Vehicle control method and device, vehicle, storage medium and program product

Abstract

The invention discloses a vehicle control method and device, a vehicle, a storage medium and a program product, relates to the technical field of vehicles, and is used for ensuring the stability of the vehicle in an emergency obstacle avoidance process. The vehicle control method comprises the steps that under the condition that preset obstacle avoidance conditions are met, vehicle torque is determined based on driving state information of a vehicle; and controlling the vehicle to avoid obstacles based on the vehicle torque.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle control method, device, vehicle, storage medium, and program product. Background Technology

[0002] In today's booming automotive industry, cars have become an indispensable part of our daily lives. At the same time, intelligent driving technology is constantly evolving and gradually maturing. Against this backdrop, the issue of collision avoidance in automobiles becomes particularly critical. As a core element of active safety systems and an essential component of autonomous driving technology, obstacle avoidance plays a crucial role in ensuring safe driving.

[0003] In related technologies, when there is an obstacle in front of the vehicle, the system determines whether it can stop in time. If it cannot stop in time, it steers the vehicle to a lane where there are no oncoming vehicles. However, this method only controls the steering wheel angle to avoid obstacles, which cannot fully guarantee the stability of the vehicle. Summary of the Invention

[0004] The purpose of this application is to provide a vehicle control method, device, vehicle, storage medium, and program product, which aims to solve the problem of how to improve the stability of vehicle driving while achieving obstacle avoidance.

[0005] In a first aspect, a vehicle control method is provided, comprising: determining the vehicle torque based on the vehicle's driving state information when preset obstacle avoidance conditions are met; and controlling the vehicle to avoid obstacles based on the vehicle torque.

[0006] The vehicle control method of this application determines the vehicle torque based on the vehicle's driving state information when the vehicle meets the obstacle avoidance conditions, and then controls the vehicle to avoid obstacles based on the vehicle torque. This can reduce the occurrence of loss of control such as vehicle sideslip and fishtailing, and achieve vehicle stability while avoiding obstacles.

[0007] In some embodiments, determining vehicle torque based on vehicle driving status information includes: determining vehicle torque based on vehicle driving conditions and vehicle driving status information.

[0008] In some embodiments, determining the vehicle torque based on the vehicle's driving conditions and driving state information includes: when the driving condition is a steering condition, determining the vehicle's total required torque and differential torque based on the vehicle's driving state information.

[0009] In some embodiments, the vehicle includes a drive motor; controlling the vehicle to avoid obstacles based on the vehicle torque includes: determining the output torque of the drive motor based on the vehicle's required torque and differential torque, and controlling the vehicle to avoid obstacles.

[0010] In some embodiments, the drive motor includes a first motor, a second motor, and a third motor; wherein the first motor drives a first wheel on a first axle, the second motor drives a second wheel on the first axle, and the third motor drives both wheels on the second axle; determining the output torque of the drive motor based on the vehicle's required torque and the differential torque includes: determining a first output torque of the first motor, a second output torque of the second motor, and a third output torque of the third motor based on the vehicle's required torque and the differential torque; wherein the torque difference between the first output torque and the second output torque is equal to the differential torque; and the sum of the first output torque, the second output torque, and the third output torque is equal to the vehicle's required torque.

[0011] In some embodiments, the first output torque is equal to the difference between half the product of the vehicle's required torque and the first torque distribution ratio coefficient of the first axle and half the differential torque; the second output torque is equal to the sum of half the product of the vehicle's required torque and the first torque distribution ratio coefficient of the first axle and half the differential torque; the third output torque is equal to the product of the vehicle's required torque and the second torque distribution ratio coefficient of the second axle; wherein the sum of the first torque distribution ratio coefficient and the second torque distribution ratio coefficient is 1.

[0012] In some embodiments, the drive motor includes a first motor, a second motor, a third motor, and a fourth motor; wherein the first motor drives a first wheel on a first axle, the second motor drives a second wheel on the first axle, the third motor drives a third wheel on the second axle, and the fourth motor drives a fourth wheel on the second axle; the output torque of the drive motor is determined based on the vehicle's required torque and the differential torque, including: determining a first output torque of the first motor, a second output torque of the second motor, a third output torque of the third motor, and a fourth output torque of the fourth motor based on the vehicle's required torque and the differential torque; wherein the sum of the first torque difference and the second torque difference equals the differential torque; the first torque difference is the difference between the first output torque and the second output torque, and the second torque difference is the difference between the third output torque and the fourth output torque.

[0013] In some embodiments, the first output torque is equal to the difference between half the product of the vehicle's required torque and the third torque distribution ratio coefficient of the first axle and half the product of the differential torque and the first differential torque distribution ratio coefficient of the first axle; the second output torque is equal to the sum of half the product of the vehicle's required torque and the third torque distribution ratio coefficient of the first axle and half the product of the differential torque and the first differential torque distribution ratio coefficient of the first axle; the third output torque is equal to the difference between half the product of the vehicle's required torque and the fourth torque distribution ratio coefficient of the second axle and half the product of the differential torque and the second differential torque distribution ratio coefficient of the second axle; the fourth output torque is equal to the sum of half the product of the vehicle's required torque and the fourth torque distribution ratio coefficient of the second axle and half the product of the differential torque and the second differential torque distribution ratio coefficient of the second axle; wherein the sum of the third torque distribution ratio coefficient of the first axle and the fourth torque distribution ratio coefficient of the second axle is 1, and the sum of the first differential torque distribution ratio coefficient of the first axle and the second differential torque distribution ratio coefficient of the second axle is 1.

[0014] In some embodiments, the first motor and the third motor are located on one side of the vehicle's left or right side, and the second motor and the fourth motor are located on the other side of the vehicle's left or right side.

[0015] In some embodiments, determining the output torque of the drive motor based on the vehicle's required torque and the differential torque includes: determining the output torque of the drive motor based on the differential torque, the vehicle's required torque, and torque variation constraints, wherein the torque variation constraints are used to constrain the output torque of the drive motor within a preset torque range.

[0016] In some embodiments, determining the output torque of the drive motor based on the differential torque, the vehicle's required torque, and torque variation constraints includes: determining the output torque of the drive motor based on the differential torque and the vehicle's required torque; and correcting the output torque of the drive motor if it exceeds a preset torque range to obtain the corrected output torque of the drive motor.

[0017] In some embodiments, the above-mentioned correction of the output torque of the drive motor when the output torque of the drive motor exceeds the preset torque range to obtain the corrected output torque of the drive motor includes: correcting the output torque of the drive motor to the lower torque limit when the output torque of the drive motor is less than the lower torque limit of the preset torque range; or correcting the output torque of the drive motor to the upper torque limit when the output torque of the drive motor is greater than the upper torque limit of the preset torque range.

[0018] In some embodiments, the aforementioned preset torque range is determined based on the output torque of the drive motor at the previous moment.

[0019] In some embodiments, determining the vehicle's required torque based on the vehicle's driving state information includes: determining the required torque based on the vehicle speed and lateral acceleration when the steering condition is activated; or, determining the required torque based on the vehicle speed and the duration of the steering condition activation.

[0020] In some embodiments, determining the differential torque of a vehicle based on its driving state information includes: determining the lateral acceleration demand ratio, lateral acceleration gain, and vehicle speed gain based on the vehicle's driving state information; and determining the differential torque based on the lateral acceleration demand ratio, lateral acceleration gain, and vehicle speed gain.

[0021] In some embodiments, the aforementioned lateral acceleration requirement ratio is determined based on the yaw rate control amount, the lateral acceleration feedforward amount, and the steering wheel acceleration feedforward amount.

[0022] In some embodiments, the yaw rate control amount is determined based on the yaw rate deviation at the current moment, the yaw rate deviation at the previous moment, the lateral acceleration demand ratio at the previous moment, the lateral acceleration feedforward at the previous moment, the yaw rate control amount at the previous moment, and the steering wheel acceleration feedforward at the previous moment; wherein, the yaw rate deviation is equal to the difference between the target yaw rate and the actual yaw rate.

[0023] In some embodiments, the yaw rate control quantity is determined as follows: a proportional term parameter is determined based on the yaw rate deviation at the current moment; an integral term parameter is determined based on the yaw rate deviation at the current moment, the lateral acceleration demand ratio at the previous moment, the lateral acceleration feedforward at the previous moment, the yaw rate control quantity at the previous moment, and the steering wheel acceleration feedforward at the previous moment; a derivative term parameter is determined based on the yaw rate deviation at the current moment and the yaw rate deviation at the previous moment; and the yaw rate control quantity is determined based on the proportional term parameter, the integral term parameter, and the derivative term parameter.

[0024] In some embodiments, the target yaw angle is equal to the difference between the ideal yaw rate and the yaw rate lead.

[0025] In some embodiments, the ideal yaw rate is determined by multiplying the minimum of the first yaw rate and the second yaw rate by the sign of the steering wheel angle; wherein the first yaw rate is determined based on the maximum road surface adhesion coefficient and the vehicle speed; and the second yaw rate is determined based on the vehicle speed, the front wheel angle, and the wheelbase.

[0026] In some embodiments, the aforementioned yaw rate lead value is equal to the product of the actual yaw rate and a preset proportional coefficient, which is determined based on the lead factor parameter and the lag factor parameter.

[0027] In some embodiments, the aforementioned lateral acceleration feedforward is determined based on the vehicle speed and lateral acceleration.

[0028] In some embodiments, the aforementioned steering wheel acceleration feedforward is determined based on the steering wheel angle.

[0029] In some embodiments, the aforementioned lateral acceleration gain is determined based on the lateral acceleration and the activation duration of the steering condition.

[0030] In some embodiments, the aforementioned vehicle speed gain is determined based on vehicle speed and the activation duration of the steering condition.

[0031] In some embodiments, determining the vehicle torque based on the vehicle's driving conditions and driving state information includes: when the driving condition is a straight-line condition, determining the vehicle's total required torque based on the vehicle's driving state information.

[0032] In some embodiments, determining the vehicle's required torque based on the vehicle's driving status information includes: determining the required torque based on the vehicle speed.

[0033] In some embodiments, the vehicle includes a drive motor; controlling the vehicle to avoid obstacles based on the vehicle torque includes: determining the output torque of the drive motor based on the overall vehicle torque requirement, and controlling the vehicle to avoid obstacles.

[0034] In some embodiments, determining the output torque of the drive motor based on the vehicle's required torque and controlling the vehicle to avoid obstacles includes: determining the output torque of the drive motor based on the vehicle's required torque and the linear torque distribution coefficient, and controlling the vehicle to avoid obstacles.

[0035] In some embodiments, before determining the vehicle torque based on the vehicle's driving conditions and driving status information, the method further includes: determining the driving conditions based on the vehicle's driving status information.

[0036] In some embodiments, determining the driving condition based on the vehicle's driving status information includes: determining that the vehicle is in a steering condition when the vehicle's driving status information meets the steering condition determination conditions.

[0037] In some embodiments, the steering condition determination conditions include: the vehicle speed is within a preset vehicle speed threshold range, the steering wheel angle is greater than or equal to a preset angle threshold, the wheel end torque is less than a preset torque threshold, the accelerator pedal depth is less than a preset accelerator pedal depth threshold, and the brake pedal depth is less than a preset brake pedal depth threshold.

[0038] In some embodiments, the above-mentioned steering condition determination conditions also include: the gear position is forward gear.

[0039] In some embodiments, determining the driving condition based on the vehicle's driving status information includes: determining that the vehicle is in a straight-line driving condition when the vehicle's driving status information meets the straight-line driving condition determination conditions.

[0040] In some embodiments, the above-mentioned straight-line working condition determination conditions include: the vehicle speed is greater than a first preset vehicle speed threshold, the steering wheel angle is less than a preset angle threshold, the accelerator pedal depth is less than a preset accelerator pedal depth threshold, and the brake pedal depth is less than a preset brake pedal depth threshold.

[0041] In some embodiments, the above-mentioned straight-line working condition determination condition also includes: the gear position is forward gear.

[0042] In some embodiments, the preset obstacle avoidance conditions when the vehicle is in non-autonomous driving mode include: the vehicle speed is greater than a second preset speed threshold, and the steering wheel angle change rate is greater than a preset change rate threshold.

[0043] In some embodiments, the preset obstacle avoidance conditions when the vehicle is in autonomous driving mode include: the vehicle speed is greater than a second preset speed threshold, the distance between the vehicle and the obstacle in front of the current lane is less than a preset distance threshold, and there is space for the vehicle to change lanes in the adjacent lane of the current lane.

[0044] In some embodiments, the method further includes: controlling the vehicle to stop performing obstacle avoidance operations when the vehicle's driving status information meets the steering instability conditions.

[0045] In some embodiments, the aforementioned steering instability conditions include: the vehicle speed is greater than a third preset vehicle speed threshold, and the lateral acceleration rate of change is greater than a preset lateral acceleration rate of change threshold.

[0046] In some embodiments, the driving status information of the vehicle mentioned above includes at least one of the following: vehicle speed, lateral acceleration, steering wheel angle, activation duration of steering condition, wheel torque, gear status, accelerator pedal depth, and brake pedal depth.

[0047] Secondly, this application provides a vehicle control device for implementing any of the optional vehicle control methods described in the first aspect above.

[0048] Thirdly, this application provides a vehicle control system, including: a vehicle controller; the vehicle controller is configured to determine the vehicle torque based on the vehicle's driving state information when preset obstacle avoidance conditions are met; and control the vehicle to avoid obstacles based on the vehicle torque.

[0049] In some embodiments, the vehicle controller is configured to determine the vehicle torque based on the vehicle's driving conditions and driving status information; and to control the vehicle to avoid obstacles based on the vehicle torque.

[0050] In some embodiments, the vehicle includes a drive motor; the vehicle controller is configured to determine the required torque and differential torque of the vehicle based on the vehicle's driving state information when the driving condition is a steering condition; and to determine the output torque of the drive motor based on the required torque and differential torque of the vehicle, and control the vehicle to avoid obstacles.

[0051] In some embodiments, the vehicle includes a drive motor; the vehicle controller is configured to determine the required torque of the vehicle based on the vehicle's driving state information when the driving condition is a straight line; and to determine the output torque of the drive motor based on the required torque of the vehicle, and control the vehicle to avoid obstacles.

[0052] In some embodiments, the system further includes a motor controller configured to control the drive motor based on the output torque of the drive motor.

[0053] Fourthly, this application provides an electronic device, including: a processor and a memory configured to store processor-executable instructions; wherein the processor is configured to execute the instructions to implement any of the optional vehicle control methods in the first aspect described above.

[0054] Fifthly, this application provides a computer-readable storage medium storing instructions that, when executed by a device, enable the device to perform any of the optional vehicle control methods described in the first aspect.

[0055] Sixthly, this application provides a vehicle, including: the vehicle control device of the second aspect, the vehicle control system of the third aspect, the electronic device of the fourth aspect, or the computer-readable storage medium of the fifth aspect.

[0056] In a seventh aspect, this application provides a computer program product including computer instructions that, when executed on a processor of a device, enable the device to perform any of the optional vehicle control methods described in the first aspect above. Attached Figure Description

[0057] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0058] Figure 1 A schematic diagram of a three-motor drive system provided in an embodiment of this application;

[0059] Figure 2 A schematic diagram of a four-motor drive system provided in an embodiment of this application;

[0060] Figure 3 This is a schematic diagram of the structure of a vehicle control system provided in an embodiment of this application;

[0061] Figure 4 A schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0062] Figure 5 A schematic flowchart illustrating another vehicle control method provided in an embodiment of this application;

[0063] Figure 6 A schematic flowchart illustrating another vehicle control method provided in an embodiment of this application;

[0064] Figure 7 A schematic flowchart illustrating another vehicle control method provided in an embodiment of this application;

[0065] Figure 8 A schematic flowchart illustrating another vehicle control method provided in an embodiment of this application;

[0066] Figure 9 A schematic flowchart illustrating another vehicle control method provided in an embodiment of this application;

[0067] Figure 10 A schematic diagram of the architecture of a vehicle control method provided in an embodiment of this application;

[0068] Figure 11 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application;

[0069] Figure 12 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0070] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. All other embodiments obtained by those skilled in the art based on the embodiments provided in this application are within the scope of protection of this application.

[0071] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this disclosure, unless otherwise stated, "a plurality of" means two or more.

[0072] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0073] "A and / or B" includes the following three combinations: A only, B only, and a combination of A and B.

[0074] In today's booming automotive industry, cars have become an indispensable part of our daily lives. At the same time, intelligent driving technology is constantly evolving and gradually maturing. Against this backdrop, the issue of collision avoidance in automobiles becomes particularly critical. As a core element of active safety systems and an essential component of autonomous driving technology, obstacle avoidance plays a crucial role in ensuring safe driving.

[0075] In related technologies, one method for obstacle avoidance involves: when a vehicle enters an emergency obstacle avoidance state, determining a target obstacle avoidance path based on the vehicle's state information and information about the obstacle ahead; determining the target front wheel steering angle and target rear wheel steering angle during the obstacle avoidance process based on the target obstacle avoidance path; and controlling the vehicle to avoid the obstacle based on the target front wheel steering angle and target rear wheel steering angle. However, this method only controls the front and rear wheel steering angles, and this one-sided control approach limits the obstacle avoidance effect and makes it difficult to fully meet the performance requirements of vehicles under complex driving conditions.

[0076] Another method for obstacle avoidance includes: real-time acquisition of information about the vehicle's surrounding environment. Based on this information, it determines whether there is an obstacle in front of the vehicle, or whether the speed of vehicles behind the vehicle exceeds a set threshold. If an obstacle is in front, the first pre-collision time between the vehicle and the obstacle is calculated based on the vehicle's driving status data, the speed of the obstacle, and its distance. The system then checks if the first pre-collision time is greater than the set threshold. If it is, there is no risk of collision; otherwise, there is a risk. If the speed of vehicles behind the vehicle exceeds the set threshold, the system calculates a second pre-collision time between the vehicle and the vehicle behind, based on the vehicle's driving status data, the speed of the vehicle behind, and its distance. The system then checks if the second pre-collision time is greater than the set threshold. If the second pre-collision time is less than the set threshold, the brake lights are activated to remind following vehicles to maintain a safe distance and to alert the driver of the vehicle to the risk of a rear-end collision. However, this method only controls the front wheel steering angle. Single front wheel steering angle control is difficult to effectively cope with complex and rapidly changing obstacle avoidance requirements, and cannot fully guarantee the stability and safety of vehicle driving.

[0077] Based on this, this application provides a vehicle control method, comprising: determining vehicle torque based on vehicle driving state information when preset obstacle avoidance conditions are met; and controlling the vehicle to avoid obstacles based on the vehicle torque. By determining vehicle torque based on vehicle driving state information when the vehicle meets obstacle avoidance conditions, and then controlling the vehicle to avoid obstacles based on the vehicle torque, the occurrence of loss of control such as vehicle sideslip and fishtailing can be reduced, achieving both obstacle avoidance and vehicle stability.

[0078] In some embodiments, the drive system can be a three-motor architecture or a four-motor architecture. The three-motor architecture can be a front single-motor / rear dual-motor architecture or a front dual-motor / rear single-motor architecture.

[0079] A drive system with a front single and rear dual three-motor architecture, such as Figure 1 As shown in (a), the torque of the two wheels on the front axle is controlled by the front axle motor, the torque of the left rear wheel is controlled by the left rear motor, and the torque of the right rear wheel is controlled by the right rear motor. Figure 1 As shown in (b), the three-motor architecture (dual front, single rear) controls the torque of the two rear axle wheels via the rear axle motor, the torque of the left front wheel via the left front motor, and the torque of the right front wheel via the right front motor. By distributing different output torques to the three drive motors in the drive system, the vehicle is steered to avoid obstacles.

[0080] like Figure 2As shown, the four-motor drive system includes: a front left motor, a front right motor, a rear left motor, and a rear right motor. Each motor corresponds to one wheel, and each motor controls the torque of each wheel. By allocating different output torques to the four drive motors in the drive system, the vehicle is driven to steer and avoid obstacles.

[0081] In some embodiments, the drive system of this application functions as an actuator and is controlled by the vehicle control system. For example... Figure 3 As shown, the vehicle control system includes a vehicle controller 310. The vehicle controller 310 is configured to determine the vehicle torque based on the vehicle's driving state information when preset obstacle avoidance conditions are met; and to control the vehicle to avoid obstacles based on the vehicle torque.

[0082] One possible approach is to determine the vehicle torque based on the vehicle's driving conditions and driving status information; and then control the vehicle to avoid obstacles based on the vehicle torque.

[0083] In some embodiments, the vehicle includes a drive motor, and the vehicle controller 310 is configured to determine the required torque and differential torque of the vehicle based on the vehicle's driving state information when the driving condition is a steering condition; and to determine the output torque of the drive motor based on the required torque and differential torque of the vehicle, and control the vehicle to avoid obstacles.

[0084] The vehicle controller 310 is also configured to determine the required torque of the vehicle based on the vehicle's driving status information when the driving condition is a straight line; and to determine the output torque of the drive motor based on the required torque of the vehicle, and control the vehicle to avoid obstacles.

[0085] In some embodiments, the drive control system further includes a motor controller 320. The motor controller 320 is configured to control the drive motor based on the output torque of the drive motor.

[0086] It should be noted that the embodiments of this application do not limit the number of drive motors, and the application scenarios of this application are not limited to vehicle systems equipped with three or four motors. In fact, under straight-line conditions, both single-motor driven vehicles and dual-motor driven vehicles can achieve efficient and precise obstacle avoidance control using the technical solution of this application.

[0087] It should be noted that the vehicle control method of this application is applicable to the controller of a vehicle's drive control system. The controller can be an electronic control unit, a microcontroller, or a unit module with control logic. This application's embodiments do not impose any limitations on this.

[0088] like Figure 4 As shown, the vehicle control method provided in this application includes:

[0089] S401. Under the condition of meeting the preset obstacle avoidance conditions, determine the vehicle torque based on the vehicle's driving status information.

[0090] The vehicle's driving status information includes at least one of the following: vehicle speed, lateral acceleration, steering wheel angle, wheel torque, steering activation duration, gear status, accelerator pedal depth, and brake pedal depth. This driving status information can be obtained from the vehicle's own control system.

[0091] In some embodiments, the obstacle avoidance function is activated when the preset obstacle avoidance conditions are met. The obstacle avoidance function can be understood as the vehicle entering an automatic obstacle avoidance state when it encounters sudden situations such as pedestrians or other vehicles while driving, and no longer requires driver operation or control.

[0092] In non-autonomous driving mode, the preset obstacle avoidance conditions include: the vehicle speed is greater than a second preset speed threshold and the steering wheel angle change rate is greater than a preset change rate threshold. Under these conditions, it is determined that there is a risk of collision between the vehicle and the obstacle, and the vehicle's obstacle avoidance function is activated. The steering wheel angle change rate can be determined based on the steering wheel angle at the current moment and the steering wheel angle at the previous moment.

[0093] When the vehicle is in autonomous driving mode, the preset obstacle avoidance conditions include: the vehicle speed is greater than a second preset speed threshold, the distance between the vehicle and the obstacle in front of the current lane is less than a preset distance threshold, and there is space for the vehicle to change lanes in the adjacent lane of the current lane. Under these conditions, it is determined that there is a risk of collision between the vehicle and the obstacle, and the vehicle's obstacle avoidance function is activated.

[0094] In some embodiments, after the vehicle meets the preset obstacle avoidance conditions, before determining the vehicle torque based on the vehicle's driving state information, it is necessary to assess whether the vehicle's current driving state is suitable for obstacle avoidance. If it is not suitable for obstacle avoidance, the vehicle needs to be controlled to stop performing the obstacle avoidance operation. For example, if the vehicle is in a high-speed sharp turn, performing obstacle avoidance at this time may cause the vehicle to lose control, so it is necessary to control the vehicle to stop performing the obstacle avoidance operation.

[0095] As one possible implementation, the vehicle obstacle avoidance function can be disabled if the vehicle's driving status information meets the steering instability conditions. The steering instability conditions include: the vehicle speed is greater than a third preset speed threshold and the lateral acceleration change rate is greater than a preset lateral acceleration change rate threshold.

[0096] Among them, because the vehicle will lose steering stability when making a sharp turn at high speed, the third preset speed threshold is greater than the second preset speed threshold.

[0097] The specific implementation process may include: obtaining the lateral acceleration change rate based on the lateral acceleration, comparing the vehicle speed with a third preset vehicle speed threshold and the lateral acceleration change rate with a preset lateral acceleration change rate threshold. If the vehicle speed is greater than the third preset vehicle speed threshold and the lateral acceleration change rate is greater than the preset lateral acceleration change rate threshold, it indicates that the vehicle is in a state of steering instability. At this time, emergency obstacle avoidance may cause the vehicle to lose control, so it is necessary to deactivate the vehicle obstacle avoidance function.

[0098] In some embodiments, vehicle torque can be determined by constructing a vehicle torque determination model and training the model based on existing driving state information and the corresponding vehicle torque. Real-time driving state information is input into the pre-trained model to obtain the vehicle torque.

[0099] S402, Based on vehicle torque, control the vehicle to avoid obstacles.

[0100] In some embodiments, the vehicle includes a drive motor. Therefore, the output torque of the drive motor can be determined based on the vehicle's required torque and differential torque to control the vehicle for obstacle avoidance.

[0101] One possible approach is to distribute the calculated total vehicle torque and differential torque to each drive motor based on factors such as the load and traction of each wheel. After receiving the allocated torque commands, the drive motor control system adjusts parameters such as the current and voltage of the drive motors to control their output torque.

[0102] As one possible implementation, when the vehicle is in a straight-line driving condition, the output torque of the drive motor is determined based on the vehicle's required torque and the straight-line torque distribution coefficient. When the vehicle is in a steering condition, the output torque of the drive motor is determined based on the vehicle's required torque and the differential torque.

[0103] In one possible implementation, the output torque of the front axle drive motor and the output torque of the rear axle motor are determined according to the linear torque distribution coefficient, and the output torque of the front axle drive motor and the output torque of the rear axle motor are divided equally to obtain the output torque of each drive motor.

[0104] Therefore, by determining the required torque and differential torque of the vehicle through driving status information, and controlling the vehicle to avoid obstacles based on the required torque and differential torque, the occurrence of loss of control such as vehicle sideslip and fishtailing can be reduced, thus achieving the balance between obstacle avoidance and vehicle stability.

[0105] In some embodiments, the vehicle may operate under two conditions: a steering condition and a straight-line condition. The calculation methods for the required torque differ depending on the operating condition; therefore, the vehicle torque must be determined based on the vehicle's driving status information and the specific driving conditions. Figure 5 As shown, S401 includes:

[0106] S501. Determine the vehicle torque based on the vehicle's driving conditions and driving status information.

[0107] Among them, the driving conditions are either steering conditions or straight-line conditions.

[0108] As one possible approach, when the driving condition is a steering condition, the vehicle's total torque requirement and differential torque are determined based on the vehicle's driving status information.

[0109] As another possible implementation, when the driving condition is a straight line, the vehicle's total torque requirement is determined based on the vehicle's driving status information.

[0110] In some embodiments, the driving conditions are determined based on the vehicle's driving status information.

[0111] As one possible implementation, the vehicle is determined to be in a steering condition if its driving status information meets the steering condition determination criteria. Conversely, the vehicle is determined to be in a straight-line condition if its driving status information meets the straight-line condition determination criteria.

[0112] The steering condition determination conditions include: the vehicle speed is within the preset vehicle speed threshold range, the steering wheel angle is greater than or equal to the preset angle threshold, the wheel end torque is less than the preset torque threshold, the accelerator pedal depth is less than the preset accelerator pedal depth threshold, and the brake pedal depth is less than the preset brake pedal depth threshold.

[0113] The criteria for determining straight-line driving conditions include: vehicle speed greater than a first preset vehicle speed threshold, steering wheel angle less than a preset angle threshold, accelerator pedal depth less than a preset accelerator pedal depth threshold, and brake pedal depth less than a preset brake pedal depth threshold. The first preset vehicle speed threshold is greater than the upper limit of the preset vehicle speed threshold range.

[0114] It should be noted that the vehicle should be in a forward-moving state when the obstacle avoidance function is activated. Therefore, the steering condition determination condition also includes: the gear being in a forward gear.

[0115] As one possible approach, when the vehicle is in a steering condition, the required torque of the entire vehicle is determined based on the vehicle speed and lateral acceleration when the steering condition is activated.

[0116] In one possible implementation, the required torque for the entire vehicle is determined based on the real-time collected vehicle speed and lateral acceleration during steering activation, combined with a first preset relationship. The first preset relationship is a pre-defined correspondence between the vehicle speed and lateral acceleration during steering activation and the required torque for the entire vehicle; or, the first preset relationship is a pre-defined correspondence between the range of vehicle speed and lateral acceleration during steering activation and the required torque for the entire vehicle. The aforementioned first preset relationship can be obtained in advance through experiments and can be stored in tabular form.

[0117] As another possible implementation, when the vehicle is in a steering condition, the required torque of the whole vehicle is determined based on the vehicle speed when the steering condition is activated and the activation duration of the steering condition.

[0118] In one possible implementation, the required torque for the entire vehicle is determined based on the real-time collected vehicle speed and activation duration of the steering condition, combined with a second preset relationship. The second preset relationship is a pre-defined correspondence between the vehicle speed and activation duration of the steering condition and the required torque for the entire vehicle; or, the second preset relationship is a pre-defined correspondence between the range of vehicle speed and activation duration of the steering condition and the required torque for the entire vehicle. The aforementioned second preset relationship can be obtained in advance through experiments and can be stored in tabular form.

[0119] As another possible implementation, when the vehicle is in a straight line, the required torque of the whole vehicle is determined based on the vehicle speed.

[0120] In one possible implementation, the required torque for the vehicle is determined based on the real-time vehicle speed and a third preset relationship. The third preset relationship is a pre-defined correspondence between vehicle speed and required torque; or, it is a pre-defined correspondence between a range of vehicle speeds and required torque. This third preset relationship can be obtained in advance through experiments and can be stored in tabular form.

[0121] In some embodiments, the vehicle's drive motor includes a first motor, a second motor, and a third motor, wherein the first motor drives a first wheel on a first axle, the second motor drives a second wheel on the first axle, and the third motor drives both wheels on the second axle.

[0122] In one possible implementation, the first motor and the second motor are the left front motor and the left rear motor, respectively, and the third motor is the rear axle motor.

[0123] In another possible implementation, the first motor and the second motor are the right front motor and the right rear motor, respectively, and the third motor is the front axle motor.

[0124] like Figure 6As shown, S302 above includes:

[0125] S601. Based on the vehicle's required torque and differential torque, determine the first output torque of the first motor, the second output torque of the second motor, and the third output torque of the third motor.

[0126] The torque difference between the first output torque and the second output torque is equal to the differential torque, and the sum of the first output torque, the second output torque, and the third output torque is equal to the torque required by the whole vehicle.

[0127] As one possible implementation, the third output torque is equal to the product of the vehicle's required torque and the second torque distribution ratio coefficient of the second axle; the first output torque is equal to the difference between half of the product of the vehicle's required torque and the first torque distribution ratio coefficient of the first axle and half of the differential torque; and the second output torque is equal to the sum of half of the product of the vehicle's required torque and the first torque distribution ratio coefficient of the first axle and half of the differential torque, wherein the sum of the first torque distribution ratio coefficient and the second torque distribution ratio coefficient is 1.

[0128] In one possible implementation, the first output torque, the second output torque, and the third output torque can be calculated according to the following formula:

[0129] Third output torque = Total vehicle torque demand × Second torque distribution ratio of the second axle (1)

[0130] First output torque = (Total vehicle required torque × (1 - Second torque distribution ratio coefficient of the second axle) - Differential torque) / 2 (2)

[0131] Second output torque = (Total vehicle required torque × (1 - Second torque distribution ratio coefficient of the second axle) + Differential torque) / 2 (3)

[0132] Specifically, if the first output torque is the output torque of the right wheel and the second output torque is the output torque of the left wheel, when the vehicle turns left, the first output torque is greater than the second output torque, and when the vehicle turns right, the first output torque is less than the second output torque.

[0133] It should be noted that the first torque distribution ratio coefficient of the first axle and the second torque distribution ratio coefficient of the second axle can be adjusted according to the vehicle's performance parameters, such as acceleration, steering stability, and handling stability. The first distribution ratio coefficient of the first axle and the second distribution ratio coefficient of the second axle can also be determined based on the number of drive motors operating in the vehicle. For example, if the third motor is not running, the second distribution ratio coefficient of the second axle is 0, and the first distribution ratio coefficient of the first axle is 1.

[0134] Therefore, by using differential torque and the required torque of the whole vehicle, the output torque is distributed to each drive motor of the three-motor system, so as to achieve both obstacle avoidance and vehicle stability and safety.

[0135] In some embodiments, the vehicle's drive motor includes a first motor, a second motor, a third motor, and a fourth motor, wherein the first motor drives a first wheel on a first axle, the second motor drives a second wheel on the first axle, the third motor drives a third wheel on the second axle, and the fourth motor drives a fourth wheel on the second axle. The first and third motors are located on one side of the vehicle's left or right side, and the second and fourth motors are located on the other side of the vehicle's left or right side.

[0136] like Figure 7 As shown, S302 above includes:

[0137] S701. Based on the vehicle's required torque and differential torque, determine the first output torque of the first motor, the second output torque of the second motor, the third output torque of the third motor, and the fourth output torque of the fourth motor.

[0138] The sum of the first torque difference and the second torque difference equals the differential torque. The first torque difference is the difference between the first output torque and the second output torque, and the second torque difference is the difference between the third output torque and the fourth output torque.

[0139] As one possible implementation, the first output torque is equal to the difference between half the product of the vehicle's required torque and the third torque distribution ratio coefficient of the first axle and half the product of the differential torque and the first differential torque distribution ratio coefficient of the first axle; the second output torque is equal to the sum of half the product of the vehicle's required torque and the third torque distribution ratio coefficient of the first axle and half the product of the differential torque and the first differential torque distribution ratio coefficient of the first axle; the third output torque is equal to the difference between half the product of the vehicle's required torque and the fourth torque distribution ratio coefficient of the second axle and half the product of the differential torque and the second differential torque distribution ratio coefficient of the second axle; the fourth output torque is equal to the sum of half the product of the vehicle's required torque and the fourth torque distribution ratio coefficient of the second axle and half the product of the differential torque and the second differential torque distribution ratio coefficient of the second axle; wherein, the sum of the third torque distribution ratio coefficient of the first axle and the fourth torque distribution ratio coefficient of the second axle is 1, and the sum of the first differential torque distribution ratio coefficient of the first axle and the second differential torque distribution ratio coefficient of the second axle is 1.

[0140] In one possible implementation, the first output torque, the second output torque, the third output torque, and the fourth output torque can be calculated according to the following formula:

[0141] First output torque = (vehicle required torque × third torque distribution ratio coefficient of first axle - differential torque × first differential distribution ratio coefficient of first axle) / 2 (4)

[0142] Second output torque = (vehicle demand torque × third torque distribution ratio coefficient of the first axle + differential torque × first differential distribution ratio coefficient of the first axle) / 2 (5)

[0143] Third output torque = (vehicle required torque × (1 - third torque distribution ratio coefficient of the first axle) - differential torque × (1 - first differential distribution ratio coefficient of the first axle)) / 2 (6)

[0144] Fourth output torque = (vehicle required torque × (1 - third torque distribution ratio coefficient of the first axle) + differential torque × (1 - first differential distribution ratio coefficient of the first axle)) / 2(7)

[0145] Specifically, if the first and third output torques are the torques of the right wheel, and the second and fourth output torques are the torques of the left wheel, then when the vehicle turns left, the first output torque is greater than the second output torque, and the third output torque is greater than the fourth output torque. When the vehicle turns right, the first output torque is less than the second output torque, and the third output torque is less than the fourth output torque.

[0146] It should be noted that the determination process of the third torque distribution ratio coefficient of the first shaft, the fourth torque distribution ratio coefficient of the second shaft, the first differential distribution ratio coefficient of the first shaft, and the second differential distribution ratio coefficient of the second shaft can refer to the determination process of the first torque distribution ratio coefficient of the first shaft and the second torque distribution ratio coefficient of the second shaft described above, and will not be repeated here.

[0147] Therefore, by using differential torque and the required torque of the whole vehicle, the output torque is distributed to each drive motor of the four-motor system, so as to achieve both obstacle avoidance and vehicle stability and safety.

[0148] In some embodiments, such as Figure 8 As shown, the differential torque is determined in the following way:

[0149] S801. Based on the vehicle's driving status information, determine the lateral acceleration demand ratio, lateral acceleration gain, and vehicle speed gain.

[0150] As one possible implementation, the lateral acceleration demand ratio is determined based on the yaw rate control amount, the lateral acceleration feedforward amount, and the steering wheel acceleration feedforward amount. The lateral acceleration gain is determined based on the lateral acceleration and the activation duration of the steering condition. The vehicle speed gain is determined based on the vehicle speed and the activation duration of the steering condition.

[0151] In one possible implementation, the lateral acceleration feedforward is determined based on the vehicle speed and lateral acceleration. The steering wheel acceleration feedforward is determined based on the steering wheel angle.

[0152] Based on the real-time collected vehicle speed and lateral acceleration, and in conjunction with the fourth preset relationship, the lateral acceleration feedforward amount is determined. The third preset relationship is the correspondence between the pre-set vehicle speed and lateral acceleration and the lateral acceleration feedforward amount; or, the fourth preset relationship is the correspondence between the pre-set interval of vehicle speed and lateral acceleration and the lateral acceleration feedforward amount.

[0153] The derivative of the steering wheel angle is determined based on the real-time collected steering wheel angle data. Combined with the fifth preset relationship, the steering wheel acceleration feedforward is then determined. The fifth preset relationship is a pre-defined correspondence between the derivative of the steering wheel angle and the steering wheel acceleration feedforward; or, the fifth preset relationship is a pre-defined correspondence between the interval containing the derivative of the steering wheel angle and the steering wheel acceleration feedforward.

[0154] Based on the real-time collected lateral acceleration and the activation duration of the steering condition, and in conjunction with the sixth preset relationship, the lateral acceleration gain is determined. The sixth preset relationship is the pre-set correspondence between the activation duration of the lateral acceleration and the steering condition and the lateral acceleration gain; or, the sixth preset relationship is the correspondence between the pre-set interval of the activation duration of the lateral acceleration and the steering condition and the lateral acceleration gain.

[0155] Based on the real-time collected vehicle speed and the activation duration of steering conditions, and in conjunction with the seventh preset relationship, the vehicle speed gain is determined. The seventh preset relationship is a pre-set correspondence between vehicle speed and the activation duration of steering conditions and the vehicle speed gain; or, the seventh preset relationship is a pre-set correspondence between the interval of activation duration of vehicle speed and steering conditions and the vehicle speed gain. The aforementioned fourth, fifth, sixth, and seventh preset relationships can be obtained in advance through experiments and can be stored in tabular form.

[0156] In one possible implementation, the yaw rate control amount is determined based on the current yaw rate deviation, the previous yaw rate deviation, the previous lateral acceleration demand ratio, the previous lateral acceleration feedforward, the previous yaw rate control amount, and the previous steering wheel acceleration feedforward. The yaw rate deviation is equal to the difference between the target yaw rate and the actual yaw rate.

[0157] In some embodiments, the yaw rate control amount is determined as follows:

[0158] Step a: Determine the proportional term parameter based on the yaw rate deviation at the current moment.

[0159] In one possible implementation, the proportional term parameter can be determined by the following formula:

[0160] dup=Yaw_Kp×ERR (8)

[0161] Where Yaw_Kp is the proportional coefficient and ERR is the yaw rate deviation. Yaw_Kp can be obtained by interpolating the yaw rate deviation.

[0162] Step b: Determine the integral term parameters based on the yaw rate deviation at the current moment, the lateral acceleration demand ratio at the previous moment, the lateral acceleration feedforward at the previous moment, the yaw rate control at the previous moment, and the steering wheel acceleration feedforward at the previous moment.

[0163] In one possible implementation, the integral term parameter can be determined by the following formula:

[0164] Ui=dui+dui_Tt (9)

[0165] dui=Yaw_Kp÷Yaw_Ti×ERR×Ts (10)

[0166] dui_Tt=Ts÷Yaw_Ti×(Ay_Req-Ay_Deal-Delta_Ay_Obj-SteerDot_Ay) (11)

[0167] Where Ts is the control period, with a default value of 0.01s, Yaw_Ti is the integral coefficient, with a default value of 5s, Ay_Req is the lateral acceleration demand ratio, Ay_Deal is the lateral acceleration feedforward of the previous moment, Delta_Ay_Obj is the yaw rate control value of the previous moment, and SteerDot_Ay is the steering wheel acceleration feedforward value of the previous moment.

[0168] Step c: Determine the differential term parameters based on the yaw rate deviation at the current moment and the yaw rate deviation at the previous moment.

[0169] In one possible implementation, the differential term parameter can be determined by the following formula:

[0170] dud=Yaw_Kp×Yaw_Td÷Ts×(ERR t -ERR t-1 (12)

[0171] Where Yaw_Td is the differential coefficient, with a default value of 0, and ERR t ERR represents the yaw rate deviation at the current moment. t-1 This indicates the deviation of the yaw rate at the previous moment.

[0172] Step d: Determine the yaw rate control quantity based on the proportional term parameters, integral term parameters, and derivative term parameters.

[0173] In one possible implementation, the yaw rate control value can be determined by the following formula:

[0174] Delta_Ay_Obj=dup+Ui+dud (13)

[0175] Where Delta_Ay_Obj is the yaw rate control variable, dup is the proportional term parameter, Ui is the integral term parameter, and dud is the derivative term parameter.

[0176] In some embodiments, the target yaw angle is equal to the difference between the ideal yaw rate and the yaw rate lead.

[0177] As one possible implementation, the ideal yaw rate is determined by the product of the minimum between the first yaw rate and the second yaw rate and the sign of the steering wheel angle. The first yaw rate is determined based on the maximum road surface adhesion coefficient and the vehicle speed, while the second yaw rate is determined based on the vehicle speed, the front wheel angle, and the wheelbase.

[0178] As one possible implementation, the yaw rate lead value is equal to the product of the actual yaw rate and the preset proportional coefficient, which is determined based on the lead factor parameter and the lag factor parameter.

[0179] In one possible implementation, the target yaw rate can be determined by the following formula:

[0180] γ d_Tar =γ d_Dem -Y aw_Lead (14)

[0181] Where, γ d_Tar Let γ be the target yaw rate. d_Dem The yaw rate is the ideal yaw rate, and Yaw_Lead is the yaw rate lead value.

[0182] The first yaw rate can be determined by the following formula:

[0183]

[0184] Where g is the acceleration due to gravity, μ_Max is the maximum road surface adhesion coefficient (default value is 1.3), Vx is the vehicle speed, and Delta_γ is the correction amount (default value is 0).

[0185] The ideal yaw rate can be determined by the following formula:

[0186]

[0187] Where δ is the front wheel steering angle, L is the wheelbase, and sign(Steer) is the steering angle sign, indicating positive or negative. A positive sign(Steer) indicates a left turn, and a negative sign(Steer) indicates a right turn. This is the second yaw rate.

[0188] The yaw rate lead can be determined by the following formula:

[0189]

[0190] Where b is the lead factor, for example, it can be 0.168s, a is the lag factor, for example, it can be 0.026s, Yaw is the actual yaw rate, and Yaw_Lead is the yaw rate lead value.

[0191] S802. Based on the lateral acceleration demand ratio, lateral acceleration gain, and vehicle speed gain, determine the differential torque.

[0192] As one possible implementation, the differential torque can be determined by the following formula:

[0193] Differential torque = Lateral acceleration demand ratio * Lateral acceleration gain * Vehicle speed gain (18)

[0194] Therefore, by determining the lateral acceleration requirement ratio, lateral acceleration gain, and vehicle speed gain through the vehicle's driving status information and obstacle avoidance function operation information, the differential torque that meets the obstacle avoidance requirements can be accurately calculated, enabling the vehicle to maintain good handling performance and stability under different road conditions.

[0195] In some embodiments, such as Figure 9 As shown, S302 above includes:

[0196] S901. Based on differential torque, vehicle demand torque, and torque variation constraints, determine the output torque of the drive motor.

[0197] Among them, the torque variation constraint condition is used to constrain the output torque of the drive motor within a preset torque range.

[0198] As one possible approach, the output torque of each drive motor is determined based on the differential torque and the required torque of the vehicle. If the output torque of the drive motor exceeds the preset torque range, the output torque of the drive motor is corrected to obtain the corrected output torque of the drive motor.

[0199] In one possible implementation, if the output torque of the drive motor is less than the lower limit of the preset torque range, the output torque of the drive motor is corrected to the lower limit; if the output torque of the drive motor is greater than the upper limit of the preset torque range, the output torque of the drive motor is corrected to the upper limit.

[0200] For example, if the current output torque of the drive motor is 300 N·m and the torque change rate is 200 N·m / s, then the output torque of the drive motor in the next second will be 500 N·m. If the calculated output torque of the drive motor in the next second is 2000 N, since 2000 N·m is greater than 500 N·m, it is necessary to correct 2000 N·m to 500 N·m.

[0201] In some embodiments, the preset torque range can be determined by the output torque of the drive motor at the previous moment. Since the calculated output torque of the drive motor may increase or decrease compared to the output torque of the drive motor at the previous moment, the torque change step size includes: a torque increase step size and a torque decrease step size. The torque change step size can be determined based on the parameters of the drive motor.

[0202] As one possible implementation, when the calculated output torque of the drive motor is greater than the output torque level of the drive motor at the previous moment, the upper limit of the preset torque range is the sum of the output torque of the drive motor at the previous moment and the torque increase step size, and the upper limit of the preset torque range is the difference between the output torque of the drive motor at the previous moment and the torque increase step size.

[0203] As one possible implementation, when the calculated output torque of the drive motor is less than the output torque level of the drive motor at the previous moment, the upper limit of the preset torque range is the sum of the output torque of the drive motor at the previous moment and the torque decrease step size, and the upper limit of the preset torque range is the difference between the output torque of the drive motor at the previous moment and the torque decrease step size.

[0204] Therefore, by limiting the rise and fall of torque, it is possible to prevent the drive motor from outputting excessive torque in a short period of time, ensuring that the drive motor operates within a safe operating range and improving the safety of the system.

[0205] like Figure 10 As shown, the architecture of the vehicle control method of this application may specifically include the following parts: a data preprocessing module 1010, a vehicle demand torque calculation module 1020, a yaw rate closed-loop control module 1030, a differential torque calculation module 1040, a differential torque distribution module 1050, and an emergency obstacle avoidance state recognition module 1060.

[0206] The data preprocessing module 1010 is used to preprocess vehicle speed, steering wheel angle, lateral acceleration and actual yaw rate.

[0207] The vehicle torque calculation module 1020 is used to determine the target yaw rate based on vehicle speed, steering wheel angle, and lateral acceleration.

[0208] The yaw rate closed-loop control module 1030 is used to determine the lateral acceleration requirement ratio based on the target yaw rate and the actual yaw rate.

[0209] The differential torque calculation module 1040 is used to determine the lateral acceleration gain and vehicle speed gain based on vehicle speed and lateral acceleration, and then determine the differential torque based on the lateral acceleration demand ratio, lateral acceleration gain and vehicle speed gain.

[0210] The differential torque distribution module 1050 is used to distribute the output torque of the drive motor according to the differential torque and the torque required by the vehicle.

[0211] The emergency obstacle avoidance status recognition module 1060 is used to determine whether the vehicle's obstacle avoidance function is activated based on gear position, wheel torque, vehicle speed, steering wheel angle, and lateral acceleration, as well as to determine the vehicle's driving conditions and whether the vehicle is experiencing steering instability. After the vehicle's obstacle avoidance function is activated, the required torque for the entire vehicle is determined based on the vehicle's driving conditions.

[0212] In some embodiments, the differential torque distribution module 1050 is also used to smooth the differential torque and the vehicle's required torque.

[0213] It should be noted that the specific working process of each module can be referred to the above embodiments, and will not be described in detail here.

[0214] The above mainly describes the solutions provided by the embodiments of this application from a methodological perspective. To achieve the above functions, the obstacle avoidance device includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should readily recognize that, in conjunction with the units and algorithm steps of the various examples described in the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0215] This application embodiment can, based on the above method, exemplarily divide the obstacle avoidance device into functional modules. For example, the obstacle avoidance device may include functional modules corresponding to each functional division, or two or more functions may be integrated into one processing module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division; in actual implementation, there may be other division methods.

[0216] In an exemplary embodiment, this application also provides a vehicle control device for performing the above-described vehicle control method.

[0217] The vehicle control device can be an electronic control unit, a microcontroller, or a vehicle control unit. This application does not impose any limitations on this.

[0218] Figure 11 This is a schematic diagram of a vehicle control device provided in an embodiment of this application. (Refer to...) Figure 11 The vehicle control device 1100 includes: a determination unit 1110 and a processing unit 1120.

[0219] The determining unit 1110 is used to determine the vehicle torque based on the vehicle's driving state information, provided that preset obstacle avoidance conditions are met.

[0220] The processing unit 1120 is used to control the vehicle to avoid obstacles based on the vehicle torque.

[0221] In some embodiments, the determining unit 1110 is specifically used to determine the vehicle torque based on the vehicle's driving conditions and driving status information.

[0222] In some embodiments, the determining unit 1110 is specifically used to determine the vehicle's total required torque and differential torque based on the vehicle's driving status information when the driving condition is a steering condition.

[0223] In some embodiments, the vehicle includes a drive motor; the processing unit 1120 is specifically used to determine the output torque of the drive motor based on the vehicle's required torque and differential torque, and to control the vehicle to avoid obstacles.

[0224] In some embodiments, the drive motor includes a first motor, a second motor, and a third motor; wherein the first motor drives a first wheel on a first axle, the second motor drives a second wheel on the first axle, and the third motor drives both wheels on the second axle; the processing unit 1120 is specifically used to determine a first output torque of the first motor, a second output torque of the second motor, and a third output torque of the third motor based on the vehicle's required torque and the differential torque; wherein the torque difference between the first output torque and the second output torque is equal to the differential torque; and the sum of the first output torque, the second output torque, and the third output torque is equal to the vehicle's required torque.

[0225] In some embodiments, the first output torque is equal to the difference between half the product of the vehicle's required torque and the first torque distribution ratio coefficient of the first axle and half the differential torque; the second output torque is equal to the sum of half the product of the vehicle's required torque and the first torque distribution ratio coefficient of the first axle and half the differential torque; the third output torque is equal to the product of the vehicle's required torque and the second torque distribution ratio coefficient of the second axle; wherein the sum of the first torque distribution ratio coefficient and the second torque distribution ratio coefficient is 1.

[0226] In some embodiments, the drive motor includes a first motor, a second motor, a third motor, and a fourth motor; wherein the first motor drives a first wheel on a first axle, the second motor drives a second wheel on the first axle, the third motor drives a third wheel on the second axle, and the fourth motor drives a fourth wheel on the second axle; the processing unit 1120 is specifically used to determine a first output torque of the first motor, a second output torque of the second motor, a third output torque of the third motor, and a fourth output torque of the fourth motor based on the vehicle's required torque and differential torque; wherein the sum of the first torque difference and the second torque difference is equal to the differential torque; the first torque difference is the difference between the first output torque and the second output torque, and the second torque difference is the difference between the third output torque and the fourth output torque.

[0227] In some embodiments, the first output torque is equal to the difference between half the product of the vehicle's required torque and the third torque distribution ratio coefficient of the first axle and half the product of the differential torque and the first differential torque distribution ratio coefficient of the first axle; the second output torque is equal to the sum of half the product of the vehicle's required torque and the third torque distribution ratio coefficient of the first axle and half the product of the differential torque and the first differential torque distribution ratio coefficient of the first axle; the third output torque is equal to the difference between half the product of the vehicle's required torque and the fourth torque distribution ratio coefficient of the second axle and half the product of the differential torque and the second differential torque distribution ratio coefficient of the second axle; the fourth output torque is equal to the sum of half the product of the vehicle's required torque and the fourth torque distribution ratio coefficient of the second axle and half the product of the differential torque and the second differential torque distribution ratio coefficient of the second axle; wherein the sum of the third torque distribution ratio coefficient of the first axle and the fourth torque distribution ratio coefficient of the second axle is 1, and the sum of the first differential torque distribution ratio coefficient of the first axle and the second differential torque distribution ratio coefficient of the second axle is 1.

[0228] In some embodiments, the first motor and the third motor are located on one side of the vehicle's left or right side, and the second motor and the fourth motor are located on the other side of the vehicle's left or right side.

[0229] In some embodiments, the determining unit 1110 is specifically used to determine the output torque of the drive motor based on the differential torque, the vehicle's required torque, and torque variation constraints. The torque variation constraints are used to constrain the output torque of the drive motor within a preset torque range.

[0230] In some embodiments, the determining unit 1110 is specifically used to determine the output torque of the drive motor based on the differential torque and the required torque of the vehicle; and to correct the output torque of the drive motor when the output torque of the drive motor exceeds the preset torque range, so as to obtain the corrected output torque of the drive motor.

[0231] In some embodiments, the determining unit 1110 is specifically used to correct the output torque of the drive motor to the lower limit of the torque range when the output torque of the drive motor is less than the lower limit of the torque range; or, to correct the output torque of the drive motor to the upper limit of the torque range when the output torque of the drive motor is greater than the upper limit of the torque range.

[0232] In some embodiments, the aforementioned preset torque range is determined based on the output torque of the drive motor at the previous moment.

[0233] In some embodiments, the determining unit 1110 is specifically used to determine the required torque of the vehicle based on the vehicle speed and lateral acceleration when the steering condition is activated; or, to determine the required torque of the vehicle based on the vehicle speed and the activation duration of the steering condition.

[0234] In some embodiments, the determining unit 1110 is specifically used to determine the lateral acceleration demand ratio, lateral acceleration gain, and vehicle speed gain based on the vehicle's driving state information; and to determine the differential torque based on the lateral acceleration demand ratio, lateral acceleration gain, and vehicle speed gain.

[0235] In some embodiments, the aforementioned lateral acceleration requirement ratio is determined based on the yaw rate control amount, the lateral acceleration feedforward amount, and the steering wheel acceleration feedforward amount.

[0236] In some embodiments, the yaw rate control amount is determined based on the yaw rate deviation at the current moment, the yaw rate deviation at the previous moment, the lateral acceleration demand ratio at the previous moment, the lateral acceleration feedforward at the previous moment, the yaw rate control amount at the previous moment, and the steering wheel acceleration feedforward at the previous moment; wherein, the yaw rate deviation is equal to the difference between the target yaw rate and the actual yaw rate.

[0237] In some embodiments, the determining unit 1110 is specifically configured to: determine the proportional term parameter based on the yaw rate deviation at the current moment; determine the integral term parameter based on the yaw rate deviation at the current moment, the lateral acceleration demand ratio at the previous moment, the lateral acceleration feedforward at the previous moment, the yaw rate control amount at the previous moment, and the steering wheel acceleration feedforward amount at the previous moment; determine the derivative term parameter based on the yaw rate deviation at the current moment and the yaw rate deviation at the previous moment; and determine the yaw rate control amount based on the proportional term parameter, the integral term parameter, and the derivative term parameter.

[0238] In some embodiments, the target yaw angle is equal to the difference between the ideal yaw rate and the yaw rate lead.

[0239] In some embodiments, the ideal yaw rate is determined by multiplying the minimum of the first yaw rate and the second yaw rate by the sign of the steering wheel angle; wherein the first yaw rate is determined based on the maximum road surface adhesion coefficient and the vehicle speed; and the second yaw rate is determined based on the vehicle speed, the front wheel angle, and the wheelbase.

[0240] In some embodiments, the aforementioned yaw rate lead value is equal to the product of the actual yaw rate and a preset proportional coefficient, which is determined based on the lead factor parameter and the lag factor parameter.

[0241] In some embodiments, the aforementioned lateral acceleration feedforward is determined based on the vehicle speed and lateral acceleration.

[0242] In some embodiments, the aforementioned steering wheel acceleration feedforward is determined based on the steering wheel angle.

[0243] In some embodiments, the aforementioned lateral acceleration gain is determined based on the lateral acceleration and the activation duration of the steering condition.

[0244] In some embodiments, the aforementioned vehicle speed gain is determined based on vehicle speed and the activation duration of the steering condition.

[0245] In some embodiments, the determining unit 1110 is specifically used to determine the vehicle's total torque requirement based on the vehicle's driving status information when the driving condition is a straight line.

[0246] In some embodiments, the determining unit 1110 is specifically used to determine the required torque of the vehicle based on the vehicle speed.

[0247] In some embodiments, the vehicle includes a drive motor; the processing unit 1120 is specifically used to determine the output torque of the drive motor based on the vehicle's required torque and control the vehicle to avoid obstacles.

[0248] In some embodiments, the processing unit 1120 is specifically used to determine the output torque of the drive motor based on the vehicle's required torque and the linear torque distribution coefficient, and to control the vehicle to avoid obstacles.

[0249] In some embodiments, the determining unit 1110 is further configured to determine the driving condition based on the vehicle's driving status information.

[0250] In some embodiments, the determining unit 1110 is specifically used to determine that the vehicle is in a steering condition when the vehicle's driving status information meets the steering condition determination conditions.

[0251] In some embodiments, the steering condition determination conditions include: the vehicle speed is within a preset vehicle speed threshold range, the steering wheel angle is greater than or equal to a preset angle threshold, the wheel end torque is less than a preset torque threshold, the accelerator pedal depth is less than a preset accelerator pedal depth threshold, and the brake pedal depth is less than a preset brake pedal depth threshold.

[0252] In some embodiments, the above-mentioned steering condition determination conditions also include: the gear position is forward gear.

[0253] In some embodiments, the determining unit 1110 is specifically used to determine that the vehicle is in a straight-line condition when the vehicle's driving status information meets the straight-line condition determination conditions.

[0254] In some embodiments, the above-mentioned straight-line working condition determination conditions include: the vehicle speed is greater than a first preset vehicle speed threshold, the steering wheel angle is less than a preset angle threshold, the accelerator pedal depth is less than a preset accelerator pedal depth threshold, and the brake pedal depth is less than a preset brake pedal depth threshold.

[0255] In some embodiments, the above-mentioned straight-line working condition determination condition also includes: the gear position is forward gear.

[0256] In some embodiments, the preset obstacle avoidance conditions when the vehicle is in non-autonomous driving mode include: the vehicle speed is greater than a second preset speed threshold, and the steering wheel angle change rate is greater than a preset change rate threshold.

[0257] In some embodiments, the preset obstacle avoidance conditions when the vehicle is in autonomous driving mode include: the vehicle speed is greater than a second preset speed threshold, the distance between the vehicle and the obstacle in front of the current lane is less than a preset distance threshold, and there is space for the vehicle to change lanes in the adjacent lane of the current lane.

[0258] In some embodiments, the processing unit 1120 is further configured to control the vehicle to stop performing obstacle avoidance operations when the vehicle's driving status information meets the steering instability conditions.

[0259] In some embodiments, the aforementioned steering instability conditions include: the vehicle speed is greater than a third preset vehicle speed threshold, and the lateral acceleration rate of change is greater than a preset lateral acceleration rate of change threshold.

[0260] In some embodiments, the driving status information of the vehicle mentioned above includes at least one of the following: vehicle speed, lateral acceleration, steering wheel angle, activation duration of steering condition, wheel torque, gear status, accelerator pedal depth, and brake pedal depth.

[0261] Figure 12 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 12 As shown, the electronic device 1000 includes, but is not limited to, a processor 1001 and a memory 1002.

[0262] The memory 1002 described above is used to store the executable instructions of the processor 1001. It is understood that the processor 1001 is configured to execute instructions to implement the vehicle control method in the above embodiments.

[0263] It should be noted that those skilled in the art will understand that Figure 12 The device structure shown does not constitute a limitation on the device; the device may include, but is not limited to, other types of devices. Figure 12 This may indicate more or fewer components, or combinations of certain components, or different component arrangements.

[0264] The processor 1001 is the control center of the device, connecting various parts of the device through various interfaces and lines. It performs various functions and processes data by running or executing software programs and / or modules stored in the memory 1002, and by calling data stored in the memory 1002, thereby providing overall monitoring of the device. The processor 1001 may include one or more processing units. Optionally, the processor 1001 may integrate an application processor and a modem processor, wherein the application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into the processor 1001.

[0265] The memory 1002 can be used to store software programs and various data. The memory 1002 may primarily include a program storage area and a data storage area. The program storage area may store the operating system, application programs required by at least one functional module (such as a determination unit, processing unit, etc.), etc. Furthermore, the memory 1002 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0266] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 1002 including instructions, which can be executed by a processor 1001 of the device 1000 to implement the methods in the above embodiments.

[0267] In actual implementation, Figure 11 The determining unit 1110 and the processing unit 1120 in the middle can be determined by Figure 12 The processor 1001 calls the computer program stored in the memory 1002 to implement the process. The specific execution process can be found in the description of the method section in the previous embodiment, and will not be repeated here.

[0268] Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium, such as a read-only memory (ROM), random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device.

[0269] In an exemplary embodiment, this application also provides a vehicle, including the vehicle control device, the vehicle control system, the electronic device, or the computer-readable storage medium described above.

[0270] In an exemplary embodiment, this application also provides a computer program product including one or more instructions, which can be executed by the processor 1001 of the device to perform the methods described above.

[0271] It should be noted that when one or more instructions in the computer-readable storage medium or computer program product are executed by the processor of the device, they implement the various processes of the above method embodiments and achieve the same technical effect as the above method. To avoid repetition, they will not be described again here.

[0272] Through the above description of the embodiments, those skilled in the art can clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0273] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0274] The units described as separate components may or may not be physically separate. A component shown as a unit can be one or more physical units; that is, it can be located in one place or distributed in multiple different locations. Some or all of the classified units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0275] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0276] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiments of this application, essentially, or the part that contributes to the prior art, or a complete or partial classification of the technical solution, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0277] In the description of the embodiments of this application, specific features, structures, materials or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0278] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method, characterized in that, The method includes: Under the condition that the preset obstacle avoidance conditions are met, the vehicle torque is determined based on the vehicle's driving status information; Based on the vehicle's torque, the vehicle is controlled to avoid obstacles.

2. The method according to claim 1, characterized in that, Determining the vehicle torque based on the vehicle's driving status information includes: The vehicle torque is determined based on the vehicle's operating conditions and driving status information.

3. The method according to claim 2, characterized in that, Determining the vehicle torque based on the vehicle's driving conditions and driving state information includes: When the driving condition is a steering condition, the vehicle's total torque requirement and differential torque are determined based on the vehicle's driving state information.

4. The method according to claim 3, characterized in that, The vehicle includes a drive motor; controlling the vehicle to avoid obstacles based on the vehicle's torque includes: Based on the required torque of the vehicle and the differential torque, the output torque of the drive motor is determined, and the vehicle is controlled to avoid obstacles.

5. The method according to claim 4, characterized in that, The drive motor includes a first motor, a second motor, and a third motor; wherein, the first motor is used to drive the first wheel of the first axle, the second motor is used to drive the second wheel of the first axle, and the third motor is used to drive the two wheels of the second axle. Determining the output torque of the drive motor based on the vehicle's required torque and the differential torque includes: Based on the required torque of the vehicle and the differential torque, the first output torque of the first motor, the second output torque of the second motor, and the third output torque of the third motor are determined; wherein, the torque difference between the first output torque and the second output torque is equal to the differential torque; and the sum of the first output torque, the second output torque, and the third output torque is equal to the required torque of the vehicle.

6. The method according to claim 5, characterized in that, The first output torque is equal to the difference between half of the product of the total vehicle required torque and the first torque distribution ratio coefficient of the first axle and half of the differential torque. The second output torque is equal to half the product of the total vehicle required torque and the first torque distribution ratio coefficient of the first axle, and half the differential torque. The third output torque is equal to the product of the vehicle's required torque and the second torque distribution ratio coefficient of the second axle; Wherein, the sum of the first torque distribution ratio coefficient and the second torque distribution ratio coefficient is 1.

7. The method according to claim 4, characterized in that, The drive motor includes a first motor, a second motor, a third motor, and a fourth motor; wherein the first motor is used to drive a first wheel on a first axle, the second motor is used to drive a second wheel on the first axle, the third motor is used to drive a third wheel on the second axle, and the fourth motor is used to drive a fourth wheel on the second axle. Determining the output torque of the drive motor based on the vehicle's required torque and the differential torque includes: Based on the required torque of the vehicle and the differential torque, the first output torque of the first motor, the second output torque of the second motor, the third output torque of the third motor, and the fourth output torque of the fourth motor are determined; wherein, the sum of the first torque difference and the second torque difference is equal to the differential torque; the first torque difference is the difference between the first output torque and the second output torque, and the second torque difference is the difference between the third output torque and the fourth output torque.

8. The method according to claim 7, characterized in that, The first output torque is equal to half the product of the vehicle demand torque and the third torque distribution ratio coefficient of the first axle and the difference between half the product of the differential torque and the first differential torque distribution ratio coefficient of the first axle. The second output torque is equal to half the product of the total vehicle required torque and the third torque distribution ratio coefficient of the first axle, and half the product of the differential torque and the first differential torque distribution ratio coefficient of the first axle. The third output torque is equal to the difference between half the product of the vehicle demand torque and the fourth torque distribution ratio coefficient of the second shaft and half the product of the differential torque and the second differential torque distribution ratio coefficient of the second shaft. The fourth output torque is equal to half the product of the vehicle's required torque and the fourth torque distribution ratio coefficient of the second shaft, and half the product of the differential torque and the second differential torque distribution ratio coefficient of the second shaft. Wherein, the sum of the third torque distribution ratio coefficient of the first shaft and the fourth torque distribution ratio coefficient of the second shaft is 1, and the sum of the first differential torque distribution ratio coefficient of the first shaft and the second differential torque distribution ratio coefficient of the second shaft is 1.

9. The method according to claim 7, characterized in that, The first motor and the third motor are located on one side of the vehicle, either the left or right side, and the second motor and the fourth motor are located on the other side of the vehicle, either the left or right side.

10. The method according to claim 4, characterized in that, Determining the output torque of the drive motor based on the vehicle's required torque and the differential torque includes: Based on the differential torque, the required torque of the vehicle, and the torque variation constraint, the output torque of the drive motor is determined. The torque variation constraint is used to constrain the output torque of the drive motor within a preset torque range.

11. The method according to claim 10, characterized in that, Determining the output torque of the drive motor based on the differential torque, the vehicle's required torque, and torque variation constraints includes: Based on the differential torque and the required torque of the vehicle, the output torque of the drive motor is determined; If the output torque of the drive motor exceeds the preset torque range, the output torque of the drive motor is corrected to obtain the corrected output torque of the drive motor.

12. The method according to claim 11, characterized in that, When the output torque of the drive motor exceeds the preset torque range, correcting the output torque of the drive motor to obtain the corrected output torque of the drive motor includes: If the output torque of the drive motor is less than the lower limit of the preset torque range, the output torque of the drive motor is corrected to the lower limit; or, If the output torque of the drive motor is greater than the upper limit of the preset torque range, the output torque of the drive motor is corrected to the upper limit of the torque range.

13. The method according to claim 10, characterized in that, The preset torque range is determined based on the output torque of the drive motor at the previous moment.

14. The method according to claim 3, characterized in that, Based on the vehicle's driving status information, determining the vehicle's required torque includes: The required torque for the entire vehicle is determined based on the vehicle speed and lateral acceleration when the steering condition is activated; or, The required torque for the entire vehicle is determined based on the vehicle speed when the steering condition is activated and the duration of the activation of the steering condition.

15. The method according to claim 3, characterized in that, Determining the differential torque of the vehicle based on the vehicle's driving state information includes: Based on the vehicle's driving status information, the lateral acceleration demand ratio, lateral acceleration gain, and vehicle speed gain are determined. The differential torque is determined based on the lateral acceleration demand ratio, the lateral acceleration gain, and the vehicle speed gain.

16. The method according to claim 15, characterized in that, The lateral acceleration requirement ratio is determined based on the yaw rate control amount, the lateral acceleration feedforward amount, and the steering wheel acceleration feedforward amount.

17. The method according to claim 16, characterized in that, The yaw rate control amount is determined based on the yaw rate deviation at the current moment, the yaw rate deviation at the previous moment, the lateral acceleration demand ratio at the previous moment, the lateral acceleration feedforward amount at the previous moment, the yaw rate control amount at the previous moment, and the steering wheel acceleration feedforward amount at the previous moment; wherein, the yaw rate deviation is equal to the difference between the target yaw rate and the actual yaw rate.

18. The method according to claim 17, characterized in that, The yaw rate control value is determined according to the following method: Based on the yaw rate deviation at the current moment, determine the proportional term parameter; The integral term parameters are determined based on the yaw rate deviation at the current moment, the lateral acceleration demand ratio at the previous moment, the lateral acceleration feedforward at the previous moment, the yaw rate control at the previous moment, and the steering wheel acceleration feedforward at the previous moment. The differential term parameters are determined based on the yaw rate deviation at the current moment and the yaw rate deviation at the previous moment; The yaw rate control quantity is determined based on the proportional term parameter, the integral term parameter, and the derivative term parameter.

19. The method according to claim 17, characterized in that, The target yaw angle is equal to the difference between the ideal yaw rate and the yaw rate lead value.

20. The method according to claim 19, characterized in that, The ideal yaw rate is determined by multiplying the minimum of the first yaw rate and the second yaw rate by the sign of the steering wheel angle; wherein the first yaw rate is determined based on the maximum road surface adhesion coefficient and the vehicle speed; and the second yaw rate is determined based on the vehicle speed, the front wheel angle, and the wheelbase.

21. The method according to claim 19, characterized in that, The yaw rate lead value is equal to the product of the actual yaw rate and a preset proportional coefficient, which is determined based on the lead factor parameter and the lag factor parameter.

22. The method according to claim 16, characterized in that, The lateral acceleration feedforward is determined based on the vehicle speed and lateral acceleration.

23. The method according to claim 16, characterized in that, The steering wheel acceleration feedforward is determined based on the steering wheel angle.

24. The method according to claim 15, characterized in that, The lateral acceleration gain is determined based on the lateral acceleration and the activation duration of the steering condition.

25. The method according to claim 15, characterized in that, The vehicle speed gain is determined based on the vehicle speed and the activation duration of the steering condition.

26. The method according to claim 2, characterized in that, Determining the vehicle torque based on the vehicle's driving conditions and driving state information includes: When the driving condition is a straight line, the required torque of the vehicle is determined based on the vehicle's driving state information.

27. The method according to claim 26, characterized in that, Determining the vehicle's required torque based on the vehicle's driving status information includes: The required torque for the entire vehicle is determined based on the vehicle speed.

28. The method according to claim 27, characterized in that, The vehicle includes a drive motor; controlling the vehicle to avoid obstacles based on the vehicle's torque includes: Based on the required torque of the entire vehicle, the output torque of the drive motor is determined, and the vehicle is controlled to avoid obstacles.

29. The method according to claim 28, characterized in that, The step of determining the output torque of the drive motor based on the vehicle's required torque and controlling the vehicle to avoid obstacles includes: Based on the required torque of the vehicle and the linear torque distribution coefficient, the output torque of the drive motor is determined, and the vehicle is controlled to avoid obstacles.

30. The method according to claim 2, characterized in that, Before determining the vehicle torque based on the vehicle's driving conditions and driving state information, the method further includes: The driving conditions are determined based on the vehicle's driving status information.

31. The method according to claim 30, characterized in that, Determining the driving condition based on the vehicle's driving status information includes: If the vehicle's driving status information meets the steering condition determination conditions, the vehicle is determined to be in the steering condition.

32. The method according to claim 31, characterized in that, The steering condition determination criteria include: The vehicle speed is within the preset speed threshold range, the steering wheel angle is greater than or equal to the preset angle threshold, the wheel end torque is less than the preset torque threshold, the accelerator pedal depth is less than the preset accelerator pedal depth threshold, and the brake pedal depth is less than the preset brake pedal depth threshold.

33. The method according to claim 32, characterized in that, The steering condition determination criteria also include: the gear position is forward gear.

34. The method according to claim 30, characterized in that, Determining the driving condition based on the vehicle's driving status information includes: If the vehicle's driving status information meets the straight-line driving condition determination conditions, the vehicle is determined to be in the straight-line driving condition.

35. The method according to claim 34, characterized in that, The criteria for determining the straight-line working condition include: The vehicle speed is greater than a first preset vehicle speed threshold, the steering wheel angle is less than a preset angle threshold, the accelerator pedal depth is less than a preset accelerator pedal depth threshold, and the brake pedal depth is less than a preset brake pedal depth threshold.

36. The method according to claim 35, characterized in that, The criteria for determining straight-line working conditions also include: the gear position is forward gear.

37. The method according to any one of claims 1 to 36, characterized in that, When the vehicle is in non-autonomous driving mode, the preset obstacle avoidance conditions include: the vehicle speed is greater than a second preset speed threshold, and the steering wheel angle change rate is greater than a preset change rate threshold.

38. The method according to any one of claims 1 to 36, characterized in that, When the vehicle is in autonomous driving mode, the preset obstacle avoidance conditions include: the vehicle speed is greater than a second preset speed threshold, the distance between the vehicle and the obstacle in front of the current lane is less than a preset distance threshold, and there is space for vehicles to change lanes in the adjacent lane of the current lane.

39. The method according to any one of claims 1 to 36, characterized in that, The method further includes: If the vehicle's driving status information meets the steering instability conditions, the vehicle is controlled to stop performing obstacle avoidance operations.

40. The method according to claim 39, characterized in that, The steering instability conditions include: the vehicle speed is greater than a third preset vehicle speed threshold, and the lateral acceleration change rate is greater than a preset lateral acceleration change rate threshold.

41. The method according to any one of claims 1 to 36, characterized in that, The vehicle's driving status information includes at least one of the following: vehicle speed, lateral acceleration, steering wheel angle, activation duration of steering condition, wheel torque, gear status, accelerator pedal depth, and brake pedal depth.

42. A vehicle control device, characterized in that, Used to perform the vehicle control method according to any one of claims 1 to 41.

43. A vehicle control system, characterized in that, include: Vehicle controller; The vehicle controller is configured to determine the vehicle torque based on the vehicle's driving status information when preset obstacle avoidance conditions are met. Based on the vehicle's torque, the vehicle is controlled to avoid obstacles.

44. The vehicle control system according to claim 43, characterized in that, The vehicle controller is configured to determine the vehicle torque based on the vehicle's driving conditions and driving status information; and to control the vehicle to avoid obstacles based on the vehicle torque.

45. The vehicle control system according to claim 44, characterized in that, The vehicle includes a drive motor; The vehicle controller is configured to determine the required torque and differential torque of the vehicle based on the vehicle's driving state information when the driving condition is a steering condition. Based on the required torque of the vehicle and the differential torque, the output torque of the drive motor is determined, and the vehicle is controlled to avoid obstacles.

46. ​​The vehicle control system according to claim 44, characterized in that, The vehicle includes a drive motor; The vehicle controller is configured to determine the required torque of the vehicle based on the vehicle's driving state information when the driving condition is a straight line. Based on the required torque of the entire vehicle, the output torque of the drive motor is determined, and the vehicle is controlled to avoid obstacles.

47. The vehicle control system according to claim 45 or 46, characterized in that, The system also includes: a motor controller; The motor controller is configured to control the drive motor based on the output torque of the drive motor.

48. An electronic device, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is configured to execute the instructions to implement the vehicle control method as described in any one of claims 1 to 41.

49. A computer-readable storage medium, characterized in that, When the computer-executable instructions stored in the computer-readable storage medium are executed by the processor of the device, the device is capable of performing the vehicle control method as described in any one of claims 1 to 41.

50. A vehicle, characterized in that, include: The vehicle control device as claimed in claim 42, or the vehicle control system as claimed in any one of claims 43 to 47, or the electronic device as claimed in claim 48, or the computer-readable storage medium as claimed in claim 49.

51. A computer program product, the computer program product comprising computer instructions, characterized in that, When the computer instructions are executed on the processor of the device, the device is able to perform the vehicle control method as described in any one of claims 1 to 41.

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