable steering assist control solution needs to be developed urgently. Summary of the Invention

[0006] The present application provides a steering assist control method, device and intelligent driving equipment, which help to improve the stability of the vehicle during steering, thereby improving driving safety.

[0007] In a first aspect, a steering assist control method is provided. The method can be executed by an intelligent driving device; alternatively, the method can be executed by a computing platform of the intelligent driving device; alternatively, the method can be executed by a chip or circuit used in the intelligent driving device, which is not limited in this application. The intelligent driving device in this application can be a vehicle.

[0008] The method includes: obtaining control stage information, the control stage information indicating whether the control stage of the vehicle is one of the steering stage, the self-centering stage and the lane keeping stage; determining a desired turning angle based on the control stage information, the desired turning angle being the steering wheel angle or the wheel angle required for controlling the steering of the vehicle; determining a desired torque based on the desired turning angle; and controlling the vehicle to execute the desired torque.

[0009] In some implementations, the steering phase may be the phase in which the vehicle changes from its current lane to an adjacent lane. For example, a first steering torque is applied to the vehicle to cause the vehicle to deviate from its current lane and change to the adjacent lane to avoid a forward obstacle. The centering phase may be the phase from when the vehicle enters the adjacent lane in a certain orientation until the vehicle centers itself in the adjacent lane. A certain orientation may be a position in which the angle between the vehicle's centerline and the lane marking is greater than zero. For example, a second steering torque is applied to the vehicle to center itself on the adjacent lane to prevent the vehicle from running out of the adjacent lane. The lane keeping phase may be the phase in which the vehicle maintains its position in the adjacent lane without crossing the lane marking. It will be understood that the direction of the second steering torque is opposite to that of the first steering torque.

[0010] In the above technical solution, the desired turning angle applied to the vehicle is determined according to the control stage of the vehicle, so as to control the vehicle to execute different types of desired torques. This can reduce the probability of vehicle instability during the steering process while ensuring successful obstacle avoidance of the vehicle, thereby improving the safety and reliability of the vehicle during the steering process.

[0011] In combination with the first aspect, in certain implementations of the first aspect, when the distance between the obstacle in front of the vehicle and the vehicle is less than or equal to a distance threshold, the expected turning angle is determined based on the control stage information, including: when the control stage information indicates that the vehicle is in a turning stage, the expected turning angle is determined based on a lateral error, where the lateral error is the difference between the actual position and the planned position of the vehicle; or, when the control stage information indicates that the vehicle is in a return-to-center stage, the expected turning angle is determined based on a heading error, where the heading error is the difference between the actual heading angle and the planned heading angle of the vehicle.

[0012] In some implementations, the distance threshold may be a threshold determined based on time to collision (TTC) or headway. More specifically, the distance threshold may be a minimum distance at which the vehicle can avoid colliding with a forward obstacle by braking.

[0013] In the above technical solution, when the vehicle avoids an obstacle ahead by turning, in the turning phase, the planned trajectory tracking is the main control target, so that the vehicle can avoid the obstacle ahead by traveling along the planned trajectory; in the return phase, the vehicle stability is the main control target, so as to prevent the vehicle from running out of the adjacent lane.

[0014] In combination with the first aspect, in certain implementations of the first aspect, obtaining the control phase information includes: determining the control phase information based on the position of the vehicle relative to the planned trajectory, where the planned trajectory is a driving trajectory for turning and lane changing planned for the vehicle.

[0015] More specifically, the planned trajectory may be a driving trajectory for controlling the vehicle to turn and change lanes to avoid an obstacle ahead.

[0016] In combination with the first aspect, in certain implementations of the first aspect, determining the expected turning angle based on the control phase information includes: determining the expected turning angle based on road surface information and control phase information, the road surface information including the road adhesion coefficient of the vehicle's current road.

[0017] In some implementations, the road adhesion coefficient of the road the vehicle is currently traveling on is determined based on a road type perceived by the vehicle and a measured road adhesion coefficient determined based on dynamics.

[0018] In the above technical solution, the vehicle steering is controlled according to the actual road adhesion coefficient of the road on which the vehicle is located, which helps to improve the matching degree between the determined expected torque and the actual road surface condition. For different road surfaces, when the vehicle needs to adjust the same posture, different expected turning angles can be calculated, so that the vehicle can be controlled to execute different steering torques according to different expected turning angles, which helps to improve the stability of the vehicle during steering and improve the intelligence and safety of the vehicle.

[0019] In combination with the first aspect, in certain implementations of the first aspect, the method further includes: when the vehicle loses stability, controlling the steering torque of the vehicle according to the control stage of the vehicle.

[0020] In the above technical solution, when the vehicle loses stability, the steering torque of the vehicle is controlled to different degrees according to the control stage the vehicle is in, which helps to ensure the stability of the vehicle and thus improve driving safety.

[0021] In combination with the first aspect, in certain implementations of the first aspect, the steering torque of the vehicle is controlled according to the control stage of the vehicle, including: when the vehicle is in the steering stage, controlling the vehicle to execute a first torque, wherein the first torque is used to offset the steering torque, or the first torque is zero, or the first torque is a non-zero torque opposite to the steering torque.

[0022] In the above technical solution, when the vehicle loses stability during the steering phase, the steering torque of the vehicle can be controlled to quickly return to zero, thereby avoiding further instability of the vehicle and helping to improve driving safety.

[0023] In combination with the first aspect, in certain implementations of the first aspect, the steering torque of the vehicle is controlled according to the control stage of the vehicle, including: when the control stage of the vehicle is the return stage or the lane keeping stage, obtaining the actual posture of the vehicle; when the angle difference between the actual posture and the expected posture is greater than or equal to the angle threshold, controlling the vehicle to execute a second torque, and the second torque is used to offset the torque currently applied to the vehicle; or, when the angle difference between the actual posture and the expected posture is less than the angle threshold, stopping controlling the steering torque of the vehicle and prompting the driver of the vehicle to take over the vehicle; wherein the expected posture is the posture of the vehicle when it travels along the planned trajectory to a preset position, and the planned trajectory is a driving trajectory planned for the vehicle to turn and change lanes.

[0024] Exemplarily, the preset position may be any position in the planned trajectory where the vehicle is in the lane keeping phase, or the preset position may be a position in the planned trajectory where the angle between the vehicle's heading and the lane is less than or equal to an angle threshold (such as 2°, or 3°, or other values).

[0025] Exemplarily, the angle threshold may be 5°, or 10°, or other values.

[0026] For example, ceasing control of the vehicle's steering torque can be understood as ceasing active control of the vehicle's steering torque, while allowing the vehicle to execute steering torque applied by the driver via the steering wheel. For example, ceasing control of the vehicle's steering torque can include deactivating a steering assist function. It is understood that after ceasing active control of the vehicle's steering torque, if the driver does not take over control of the vehicle, the vehicle's steering torque can be gradually released to zero.

[0027] In the above technical solution, when the vehicle loses stability during the return-to-centering phase or the lane keeping phase, the steering torque of the vehicle is controlled based on the angular difference between the actual position of the vehicle and the planned position. When the angular difference is greater than or equal to the angular threshold, it helps to control the torque currently applied to the vehicle to quickly zero, thereby avoiding further instability of the vehicle. When the angular difference is less than the angular threshold, the active control of the steering torque of the vehicle is stopped, thereby helping to avoid further instability of the vehicle while saving vehicle energy consumption.

[0028] In combination with the first aspect, in certain implementations of the first aspect, determining the expected turning angle based on the control stage information includes: when the road adhesion coefficient of the vehicle's current road is greater than or equal to a coefficient threshold, determining the expected turning angle based on the control stage information.

[0029] In some implementations, when the road adhesion coefficient is small, activation of the steering assist function is suppressed or the steering assist function is turned off.

[0030] In the above technical solution, when the road adhesion coefficient is large enough, the steering assist function provided by this application is used. When the road adhesion coefficient is small, the steering assist function is inhibited from being activated or turned off, which helps to reduce the chance of vehicle instability during steering and improve driving safety.

[0031] In a second aspect, a steering assist control device is provided, which includes an acquisition unit and a processing unit, wherein the acquisition unit is used to: acquire control stage information, the control stage information indicating that the control stage of the vehicle is one of the steering stage, the return stage and the lane keeping stage; the processing unit is used to: determine the expected turning angle according to the control stage information, the expected turning angle being the steering wheel angle or wheel angle required to control the steering of the vehicle; determine the expected torque according to the expected turning angle; and control the vehicle to execute the expected torque.

[0032] In combination with the second aspect, in certain implementations of the second aspect, when the distance between the obstacle in front of the vehicle and the vehicle is less than or equal to a distance threshold, the processing unit is used to: when the control stage information indicates that the vehicle is in the turning stage, determine the expected turning angle based on the lateral error, where the lateral error is the difference between the actual position and the planned position of the vehicle; or, when the control stage information indicates that the vehicle is in the return stage, determine the expected turning angle based on the heading error, where the heading error is the difference between the actual heading angle and the planned heading angle of the vehicle.

[0033] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is used to: determine the control stage information based on the position of the vehicle relative to the planned trajectory, where the planned trajectory is a driving trajectory for turning and lane changing planned for the vehicle.

[0034] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is used to: determine the expected turning angle based on road surface information and control stage information, where the road surface information includes the road adhesion coefficient of the road on which the vehicle is currently traveling.

[0035] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is further used to: when the vehicle is unstable, control the steering torque of the vehicle according to the control stage of the vehicle.

[0036] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is used to: when the vehicle is in a steering phase, control the vehicle to execute a first torque, wherein the first torque is used to offset the steering torque, or the first torque is zero, or the first torque is a non-zero torque opposite to the steering torque.

[0037] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is used to: obtain the actual posture of the vehicle when the vehicle is in a return-to-center stage or a lane keeping stage; control the vehicle to execute a second torque when the angle difference between the actual posture and the desired posture is greater than or equal to an angle threshold, and the second torque is used to offset the torque currently applied to the vehicle; or, when the angle difference between the actual posture and the desired posture is less than the angle threshold, stop controlling the steering torque of the vehicle and prompt the driver of the vehicle to take over the vehicle; wherein the desired posture is the posture of the vehicle when it travels along the planned trajectory to a preset position, and the planned trajectory is a driving trajectory planned for the vehicle to turn and change lanes.

[0038] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is further used to: determine the expected turning angle based on the control stage information when the road adhesion coefficient of the vehicle is currently traveling on is less than or equal to a coefficient threshold.

[0039] In a third aspect, a steering assist control device is provided, which includes: a processor for executing a computer program stored in the memory, so that the device performs the method in any possible implementation of the first aspect.

[0040] In combination with the third aspect, in certain implementations of the third aspect, the steering assist control device further includes a memory.

[0041] In a fourth aspect, an intelligent driving device is provided, which includes the device in any possible implementation of the second to third aspects.

[0042] In combination with the fourth aspect, in some implementations of the fourth aspect, the intelligent driving device is a vehicle.

[0043] In a fifth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer or a processor, enables the computer or the processor to execute the method in any possible implementation of the first aspect.

[0044] It should be noted that the above-mentioned computer program code may be stored in whole or in part on a storage medium, wherein the storage medium may be packaged together with the processor or separately from the processor.

[0045] In a sixth aspect, a computer-readable medium is provided, wherein the computer-readable medium stores instructions. When the instructions are executed by a processor, the processor implements the method in any possible implementation of the first aspect.

[0046] In a seventh aspect, a chip is provided, which includes a circuit for executing the method in any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] FIG1 is a functional schematic block diagram of an intelligent driving device provided in an embodiment of the present application;

[0048] FIG2 is a schematic diagram of an application scenario of the steering assist control solution provided in an embodiment of the present application;

[0049] FIG3 is a schematic diagram of the architecture of a steering assistance control system provided in an embodiment of the present application;

[0050] FIG4 is a schematic diagram of the post-division control stage provided in an embodiment of the present application;

[0051] FIG5 is a schematic flow chart of a steering assist control method provided in an embodiment of the present application;

[0052] FIG6 is a schematic diagram of the change in steering torque when a vehicle is unstable according to an embodiment of the present application;

[0053] FIG7 is another schematic diagram of the change in steering torque when a vehicle is unstable according to an embodiment of the present application;

[0054] FIG8 is another schematic flow chart of the steering assist control method provided in an embodiment of the present application;

[0055] FIG9 is a schematic block diagram of a steering assist control device provided in an embodiment of the present application;

[0056] FIG10 is another schematic block diagram of the steering assist control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0057] The technical solution in this application will be described below with reference to the accompanying drawings.

[0058] FIG1 is a functional block diagram of an intelligent driving device provided in an embodiment of the present application. As shown in FIG1 , the intelligent driving device 100 may include a perception system 120 and a computing platform 150, wherein the perception system 120 may include several sensors for sensing information about the environment surrounding the intelligent driving device 100. For example, the perception system 120 may include a positioning system, and the positioning system may be a global positioning system (GPS), a BeiDou system, or other positioning systems. For another example, the perception system 120 may also include one or more of an inertial measurement unit (IMU), a laser radar, a millimeter-wave radar, an ultrasonic radar, and a camera device.

[0059] Some or all functions of the intelligent driving device 100 can be controlled by a computing platform 150. The computing platform 150 may include processors 151 to 15n. A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with the ability to read and execute instructions, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), or a digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. The logical relationships of the hardware circuits are fixed or reconfigurable. For example, the processor is a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In a reconfigurable hardware circuit, the process of the processor loading a configuration file to implement the hardware circuit configuration can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, the processor may also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. In addition, the computing platform 150 may also include a memory for storing instructions, and some or all of the processors 151 to 15n may call the instructions in the memory to implement corresponding functions.

[0060] The intelligent driving device 100 may include ADAS, which uses a variety of sensors on the intelligent driving device (including but not limited to: lidar, millimeter wave radar, camera device, ultrasonic sensor, global positioning system, inertial measurement unit) to obtain information from the surrounding of the intelligent driving device, and analyze and process the obtained information to achieve functions such as obstacle perception, target recognition, intelligent driving device positioning, path planning, driver monitoring / reminder, etc., thereby improving the safety, automation and comfort of driving the intelligent driving device.

[0061] From a logical function perspective, ADAS systems generally include three main functional modules: perception module, decision module and execution module. The perception module perceives the surrounding environment of the vehicle body through sensors and inputs corresponding real-time data to the decision-making layer processing center. The perception module mainly includes on-board cameras / ultrasonic radars / millimeter-wave radars / lidars, etc.; the decision module uses computing devices and algorithms to make corresponding decisions based on the information obtained by the perception module; the execution module takes corresponding actions after receiving the decision signal from the decision module, such as driving, changing lanes, steering, braking, warnings, etc.

[0062] ADAS can provide varying degrees of automated driving assistance at different levels of automation (L0-L5), based on artificial intelligence algorithms and information from multiple sensors. These levels are based on the Society of Automotive Engineers (SAE) grading standards. L0 is no automation; L1 is driving assistance; L2 is partial automation; L3 is conditional automation; L4 is high automation; and L5 is full automation. At L1-L3, monitoring and responding to road conditions are performed jointly by the driver and the system, with the driver taking over dynamic driving tasks. At L4 and L5, the driver transitions completely to the role of passenger. Currently, ADAS features include, but are not limited to, adaptive cruise control, automatic emergency braking, automated parking, blind spot monitoring, front cross-traffic alert / braking, rear cross-traffic alert / braking, forward collision warning, lane departure warning, lane keep assist, rear collision warning, traffic sign recognition, traffic jam assistance, and highway assistance. It should be understood that the various functions described above may have specific modes at different autonomous driving levels (L0-L5). The higher the autonomous driving level, the smarter the corresponding mode.

[0063] The intelligent driving devices involved in the embodiments of the present application may include road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment, etc. For example, the intelligent driving device can be a vehicle, which is a vehicle in a broad sense, and can be a vehicle (such as a commercial vehicle, a passenger car, a motorcycle, a flying car, a train, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), agricultural equipment (such as a mower, a harvester, etc.), amusement equipment, a toy vehicle, etc. The embodiments of the present application do not specifically limit the type of vehicle. For ease of understanding, the following description is based on the intelligent driving device being a vehicle as an example.

[0064] As mentioned above, during obstacle avoidance through steering, when the steering wheel angle input by the driver is insufficient, ESA can provide additional torque to the steering wheel. However, the activation of ESA can easily cause vehicle instability, thereby affecting driving safety.

[0065] Generally speaking, the causes of vehicle instability during ESA activation can be categorized into two types. The first, as shown in Figure 2 (a), occurs when the steering wheel rotates excessively in a short period of time during the obstacle avoidance process, causing the front wheels to lose steering ability. This makes it impossible to control the vehicle's return to centering, leading to the vehicle running out of its lane. The second, as shown in Figure 2 (b), occurs when the steering wheel rotates excessively during the return process, reducing the lateral adhesion of the vehicle's rear wheels. This causes the rear wheels to slide before the front wheels, or the rear wheels to slide more than the front wheels, resulting in a "tailswing." Furthermore, due to the varying adhesion coefficients of different road surfaces, the vehicle's ultimate lateral acceleration varies on different road surfaces at the same speed and steering wheel angle, resulting in varying obstacle avoidance capabilities on different road surfaces. When ESA assists the driver (i.e., provides additional torque) based on the same road adhesion coefficient, oversteer or understeer may occur, leading to vehicle instability or obstacle avoidance failure.

[0066] In view of this, embodiments of the present application provide a steering assist control method, apparatus, and intelligent driving device that can determine the desired turning angle according to different control stages, and then adjust the steering torque based on the desired turning angle and the actual turning angle, thereby controlling the stability of the vehicle during obstacle avoidance. Furthermore, when the vehicle becomes unstable, the steering torque can be corrected according to the steering control stage the vehicle is in to control the vehicle to return to a stable state as quickly as possible. The steering assist control method provided in this application can be deployed in the vehicle's computing platform as a new active safety function.

[0067] It should be noted that the turning angle involved in the embodiment of the present application can be a steering wheel angle or a wheel angle.

[0068] FIG3 shows a schematic diagram of the system architecture of the steering assist control provided by an embodiment of the present application. As shown in FIG3 , the system includes a planning module 210, a preprocessing module 220, a control module 230, and an actuator 240. The preprocessing module 220 includes a road adhesion system estimation module 221 and a stability judgment module 222. The control module 230 includes a control stage division module 231, a steering angle calculation module 232, and a torque calculation module 233. Optionally, the system shown in FIG3 may further include a perception module 250. The planning module 210, the preprocessing module 220, and the control module 230 may each include one or more processors in the computing platform 150 shown in FIG1 , and the perception module 250 may include one or more sensors in the perception system 120 shown in FIG1 .

[0069] Specifically, the planning module 210 can plan a driving trajectory based on the obstacle information ahead of the vehicle obtained by the perception module 250, so that the vehicle can avoid the obstacle by changing lanes. The control module 230 calculates corresponding control variables (such as steering torque, accelerator pedal opening, brake pedal opening, etc.) based on the planned trajectory input by the planning module 210 and outputs the above control variables to the actuator 240. When the actuator 240 executes the control variables, the vehicle can travel along the planned trajectory. In some possible implementations, the actuator may include the steering and braking control systems in the intelligent driving device 100.

[0070] For example, the control phase division module 231 can divide the control phase into a steering phase, a return-to-center phase, and a lane keeping phase based on the planned trajectory. As shown in FIG4 , in order to control the vehicle to travel along the planned trajectory, it is necessary to apply a steering torque to the vehicle at position ② to rotate the vehicle counterclockwise. When the vehicle travels to position ③, in order to prevent the vehicle from driving out of the target lane, it is necessary to apply a steering torque to the vehicle at position ③ to rotate the vehicle clockwise until the angle between the central axis of the vehicle and the road boundary line is less than or equal to the angle threshold (such as to position ④). After the angle between the central axis of the vehicle and the road boundary line is less than or equal to the angle threshold, the vehicle can remain in the target lane. In conjunction with FIG4 , the control phase corresponding to the above-mentioned position ② to position ③ can be divided into a steering phase, the control phase corresponding to the above-mentioned position ③ to position ④ can be divided into a return-to-center phase, and the phase after position ④ to vehicle stability can be divided into a lane keeping phase.

[0071] After the control phase division module 231 divides the control phases, it determines the current control phase of the vehicle based on the positions of the vehicle and the obstacle obtained by the perception module 250 and sends this control phase information to the steering angle calculation module 232. Based on the current control phase and the road adhesion coefficient of the road currently being traveled on, calculated by the road adhesion coefficient estimation module 221, the steering angle calculation module 232 determines the desired steering angle required to control the vehicle along the planned trajectory. This desired steering angle is then input into the torque calculation module 233. The torque calculation module 233 determines the desired steering torque (hereinafter referred to as the desired torque) based on the desired steering angle.

[0072] In some implementations, the vehicle may become unstable during steering, for example, due to activation of a steering assist function. In this case, the torque calculation module 233 may further determine a desired torque based on the desired steering angle, the vehicle's current actual steering torque, and the vehicle's current control node. Information indicating whether the vehicle is unstable may be determined by the stability determination module 222 and sent to the torque calculation module 233.

[0073] Furthermore, the desired torque is input into the actuator 240 so that when the actuator 240 executes the desired torque, the vehicle can travel along the planned trajectory.

[0074] For example, the stability determination module 222 can determine whether the vehicle is unstable based on the chassis state information of the vehicle. For example, the chassis state information includes the actual yaw angle of the vehicle. When the actual yaw angle of the vehicle is greater than the expected yaw angle, the vehicle is determined to be unstable. Otherwise, the vehicle is determined to be stable. The expected yaw angle φ of the vehicle can satisfy the following formula (1):

[0075] Where v is the longitudinal speed of the vehicle, θ is the steering wheel angle, L is the wheelbase of the vehicle, and v c is the characteristic speed of the vehicle, where the characteristic speed refers to the speed at which the steady-state yaw rate gain of the vehicle reaches its maximum value.

[0076] It should be understood that the above system is merely an example. In actual applications, modules in the above system may be added or deleted based on actual needs. For example, the planning module 210 and the control module 230 may be combined into a single module. For another example, the preprocessing module 220 and the control module 230 may be combined into a single module.

[0077] The above describes the system provided by the embodiment of the present application. The following describes in detail the steering assist control method provided by the embodiment of the present application.

[0078] Figure 5 shows a schematic flowchart of a steering assist control method provided in an embodiment of the present application. The method can be executed by the intelligent driving device 100 shown in Figure 1, or can also be executed by the control module 230 shown in Figure 2. The method 500 includes some or all of steps S501 to S504.

[0079] S501, obtaining the planned trajectory and road surface information of the vehicle, where the road surface information includes the road adhesion coefficient of the road the vehicle is currently traveling on.

[0080] In some implementations, when an obstacle appears in front of the vehicle, making it impossible to stop in time through AEB and requiring steering to avoid the obstacle, S501 is executed. The planned trajectory can be a driving trajectory that avoids the obstacle in front of the vehicle. In some implementations, the road adhesion coefficient μ of the current driving road can be determined based on road information perceived by the perception system. For example, the road adhesion coefficient μ can be determined based on the following formula (2): μ = aμ s +bμ c ; (2)

[0081] Among them, μ s is the perceived road adhesion coefficient, μ cis a measured road adhesion coefficient determined based on a vehicle dynamics model, a and b are weight coefficients, respectively. For example, a and b can be a value greater than 0 and less than or equal to 1, respectively, and the sum of a and b is 1.

[0082] For example, the road adhesion coefficient μ is measured c It can be determined based on the following formulas (3)-(5): ma x =(F fr +F fl )cosδ+F rr +F rl +v i ; (3) μ c =∑q i μ c,i ; (5)

[0083] Among them, m is the mass of the vehicle, a x is the longitudinal acceleration of the vehicle measured by the perception system, δ is the front wheel angle of the vehicle, and F fl 、F fr 、F rl 、F rr They are the longitudinal force of the left front wheel tire, the longitudinal force of the right front wheel tire, the longitudinal force of the left rear wheel tire, and the longitudinal force of the right rear wheel tire, respectively. i represents the longitudinal force of the tire on wheel i, μ c,i represents the road adhesion coefficient at wheel i, s i is the tire slip rate of wheel i, i is fl, fr, rl, rr, B, C, D, E are stiffness factor, shape factor, peak factor and curvature factor respectively, v i is the observation noise, q i is the weight coefficient.

[0084] For example, the road information may be a road image, and the road surface type is determined based on the road image, and the perceived road adhesion coefficient μ of the current driving road is determined based on the road type. s . Perceived road adhesion coefficient μ s The relationship between the road surface type and the road surface type can be shown in Table 1.

[0085] Table 1

[0086] It should be understood that the values ​​and road surface types shown in Table 1 are only examples. In actual implementation, the values ​​of μ shown in Table 1 can be adjusted according to the road surface type. s Determine a value as μ within the range of s Furthermore, in actual implementation, road surface types and value ranges other than those shown in Table 1 may also be included.

[0087] In some implementations, when the road adhesion coefficient of the vehicle's current road is less than or equal to a preset threshold, activation of the steering assist function is suppressed or disabled. For example, the preset threshold may be 0.6, 0.7, or other values.

[0088] S502: Determine the desired turning angle based on the planned trajectory and road surface information.

[0089] For example, the desired rotation angle γ satisfies the following formulas (6) to (8): γ = γ 前馈 +γ 反馈 ; (6) φ(μ)=v·tan(γ 前馈 / L); (7)

[0090] γ 反馈 =kp1*e1(t)+kp2*e2(t)+ki1*∫e1(t)dt+ki2*∫e2(t)dt+kd1*de1(t) / dt+kd2*de2(t) / dt; (8)

[0091] Among them, γ 前馈 represents the angle feedforward, γ 反馈 represents the steering angle feedback, μ is the road adhesion coefficient of the vehicle's current road, φ(μ) is the yaw angle required for the vehicle to travel along the planned trajectory under the road adhesion coefficient μ, e1(t) is the lateral error, which can be the difference between the position of the front wheel and the distance to the nearest point on the planned trajectory, e2(t) is the heading error, that is, the difference between the actual heading of the vehicle and the planned heading, kp1 and kp2 are proportional coefficients, ki1 and ki2 are integral coefficients, and kd1 and kd2 are differential coefficients.

[0092] In some implementations, the desired turning angle is determined based on the control phase the vehicle is in. For example, when the vehicle is in the steering phase, the weight of the lateral error in the γ feedback can be increased (e.g., kp1, ki1, kd1), and the weight of the heading error in the γ feedback can be reduced (e.g., kp2, ki2, kd2). The desired turning angle γ obtained in this way can enable the vehicle to drive along the planned trajectory and avoid obstacles; when the vehicle is in the return phase, the weight of the lateral error in the γ feedback can be reduced (e.g., kp1, ki1, kd1), and the weight of the heading error in the γ feedback can be increased. 反馈 The weight of the heading error in the γ feedback (such as kp2, ki2, kd2) is controlled so that the desired turning angle γ can ensure the stability of the vehicle. When the vehicle is in the lane keeping phase, if the driver does not take over the vehicle, the weight of the lateral error and the heading error in the γ feedback can be controlled to be the same or approximately the same ratio to control the vehicle to travel in the lane and prevent the vehicle from deviating from the lane.

[0093] S503: Determine the expected torque 1 according to the expected turning angle and chassis state information.

[0094] For example, the desired moment 1 satisfies the following formulas (9) to (11): T = T 前馈 +T 反馈 ; (9) T 前馈 +T 驾驶员 =I·γ″+k·γ; (10) T 反馈 =kp3*e3(t)+ki3*∫e3(t)dt+kd3*de3(t) / dt; (11)

[0095] Where T represents the desired torque 1, T 前馈 Indicates the torque feedforward, T 反馈 Indicates the torque feedback, T 驾驶员 represents the torque generated by the driver turning the steering wheel, I is the moment of inertia of the wheel, γ″ is the second-order derivative of the desired steering angle, k is the stiffness coefficient of the wheel, e3(t) is the angle error, which can be the difference between the desired steering angle and the actual steering angle, and kp3, ki3, and kd3 are the proportional coefficient, integral coefficient, and differential coefficient, respectively.

[0096] S504, obtaining stable state information, the stable state information indicating whether the vehicle is unstable, and determining the expected torque 2 according to the control stage information when the vehicle is unstable; wherein the control stage information indicates whether the vehicle is currently in one of the steering stage, the return stage, and the lane keeping stage.

[0097] For example, if the stability information indicates that the vehicle is not unstable, desired torque 1 is executed to control the vehicle to travel along the planned trajectory and avoid obstacles. If the vehicle is unstable, the control stage where the instability occurred is determined based on the instability signal, and desired torque 2 is determined based on the control stage.

[0098] In one example, as shown in Figure 6, if a vehicle becomes unstable during a turn, a desired torque 2 is determined based on the obstacle avoidance torque to quickly reset the vehicle's obstacle avoidance torque to zero, preventing further instability. This desired torque 2 is zero or a non-zero value that is opposite to the obstacle avoidance torque. The curve a in Figure 6 can be considered as the curve showing how the vehicle's actual torque changes along the planned trajectory after applying desired torque 2.

[0099] In another example, as shown in FIG7 , if the vehicle becomes unstable during the return-to-center phase, it is determined whether the angle α between the actual position of the vehicle and the planned position when the vehicle becomes unstable is greater than or equal to the angle threshold, wherein the planned position is the position of the vehicle when it travels along the planned trajectory to the lane keeping phase. Furthermore, when the angle α is greater than or equal to the angle threshold, the desired torque 1 is corrected to the desired torque 2, which is zero or opposite to the desired torque in the return-to-center phase, so as to control the desired torque of the vehicle in the return-to-center phase to be quickly set to zero, thereby avoiding aggravation of vehicle instability. The curve b shown in FIG7 can be regarded as a curve showing the change of the actual torque of the vehicle with the planned trajectory after the desired torque 2 is applied to the vehicle. When the angle α is less than the angle threshold, the steering assist function can be controlled to exit the activation state. For example, the above-mentioned angle threshold can be 5°, or 10°, or other values.

[0100] The steering assist control method provided in the embodiment of the present application can determine the expected turning angle and expected torque based on the actual road adhesion coefficient of the vehicle's current road, which helps to improve the stability of the vehicle during the steering process; further, when the vehicle becomes unstable, the vehicle's torque is controlled according to the control stage of the vehicle, which helps to improve the vehicle's stability and safety.

[0101] FIG8 shows another schematic flow chart of a steering assist control method provided in an embodiment of the present application. The method can be executed by the intelligent driving device 100 shown in FIG1 , or can also be executed by the control module 230 shown in FIG2 . The method 800 includes:

[0102] S810: Acquire control phase information, where the control phase information indicates whether the vehicle is in one of a steering phase, a centering phase, and a lane keeping phase.

[0103] In some implementations, the control phase information is determined based on the vehicle's position relative to a planned trajectory, where the planned trajectory is a planned turning and lane-changing trajectory for the vehicle. For example, if the vehicle travels from position ② to position ③ in Figure 4 , the control phase is determined to be the turning phase; if the vehicle travels from position ③ to position ④ in Figure 4 , the control phase is determined to be the centering phase; and if the vehicle travels from position ④ to position ⑤ in Figure 4 , the control phase is determined to be the lane-keeping phase.

[0104] For example, the planned trajectory may include the planned trajectory in method 500 .

[0105] S820: Determine an expected turning angle based on the control phase information. The expected turning angle is a steering wheel angle or a wheel angle required for controlling the steering of the vehicle.

[0106] In some implementations, when the distance between the obstacle in front of the vehicle and the vehicle is less than or equal to a distance threshold, the expected turning angle is determined based on the control stage information, including: when the control stage information indicates that the vehicle is in a turning stage, the expected turning angle is determined based on a lateral error, where the lateral error is the difference between the actual position and the planned position of the vehicle; or, when the control stage information indicates that the vehicle is in a return-to-center stage, the expected turning angle is determined based on a heading error, where the heading error is the difference between the actual heading angle of the vehicle and the planned heading angle.

[0107] For example, in actual implementation, the desired turning angle is determined based on the lateral error and the heading error, as described in S502. Determining the desired turning angle based on the lateral error can be understood as: when determining the desired turning angle, increasing the weight of the lateral error, such as increasing the weight of the lateral error in the angle feedback, and decreasing the weight of the heading error in the angle feedback. Similarly, determining the desired turning angle based on the heading error can be understood as: when determining the desired turning angle, increasing the weight of the heading error, such as increasing the weight of the heading error in the angle feedback, and decreasing the weight of the lateral error in the angle feedback.

[0108] In some implementations, determining the expected turning angle based on the control phase information includes: determining the expected turning angle based on road surface information and the control phase information, where the road surface information includes a road adhesion coefficient of a road currently traveled by the vehicle.

[0109] For example, the road surface information may include the road surface information in method 500. The specific implementation of determining the road surface information can be found in the description of S501 and will not be repeated here. Determining the desired steering angle based on the road surface information and the control phase information may include: determining a steering angle feedforward amount based on the road surface information, determining a steering angle feedback amount based on the control phase information, and determining the desired steering angle based on the steering angle feedforward amount and the steering angle feedback amount. For more specific implementations, see the description of S502 and will not be repeated here.

[0110] S830: Determine the expected torque according to the expected rotation angle.

[0111] For a more specific method of determining the expected torque according to the expected rotation angle, please refer to the description in S503, which will not be repeated here.

[0112] S840, controlling the vehicle to execute the desired torque.

[0113] In some implementations, the method further includes: when the vehicle loses stability, controlling the vehicle's steering torque based on the vehicle's control phase. More specifically, controlling the vehicle's steering torque based on the vehicle's control phase includes: when the vehicle is in the steering phase, controlling the vehicle to apply a first torque, wherein the first torque is used to offset the steering torque, or the first torque is zero, or the first torque is a non-zero torque that is opposite to the steering torque. Controlling the vehicle's steering torque based on the vehicle's control phase may also include: when the vehicle is in the return phase or the lane keeping phase, obtaining the vehicle's actual posture; when the angle difference between the actual posture and the desired posture is greater than or equal to an angle threshold, controlling the vehicle to apply a second torque, wherein the second torque is used to offset the torque currently applied to the vehicle; or when the angle difference between the actual posture and the desired posture is less than the angle threshold, ceasing control of the vehicle's steering torque and prompting the vehicle's driver to take over the vehicle; wherein the desired posture is the posture of the vehicle when it reaches a preset position along a planned trajectory, and the planned trajectory is the trajectory planned for the vehicle to turn and change lanes.

[0114] For example, the first torque or the second torque may include the desired torque 2 in method 500 , and the angle threshold may be 5°, or 10°, or other values.

[0115] In some implementations, when the road adhesion coefficient of the vehicle's current road is greater than or equal to a coefficient threshold, method 800 is executed; when the road adhesion coefficient of the vehicle's current road is less than the coefficient threshold, the steering assist function is turned off.

[0116] Exemplarily, the coefficient threshold may be a preset threshold in S501, such as 0.6 or 0.7, or may be other values.

[0117] The steering assist control method provided in the embodiment of the present application controls the desired turning angle applied to the vehicle according to the control stage in which the vehicle is located, thereby controlling the vehicle to execute different types of desired torques, so that when the vehicle avoids an obstacle ahead by steering, in the steering stage, the planned trajectory tracking is used as the main control target, so that the vehicle avoids the obstacle ahead by driving along the planned trajectory; in the return stage, the vehicle stability is used as the main control target to prevent the vehicle from running out of the adjacent lane. It can reduce the probability of vehicle instability during the steering process while ensuring the success of the vehicle's obstacle avoidance, thereby improving the safety and reliability of the vehicle during the steering process. Furthermore, when the vehicle is unstable, the torque of the vehicle can be controlled according to the control stage in which the vehicle is located to avoid aggravation of vehicle instability, which helps to improve driving safety.

[0118] In the various embodiments of the present application, unless otherwise specified or there is a logical conflict, the terms and / or descriptions between the various embodiments are consistent and can be referenced by each other. The technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0119] The steering assist control method provided by the embodiment of the present application is described in detail above with reference to Figures 1 to 8 . The apparatus provided by the embodiment of the present application will be described in detail below with reference to Figures 9 and 10 . It should be understood that the description of the apparatus embodiment corresponds to the description of the method embodiment. Therefore, for matters not described in detail, reference can be made to the method embodiment above and, for the sake of brevity, will not be repeated here.

[0120] FIG9 shows a schematic block diagram of a steering assist control device 2000 provided in an embodiment of the present application. The device 2000 may include units for executing methods 500 and 800. Furthermore, the units in the device 2000 implement the corresponding processes of the aforementioned method embodiments. The device 2000 includes an acquisition unit 2010, which can be used to implement corresponding data acquisition or transceiver functions. The device 2000 also includes a processing unit 2020, which can be used to implement corresponding processing functions.

[0121] Optionally, the device 2000 also includes a storage unit, which can be used to store instructions and / or data. The processing unit 2020 can read the instructions and / or data in the storage unit so that the device implements the relevant actions in the aforementioned method embodiments.

[0122] It should be understood that the specific process of each unit executing the above corresponding steps has been described in detail in the above method embodiment, and for the sake of brevity, it will not be repeated here.

[0123] It should also be understood that the apparatus 2000 herein is embodied in the form of functional units. The term "module" or "unit" herein may refer to an application-specific ASIC, electronic circuitry, a processor (e.g., a shared processor, a dedicated processor, or a group of processors, etc.) and memory for executing one or more software or firmware programs, combined logic circuitry, and / or other suitable components that support the described functionality.

[0124] The apparatuses of each of the above-described solutions have the functionality to implement the corresponding steps performed by the computing platform 150 in the above-described methods. These functions can be implemented in hardware, or by hardware executing corresponding software implementations. The hardware or software includes one or more modules corresponding to the above-described functions; for example, the acquisition unit 2010 can be replaced by a transceiver, and other units, such as the processing unit, can be replaced by a processor to perform the relevant processing operations in each method embodiment.

[0125] Exemplarily, the acquisition unit 2010 and the processing unit 2020 may be provided in the intelligent driving device 100 shown in FIG1 , or may also be provided in the system shown in FIG3 . More specifically, the acquisition unit 2010 and the processing unit 2020 may be provided in the control module 230 . Exemplarily, the operations performed by the acquisition unit 2010 and the processing unit 2020 may be performed by a single processor, or by different processors. In a specific implementation, the one or more processors may be provided in the intelligent driving device 100 shown in FIG1 ; alternatively, the apparatus 2000 may be provided in a chip in the intelligent driving device 100 .

[0126] In a specific implementation process, the various units in the above apparatus may be fully or partially integrated together, or may also be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SoC).

[0127] FIG10 is another schematic block diagram of a steering assist control device provided in an embodiment of the present application. The steering assist control device 2100 shown in FIG10 may include: a processor 2110, a transceiver 2120, and a memory 2130. The processor 2110, the transceiver 2120, and the memory 2130 are connected via an internal connection path, the memory 2130 is used to store instructions, and the processor 2110 is used to execute the instructions stored in the memory 2130 to implement the methods in the above-mentioned embodiments. Optionally, the memory 2130 can be coupled to the processor 2110 via an interface or integrated with the processor 2110.

[0128] It should be noted that the transceiver 2120 may include but is not limited to a transceiver device such as an input / output interface to implement communication between the device 2100 and other devices or a communication network.

[0129] Memory 2130 may be a volatile memory and / or a non-volatile memory. The non-volatile memory may be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory may be a random access memory (RAM). For example, RAM may be used as an external cache. By way of example and not limitation, RAM includes the following forms: static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM).

[0130] The transceiver 2120 uses a transceiver device such as but not limited to a transceiver to implement communication between the device 2100 and other devices or communication networks to receive / send data / information used to implement the methods in the above embodiments.

[0131] An embodiment of the present application further provides an intelligent driving device, which includes the steering assist control device 2000 or the steering assist control device 2100 in the above embodiment.

[0132] An embodiment of the present application further provides a computer program product, which includes computer program code. When the computer program code runs on a computer, the computer implements the methods in the above embodiments of the present application.

[0133] An embodiment of the present application further provides a computer-readable storage medium, which stores computer instructions. When the computer instructions are executed on a computer, the computer implements the methods in the above embodiments of the present application.

[0134] An embodiment of the present application also provides a chip, including a circuit, for executing the methods in the above embodiments of the present application.

[0135] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0136] In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in this article is a kind of association relationship that describes associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In this application, "at least one" refers to one or more, and "more than one" refers to two or more. "At least one of the following items" or similar expressions refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b, or c can mean: a, b, c, ab, ac, bc, or abc, where a, b, c can be single or multiple.

[0137] In the embodiments of this application, prefixes such as "first" and "second" are used only to distinguish different description objects and have no limiting effect on the position, order, priority, quantity, or content of the described objects. The use of prefixes such as ordinal numbers in the embodiments of this application to distinguish description objects does not constitute a limitation on the described objects. For a statement of the described objects, please refer to the description in the context of the claims or embodiments, and the use of such prefixes should not constitute an unnecessary limitation.

[0138] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0139] In the various embodiments of the present application, unless otherwise specified or there is a logical conflict, the terms and / or descriptions between the various embodiments are consistent and can be referenced by each other. The technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0140] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0141] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0142] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A steering assist control method, characterized in that: include: Acquiring control phase information, where the control phase information indicates whether the vehicle is in one of a steering phase, a centering phase, and a lane keeping phase; determining a desired turning angle according to the control phase information, wherein the desired turning angle is a steering wheel angle or a wheel angle required for controlling the steering of the vehicle; determining a desired torque according to the desired rotation angle; The vehicle is controlled to implement the desired torque.

2. The method according to claim 1, characterized in that When the distance between the obstacle in front of the vehicle and the vehicle is less than or equal to a distance threshold, determining the expected turning angle according to the control stage information includes: When the control phase information indicates that the vehicle is in the turning phase, determining the expected turning angle according to a lateral error, where the lateral error is a difference between the actual position and the planned position of the vehicle; or When the control phase information indicates that the vehicle is in the return-to-center phase, the expected turning angle is determined according to a heading error, where the heading error is a difference between an actual heading angle of the vehicle and a planned heading angle.

3. The method according to claim 1 or 2, characterized in that The obtaining of control phase information includes: The control phase information is determined based on the position of the vehicle relative to a planned trajectory, where the planned trajectory is a steering and lane-changing driving trajectory planned for the vehicle.

4. The method according to any one of claims 1 to 3, characterized in that The determining the expected turning angle according to the control stage information includes: The expected turning angle is determined according to road surface information and the control stage information, wherein the road surface information includes a road adhesion coefficient of the road on which the vehicle is currently traveling.

5. The method according to any one of claims 1 to 4, characterized in that The method further comprises: When the vehicle loses stability, the steering torque of the vehicle is controlled according to the control stage of the vehicle.

6. The method according to claim 5, characterized in that The controlling the steering torque of the vehicle according to the control stage of the vehicle includes: When the vehicle is in the steering phase, controlling the vehicle to execute a first torque, The first torque is used to offset the steering torque, or the first torque is zero, or the first torque is a non-zero torque opposite to the steering torque.

7. The method according to claim 5 or 6, characterized in that The controlling the steering torque of the vehicle according to the control stage of the vehicle includes: When the vehicle is in the return-to-center phase or the lane keeping phase, obtaining an actual position of the vehicle; When the angle difference between the actual posture and the desired posture is greater than or equal to an angle threshold, controlling the vehicle to execute a second torque, where the second torque is used to offset the torque currently applied to the vehicle; or When the angular difference between the actual posture and the desired posture is less than the angular threshold, stopping controlling the steering torque of the vehicle and prompting the driver of the vehicle to take over the vehicle; The expected posture is the posture of the vehicle when it travels to a preset position along the planned trajectory, and the planned trajectory is a driving trajectory for turning and lane changing planned for the vehicle.

8. The method according to any one of claims 1 to 7, characterized in that The determining of the expected turning angle according to the control phase information includes: When the road adhesion coefficient of the current road on which the vehicle is traveling is greater than or equal to a coefficient threshold, the expected turning angle is determined according to the control stage information.

9. A steering assist control device, characterized in that: include: an acquiring unit, configured to acquire control phase information, wherein the control phase information indicates whether the vehicle is in one of a steering phase, a return phase, and a lane keeping phase; A processing unit is used to determine an expected turning angle based on the control stage information, where the expected turning angle is the steering wheel angle or wheel angle required to control the steering of the vehicle; determine an expected torque based on the expected turning angle; and control the vehicle to execute the expected torque.

10. The device according to claim 9, characterized in that When the distance between the obstacle in front of the vehicle and the vehicle is less than or equal to a distance threshold, the processing unit is configured to: When the control phase information indicates that the vehicle is in the steering phase, determining the expected turning angle based on a lateral error, wherein the lateral error is a difference between an actual position of the vehicle and a planned position; or, When the control phase information indicates that the vehicle is in the return-to-center phase, the expected turning angle is determined according to a heading error, where the heading error is a difference between an actual heading angle of the vehicle and a planned heading angle.

11. The device according to claim 9 or 10, characterized in that The processing unit is used for: The control phase information is determined based on the position of the vehicle relative to a planned trajectory, where the planned trajectory is a steering and lane-changing driving trajectory planned for the vehicle.

12. The device according to any one of claims 9 to 11, characterized in that The processing unit is used for: The expected turning angle is determined according to road surface information and the control stage information, wherein the road surface information includes a road adhesion coefficient of the road on which the vehicle is currently traveling.

13. The device according to any one of claims 9 to 12, characterized in that The processing unit is further configured to: When the vehicle loses stability, the steering torque of the vehicle is controlled according to the control stage of the vehicle.

14. The device according to claim 13, characterized in that The processing unit is used for: When the vehicle is in the steering phase, controlling the vehicle to execute a first torque, The first torque is used to offset the steering torque, or the first torque is zero, or the first torque is a non-zero torque opposite to the steering torque.

15. The device according to claim 13 or 14, characterized in that The processing unit is used for: When the vehicle is in the return-to-center phase or the lane keeping phase, obtaining an actual position of the vehicle; When the angle difference between the actual posture and the desired posture is greater than or equal to an angle threshold, controlling the vehicle to execute a second torque, where the second torque is used to offset the torque currently applied to the vehicle; or When the angular difference between the actual posture and the desired posture is less than the angular threshold, stopping controlling the steering torque of the vehicle and prompting the driver of the vehicle to take over the vehicle; The expected posture is the posture of the vehicle when it travels to a preset position along the planned trajectory, and the planned trajectory is a driving trajectory for turning and lane changing planned for the vehicle.

16. The device according to any one of claims 9 to 15, characterized in that The processing unit is further configured to: When the road adhesion coefficient of the current road on which the vehicle is traveling is less than or equal to a coefficient threshold, the expected turning angle is determined according to the control stage information.

17. A steering assist control device, characterized in that: include: A processor, configured to execute a computer program stored in a memory, so that the apparatus performs the method according to any one of claims 1 to 8.

18. The device according to claim 17, characterized in that The apparatus further comprises the memory.

19. An intelligent driving device, characterized in that: Comprising the apparatus of any one of claims 9 to 18.

20. A computer-readable storage medium, characterized in that Instructions are stored thereon, and when the instructions are executed by a processor, the method according to any one of claims 1 to 8 is implemented.

21. A computer program product, characterized in that The computer program product comprises: a computer program code, and when the computer program code is executed by a processor, the method according to any one of claims 1 to 8 is implemented.

22. A chip, characterized in that: The chip comprises a circuit for executing the method according to any one of claims 1 to 8.

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