A control method and device of a vehicle, a vehicle and a storage medium

Abstract

This application provides a vehicle control method, device, vehicle, and storage medium. The method, applied in the field of vehicle technology, includes: determining a splash risk index when a water-filled area exists on the road ahead of the vehicle and pedestrians are present within a preset range of the water-filled area; wherein the splash risk index describes the risk of water splashing onto pedestrians caused by the vehicle driving through the water-filled area; determining a target torque for the vehicle based on the splash risk index; and controlling the vehicle's movement based on the target torque. This method enables the vehicle to actively avoid splashing water onto pedestrians beside the vehicle without significantly altering its normal driving route and speed.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a vehicle control method, apparatus, vehicle, and storage medium in the field of vehicle technology. Background Technology

[0002] In existing technologies, the problem of pedestrians being splashed when vehicles drive through puddles is very common. Currently, there are two main solutions: one is to have the vehicle slow down or drive around the puddles, but this will affect the vehicle's driving efficiency; the other is to install mudguards on the vehicle or send a reminder message to the driver, but neither of these methods can achieve autonomous vehicle control to avoid the risk of splashing water. Summary of the Invention

[0003] This application provides a vehicle control method, device, vehicle, and storage medium, which enables the vehicle to actively avoid splashing water onto pedestrians next to the vehicle without significantly altering its normal driving route and speed.

[0004] In a first aspect, a vehicle control method is provided, comprising: determining a splash risk index when it is determined that there is a water accumulation area on the road in front of the vehicle and there are pedestrians within a preset range of the water accumulation area; wherein the splash risk index is used to describe the risk index of water splashing onto pedestrians caused by the vehicle driving through the water accumulation area; determining a target torque of the vehicle based on the splash risk index; and controlling the vehicle driving based on the target torque.

[0005] The aforementioned technical solution first determines a splash risk index by assessing whether there is a water accumulation area on the road ahead of the vehicle and whether there are pedestrians within a preset range of the water accumulation area. This index quantifies the risk of water splashing onto pedestrians when the vehicle drives through the water accumulation area. Based on the splash risk index, a target torque for the vehicle is further determined, and finally, the vehicle's movement is controlled according to the target torque. This method allows the vehicle to fully consider the potential splashing impact on pedestrians during driving. By quantifying the risk and adjusting the vehicle's torque accordingly, the vehicle can actively avoid splashing water onto pedestrians next to it without significantly altering its normal driving route and speed, thus preventing inconvenience to pedestrians caused by improper vehicle driving.

[0006] In conjunction with the first aspect, in some possible implementations, the target torque of the vehicle is determined based on the splash risk index, including: determining the target torque variation of the wheels in each direction of the vehicle based on the splash risk index and the direction of the pedestrian relative to the water accumulation area; and determining the target torque of the wheels in each direction based on the target torque variation of the wheels in each direction and the actual torque of the wheels in each direction.

[0007] The aforementioned technical solution determines the target torque variation of the vehicle's wheels in each direction by comprehensively considering the splash risk index and the direction of pedestrians relative to the water accumulation area. This step fully considers the potential splash risk and impact on pedestrian safety during vehicle operation, making the determination of the target torque variation more reasonable and targeted. Next, based on the target torque variation and actual torque of the wheels in each direction, the target torque for each wheel in each direction is further determined. This step allows for precise torque adjustment based on the vehicle's current situation, ensuring that the target torque meets actual driving needs while effectively preventing splashing hazards to pedestrians. In this way, the vehicle can dynamically adjust torque according to different scenarios during operation, not only reducing the potential splash threat to pedestrians and preventing inconvenience caused by improper vehicle driving leading to water splashing on pedestrians, but also ensuring that the vehicle's normal driving route and speed remain largely unchanged.

[0008] Combining the first aspect and the above implementation methods, in some possible implementation methods, each direction includes a first direction and a second direction, and the target torque change includes a first target torque change and a second target torque change, wherein the first target torque change is less than the second target torque change; based on the splash risk index and the direction of the pedestrian relative to the water accumulation area, the target torque change of the wheels in each direction of the vehicle is determined, including: determining the direction of the pedestrian relative to the water accumulation area as the first direction, and determining the opposite direction of the first direction as the second direction; wherein, in the first direction and the second direction, one is the left direction of the vehicle, and the other is the right direction of the vehicle; based on the splash risk index, the first target torque change of the wheels in the first direction and the second target torque change of the wheels in the second direction are determined.

[0009] The aforementioned technical solution, in determining the target torque change of the wheels in each direction, sets the direction of the pedestrian relative to the water accumulation area as the first direction and the opposite direction as the second direction, explicitly defining them as the left and right sides of the vehicle, respectively. This setting closely aligns with the positional relationship between the pedestrian and the water accumulation area in actual driving scenarios, making it highly practical. The first target torque change of the wheels in the first direction and the second target torque change of the wheels in the second direction are determined based on a splash risk index, fully considering the impact of splash risk, a key factor, on vehicle torque adjustment. In this way, the torque change of the wheels in different directions can be rationally adjusted according to different splash risk levels, ensuring that the vehicle effectively avoids splashing water on pedestrians while maintaining its normal driving route and speed. Since the first target torque change is smaller than the second target torque change, this differentiated torque adjustment strategy allows the vehicle to adjust the splashing method without significantly altering its normal driving route, preventing inconvenience to pedestrians caused by improper vehicle driving and splashing water onto them.

[0010] Combining the first aspect and the above implementation methods, in some possible implementation methods, determining the first target torque change of the wheel in the first direction based on the splash risk index, and determining the second target torque change of the wheel in the second direction based on the splash risk index, includes: determining the first target torque change by querying a first preset correspondence based on the splash risk index; wherein the first preset correspondence is used to describe the relationship between the splash risk index and the first target torque change; and determining the second target torque change by querying a second preset correspondence based on the splash risk index; wherein the second preset correspondence is used to describe the relationship between the splash risk index and the second target torque change.

[0011] The aforementioned technical solution accurately determines the target torque changes of wheels in different directions by establishing specific preset correspondences, providing a convenient method for vehicles to make scientific and reasonable torque adjustments when dealing with water splash risks. By querying the first and second preset correspondences based on the water splash risk index, the speed of determining the first and second target torque changes is improved. Since wheels in different directions have different impacts on water splash risk during vehicle operation, establishing separate correspondences can more accurately reflect this difference. When the water splash risk index changes, querying these two preset correspondences can quickly and accurately determine the first and second target torque changes. This query method based on preset correspondences avoids complex real-time calculations, improving response speed and accuracy.

[0012] Combining the first aspect and the above implementation methods, in some possible implementation methods, in the first preset correspondence, the splash risk index is negatively correlated with the change in the first target torque; in the second preset correspondence, the splash risk index is positively correlated with the change in the second target torque.

[0013] The above technical solution, in the first preset correspondence, sets a negative correlation between the splash risk index and the change in the first target torque. This means that when the splash risk index increases, the change in the first target torque decreases, thereby reducing the vehicle's power output in the first direction and thus reducing the likelihood or severity of splashing, better protecting pedestrians from splashing hazards. In the second preset correspondence, the splash risk index and the change in the second target torque are positively correlated; that is, the higher the splash risk index, the greater the change in the second target torque. This appropriately increases the vehicle's power in the second direction to match the torque change of the wheels in the first direction, avoiding inconvenience to pedestrians caused by improper vehicle driving leading to water splashing.

[0014] Combining the first aspect and the above implementation methods, in some possible implementation methods, the target torque of the vehicle is determined based on the water splash risk index, including: determining whether the water splash risk index is greater than a preset index threshold; if it is determined that the water splash risk index is greater than the preset index threshold, then the target torque of the vehicle is determined based on the water splash risk index.

[0015] The aforementioned technical solution, in determining the vehicle's target torque based on a splash risk index, first assesses the risk level of water splashing onto pedestrians by comparing the splash risk index with a preset threshold. When the splash risk index is determined to be greater than the preset threshold, it means that the risk of the vehicle splashing pedestrians while driving through a flooded area is high. The target torque is then determined based on this splash risk index. This method dynamically adjusts the vehicle torque according to the actual risk situation, avoiding excessive restriction of vehicle performance when the risk is low, while taking timely measures to reduce the possibility of splashing when the risk is high. In this way, it ensures both vehicle driving efficiency and power requirements, while fully considering pedestrian safety and comfort, achieving a balance between vehicle driving and pedestrian protection.

[0016] Combining the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the water splash risk index is determined, including: determining the water splash range when a vehicle drives through the water area based on the diameter of the water accumulation area and the vehicle's driving speed; determining the pedestrian's movement range based on the pedestrian's actual position and the pedestrian's movement speed; and determining the water splash risk index based on the water splash range and the movement range.

[0017] The aforementioned technical solution determines the water splash range when a vehicle passes through a flooded area based on the diameter of the flooded area and the vehicle's speed. This step fully considers the impact of the size of the flooded area and the vehicle's speed on the splash range. Determining the pedestrian's movement range based on their actual position and speed considers both their current location and potential movement, enabling a more comprehensive prediction of the areas the pedestrian might reach. Combining the water splash range and the pedestrian's movement range to determine the splash risk index provides a more accurate reflection of the risk of water splashing from the vehicle to the pedestrian. This helps the vehicle adjust its torque in all directions during driving based on the splash risk index, effectively avoiding injury to pedestrians from splashing water without significantly altering the vehicle's normal route and speed.

[0018] Secondly, a vehicle control device is provided, comprising: a first determining module, configured to determine a splash risk index when it is determined that there is a water accumulation area on the road in front of the vehicle and a pedestrian is present within a preset range of the water accumulation area; wherein the splash risk index is used to describe the risk index of water splashing onto pedestrians caused by the vehicle driving through the water accumulation area; a second determining module, configured to determine a target torque of the vehicle based on the splash risk index; and a control module, configured to control the vehicle driving based on the target torque.

[0019] In conjunction with the second aspect, in some implementations of the second aspect, the second determining module is specifically used to: determine the target torque change of the wheels in each direction of the vehicle based on the splash risk index and the direction of the pedestrian relative to the water accumulation area; and determine the target torque of the wheels in each direction based on the target torque change of the wheels in each direction and the actual torque of the wheels in each direction.

[0020] Combining the second aspect and the above implementation methods, in some implementation methods of the second aspect, each direction includes a first direction and a second direction, and the target torque change includes a first target torque change and a second target torque change, wherein the first target torque change is less than the second target torque change; the second determining module is specifically used to: determine the direction of the pedestrian relative to the water accumulation area as the first direction, and determine the opposite direction of the first direction as the second direction; wherein, in the first direction and the second direction, one is the left direction of the vehicle, and the other is the right direction of the vehicle; based on the splash risk index, determine the first target torque change of the wheel in the first direction and the second target torque change of the wheel in the second direction.

[0021] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the second determining module is specifically used to: query a first preset correspondence based on the splash risk index to determine the first target torque change; wherein the first preset correspondence is used to describe the relationship between the splash risk index and the first target torque change; and query a second preset correspondence based on the splash risk index to determine the second target torque change; wherein the second preset correspondence is used to describe the relationship between the splash risk index and the second target torque change.

[0022] Combining the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, in the first preset correspondence, the splash risk index is negatively correlated with the change in the first target torque; in the second preset correspondence, the splash risk index is positively correlated with the change in the second target torque.

[0023] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the second determining module is specifically used to: determine whether the water splash risk index is greater than a preset index threshold; if it is determined that the water splash risk index is greater than the preset index threshold, then determine the target torque of the vehicle based on the water splash risk index.

[0024] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the first determining module is specifically used to: determine the water splash range when a vehicle passes through the water accumulation area based on the diameter of the water accumulation area and the vehicle's driving speed; determine the pedestrian's movement range based on the pedestrian's actual position and the pedestrian's movement speed; and determine the water splash risk index based on the water splash range and the movement range.

[0025] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods of the first aspect or any possible implementation thereof.

[0026] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0027] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0028] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0029] Figure 2 This is a schematic diagram of a vehicle driving scenario provided in an embodiment of this application.

[0030] Figure 3 This is a schematic flowchart of another vehicle control method provided in the embodiments of this application.

[0031] Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

[0032] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0033] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0034] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0035] In existing technologies, the problem of pedestrians being splashed when vehicles drive through puddles is very common. Currently, there are two main solutions: one is to have the vehicle slow down or drive around the puddles. While this can reduce the risk of splashing to some extent, it affects the vehicle's driving efficiency, and this method does not fall under the vehicle's autonomous control, requiring manual intervention from the driver to avoid splashing pedestrians; the other is to install mudguards on the vehicle or send warning messages to the driver. However, mudguards can only partially reduce the splashing effect and cannot solve the problem of splashing risk, and warning messages also require manual intervention from the driver to reduce the risk of splashing. Therefore, the methods provided by existing technologies do not fall under the vehicle's autonomous control and require driver intervention to avoid splashing pedestrians.

[0036] To at least address the aforementioned issues, embodiments of this application provide a vehicle control method applied to a vehicle controller. This method enables the vehicle to actively avoid splashing water onto pedestrians next to it without significantly altering its normal driving route and speed.

[0037] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0038] For example, such as Figure 1 As shown, the method 100 includes: Step 101: If it is determined that there is a water accumulation area on the road in front of the vehicle and there are pedestrians within a preset range of the water accumulation area, determine the splash risk index; wherein, the splash risk index is used to describe the risk index of water splashing onto pedestrians caused by the vehicle driving through the water accumulation area.

[0039] Step 102: Determine the target torque of the vehicle based on the water splash risk index.

[0040] Step 103: Control vehicle movement based on target torque.

[0041] In this embodiment, a splash risk index is first determined by assessing whether there is a water accumulation area on the road ahead of the vehicle and whether there are pedestrians within a preset range of the water accumulation area. This index quantifies the risk of water splashing onto pedestrians when the vehicle passes through the water accumulation area. Based on the splash risk index, a target torque for the vehicle is further determined, and finally, the vehicle's movement is controlled according to the target torque. This method allows the vehicle to fully consider the potential splashing impact on pedestrians during driving. By quantifying the risk and adjusting the vehicle torque accordingly, the vehicle can actively avoid splashing water onto pedestrians next to it without significantly altering its normal driving route and speed, thus preventing inconvenience to pedestrians caused by improper vehicle driving.

[0042] The following is about Figure 1 The implementation of each step in the illustrated embodiment will be explained in detail.

[0043] For step 101, it is understood that the aforementioned waterlogged area can refer to puddles on the road surface. Sensors that can identify waterlogged areas can include cameras, millimeter-wave radar, and lidar.

[0044] Specifically, when the sensor for identifying waterlogged areas is a camera, the images captured by the camera and image recognition algorithms can identify waterlogged areas as those with significantly darker colors, enhanced specular reflection, and lost texture.

[0045] When the sensor used to identify waterlogged areas is millimeter-wave radar, the electromagnetic waves emitted by the radar produce characteristic reflections when they encounter different surfaces. Dry surfaces produce diffuse reflection, resulting in weak and scattered echo signals; while waterlogged surfaces, being approximately smooth conductive planes, produce strong directional reflections similar to those of a mirror. Therefore, if a localized area of ​​the road surface exhibits strong directional reflection characteristics, that area is identified as a waterlogged area.

[0046] When a lidar sensor is used to identify waterlogged areas, it emits dense laser pulses towards the road surface and receives the reflected echoes to construct a high-precision 3D point cloud. When the laser beam strikes the water surface, due to the water's high transmissivity and specular reflection characteristics, most of the energy penetrates the water or reflects in a specific direction and fails to return to the receiver, resulting in a significant attenuation of the signal strength in the corresponding area's point cloud. Therefore, if a weak signal strength is detected in the point cloud of a localized road surface area, that area is identified as a waterlogged area.

[0047] To improve the success rate of identifying waterlogged areas, a waterlogged area can only be determined to have been detected when at least two of the aforementioned sensors detect it, and the size and location of the waterlogged area can be recorded.

[0048] The aforementioned preset range is used to determine whether a pedestrian is close to the waterlogged area. Only when a pedestrian is close to the waterlogged area (i.e., there is a pedestrian within the preset range of the waterlogged area) is there a risk of being splashed by the water.

[0049] When determining the water splash risk index, the vehicle controller continuously tracks the actual position and movement trend of pedestrians. Combining the vehicle's current speed and the size of the water accumulation area, it predicts the possible water splash range when the vehicle drives through the water accumulation area and determines whether the water splash range overlaps with the pedestrian's future movement position, thereby determining the water splash risk index.

[0050] The following is a method for determining the splash risk index.

[0051] In some embodiments, determining a splash risk index includes: determining the splash range of water when a vehicle passes through a water-filled area based on the diameter of the water-filled area and the vehicle's speed; determining the pedestrian's movement range based on the pedestrian's actual position and speed; and determining the splash risk index based on the water splash range and the movement range.

[0052] Understandably, a dynamic water accumulation area model is constructed based on the diameter of the water accumulation area and the vehicle's speed to calculate the water splash range when a vehicle passes through the water accumulation area in real time. At the same time, a pedestrian future position prediction model is constructed based on the pedestrian's actual position and movement speed to predict the pedestrian's movement range in the next few seconds in real time, and to determine whether the water splash range and the movement range overlap. When there is an overlap between the water splash range and the movement range, the degree of overlap between the water splash range and the movement range is calculated, and the splash risk index corresponding to the degree of overlap is determined.

[0053] Specifically, when there is an overlap between the water splash range and the movement range, the degree of overlap between the water splash range and the movement range is calculated, and the third preset correspondence is queried to determine the splash risk index corresponding to the degree of overlap; wherein, the third preset correspondence is used to describe the relationship between the degree of overlap and the splash risk index, and the degree of overlap and the splash risk index are positively correlated.

[0054] Understandably, in the aforementioned third pre-defined correspondence, as the degree of overlap increases, it indicates that the risk of water splashing onto pedestrians caused by vehicles driving through waterlogged areas is higher. Therefore, the water splash risk index is also gradually increasing.

[0055] In addition, when determining the splash risk index, a dynamic water accumulation area model can be used to generate the splash position probability distribution over time as vehicles drive towards, pass through, and leave the water accumulation area. Based on the pedestrian future position prediction model, the probability distribution of pedestrian movement positions in the next few seconds can be predicted in real time. Based on the splash position probability distribution and movement position probability distribution, the spatiotemporal overlap is calculated. The spatiotemporal overlap is still positively correlated with the splash risk index. The higher the spatiotemporal overlap, the higher the risk of water splashing onto pedestrians caused by vehicles driving through the water accumulation area, and the higher the splash risk index.

[0056] The aforementioned technical solution determines the water splash range when a vehicle passes through a flooded area based on the diameter of the flooded area and the vehicle's speed. This step fully considers the impact of the size of the flooded area and the vehicle's speed on the splash range. Determining the pedestrian's movement range based on their actual position and speed considers both their current location and potential movement, enabling a more comprehensive prediction of the areas the pedestrian might reach. Combining the water splash range and the pedestrian's movement range to determine the splash risk index provides a more accurate reflection of the risk of water splashing from the vehicle to the pedestrian. This helps the vehicle adjust its torque in all directions during driving based on the splash risk index, effectively avoiding injury to pedestrians from splashing water without significantly altering the vehicle's normal route and speed.

[0057] For step 102, it is understood that the vehicle controller determines the target torque of the vehicle based on the splash risk index determined above.

[0058] In some embodiments, determining the target torque of a vehicle based on a water splash risk index includes: determining whether the water splash risk index is greater than a preset index threshold; if it is determined that the water splash risk index is greater than the preset index threshold, then determining the target torque of the vehicle based on the water splash risk index.

[0059] Understandably, the aforementioned preset index threshold is used to determine whether the risk of water splashing onto pedestrians caused by a vehicle driving through a flooded area is high, and this preset index threshold can be pre-defined. A splash risk index greater than the preset index threshold can be interpreted as a higher risk of water splashing onto pedestrians caused by a vehicle driving through a flooded area.

[0060] To avoid repeatedly determining and adjusting the vehicle's target torque, the target torque is only determined when there is a high risk of water splashing onto pedestrians when the vehicle is driving through a flooded area.

[0061] In practical applications, the splash risk level can also be determined based on the splash risk index. The splash risk index and splash risk level are positively correlated; that is, the higher the splash risk index, the higher the splash risk level. The splash risk levels mentioned above can be divided into four levels from low to high: low, medium, high, and extremely high.

[0062] The aforementioned technical solution, in determining the vehicle's target torque based on a splash risk index, first assesses the risk level of water splashing onto pedestrians by comparing the splash risk index with a preset threshold. When the splash risk index is determined to be greater than the preset threshold, it means that the risk of the vehicle splashing pedestrians while driving through a flooded area is high. The target torque is then determined based on this splash risk index. This method dynamically adjusts the vehicle torque according to the actual risk situation, avoiding excessive restriction of vehicle performance when the risk is low, while taking timely measures to reduce the possibility of splashing when the risk is high. In this way, it ensures both vehicle driving efficiency and power requirements, while fully considering pedestrian safety and comfort, achieving a balance between vehicle driving and pedestrian protection.

[0063] To improve the accuracy of vehicle control, when the splash risk index is greater than a preset threshold, the target torque of the wheels in each direction of the vehicle can be determined separately.

[0064] In some embodiments, determining the target torque of a vehicle based on a splash risk index includes: determining the target torque variation of the wheels in each direction of the vehicle based on the splash risk index and the direction of the pedestrian relative to the water accumulation area; and determining the target torque of the wheels in each direction based on the target torque variation of the wheels in each direction and the actual torque of the wheels in each direction.

[0065] It is understood that, in the embodiments of this application, the direction of the pedestrian relative to the waterlogged area includes the direction of the pedestrian being to the left of the waterlogged area and the direction of the pedestrian being to the right of the waterlogged area.

[0066] The aforementioned directions include a first direction and a second direction, in which one is the left-hand direction of the vehicle and the other is the right-hand direction of the vehicle.

[0067] The target torque change of the wheels in each of the above directions includes a first target torque change and a second target torque change. In the first target torque change and the second target torque change, one is the target torque change of the wheels in the left direction of the vehicle, and the other is the target torque change of the wheels in the right direction of the vehicle.

[0068] The actual torque of the wheels in each of the aforementioned directions includes the actual torque of the wheels in the left direction and the actual torque of the wheels in the right direction. In the embodiments of this application, the aforementioned wheels in the left direction can refer to a group of wheels in the left direction (i.e., the left front wheel and the left rear wheel), or they can refer to the left rear wheel alone, or they can refer to the left front wheel alone. Similarly, the aforementioned wheels in the right direction can refer to a group of wheels in the right direction (i.e., the right front wheel and the right rear wheel), or they can refer to the right rear wheel alone, or they can refer to the right front wheel alone.

[0069] Based on the splash risk index and the direction of the pedestrian relative to the water accumulation area, the target torque change of the wheel on the left side of the vehicle and the target torque change of the wheel on the right side of the vehicle are determined respectively. Based on the target torque change of the wheel on the left side and the actual torque of the wheel on the left side, the target torque of the wheel on the left side is determined. Based on the target torque change of the wheel on the right side and the actual torque of the wheel on the right side, the target torque of the wheel on the right side is determined.

[0070] The aforementioned technical solution determines the target torque variation of the vehicle's wheels in each direction by comprehensively considering the splash risk index and the direction of pedestrians relative to the water accumulation area. This step fully considers the potential splash risk and impact on pedestrian safety during vehicle operation, making the determination of the target torque variation more reasonable and targeted. Next, based on the target torque variation and actual torque of the wheels in each direction, the target torque for each wheel in each direction is further determined. This step allows for precise torque adjustment based on the vehicle's current situation, ensuring that the target torque meets actual driving needs while effectively preventing splashing hazards to pedestrians. In this way, the vehicle can dynamically adjust torque according to different scenarios during operation, not only reducing the potential splash threat to pedestrians and preventing inconvenience caused by improper vehicle driving leading to water splashing on pedestrians, but also ensuring that the vehicle's normal driving route and speed remain largely unchanged.

[0071] In some embodiments, determining the target torque change of the wheels in each direction of the vehicle based on a splash risk index and the direction of the pedestrian relative to the water accumulation area includes: defining the direction of the pedestrian relative to the water accumulation area as a first direction and defining the opposite direction of the first direction as a second direction; wherein, in the first direction and the second direction, one is the left side of the vehicle and the other is the right side of the vehicle; and determining a first target torque change of the wheels in the first direction and a second target torque change of the wheels in the second direction based on the splash risk index.

[0072] It is understandable that the first direction mentioned above refers to the direction of the pedestrian relative to the flooded area, and the second direction mentioned above is the opposite direction of the first direction. Since the direction of the pedestrian relative to the flooded area includes the direction of the pedestrian being to the left of the flooded area and the direction of the pedestrian being to the right of the flooded area, when the pedestrian is to the left of the flooded area, the first direction is the direction of the vehicle to the left, and the second direction is the direction of the vehicle to the right; when the pedestrian is to the right of the flooded area, the first direction is the direction of the vehicle to the right, and the second direction is the direction of the vehicle to the left.

[0073] For example, such as Figure 2 As shown, Figure 2 This is a schematic diagram of a vehicle driving scenario provided in an embodiment of this application. The diagram includes a pedestrian 201, a vehicle 202, and a flooded area 203. The vehicle 202 includes a right-hand wheel 2021 and a left-hand wheel 2022. Figure 2 As shown in (a), pedestrian 201 is located to the right of the waterlogged area 203. Therefore, the direction of the pedestrian relative to the waterlogged area is the direction to the right of the waterlogged area. Based on this, the first direction is the right direction, and the wheel in the first direction is the wheel 2021 in the right direction. The second direction is the left direction, and the wheel in the second direction is the wheel 2022 in the left direction.

[0074] Given a first direction and a second direction, based on the splash risk index, the first target torque change of the wheel in the first direction and the second target torque change of the wheel in the second direction are determined respectively.

[0075] When the splash risk index exceeds a preset threshold, considering that the first direction is the direction of the pedestrian relative to the water accumulation area, the lateral distance between the pedestrian and the wheels in the first direction is less than the lateral distance between the pedestrian and the road in the second direction. To reduce the harm of splashing water to pedestrians, it is possible to guide the splashing water to the second direction or behind the vehicle, which is farther away from the pedestrian. To achieve this, it is possible to increase the driving force of the wheels in the second direction and decrease the driving force of the wheels in the first direction. That is, increase the torque of the wheels in the second direction and decrease the torque of the wheels in the first direction. This increases the rotational speed of the wheels in the second direction while decreasing the rotational speed of the wheels in the first direction. The wheels in the second direction "paddle" backward, and the splashing water gains a greater backward speed so that the splashing water is guided to the second direction or behind the vehicle.

[0076] Continue with Figure 2Taking (a) as an example, when the first direction is the right direction, the lateral distance between pedestrian 201 and the right-side wheel 2021 is less than the lateral distance between pedestrian 201 and the left-side wheel 2022. Therefore, in order to reduce the harm of splashing water to pedestrians, it is considered to direct the splashing water to the left direction or the rear of the vehicle. In order to achieve this, it is possible to increase the torque of the left-side wheel 2022 and decrease the torque of the right-side wheel 2021, so that the rotational speed of the left-side wheel 2022 is increased while the rotational speed of the right-side wheel 2021 is decreased. Figure 2 As shown in (b), the vehicle veers to the right at a small angle (approximately 0.5° to 2°), and the left-hand wheel 2022 "scrapes" the water backward, causing the water to gain a greater backward speed so that the water is directed to the left or left rear of the vehicle.

[0077] Based on the above, it can be seen that the torque of the wheel closer to the pedestrian in the first direction needs to be reduced, while the torque of the wheel farther from the pedestrian in the second direction needs to be increased. Therefore, the first target torque change of the wheel in the first direction can be negative, and the second target torque change of the wheel in the second direction can be positive. When the first target torque change of the wheel in the first direction is negative and the second target torque change of the wheel in the second direction is positive, it is possible to reduce the torque of the wheel in the first direction and increase the torque of the wheel in the second direction. Therefore, the first target torque change must be less than the second target torque change.

[0078] Given the first target torque change and the second target torque change, the sum of the first target torque change and the actual torque of the wheel in the first direction is taken as the target torque of the wheel in the first direction, and the sum of the second target torque change and the actual torque of the wheel in the second direction is taken as the target torque of the wheel in the second direction.

[0079] The aforementioned technical solution, in determining the target torque change of the wheels in each direction, sets the direction of the pedestrian relative to the water accumulation area as the first direction and the opposite direction as the second direction, explicitly defining them as the left and right sides of the vehicle, respectively. This setting closely aligns with the positional relationship between the pedestrian and the water accumulation area in actual driving scenarios, making it highly practical. The first target torque change of the wheels in the first direction and the second target torque change of the wheels in the second direction are determined based on a splash risk index, fully considering the impact of splash risk, a key factor, on vehicle torque adjustment. In this way, the torque change of the wheels in different directions can be rationally adjusted according to different splash risk levels, ensuring that the vehicle effectively avoids splashing water on pedestrians while maintaining its normal driving route and speed. Since the first target torque change is smaller than the second target torque change, this differentiated torque adjustment strategy allows the vehicle to adjust the splashing method without significantly altering its normal driving route, preventing inconvenience to pedestrians caused by improper vehicle driving and splashing water onto them.

[0080] The following provides a method for determining the first target torque change and the second target torque change, respectively. To improve the speed of determining the first target torque change and the second target torque variables, they can be determined by querying a preset correspondence.

[0081] In some embodiments, determining a first target torque change of a wheel in a first direction based on a splash risk index, and determining a second target torque change of a wheel in a second direction based on a splash risk index, includes: determining the first target torque change by querying a first preset correspondence based on the splash risk index; wherein the first preset correspondence describes the relationship between the splash risk index and the first target torque change; and determining the second target torque change by querying a second preset correspondence based on the splash risk index; wherein the second preset correspondence describes the relationship between the splash risk index and the second target torque change.

[0082] It is understood that the aforementioned first preset relationship is used to describe the relationship between the splash risk index and the change in the first target torque. The aforementioned first preset relationship can be represented by a first preset relationship table, which can be pre-calibrated. The aforementioned first preset relationship table is shown in Table 1 below.

[0083] Table 1

[0084] The data in the first preset correspondence table above are merely illustrative examples for ease of understanding and do not represent actual data. For example, ΔT11 above only refers to the change in the first target torque in the first column of 1, that is, the change in the first target torque ΔT11 when the splash risk index is A1.

[0085] The aforementioned second preset correspondence is used to describe the relationship between the splash risk index and the change in the second target torque. This second preset correspondence can be represented by a second preset correspondence table, which can be pre-calibrated. The second preset correspondence table is shown in Table 2 below.

[0086] Table 2

[0087] The data in the above second preset correspondence table are merely illustrative examples for ease of understanding and do not represent actual data. For example, ΔT21 only refers to the second target torque change in the first column of 2, that is, the second target torque change ΔT21 when the splash risk index is A1.

[0088] The aforementioned technical solution accurately determines the target torque changes of wheels in different directions by establishing specific preset correspondences, providing a convenient method for vehicles to make scientific and reasonable torque adjustments when dealing with water splash risks. By querying the first and second preset correspondences based on the water splash risk index, the speed of determining the first and second target torque changes is improved. Since wheels in different directions have different impacts on water splash risk during vehicle operation, establishing separate correspondences can more accurately reflect this difference. When the water splash risk index changes, querying these two preset correspondences can quickly and accurately determine the first and second target torque changes. This query method based on preset correspondences avoids complex real-time calculations, improving response speed and accuracy.

[0089] In some embodiments, in the first preset correspondence, the splash risk index is negatively correlated with the change in the first target torque; in the second preset correspondence, the splash risk index is positively correlated with the change in the second target torque.

[0090] Understandably, in the above-mentioned first preset correspondence, as the water splash risk index increases, the water splash risk level also gradually increases. In order to ensure that the water splash can be completely guided to the rear, the first target torque change of the wheel in the first direction needs to be gradually reduced, so that the vehicle deviates in the first direction.

[0091] In Table 1 above, as the splash risk index increases, the change in the first target torque gradually decreases, that is, it gradually decreases from ΔT11 to ΔT14; the real data is sufficient as long as it can show the above trend, and this application embodiment does not limit it.

[0092] In the aforementioned second preset correspondence, as the water splash risk index increases, the water splash risk level also gradually increases. In order to ensure that the water splash can be completely guided to the rear, the second target torque change of the wheel in the second direction needs to gradually increase, so that the vehicle deviates towards the first direction.

[0093] In Table 2 above, as the splash risk index increases, the change in the second target torque gradually increases, that is, it gradually increases from ΔT21 to ΔT24; the real data is sufficient as long as it can show the above trend, and this application embodiment does not limit it.

[0094] For example, assuming the splash risk index is A2, referring to Tables 1 and 2, we can see that the first target torque change is ΔT12 and the second target torque change is ΔT22. The sum of the first target torque change ΔT12 and the actual torque T1 of the wheel in the first direction is taken as the target torque T1' of the wheel in the first direction. The sum of the second target torque change ΔT22 and the actual torque T2 of the wheel in the second direction is taken as the target torque T2' of the wheel in the second direction.

[0095] The above technical solution, in the first preset correspondence, sets a negative correlation between the splash risk index and the change in the first target torque. This means that when the splash risk index increases, the change in the first target torque decreases, thereby reducing the vehicle's power output in the first direction and thus reducing the likelihood or severity of splashing, better protecting pedestrians from splashing hazards. In the second preset correspondence, the splash risk index and the change in the second target torque are positively correlated; that is, the higher the splash risk index, the greater the change in the second target torque. This appropriately increases the vehicle's power in the second direction to match the torque change of the wheels in the first direction, avoiding inconvenience to pedestrians caused by improper vehicle driving leading to water splashing.

[0096] For step 103, it is understood that when the vehicle controller obtains the target torque of the wheel in the first direction and the target torque of the wheel in the second direction, the vehicle controller sends the target torque of the wheel in the first direction and the target torque of the wheel in the second direction to the motor controller or the engine controller, and the motor controller or the engine controller controls the wheel in the first direction to perform according to the target torque of the wheel in the first direction, and controls the wheel in the second direction to perform according to the target torque of the wheel in the second direction.

[0097] Specifically, the vehicle includes a front-drive motor and a rear-drive motor. The target torque of the wheels in the first direction and the target torque of the wheels in the second direction include the target torque of the front wheels and the target torque of the rear wheels. When the vehicle controller obtains the target torque of each wheel of the vehicle, the vehicle controller sends the target torque of the front wheels to the motor controller of the front-drive motor and the target torque of the rear wheels to the motor controller of the rear-drive motor. The motor controller of the front-drive motor controls the front wheels to make the front wheels of the vehicle reach the target torque of the front wheels, and the motor controller of the rear-drive motor controls the rear wheels to make the rear wheels of the vehicle reach the target torque of the rear wheels.

[0098] In this embodiment, the front-drive motor may include a first front-drive motor and a second front-drive motor, which are used to control the torque of the left and right front wheels of the vehicle, respectively. Similarly, the rear-drive motor may include a first rear-drive motor and a second rear-drive motor, which are used to control the torque of the left and right rear wheels, respectively. It should be noted that the above four-motor embodiment is merely an example. In practical applications, if the number of motors in the vehicle is not four, other methods capable of achieving four-wheel torque adjustment are applicable to this solution, and this solution does not impose specific limitations on them.

[0099] When the actual torque of the wheel in the first direction reaches the target torque of the wheel in the first direction and the actual torque of the wheel in the second direction reaches the target torque of the wheel in the second direction, the vehicle will deflect at a certain angle in the first direction. By changing the angle at which the vehicle enters the waterlogged area, the splash range of the water when the vehicle passes through the waterlogged area is changed. At this time, the overlap between the water splash range and the pedestrian's movement range is low, or even non-overlapping. Considering that the overlap is positively correlated with the splash risk index, the splash risk index at this time is lower than the splash risk index before the vehicle torque was adjusted, thereby reducing the splash risk index and thus actively avoiding splashing water onto pedestrians next to the vehicle.

[0100] All the torque adjustments mentioned above are performed within the safety thresholds monitored by ESP (Electronic Stability Program) to ensure safe driving. Once the vehicle has completely left the flooded area, the ESP system automatically disengages control, and the wheels resume normal torque distribution.

[0101] Figure 3 This is a schematic flowchart of another vehicle control method provided in the embodiments of this application.

[0102] For example, such as Figure 3 As shown, the method 300 includes: Step 301: If it is determined that there is a water accumulation area on the road in front of the vehicle and there are pedestrians within a preset range of the water accumulation area, obtain the diameter of the water accumulation area, the vehicle's driving speed, the actual position of the pedestrians, and the pedestrians' movement speed.

[0103] Step 302: Based on the diameter of the water accumulation area and the vehicle's speed, determine the water splash range when the vehicle drives through the water accumulation area.

[0104] Step 303: Determine the pedestrian's movement range based on the pedestrian's actual location and movement speed.

[0105] Step 304: Determine the splash risk index based on the water splash range and the range of motion.

[0106] Step 305: Determine whether the splash risk index is greater than the preset index threshold. If yes, proceed to step 306; otherwise, continue with step 305.

[0107] Step 306: Based on the splash risk index and the direction of the pedestrian relative to the water accumulation area, determine the target torque change of the wheels in each direction of the vehicle.

[0108] Step 307: Determine the target torque of the wheels in each direction based on the target torque change of the wheels in each direction and the actual torque of the wheels in each direction.

[0109] Step 308: Control vehicle movement based on target torque.

[0110] In summary, the vehicle control method provided in this application has the following beneficial effects: First, by fusing data from multiple sources such as cameras, millimeter-wave radar, and lidar, it can effectively overcome the interference of complex environments such as rain, fog, strong light, nighttime, or road surface reflection on the identification of waterlogged areas, thereby improving the accuracy of detecting waterlogged areas.

[0111] Secondly, by subtly adjusting the output torque of the wheels, the vehicle's posture is slightly modified to avoid high-risk water splash paths. This strategy requires no emergency braking or sharp turns, and the entire process is smooth and natural, almost imperceptible to the driver, effectively improving ride comfort.

[0112] Third, all active intervention actions are performed within the real-time monitoring and safety boundaries of the vehicle's ESP. Once any abnormal state that may affect vehicle stability is detected, ESP can immediately intervene or terminate the splash protection control to ensure that the function activation does not introduce additional risks.

[0113] Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

[0114] For example, such as Figure 4 As shown, the device 400 includes: The first determining module 401 is used to determine a splash risk index when it is determined that there is a water accumulation area on the road in front of the vehicle and there are pedestrians within a preset range of the water accumulation area; wherein, the splash risk index is used to describe the risk index of water splashing onto pedestrians caused by the vehicle driving through the water accumulation area.

[0115] The second determining module 402 is used to determine the target torque of the vehicle based on the splash risk index.

[0116] Control module 403 is used to control vehicle movement based on target torque.

[0117] In one possible implementation, the second determining module is specifically used to: determine the target torque change of the wheels in each direction of the vehicle based on the splash risk index and the direction of the pedestrian relative to the water accumulation area; and determine the target torque of the wheels in each direction based on the target torque change of the wheels in each direction and the actual torque of the wheels in each direction.

[0118] In one possible implementation, each direction includes a first direction and a second direction, and the target torque change includes a first target torque change and a second target torque change, wherein the first target torque change is less than the second target torque change. The second determining module is specifically used to: determine the direction of the pedestrian relative to the waterlogged area as the first direction, and determine the opposite direction of the first direction as the second direction; wherein, in the first direction and the second direction, one is the left-hand direction of the vehicle, and the other is the right-hand direction of the vehicle; based on the splash risk index, determine the first target torque change of the wheel in the first direction and the second target torque change of the wheel in the second direction.

[0119] In one possible implementation, the second determining module is specifically used to: query a first preset correspondence based on the splash risk index to determine the first target torque change; wherein the first preset correspondence is used to describe the relationship between the splash risk index and the first target torque change; and query a second preset correspondence based on the splash risk index to determine the second target torque change; wherein the second preset correspondence is used to describe the relationship between the splash risk index and the second target torque change.

[0120] In one possible implementation, in the first preset correspondence, the splash risk index is negatively correlated with the change in the first target torque; in the second preset correspondence, the splash risk index is positively correlated with the change in the second target torque.

[0121] In one possible implementation, the second determining module is specifically used to: determine whether the splash risk index is greater than a preset index threshold; if it is determined that the splash risk index is greater than the preset index threshold, then determine the target torque of the vehicle based on the splash risk index.

[0122] In one possible implementation, the first determining module is specifically used to: determine the water splash range when a vehicle passes through the water accumulation area based on the diameter of the water accumulation area and the vehicle's driving speed; determine the pedestrian's movement range based on the pedestrian's actual position and movement speed; and determine the water splash risk index based on the water splash range and movement range.

[0123] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0124] For example, such as Figure 5 As shown, the vehicle 500 includes a memory 501 and a processor 502. The memory 501 stores executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a vehicle control method.

[0125] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle control method provided in embodiments of this application.

[0126] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0127] When the functional modules are divided according to their respective functions, the device may further include a first determining module, a second determining module, and a control module, etc. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0128] It should be understood that the device provided in this embodiment is used to execute the above-described vehicle control method, and therefore can achieve the same effect as the above-described implementation method.

[0129] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0130] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0131] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0132] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a vehicle control method provided in the above embodiment.

[0133] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle control method provided in the above embodiment.

[0134] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0135] Through the above description of the embodiments, those skilled in the art will 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.

[0136] In the 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 device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0137] The above description is merely a specific embodiment 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 method for controlling a vehicle, characterized in that, The method includes: If it is determined that there is a water accumulation area on the road in front of the vehicle and there are pedestrians within a preset range of the water accumulation area, a splash risk index is determined; wherein, the splash risk index is used to describe the risk index of water splashing onto the pedestrians caused by the vehicle driving through the water accumulation area; Based on the water splash risk index, the target torque of the vehicle is determined; The vehicle is controlled to move based on the target torque.

2. The method according to claim 1, characterized in that, Determining the target torque of the vehicle based on the splash risk index includes: Based on the splash risk index and the direction of the pedestrian relative to the water accumulation area, the target torque change of the wheels in each direction of the vehicle is determined; The target torque of the wheels in each direction is determined based on the target torque variation of the wheels in each direction and the actual torque of the wheels in each direction.

3. The method according to claim 2, characterized in that, The directions include a first direction and a second direction, and the target torque change includes a first target torque change and a second target torque change, wherein the first target torque change is less than the second target torque change. The determination of the target torque change of the wheels in each direction of the vehicle based on the splash risk index and the pedestrian's orientation relative to the water accumulation area includes: The direction of the pedestrian relative to the waterlogged area is defined as the first direction, and the opposite direction of the first direction is defined as the second direction; wherein, of the first direction and the second direction, one is the left direction of the vehicle, and the other is the right direction of the vehicle; Based on the splash risk index, the first target torque change of the wheel in the first direction and the second target torque change of the wheel in the second direction are determined.

4. The method according to claim 3, characterized in that, The step of determining the first target torque change of the wheel in the first direction based on the splash risk index, and determining the second target torque change of the wheel in the second direction based on the splash risk index, includes: Based on the splash risk index, a first preset correspondence is queried to determine the first target torque change; wherein, the first preset correspondence is used to describe the relationship between the splash risk index and the first target torque change; Based on the splash risk index, a second preset correspondence is queried to determine the second target torque change; wherein, the second preset correspondence is used to describe the relationship between the splash risk index and the second target torque change.

5. The method according to claim 4, characterized in that, In the first preset correspondence, the splash risk index is negatively correlated with the change in the first target torque; in the second preset correspondence, the splash risk index is positively correlated with the change in the second target torque.

6. The method according to claim 1, characterized in that, Determining the target torque of the vehicle based on the splash risk index includes: Determine whether the splash risk index is greater than a preset index threshold; If the splash risk index is determined to be greater than the preset index threshold, then the target torque of the vehicle is determined based on the splash risk index.

7. The method according to claim 1, characterized in that, The determination of the splash risk index includes: Based on the diameter of the water accumulation area and the vehicle's speed, the water splash range when the vehicle passes through the water accumulation area is determined. The pedestrian's movement range is determined based on the pedestrian's actual location and movement speed; Based on the water splash range and the movement range, a water splash risk index is determined.

8. A vehicle control device, characterized in that, The device includes: The first determining module is used to determine a splash risk index when it is determined that there is a water accumulation area on the road in front of the vehicle and there are pedestrians within a preset range of the water accumulation area; wherein, the splash risk index is used to describe the risk index of water splashing onto the pedestrians caused by the vehicle driving through the water accumulation area; The second determining module is used to determine the target torque of the vehicle based on the splash risk index; A control module is used to control the vehicle's movement based on the target torque.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 7.

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