Method and apparatus for controlling vehicle, and vehicle

Abstract

Provided are a method and apparatus for controlling a vehicle, and a vehicle. The method for controlling a vehicle comprises: when it is detected that a target vehicle has entered an obstacle avoidance mode, determining a target traveling lane on the basis of information of a vehicle in an adjacent lane of the current lane of the target vehicle, wherein the target traveling lane is used for indicating a traveling lane of the target vehicle for avoiding an obstacle (S210); if the target traveling lane is not the current lane, determining a first target torque value of a left wheel driving electric motor in the target vehicle and a second target torque value of a right wheel driving electric motor in the target vehicle, and on the basis of the first target torque value and the second target torque value, controlling the target vehicle to steer to the target traveling lane (S220); and if the target traveling lane is the current lane, determining a third target torque value of a wheel driving electric motor in the target vehicle, and on the basis of the third target torque value, controlling the target vehicle to decelerate in the current lane (S230). By means of the method, a target torque can be determined in a more timely manner, such that automatic obstacle avoidance is implemented in a more timely manner, thereby improving the traveling safety.

Description

Method and device for controlling vehicle and vehicle

[0001] This application claims priority to Chinese patent application No. 2023115976896, filed on November 27, 2023, entitled “Method, device and vehicle for controlling a vehicle”, the entire contents of which are incorporated herein by reference. Technical Field

[0002] The present application relates to the field of vehicle control technology, and in particular to a method, device and vehicle for controlling a vehicle in the field of vehicle control technology. Background Art

[0003] During driving, a vehicle may encounter an obstacle in front of it that the driver is unaware of or unable to identify. In this case, if the vehicle fails to avoid the obstacle in time, a collision may occur, threatening the driver's safety. Therefore, when a vehicle encounters an obstacle during driving, how to control the vehicle to automatically avoid the obstacle in a timely manner and improve driving safety is an urgent problem that needs to be solved. Summary of the Invention

[0004] The present application provides a method, device and vehicle for controlling a vehicle. The method for controlling a vehicle determines a target torque value of a wheel drive motor through a target driving lane for obstacle avoidance, thereby controlling the vehicle to steer or decelerate according to the target torque value to avoid obstacles; reducing the transmission link of control signals of components such as a steering wheel or a brake pedal, making the determination of the target torque more timely, thereby making automatic obstacle avoidance more timely and improving driving safety.

[0005] Other features and advantages of the present application will become apparent from the following detailed description, or may be learned in part by practice of the present application.

[0006] In a first aspect, a method for controlling a vehicle is provided, the method for controlling a vehicle comprising: when a target vehicle is detected to enter an obstacle avoidance mode, determining a target driving lane based on vehicle information in an adjacent lane of a current lane of the target vehicle, the target driving lane being used to indicate a driving lane in which the target vehicle avoids obstacles; if the target driving lane is not the current lane, determining a first target torque value of a left wheel drive motor in the target vehicle and a second target torque value of a right wheel drive motor in the target vehicle; based on the first target torque value and the second target torque value, controlling the target vehicle to turn to the target driving lane; if the target driving lane is the current lane, determining a third target torque value of the wheel drive motor in the target vehicle; and controlling the target vehicle to decelerate in the current lane based on the third target torque value.

[0007] In the above technical solution, first, the target driving lane is determined based on the vehicle information of the adjacent lanes of the current lane of the target vehicle, so that the optimal driving lane for obstacle avoidance can be determined; secondly, the target torque value is determined based on the optimal obstacle avoidance driving lane, and the vehicle steering or deceleration is controlled by the target torque value. Compared with obstacle avoidance through the steering wheel or brake pedal, this solution can reduce the transmission link of the control signal of components such as the steering wheel or brake pedal, making the determination of the target torque more timely, thereby making the automatic obstacle avoidance more timely and improving driving safety.

[0008] In one possible implementation, if the target driving lane is the current lane, determining a third target torque value for the wheel drive motor in the target vehicle includes: if the target driving lane is the current lane, obtaining the vehicle speed of the target vehicle when entering the obstacle avoidance mode, the speed of the obstacle, and the first distance value between the target vehicle and the obstacle; and determining the third target torque value based on the vehicle speed, the speed of the obstacle, and the first distance value.

[0009] In the above technical solution, if the target driving lane is the current lane, the third target torque value is determined based on the vehicle speed, the speed of the obstacle, and the first distance value; the determined target torque value is more accurate due to the combination of the vehicle speed, the obstacle speed, and the distance value between the target vehicle and the obstacle in the actual obstacle avoidance scenario.

[0010] In one possible implementation, determining a third target torque value based on the vehicle speed, the speed of the obstacle, and the first distance value includes: calculating a target deceleration of the target vehicle based on a first difference between the vehicle speed and the speed of the obstacle and the first distance; if the target deceleration is less than or equal to a preset deceleration, determining the third target torque value based on the weight of the target vehicle, the wheel radius of the target vehicle, and the target deceleration; if the target deceleration is greater than the preset deceleration, determining the third target torque value based on the weight of the target vehicle, the wheel radius of the target vehicle, and the preset deceleration.

[0011] In the above technical solution, the deceleration is determined based on the speed difference between the vehicle speed and the obstacle speed, which can make the determined target deceleration more accurate. Secondly, since the same torque magnitude has different effects on different vehicle weights and different wheel radii, the target torque value determined by combining the weight of the target vehicle, the wheel radius of the target vehicle and the target deceleration is more accurate.

[0012] In a possible implementation, the preset deceleration may be a preset deceleration that a human body can withstand.

[0013] In the above technical solution, the preset deceleration can be a preset deceleration that the human body can withstand. When the target acceleration determined based on the speed difference between the vehicle speed and the obstacle is greater than the preset deceleration, determining the target torque value based on the preset deceleration can ensure that during the obstacle avoidance process, the deceleration generated by the target torque will not exceed the range that the human body can withstand, thereby improving safety during obstacle avoidance.

[0014] In one possible implementation, if the target driving lane is not the current lane, a first target torque value of a left wheel drive motor in the target vehicle and a second target torque value of a right wheel drive motor in the target vehicle are determined, including: if the target driving lane is not the current lane, obtaining width information of the obstacle, size information of the target vehicle, a preset lateral distance value, and a first distance value between the target vehicle and the obstacle when the target vehicle enters an obstacle avoidance mode, wherein the preset lateral distance value is a lateral safety distance between the target vehicle and the obstacle; determining a target yaw angle based on the width information of the obstacle, the size information of the target vehicle, the first distance value, and the preset lateral distance value, wherein the target yaw angle is the yaw angle of the target vehicle to avoid the obstacle; obtaining the current yaw angle of the target vehicle, the first torque value of the left wheel drive motor and the second torque value of the right wheel drive motor when the target vehicle enters the obstacle avoidance mode; and determining the first target torque value and the second target torque value based on the first torque value, the second torque value, the current yaw angle, and the target yaw angle.

[0015] In the above technical solution, the first target torque value and the second target torque value are determined based on the first torque value, the second torque value, the current yaw angle and the target yaw angle. Since the target yaw angle is the yaw angle of the target vehicle to avoid obstacles, determining the target torque value based on the target yaw angle can enable the target vehicle to successfully avoid obstacles and improve driving safety.

[0016] In one possible implementation, determining a first target torque value and a second target torque value based on a first torque value, a second torque value, a current yaw angle, and a target yaw angle includes: determining a second difference between the target yaw angle and the current yaw angle; multiplying the second difference by a preset proportional coefficient to obtain a first result, and multiplying the second difference by a preset integral coefficient and performing an integral calculation to obtain a second result; and performing addition and subtraction operations on the first torque value, the second torque value, the first result, and the second result to obtain the first target torque value and the second target torque value.

[0017] In the above technical solution, the second difference is multiplied by a preset proportional coefficient to obtain a first result, and the second difference is multiplied by a preset integral coefficient and an integral calculation is performed to obtain a second result; multiplying the second difference by the preset proportional coefficient and multiplying the second difference by the preset integral coefficient can reduce the error and accumulated error of the controller and achieve more accurate torque control.

[0018] In one possible implementation, the method for controlling a vehicle further includes: obtaining a first current torque value of a left wheel drive motor and a second current torque value of a right wheel drive motor; determining a first torque change rate of the left wheel drive motor based on a difference between the first current torque value and the first target torque value; determining a second torque change rate of the right wheel drive motor based on a difference between the second current torque value and the second target torque value; the above-mentioned controlling the target vehicle to turn to the target driving lane based on the first target torque value and the second target torque value includes: controlling the output torque of the left wheel drive motor to adjust to the first target torque value according to the first torque change rate, and controlling the output torque of the right drive motor to adjust to the second target torque value according to the second torque change rate, so that the target vehicle turns to the target driving lane.

[0019] In the above technical solution, the torque change rate is determined based on the difference between the current torque value and the target torque value of the wheel drive motor, and the torque output is controlled based on the torque change rate. This can avoid large-scale bumps of the target vehicle during obstacle avoidance and ensure the safety of people in the vehicle during obstacle avoidance.

[0020] In one possible implementation, the method for controlling a vehicle further includes: when a current yaw angle is equal to a target yaw angle, if a throttle signal is detected, determining a fourth target torque value based on the throttle signal; and controlling the target vehicle to straighten its body in a target driving lane based on the fourth target torque value.

[0021] In a possible implementation, the method for controlling a vehicle further includes: if no throttle signal is detected, obtaining a preset torque value; and determining the preset torque value as a fourth target torque value.

[0022] In the above technical solution, four target torque values ​​are determined based on the throttle signal or the preset torque value, and the target vehicle is controlled to straighten its body in the target driving lane based on the fourth target torque value; since the target driving lane is not the current lane, the body of the target vehicle has a certain swing angle after successfully avoiding the obstacle. If the target vehicle continues to drive at this angle, a collision accident may occur. Therefore, according to the fourth target torque value, controlling the target vehicle to straighten its body in the target driving lane can improve driving safety.

[0023] According to a second aspect, a device for controlling a vehicle is provided, and the device for controlling the vehicle includes: a first determination module for determining a target driving lane based on vehicle information in an adjacent lane of a current lane of the target vehicle when a target vehicle is detected to enter an obstacle avoidance mode, wherein the target driving lane is used to indicate a driving lane in which the target vehicle avoids obstacles; a second determination module for determining a first target torque value of a left wheel drive motor in the target vehicle and a second target torque value of a right wheel drive motor in the target vehicle if the target driving lane is not the current lane; a first control module for controlling the target vehicle to turn to the target driving lane based on the first target torque value and the second target torque value; a third determination module for determining a third target torque value of the wheel drive motor in the target vehicle if the target driving lane is the current lane; and a second control module for controlling the target vehicle to decelerate in the current lane based on the third target torque value.

[0024] In one possible implementation, the third determination module includes a first acquisition unit, which is used to obtain the vehicle speed, the speed of the obstacle, and the first distance value between the target vehicle and the obstacle when the target vehicle enters the obstacle avoidance mode if the target driving lane is the current lane; and the first determination unit is used to determine the third target torque value based on the vehicle speed, the speed of the obstacle and the first distance value.

[0025] In one possible implementation, the first determination unit is specifically used to calculate a target deceleration of the target vehicle based on a first difference between the vehicle speed and the speed of the obstacle and the first distance; if the target deceleration is less than or equal to the preset deceleration, determine a third target torque value based on the weight of the target vehicle, the wheel radius of the target vehicle and the target deceleration; if the target deceleration is greater than the preset deceleration, determine the third target torque value based on the weight of the target vehicle, the wheel radius of the target vehicle and the preset deceleration.

[0026] In one possible implementation, the second determination module also includes a second acquisition unit, which is used to obtain the width information of the obstacle, the size information of the target vehicle, a preset lateral distance value, and the first distance value between the target vehicle and the obstacle when the target vehicle enters the obstacle avoidance mode if the target driving lane is not the current lane, wherein the preset lateral distance is the lateral safety distance between the target vehicle and the obstacle; the second determination unit is used to determine the target yaw angle based on the width information of the obstacle, the size information of the target vehicle, the first distance value, and the preset lateral distance value, wherein the target yaw angle is the yaw angle of the target vehicle to avoid the obstacle; the third acquisition unit is used to obtain the current yaw angle of the target vehicle, the first torque value of the left wheel drive motor, and the second torque value of the right wheel drive motor when the target vehicle enters the obstacle avoidance mode; the third determination unit is used to determine the first target torque value and the second target torque value based on the first torque value, the second torque value, the current yaw angle, and the target yaw angle.

[0027] In one possible implementation, the third determination unit is specifically used to determine a second difference between the target yaw angle and the current yaw angle; multiply the second difference by a preset proportional coefficient to obtain a first result, and multiply the second difference by a preset integral coefficient and perform an integral calculation to obtain a second result; and perform addition and subtraction operations on the first current torque value, the second current torque value, the first result, and the second result to obtain the first target torque value and the second target torque value.

[0028] In one possible implementation, the device for controlling the vehicle also includes a first acquisition module, which is used to obtain a first current torque value of the left wheel drive motor and a second current torque value of the right wheel drive motor; a fourth determination module, which is used to determine the first torque change rate of the left wheel drive motor based on the difference between the first current torque value and the first target torque value; a fifth determination module, which is used to determine the second torque change rate of the right wheel drive motor based on the difference between the second current torque value and the second target torque value; and a first control module, which is specifically used to control the output torque of the left wheel drive motor to be adjusted to the first target torque value according to the first torque change rate, and to control the output torque of the right drive motor to be adjusted to the second target torque value according to the second torque change rate, so that the target vehicle turns to the target driving lane.

[0029] In one possible implementation, the device for controlling the vehicle also includes a sixth determination module, which is used to determine a fourth target torque value based on a throttle signal if a throttle signal is detected when the current yaw angle is equal to the target yaw angle; and a seventh control module, which is used to control the target vehicle to straighten its body in the target driving lane based on the fourth target torque value.

[0030] In a possible implementation, the device for controlling a vehicle further includes: an eighth determination module, configured to obtain a preset torque value if no throttle signal is detected; and determine the preset torque value as the fourth target torque value.

[0031] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the method of the first aspect or any possible implementation of the first aspect.

[0032] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0033] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The accompanying drawings are incorporated into and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification, are used to explain the principles of the present application. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can derive other drawings based on these drawings without inventive effort.

[0035] FIG1 is a schematic diagram of an obstacle avoidance scenario provided by an embodiment of the present application;

[0036] FIG2 is a schematic flow chart of a method for controlling a vehicle provided in an embodiment of the present application;

[0037] FIG3 is a schematic diagram of another obstacle avoidance scenario provided by an embodiment of the present application;

[0038] FIG4 is a schematic flow chart of another method for controlling a vehicle provided in an embodiment of the present application;

[0039] FIG5 is a schematic diagram of a torque control scenario provided by an embodiment of the present application;

[0040] FIG6 is a schematic structural diagram of a vehicle control device provided in an embodiment of the present application;

[0041] FIG7 is a schematic structural diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0042] In order to make the objectives, technical solutions and advantages of this application clearer, the embodiments of this application will be further described in detail below with reference to the accompanying drawings.

[0043] When the following description refers to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Instead, they are merely examples of devices and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0044] In the description of this application, it should be understood that the terms "first", "second", etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances. In addition, in the description of this application, unless otherwise specified, "multiple" refers to two or more. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the previous and subsequent associated objects are in an "or" relationship.

[0045] FIG1 is a schematic diagram of an obstacle avoidance scenario provided in an embodiment of the present application.

[0046] For example, as shown in FIG1 , vehicle 100 may encounter an obstacle (e.g., a small animal) while driving. If the driver fails to notice the obstacle in time due to distraction, absent-mindedness, or fatigue driving, and fails to turn the steering wheel or slow down, a collision may occur, posing a safety threat to the driver or other vehicles.

[0047] In response to the above problems, embodiments of the present application provide a method, device, and vehicle for controlling a vehicle. The method for controlling a vehicle determines the target torque value of the wheel drive motor through the target driving lane for obstacle avoidance, thereby controlling the vehicle to turn or decelerate according to the target torque value to avoid obstacles; reducing the transmission link of the control signal of components such as the steering wheel or brake pedal, making the determination of the target torque more timely, thereby making the automatic obstacle avoidance more timely and improving driving safety.

[0048] Figure 2 is a schematic flow chart of a method for controlling a vehicle provided in an embodiment of the present application. The method for controlling a vehicle may be performed by a computing device with computing and processing capabilities in the vehicle 100 shown in Figure 1, such as a vehicle control unit (VCU).

[0049] Exemplarily, as shown in FIG2 , the method 200 for controlling a vehicle includes S210 to S230 , which are described in detail below.

[0050] S210 , when it is detected that the target vehicle enters the obstacle avoidance mode, determining the target driving lane based on vehicle information in lanes adjacent to the current lane of the target vehicle.

[0051] The target driving lane is used to indicate the driving lane of the target vehicle to avoid obstacles.

[0052] It should be understood that during the driving process of the target vehicle, the forward-looking module, forward radar, side radar and other sensors in the target vehicle detect the object information in front of the target vehicle and the object information in the side lane in real time. When the obstacle avoidance conditions are met, such as an obstacle is detected and the driver's driving operation is not detected (for example, braking), the obstacle avoidance function is activated and the obstacle avoidance mode is entered.

[0053] In some embodiments, the obstacle avoidance mode can be entered based on the speed difference between the vehicle speed and the object in front (including moving vehicles and fixed obstacles), the distance between the vehicle and the object in front, the steering wheel angle, the brake pedal depth, the accelerator pedal depth, the gear position of the vehicle, etc. to determine whether the obstacle avoidance conditions are met.

[0054] For example, when the following conditions are met, it is determined that the target vehicle meets the obstacle avoidance condition and enters the obstacle avoidance mode:

[0055] 1. The speed difference between the target vehicle and the obstacle is greater than a first preset threshold (e.g., 40 km / h);

[0056] 2. The longitudinal distance between the target vehicle and the obstacle is less than or equal to a second preset threshold (e.g., 50m);

[0057] 3. Detect that the brake pedal is not depressed;

[0058] 4. Detecting that the depth of the accelerator pedal is greater than a third threshold (e.g., 20%);

[0059] 5. It is detected that the steering wheel angle change rate is less than a fourth threshold (eg, 1%).

[0060] Furthermore, after the target vehicle enters the obstacle avoidance mode, it detects whether there are obstacles (for example, other vehicles) within a preset range of the adjacent lane of the current lane where the target vehicle is located based on sensors such as radar and cameras. If so, the current lane where the target vehicle is located is determined as the target driving lane. If the adjacent lane does not exist, the adjacent lane is determined as the target driving lane. It should be understood that if the adjacent lanes include the left lane of the current lane and the right lane of the current lane and there are no obstacles, since the speed limit of the right lane of the current lane is lower than the speed limit of the left lane, for safety reasons, the right lane of the current lane is preferentially determined as the target driving lane.

[0061] For example, the target vehicle is driving in the middle lane of a three-lane road. There is an obstacle directly in front of the target vehicle, and the target vehicle enters obstacle avoidance mode. At this time, the vehicle information of the adjacent lanes collected by the sensor is used to determine whether there are other vehicles within a preset range (for example, 20 meters before and after) of the left and right lanes. If both exist, the current lane (the middle lane) is determined as the target driving lane. If the left lane exists and the right lane does not exist, the right lane is determined as the target driving lane; if both the left lane and the right lane do not exist, the right lane is determined as the target driving lane.

[0062] S220, if the target driving lane is not the current lane, determine a first target torque value of the left wheel drive motor in the target vehicle and a second target torque value of the right wheel drive motor in the target vehicle; based on the first target torque value and the second target torque value, control the target vehicle to turn to the target driving lane.

[0063] It should be understood that the target vehicle includes a left wheel drive motor and a right wheel drive motor. The left wheel drive motor is used to drive the left wheel, and the right wheel drive motor is used to drive the right wheel. In some embodiments, the number of wheel drive motors can be four, namely two left wheel drive motors and two right wheel drive motors. The embodiment of the present application does not specifically limit the number of wheel drive motors.

[0064] It should be understood that if the target driving lane is not the current lane, there are two possibilities. One possibility is that the target driving lane is the left lane of the current lane, and the other possibility is that the target lane is the right lane of the current lane. For example, when the target driving lane is the left lane of the current lane, it is necessary to control the target vehicle to change lanes to the left and drive to the left lane. Without the steering wheel involved, the torque value of the left wheel drive motor needs to be reduced and the torque value of the right wheel drive motor needs to be increased so that the body of the target vehicle can swing toward the left lane. Similarly, when the target driving lane is the right lane of the current lane, it is necessary to control the torque value of the right wheel drive motor to decrease and the torque value of the left wheel drive motor to increase.

[0065] Next, a process of determining the first target torque and the second target torque when the target driving lane is not the current lane is described.

[0066] In some embodiments, the process of S220 may be:

[0067] If the target driving lane is not the current lane, obtain width information of the obstacle, size information of the target vehicle, a preset lateral distance value, and a first distance value between the target vehicle and the obstacle when the target vehicle enters the obstacle avoidance mode; determine a target yaw angle based on the width information of the obstacle, the first distance value of the size information of the target vehicle, and the preset lateral distance value; obtain a current yaw angle of the target vehicle, a first torque value of the left wheel drive motor, and a second torque value of the right wheel drive motor when the target vehicle enters the obstacle avoidance mode; and determine a first target torque value and a second target torque value based on the first torque value, the second torque value, the current yaw angle, and the target yaw angle.

[0068] The width information of the obstacle may be acquired by a sensor. For example, when the obstacle is a vehicle, the width information of the obstacle is the width of the vehicle.

[0069] The size information of the target vehicle includes the body length and body width of the target vehicle.

[0070] The preset lateral distance value is a preset lateral safety distance between the target vehicle and the obstacle, for example, 2 meters. The preset lateral distance value can be set by a person skilled in the art, and the embodiment of the present application does not specifically limit this.

[0071] The target yaw angle is the yaw angle required for the target vehicle to avoid the obstacle. It can be understood that when the yaw angle of the target vehicle reaches the target yaw angle, the target vehicle has successfully avoided the obstacle.

[0072] The current yaw angle is the real-time yaw angle of the target vehicle during the obstacle avoidance process after the target vehicle enters the obstacle avoidance mode. The yaw angular velocity of the target vehicle can be obtained in real time through the sensor. The current yaw angle is calculated by integrating the yaw angular velocity. The current yaw angle = ∫(current yaw angular velocity) dt.

[0073] It should be understood that if the vehicle body of the target vehicle is in an upright position when entering the obstacle avoidance mode, the first torque value and the second torque value are equal.

[0074] 3 , a process of determining a target yaw angle according to the width information of the obstacle, the size information of the target vehicle, the first distance value, and the preset lateral distance value will be described.

[0075] FIG3 is a schematic diagram of another obstacle avoidance scenario provided in an embodiment of the present application.

[0076] For example, as shown in Figure 3, there is an obstacle 200 in front of the target vehicle 100, the body length of the target vehicle 100 is L1, the body width is W2, the width of the obstacle 200 is W1, the first distance value between the obstacle 200 and the target vehicle 100 is L2, and the preset lateral distance value is L3.

[0077] Based on the above data, the target yaw angle is:

[0078] θ 目标 =arctan((W1+L3+W2) / (L1+L2))

[0079] After the target yaw angle is obtained, the steps of determining the first target torque value and the second target torque value according to the first torque value, the second torque value, the current yaw angle, and the target yaw angle are as follows:

[0080] Step 1: Determine a second difference between the target yaw angle and the current yaw angle;

[0081] Step 2: multiplying the second difference by a preset proportional coefficient to obtain a first result, and multiplying the second difference by a preset integral coefficient and performing an integral calculation to obtain a second result;

[0082] Step 3: Perform addition and subtraction operations on the first torque value, the second torque value, the first result, and the second result to obtain the first target torque value and the second target torque value.

[0083] Specifically, taking the target driving lane as the left lane of the current lane, the first torque value of the left wheel drive motor as T0, and the second torque value of the right wheel drive motor as T0 as an example, the calculation formula of the first target torque value is:

[0084] T 左侧 =T0-P*(θ 目标 -θ 当前 )-∫I*(θ 目标 -θ 当前 )dt

[0085] The calculation formula for the second target torque value is:

[0086] T 右侧 =T0+P*(θ 目标 -θ 当前 )+∫I*(θ 目标 -θ 当前 )dt

[0087] Among them, P is the proportional coefficient, which is the most basic parameter in the proportional integral (PI) controller. Its function is to generate an output signal based on the size of the error signal, which is proportional to the error. The larger the proportional coefficient, the more sensitive the PI controller is to the error, but it is also prone to cause system oscillation; I is the integral coefficient, which is a parameter used to eliminate steady-state errors in the PI controller. Its function is to multiply the accumulated amount of the error signal by a constant and add it to the output signal. The larger the integral coefficient, the stronger the controller's response to the accumulated error, but it is also prone to cause overshoot and oscillation of the system. In some embodiments, the initial values ​​of P and I can be 0.5.

[0088] In the above technical solution, a first target torque value and a second target torque value are determined based on the first torque value, the second torque value, the current yaw angle and the target yaw angle; since the target yaw angle is the yaw angle of the target vehicle to avoid obstacles, determining the target torque value based on the target yaw angle can enable the target vehicle to successfully avoid obstacles and improve driving safety; in addition, the second difference is multiplied by a preset proportional coefficient to obtain a first result, and the second difference is multiplied by a preset integral coefficient and integrated to obtain a second result; multiplying the second difference by the preset proportional coefficient and multiplying the second difference by the preset integral coefficient can reduce the error and accumulated error of the controller and achieve more accurate torque control.

[0089] Furthermore, after obtaining the first target torque value and the second target torque value, the torque value of the left wheel drive motor is controlled to gradually decrease from the first torque value to the first target torque value, and the torque value of the right wheel drive motor is controlled to gradually increase from the second torque value to the second target torque value.

[0090] It should be understood that as the torque values ​​of the left wheel drive motor and the right wheel drive motor change, the center of mass of the target vehicle will generate a yaw moment, which will cause the target vehicle to generate a yaw angle and then turn to the target driving lane.

[0091] In some embodiments, in order to avoid the target vehicle from rolling over or causing collision damage to the occupants of the vehicle due to excessive change rate of the torque value of the wheel drive motor, the torque change rate can also be determined based on the current torque value and the target torque value of the wheel drive motor, and the output torque of the wheel drive motor is controlled to be adjusted to the target torque value through the torque change rate. Therefore, before controlling the steering of the target vehicle based on the first target torque value and the second target torque value, the following process can also be performed: obtain the first current torque value of the left wheel drive motor and the second current torque value of the right wheel drive motor; determine the first torque change rate of the left wheel drive motor based on the difference between the first current torque value and the first target torque value; determine the second torque change rate of the right wheel drive motor based on the difference between the second current torque value and the second target torque value.

[0092] The first current torque and the second current torque are real-time torque values ​​during the entire obstacle avoidance process after the target vehicle enters the obstacle avoidance mode.

[0093] It should be understood that after the target vehicle enters the obstacle avoidance mode, the first current torque value and the second current torque value change over time, and the first target torque value and the second target torque value also change over time, and therefore, the first torque change rate and the second torque change rate also change.

[0094] For example, the torque change rate may be determined based on a corresponding relationship between a difference between a current torque value and a target torque value and the torque change rate.

[0095] Table 1

[0096] For example, Table 1 shows the corresponding relationship between the difference between the target torque value and the current torque value and the torque change rate; when the difference between the target torque and the current torque is 500N·m, the torque change rate is 30N·m / 10ms; when the difference between the target torque and the current torque is 400N·m, the torque change rate is 28N·m / 10ms; when the difference between the target torque and the current torque is 300N·m, the torque change rate is 28N·m / 10ms; when the difference between the target torque and the current torque is 250N·m, the torque change rate is 25N·m / 10ms; when When the difference between the target torque and the current torque is 200N·m, the torque change rate is 24N·m / 10ms; when the difference between the target torque and the current torque is 150N·m, the torque change rate is 20N·m / 10ms; when the difference between the target torque and the current torque is 100N·m, the torque change rate is 15N·m / 10ms; when the difference between the target torque and the current torque is 50N·m, the torque change rate is 10N·m / 10ms; when the difference between the target torque and the current torque is 0N·m, the torque change rate is 0N·m / 10ms.

[0097] It should be understood that the correspondence between the difference between the target torque value and the current torque value and the torque change rate is only an example, and those skilled in the art can adjust the correspondence according to actual test conditions.

[0098] For example, when the target vehicle enters the obstacle avoidance mode, the first current torque and the second current torque are 500 N·m, the first target torque is 200 N·m, and the second target torque is 800 N·m. According to the above table lookup, when the target vehicle enters the obstacle avoidance mode, the first torque change rate and the second torque change rate are 28 N·m / 10ms; it should be understood that in the process of torque value change, the torque change rate will change with the difference between the current torque and the target torque.

[0099] Furthermore, based on the first target torque value and the second target torque value, the process of controlling the target vehicle to turn to the target driving lane can be: controlling the output torque of the left wheel drive motor to be adjusted to the first target torque value according to the first torque change rate, and controlling the output torque of the right drive motor to be adjusted to the second target torque value according to the second torque change rate, so that the target vehicle turns to the target driving lane.

[0100] In the above technical solution, the torque change rate is determined based on the difference between the current torque value and the target torque value of the wheel drive motor, and the torque output is controlled based on the torque change rate. This can avoid large-scale bumps of the target vehicle during obstacle avoidance and ensure the safety of people in the vehicle during obstacle avoidance.

[0101] S230: If the target driving lane is the current lane, determine a third target torque value of a wheel drive motor in the target vehicle; and control the target vehicle to decelerate in the current lane based on the third target torque value.

[0102] It should be understood that if the target driving lane is the current lane, the target vehicle does not need to change lanes to other lanes, but only needs to decelerate in the current lane. Therefore, the deceleration of the target vehicle can be achieved by controlling the torque value of the wheel drive motor to gradually decrease to negative torque.

[0103] Next, a process of determining the third target torque when the target driving lane is the current lane is introduced.

[0104] In some embodiments, the implementation process of S230 may be:

[0105] If the target driving lane is the current lane, obtain the vehicle speed of the target vehicle when entering the obstacle avoidance mode, the speed of the obstacle, and the first distance value between the target vehicle and the obstacle; and determine the third target torque value based on the vehicle speed, the speed of the obstacle, and the first distance value.

[0106] The vehicle speed, the obstacle speed, and the first distance value are the vehicle speed, the obstacle speed, and the first distance value at the moment when the target vehicle enters the obstacle avoidance mode.

[0107] It should be understood that when the target driving lane is the current lane where the target vehicle is located, the target vehicle needs to be controlled to decelerate. Therefore, the torque applied to the wheel drive motor at this time is the braking torque. In order to avoid damage to the driver caused by directly controlling the target vehicle to decelerate with the maximum braking torque, the third target torque value of the wheel drive motor can be determined according to the vehicle speed, the speed of the obstacle and the first distance value. The target vehicle is controlled to decelerate according to the third target torque value, so that the target vehicle will not flip over during the deceleration process and will not cause physical injury to the driver.

[0108] In some embodiments, the process of determining the third target torque value based on the vehicle speed, the speed of the obstacle and the first distance value can be: calculating the target deceleration of the target vehicle based on the first difference between the vehicle speed and the speed of the obstacle and the first distance; if the target deceleration is less than or equal to the preset deceleration, determining the third target torque value based on the weight of the target vehicle, the wheel radius of the target vehicle and the target deceleration; if the target deceleration is greater than the preset deceleration, determining the third target torque value based on the weight of the target vehicle, the wheel radius of the target vehicle and the preset deceleration.

[0109] Among them, the preset deceleration can be the maximum deceleration that the human body can bear, and the specific value can be set according to the actual situation. The embodiments of the present application do not make specific limitations on this.

[0110] Exemplarily, the vehicle speed is: V1; the speed of the obstacle is: V2, (V2 < V1); the first distance value is: S.

[0111] The first difference: ΔV = V1 - V2;

[0112] The target deceleration:

[0113] Further, compare the target deceleration with the preset deceleration α1. If the target deceleration is less than or equal to the preset deceleration, the third target torque value is:

[0114] [[ID=第十九]]Among them, m is the weight of the vehicle, R is the radius of the wheel, and the preset deceleration is the deceleration determined according to the driver's driving experience. It can be understood that when the vehicle deceleration is the preset deceleration, it will not cause harm to the driver. <000,0248>

[0115] If the target deceleration is greater than the preset deceleration, the third target torque value is:

[0116] Further, after obtaining the third target torque value, control the torque value of the wheel drive motor of the target vehicle to decrease to the third target torque value, thereby controlling the target vehicle to decelerate in the current lane.

[0117] In the above technical solution, if the target driving lane is the current lane of the target vehicle, the third target torque value is determined according to the vehicle speed, the speed of the obstacle, and the first distance value; since the target torque value determined by combining the vehicle speed, the speed of the obstacle, and the distance value between the target vehicle and the obstacle in the actual obstacle avoidance scenario is more accurate; in addition, the preset deceleration can be the deceleration that the human body can bear preset. When the target acceleration determined according to the speed difference between the vehicle speed and the speed of the obstacle is greater than the preset deceleration, determining the target torque value according to the preset deceleration can ensure that the deceleration generated by the target torque does not exceed the range that the human body can bear during the obstacle avoidance process, improving the safety during obstacle avoidance.

[0118] Figure 4 is a schematic flowchart of another vehicle control method provided by an embodiment of the present application.

[0119] Exemplarily, as shown in Figure 4, the method 400 for controlling a vehicle includes S410 to S490, which will be described in detail below.

[0120] S410: When it is detected that the target vehicle enters the obstacle avoidance mode, the target driving lane is determined according to the vehicle information in the adjacent lanes of the current lane of the target vehicle.

[0121] For example, the implementation of S410 may refer to the relevant description of the S210 process in the above exemplary embodiment, which will not be repeated here.

[0122] S420, determine whether the target driving lane is the current lane, if not, execute S430; if so, execute S440.

[0123] Exemplarily, after determining the target driving lane, it is determined whether the target driving lane is the current lane; if the target lane is not the current lane, a first target torque value of the left wheel drive motor in the target vehicle and a second target torque value of the right wheel drive motor in the target vehicle are determined; based on the first target torque value and the second target torque value, the target vehicle is controlled to steer to the target driving lane; if the target driving lane is the current lane, a third target torque value of the wheel drive motor in the target vehicle is determined, and based on the third target torque value, the target vehicle is controlled to decelerate in the current lane.

[0124] S430, determining a first target torque value of a left wheel drive motor in the target vehicle and a second target torque value of a right wheel drive motor in the target vehicle; and controlling the target vehicle to steer to a target driving lane based on the first target torque value and the second target torque value.

[0125] For example, the implementation of S430 may refer to the relevant description of the S220 process in the above exemplary embodiment, which will not be repeated here.

[0126] S440: Determine a third target torque value of a wheel drive motor in the target vehicle, and control the target vehicle to decelerate in the current lane based on the third target torque value.

[0127] For example, the implementation of S440 can refer to the relevant description of the S230 process in the above example embodiment, which will not be repeated here.

[0128] S450: When the current yaw angle is equal to the target yaw angle, a third torque value of the left wheel drive motor and a fourth torque value of the right wheel drive motor are obtained.

[0129] Exemplarily, the current yaw angle = ∫(current yaw angular velocity) dt, that is, when ∫(current yaw angular velocity) dt = arctan((W1+L3+W2) / (L1+L2)), the third torque value of the left wheel drive motor and the fourth torque value of the right wheel drive motor are obtained, that is, the current torque values ​​of the left wheel drive motor and the right wheel drive motor.

[0130] S460, determine whether a throttle signal is detected, if so, execute S470; if not, execute S480.

[0131] S470: Determine a fourth target torque value according to the throttle signal.

[0132] The fourth target torque value is the torque value that needs to be restored after the target vehicle reaches the target yaw angle, that is, successfully avoids the obstacle.

[0133] S480: Obtain a preset torque value, and determine the preset torque value as a fourth target torque value.

[0134] The preset torque value may be a torque value corresponding to a preset depth of the accelerator pedal (eg, 15%).

[0135] It should be understood that after the target vehicle successfully avoids the obstacle, if the driver wants to adjust the vehicle speed, the fourth target torque value is determined according to the depth of the driver's actual accelerator pedal depression.

[0136] S490: Control the target vehicle to straighten its body in the target driving lane according to the fourth target torque value.

[0137] For example, taking the target driving lane as the left lane of the current lane, during the obstacle avoidance process, the torque value of the left wheel drive motor is smaller than the torque value of the right wheel drive motor, that is, the third torque value is smaller than the fourth torque value.

[0138] After the fourth target torque value is determined, the torque value of the left wheel drive motor is controlled to be adjusted from the third torque value to the fourth target torque value, and the torque value of the right wheel drive motor is controlled to be adjusted from the fourth torque value to the fourth target torque value. When the output torques of the left wheel drive motor and the right wheel drive motor both reach the fourth target torque value, the body of the target vehicle is straightened, and the target vehicle travels vertically in the target driving lane.

[0139] In the above technical solution, four target torque values ​​are determined based on the throttle signal, and the target vehicle is controlled to straighten its body in the target driving lane based on the fourth target torque value. Since the target driving lane is not the current lane, the body of the target vehicle has a certain swing angle after successfully avoiding the obstacle. If the target vehicle continues to drive at this angle, a collision accident may occur. Therefore, according to the fourth target torque value, controlling the target vehicle to straighten its body in the target driving lane can improve driving safety.

[0140] FIG5 is a schematic diagram of a torque control scenario provided in an embodiment of the present application.

[0141] Exemplarily, as shown in FIG5 , the target vehicle has four wheel drive motors, including two left wheel drive motors and two right wheel drive motors. FIG5 (a) shows that the target driving lane is the current lane. At this time, the target vehicle is decelerated in the current lane by applying braking torque to the four wheel drive motors; FIG5 (b) shows that the target driving lane is the left lane of the current lane. At this time, the target vehicle is driven from the current lane to the left lane by applying braking torque to the two left wheel drive motors and driving torque to the two right wheel drive motors; FIG5 (c) shows that the target driving lane is the right lane of the current lane. At this time, the target vehicle is driven from the current lane to the right lane by applying braking torque to the two right wheel drive motors and driving torque to the two left wheel drive motors.

[0142] FIG6 is a schematic structural diagram of a device for controlling a vehicle provided in an embodiment of the present application.

[0143] Exemplarily, as shown in FIG6 , the device 600 for controlling a vehicle includes:

[0144] A first determination module 610 is configured to determine a target driving lane based on information about vehicles in lanes adjacent to the target vehicle's current lane when the target vehicle is detected to have entered the obstacle avoidance mode, where the target driving lane indicates the lane in which the target vehicle is traveling to avoid obstacles.

[0145] a second determination module 620 for determining a first target torque value for a left wheel drive motor of the target vehicle and a second target torque value for a right wheel drive motor of the target vehicle if the target driving lane is not the current lane; and a first control module 630 for controlling the target vehicle to steer to the target driving lane based on the first target torque value and the second target torque value;

[0146] The third determination module 640 is used to determine a third target torque value of the wheel drive motor in the target vehicle if the target driving lane is the current lane; the second control module 650 controls the target vehicle to decelerate in the current lane based on the third target torque value.

[0147] In some embodiments, the third determination module includes a first acquisition unit, which is used to obtain the vehicle speed, the speed of the obstacle, and the first distance value between the target vehicle and the obstacle when the target vehicle enters the obstacle avoidance mode if the target driving lane is the current lane; the first determination unit is used to determine the third target torque value based on the vehicle speed, the speed of the obstacle and the first distance value.

[0148] In some embodiments, the first determination unit is specifically used to calculate the target deceleration of the target vehicle based on the first difference between the vehicle speed and the speed of the obstacle and the first distance; if the target deceleration is less than or equal to the preset deceleration, the third target torque value is determined based on the weight of the target vehicle, the wheel radius of the target vehicle and the target deceleration; if the target deceleration is greater than the preset deceleration, the third target torque value is determined based on the weight of the target vehicle, the wheel radius of the target vehicle and the preset deceleration.

[0149] In some embodiments, the second determination module includes a second acquisition unit, which is used to obtain the width information of the obstacle, the size information of the target vehicle, the preset lateral distance value, and the first distance value between the target vehicle and the obstacle when the target vehicle enters the obstacle avoidance mode if the target driving lane is not the current lane, wherein the preset lateral distance is the lateral safety distance between the target vehicle and the obstacle; a second determination unit, which is used to determine the target yaw angle based on the width information of the obstacle, the size information of the target vehicle, the first distance value, and the preset lateral distance value, wherein the target yaw angle is the yaw angle of the target vehicle to avoid the obstacle; a third acquisition unit, which is used to obtain the current yaw angle of the target vehicle, the first torque value of the left wheel drive motor, and the second torque value of the right wheel drive motor when the target vehicle enters the obstacle avoidance mode; the third determination unit, which is used to determine the first target torque value and the second target torque value based on the first torque value, the second torque value, the current yaw angle, and the target yaw angle.

[0150] In some embodiments, the third determination unit is specifically used to determine a second difference between the target yaw angle and the current yaw angle; multiply the second difference by a preset proportional coefficient to obtain a first result, and multiply the second difference by a preset integral coefficient and perform an integral calculation to obtain a second result; and perform addition and subtraction operations on the first current torque value, the second current torque value, the first result, and the second result to obtain the first target torque value and the second target torque value.

[0151] In some embodiments, the device for controlling the vehicle also includes a first acquisition module for acquiring a first current torque value of the left wheel drive motor and a second current torque value of the right wheel drive motor; a fourth determination module for determining a first torque change rate of the left wheel drive motor based on a difference between the first current torque value and the first target torque value; a fifth determination module for determining a second torque change rate of the right wheel drive motor based on a difference between the second current torque value and the second target torque value; a first control module specifically for controlling the output torque of the left wheel drive motor to be adjusted to the first target torque value according to the first torque change rate, and controlling the output torque of the right drive motor to be adjusted to the second target torque value according to the second torque change rate, so that the target vehicle turns to the target driving lane.

[0152] In some embodiments, the device for controlling the vehicle also includes a sixth determination module, which is used to determine a fourth target torque value based on a throttle signal if a throttle signal is detected when the current yaw angle is equal to the target yaw angle; and a seventh control module, which is used to control the target vehicle to straighten its body in the target driving lane based on the fourth target torque value.

[0153] In some embodiments, the device for controlling a vehicle further includes an eighth determination module configured to obtain a preset torque value if no throttle signal is detected; and determine the preset torque value as the fourth target torque value.

[0154] FIG7 is a schematic structural diagram of a vehicle provided in an embodiment of the present application.

[0155] Exemplarily, as shown in FIG7 , the vehicle 700 includes: a memory 710 and a processor 720 , wherein the memory 710 stores an executable program code 711 , and the processor 720 is configured to call and execute the executable program code 711 to perform a method for controlling a vehicle.

[0156] In addition, an embodiment of the present application also protects a device, and the device for controlling a vehicle 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 execute a method for controlling a vehicle provided in an embodiment of the present application.

[0157] In this embodiment, the vehicle control device can be divided into functional modules based on the above-described method example. For example, each functional module can be mapped to a specific functional module, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[0158] In the case of dividing the functional modules into modules corresponding to the respective functions, the vehicle control device may further include a first determination module, a second determination module, a first control module, a third determination module, a second control module, etc. It should be noted that all relevant contents of the various steps involved in the above method embodiment can be referred to the functional description of the corresponding functional modules and will not be repeated here.

[0159] It should be understood that the device provided in this embodiment is used to execute the above-mentioned method of controlling a vehicle, and thus can achieve the same effect as the above-mentioned implementation method.

[0160] In the case of an integrated unit, the vehicle control device may include a processing module and a storage module. When the vehicle control device is used in 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's execution of program code, etc.

[0161] The processing module may be a processor or controller that implements or executes various exemplary logic blocks, modules, and circuits disclosed herein. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0162] In addition, the device provided in the embodiments of the present application can specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method of controlling a vehicle provided in the above embodiment.

[0163] This embodiment also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement a method for controlling a vehicle provided in the above embodiment.

[0164] This embodiment also provides a computer program product. When the computer program product is run on a computer, it enables the computer to execute the above-mentioned related steps to implement a method for controlling a vehicle provided in the above embodiment.

[0165] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0166] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by 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.

[0167] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0168] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for controlling a vehicle, wherein: include: When it is detected that the target vehicle enters the obstacle avoidance mode, a target driving lane is determined according to vehicle information on a lane adjacent to the current lane of the target vehicle, wherein the target driving lane is used to indicate a driving lane for the target vehicle to avoid obstacles; If the target driving lane is not the current lane, determining a first target torque value of a left wheel drive motor in the target vehicle and a second target torque value of a right wheel drive motor in the target vehicle; Based on the first target torque value and the second target torque value, controlling the target vehicle to turn to the target driving lane; If the target driving lane is the current lane, determining a third target torque value of a wheel drive motor in the target vehicle; The target vehicle is controlled to decelerate in the current lane based on the third target torque value.

2. The method for controlling a vehicle according to claim 1, wherein: If the target driving lane is the current lane, determining a third target torque value of a wheel drive motor in the target vehicle includes: If the target driving lane is the current lane, obtaining the speed of the target vehicle when entering the obstacle avoidance mode, the speed of the obstacle, and a first distance value between the target vehicle and the obstacle; The third target torque value is determined according to the vehicle speed, the speed of the obstacle and the first distance value.

3. The method for controlling a vehicle according to claim 2, wherein: The determining the third target torque value according to the vehicle speed, the speed of the obstacle and the first distance value comprises: Calculating a target deceleration of the target vehicle according to a first difference between the vehicle speed and the speed of the obstacle and the first distance value; If the target deceleration is less than or equal to the preset deceleration, determining the third target torque value according to the weight of the target vehicle, the wheel radius of the target vehicle and the target deceleration; If the target deceleration is greater than the preset deceleration, the third target torque value is determined according to the weight of the target vehicle, the wheel radius of the target vehicle and the preset deceleration.

4. The method for controlling a vehicle according to claim 1, wherein: If the target driving lane is not the current lane, determining a first target torque value of a left wheel driving motor in the target vehicle and a second target torque value of a right wheel driving motor in the target vehicle comprises: If the target driving lane is not the current lane, obtaining width information of the obstacle, size information of the target vehicle, a preset lateral distance value, and a first distance value between the target vehicle and the obstacle when the target vehicle enters the obstacle avoidance mode, wherein the preset lateral distance value is a lateral safety distance between the target vehicle and the obstacle; Determine a target yaw angle according to the width information of the obstacle, the size information of the target vehicle, the first distance value and the preset lateral distance value, wherein the target yaw angle is the yaw angle of the target vehicle to avoid the obstacle; Acquire a current yaw angle of the target vehicle, a first torque value of the left wheel drive motor, and a second torque value of the right wheel drive motor when the target vehicle enters an obstacle avoidance mode; The first target torque value and the second target torque value are determined according to the first torque value, the second torque value, the current yaw angle, and the target yaw angle.

5. The method for controlling a vehicle according to claim 4, wherein: The determining the first target torque value and the second target torque value according to the first torque value, the second torque value, the current yaw angle and the target yaw angle includes: determining a second difference between the target yaw angle and the current yaw angle; Multiplying the second difference by a preset proportional coefficient to obtain a first result, and multiplying the second difference by a preset integral coefficient and performing an integral calculation to obtain a second result; The first torque value, the second torque value, the first result, and the second result are added and subtracted to obtain the first target torque value and the second target torque value.

6. The method for controlling a vehicle according to claim 5, wherein: The method of controlling the vehicle also includes: Acquire a first current torque value of the left wheel drive motor and a second current torque value of the right wheel drive motor; determining a first torque change rate of the left wheel drive motor according to a difference between the first current torque value and the first target torque value; determining a second torque change rate of the right wheel drive motor according to a difference between the second current torque value and the second target torque value; The controlling the target vehicle to turn to the target driving lane based on the first target torque value and the second target torque value includes: The output torque of the left wheel drive motor is controlled to be adjusted to the first target torque value according to the first torque change rate, and the output torque of the right drive motor is controlled to be adjusted to the second target torque value according to the second torque change rate, so that the target vehicle turns to the target driving lane.

7. The method for controlling a vehicle according to any one of claims 4 to 6, wherein: The method of controlling the vehicle also includes: When the current yaw angle is equal to the target yaw angle, if a throttle signal is detected, determining a fourth target torque value of the wheel drive motor according to the throttle signal; The target vehicle is controlled to straighten its vehicle body on the target driving lane according to the fourth target torque value.

8. The method for controlling a vehicle according to claim 7, wherein: The method of controlling the vehicle also includes: If the throttle signal is not detected, obtaining a preset torque value; The preset torque value is determined as the fourth target torque value.

9. A device for controlling a vehicle, wherein: include: A first determination module is used to determine a target driving lane according to vehicle information on a lane adjacent to a current lane of the target vehicle when it is detected that the target vehicle enters an obstacle avoidance mode, wherein the target driving lane is used to indicate a driving lane for the target vehicle to avoid obstacles; A second determination module is used to determine a first target torque value of a left wheel drive motor in the target vehicle and a second target torque value of a right wheel drive motor in the target vehicle if the target driving lane is not the current lane; A first control module, configured to control the target vehicle to turn to the target driving lane based on the first target torque value and the second target torque value; a third determination module, configured to determine a third target torque value of a wheel drive motor in the target vehicle if the target driving lane is the current lane; The second control module is configured to control the target vehicle to decelerate in the current lane based on the third target torque value.

10. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor is used to call and run the executable program code from the memory so that the vehicle executes the method for controlling a vehicle as described in any one of claims 1 to 8.

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