CN117382438A - Method and device for controlling vehicle and vehicle - Google Patents

Abstract

The application provides a method and a device for controlling a vehicle and the vehicle, wherein the method comprises the following steps: when the target vehicle is detected to enter the obstacle avoidance mode, determining a target driving lane according to vehicle information on a lane adjacent to the current lane of the target vehicle, wherein the target driving lane is used for representing a driving lane of the target vehicle avoiding an obstacle; 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; controlling the target vehicle to turn to the target driving lane based on the first target torque value and the second target torque value; if the target driving lane is the current lane, determining a third target torque value of a wheel driving motor in the target vehicle; and controlling the target vehicle to decelerate in the current lane based on the third target torque value. Based on the scheme of this application, can make to confirm target torque more timely to make the automation keep away the barrier more timely, improved the security of traveling.

Description

Method and device for controlling vehicle and vehicle

Technical Field

The present disclosure relates to the field of vehicle control technology, and more particularly, to a method and apparatus for controlling a vehicle, and a vehicle.

Background

In the running process of the vehicle, the situation that an obstacle exists in front of the vehicle and the vehicle owner does not perceive or does not arrive at the position of recognition can be met, and in the situation, if the vehicle does not avoid the obstacle in time, collision accidents can be caused, and safety of a driver is threatened. Therefore, when an obstacle is encountered during the running process of the vehicle, how to control the vehicle to automatically avoid the obstacle in time and improve the driving safety is a problem to be solved currently.

Disclosure of Invention

The application provides a method and a device for controlling a vehicle and the vehicle, wherein the method determines a target torque value of a wheel driving motor through a target driving lane avoiding an obstacle, so that the vehicle is controlled to steer or decelerate according to the target torque value to avoid the obstacle; the transmission links of control signals of components such as a steering wheel or a brake pedal are reduced, so that the target torque is determined more timely, the automatic obstacle avoidance is more timely, and the driving safety is improved.

In a first aspect, a method of controlling a vehicle is provided, the method comprising:

when the target vehicle is detected to enter the obstacle avoidance mode, determining a target driving lane according to the vehicle information on the adjacent lanes of the current lane of the target vehicle, wherein the target driving lane is used for representing the driving lane of the target vehicle avoiding the obstacle;

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; controlling the target vehicle to turn to the target driving lane based on the first target torque value and the second target torque value;

if the target driving lane is the current lane, determining a third target torque value of a wheel driving motor in the target vehicle; and controlling the target vehicle to decelerate in the current lane based on the third target torque value.

In the technical scheme, firstly, a target driving lane is determined according to the vehicle information of the adjacent lanes of the current lane of the target vehicle, and the optimal driving lane for obstacle avoidance can be determined; secondly, confirm the target torque value through the lane of best obstacle avoidance, control vehicle turns to or slows down through the target torque value, and compare with keeping away the obstacle through steering wheel or brake pedal, this scheme can reduce the transmission link of the control signal of parts such as steering wheel or brake pedal for confirm the target torque more timely, thereby make automatic obstacle avoidance more timely, improved the security of traveling.

With reference to the first aspect, in some possible implementations, if the target driving lane is the current lane, determining a third target torque value of the wheel driving motor in the target vehicle includes:

If the target driving lane is the current lane, acquiring 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; a third target torque value is determined based on the vehicle speed, the speed of the obstacle, and the first distance value.

In the above technical solution, if the target driving lane is the current lane, determining a third target torque value according to 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 speed of the vehicle, the speed of the obstacle and the distance value between the target vehicle and the obstacle in the actual obstacle avoidance scene.

With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, determining the third target torque value according to the vehicle speed, the speed of the obstacle, and the first distance value includes:

calculating a 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 a 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, a 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.

According to the technical scheme, the deceleration is determined according to the speed difference between the vehicle speed and the obstacle speed, so that the determined target deceleration is more accurate, and secondly, 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 because the same torque has different effects on different vehicle weights and different wheel radiuses.

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

According to the technical scheme, the preset deceleration can be the preset deceleration which can be borne by a human body, when the target acceleration determined according to the speed difference between the vehicle speed and the obstacle is larger than the preset deceleration, the target torque value is determined according to the preset deceleration, so that the deceleration generated by the target torque in the obstacle avoidance process can not exceed the human body bearing range, and the safety in obstacle avoidance is improved.

With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, 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 if the target driving lane is not the current lane includes:

If the target driving lane is not the current lane, acquiring width information of an obstacle, size information of a target vehicle, a preset transverse 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 transverse distance value is a transverse safety distance between the target vehicle and the obstacle; 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 transverse distance value, wherein the target yaw angle is the yaw angle of the target vehicle for avoiding the obstacle; acquiring a current yaw angle of a target vehicle, a first torque value of a left wheel driving motor and a second torque value of a right wheel driving motor when the target vehicle enters an obstacle avoidance mode; and determining a first target torque value and a second target torque value according to the first torque value, the second torque value, the current yaw angle and the target yaw angle.

In the technical scheme, 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; since the target yaw angle is the yaw angle of the target vehicle for avoiding the obstacle, the target torque value is determined by the target yaw angle, so that the target vehicle can successfully avoid the obstacle, and the driving safety is improved.

With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, 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 value by a preset proportional coefficient to obtain a first result, multiplying the second difference value by a preset integral coefficient, and performing integral calculation to obtain a second result; and adding and subtracting the first torque value, the second torque value, the first result and the second result to obtain a first target torque value and a second target torque value.

In the technical scheme, the first result is obtained by multiplying the second difference value by a preset proportional coefficient, and the second result is obtained by multiplying the second difference value by a preset integral coefficient and carrying out integral calculation; the second difference value is multiplied by a preset proportional coefficient, and the second difference value is multiplied by a preset integral coefficient, so that errors and accumulated errors of the controller can be reduced, and more accurate torque control can be realized.

With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, the method further includes:

acquiring a first current torque value of a left wheel driving motor and a second current torque value of a right wheel driving motor; determining a first torque change rate of the left wheel driving motor according to a difference value 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 the 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-side wheel drive motor is controlled to be adjusted to a first target torque value according to a first torque change rate, and the output torque of the right-side drive motor is controlled to be adjusted to a second target torque value according to a second torque change rate, so that the target vehicle is steered to a target driving lane.

According to the technical scheme, the torque change rate is determined according to the difference value between the current torque value of the wheel driving motor and the target torque value, the torque output is controlled according to the torque change rate, the target vehicle can be prevented from jolting greatly in the obstacle avoidance process, and the safety of personnel in the vehicle in the obstacle avoidance process is ensured.

With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, the method further includes:

when the current yaw angle is equal to the target yaw angle, if an accelerator signal is detected, determining a fourth target torque value according to the accelerator signal; and controlling the target vehicle to align the vehicle body on the target driving lane according to the fourth target torque value.

With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, the method further includes:

if the throttle signal is not detected, acquiring a preset torque value; and determining the preset torque value as a fourth target torque value.

In the technical scheme, four target torque values are determined according to the accelerator signal or the preset torque value, and the target vehicle is controlled to align the vehicle body on the target driving lane according to the fourth target torque value; because the target driving lane is not the current lane, the vehicle body has a certain swing angle after the obstacle avoidance of the target vehicle is successful, and if the vehicle continues to drive according to the angle, collision accidents can possibly happen, so that according to a fourth target torque value, the vehicle body is controlled to be aligned on the target driving lane, and the driving safety can be improved.

In a second aspect, there is provided an apparatus for controlling a vehicle, the apparatus comprising:

a first determining module, configured to determine, when it is detected that the target vehicle enters the obstacle avoidance mode, a target driving lane according to vehicle information on a lane adjacent to a current lane of the target vehicle, where the target driving lane is used to represent a driving lane in which the target vehicle avoids an obstacle;

the second determining module is used for determining a first target torque value of the left wheel driving motor in the target vehicle and a second target torque value of the right wheel driving motor in the target vehicle if the target driving lane is not the current lane; the first control module is used 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;

the third determining module is used for determining a third target torque value of the wheel driving motor in the target vehicle if the target driving lane is the current lane; the second control module controls the target vehicle to decelerate in the current lane based on the third target torque value.

With reference to the second aspect, in some possible implementations, the third determining module includes a first obtaining unit, configured to obtain, if the target driving lane is a current lane, a vehicle speed when the target vehicle enters the obstacle avoidance mode, a speed of the obstacle, and a first distance value between the target vehicle and the obstacle; and the first determining unit is used for determining a third target torque value according to the vehicle speed, the speed of the obstacle and the first distance value.

With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, the first determining unit is specifically configured to calculate 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; if the target deceleration is less than or equal to the preset deceleration, determining a 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, a 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.

With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, the second determining module further includes a second obtaining unit, configured to obtain, if the target driving lane is not the current lane, 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, where the preset lateral distance is a lateral safety distance between the target vehicle and the obstacle; a second determining unit configured to 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, the target yaw angle being a yaw angle of the target vehicle to avoid the obstacle; a third acquisition unit configured to 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 the obstacle avoidance mode; and a third determining unit for determining a first target torque value and a second target torque value according to the first torque value, the second torque value, the current yaw angle and the target yaw angle.

With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, a third determining unit is specifically configured to determine a second difference value between the target yaw angle and the current yaw angle; multiplying the second difference value by a preset proportional coefficient to obtain a first result, multiplying the second difference value by a preset integral coefficient, and performing integral calculation to obtain a second result; and performing addition and subtraction operation on the first current torque value, the second current torque value, the first result and the second result to obtain a first target torque value and a second target torque value.

With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, the apparatus further includes a first obtaining module, configured to obtain a first current torque value of the left wheel driving motor and a second current torque value of the right wheel driving motor; a fourth determining module, configured to determine a first torque change rate of the left wheel driving motor according to a difference between the first current torque value and the first target torque value; a fifth determining module, configured to determine a second torque change rate of the right wheel driving motor according to a difference between the second current torque value and the second target torque value; the first control module is specifically configured to control the output torque of the left wheel driving motor to be adjusted to a first target torque value according to a first torque change rate, and control the output torque of the right wheel driving motor to be adjusted to a second target torque value according to a second torque change rate, so that the target vehicle is steered to the target driving lane.

With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, the apparatus further includes a sixth determining module, configured to determine, when the current yaw angle is equal to the target yaw angle, a fourth target torque value according to the throttle signal if the throttle signal is detected; and the seventh control module is used for controlling the target vehicle to align the vehicle body on the target driving lane according to the fourth target torque value.

With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, the apparatus further includes: the eighth determining module is used for acquiring a preset torque value if the accelerator signal is not detected; and determining the preset torque value as a fourth target torque value.

In a third aspect, a vehicle is provided that includes a memory and a processor. The memory is for storing executable program code and the processor is for calling and running the executable program code from the memory such that the vehicle performs the method of the first aspect or any of the possible implementations of the first aspect.

In a fourth aspect, there is provided a computer program product comprising: computer program code which, when run on a computer, causes the computer to perform the method of the first aspect or any one of the possible implementations of the first aspect.

In a fifth aspect, a computer readable storage medium is provided, the computer readable storage medium storing computer program code which, when run on a computer, causes the computer to perform the method of the first aspect or any one of the possible implementations of the first aspect.

Drawings

Fig. 1 is a schematic view of an obstacle avoidance scene provided in an embodiment of the present application;

FIG. 2 is a schematic flow chart of a method of controlling a vehicle provided in an embodiment of the present application;

fig. 3 is a schematic view of another obstacle avoidance scenario provided in an embodiment of the present application;

FIG. 4 is a schematic flow chart of another method of controlling a vehicle provided in an embodiment of the present application;

fig. 5 is a schematic diagram of a torque control scenario provided in an embodiment of the present application;

fig. 6 is a schematic structural view of an apparatus for controlling a vehicle according to an embodiment of the present application;

fig. 7 is a schematic structural diagram of a vehicle according to an embodiment of the present application.

Detailed Description

The technical solutions in the present application will be clearly and thoroughly described below with reference to the accompanying drawings. Wherein, in the description of the embodiments of the present application, "/" means or is meant unless otherwise indicated, for example, a/B may represent a or B: the text "and/or" is merely an association relation describing the associated object, and indicates that three relations may exist, for example, a and/or B may indicate: the three cases where a exists alone, a and B exist together, and B exists alone, and in addition, in the description of the embodiments of the present application, "plural" means two or more than two.

The terms "first," "second," and the like, are used below for descriptive purposes only and are not to be construed as implying or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature.

Fig. 1 is a schematic view of an obstacle avoidance scene provided in an embodiment of the present application.

For example, as shown in fig. 1, during traveling, the vehicle 100 may encounter an obstacle (e.g., a small animal), the driver may not find in time due to distraction, or fatigue, and the like, may not turn the steering wheel or slow down, may cause a collision accident, and may pose a safety threat to the driver or other vehicles.

In view of the above problems, embodiments of the present application provide a method and apparatus for controlling a vehicle, and a vehicle, where the method determines a target torque value of a wheel driving motor through a target driving lane for obstacle avoidance, so as to control steering or deceleration of the vehicle to avoid an obstacle according to the target torque value; the transmission links of control signals of components such as a steering wheel or a brake pedal are reduced, so that the target torque is determined more timely, the automatic obstacle avoidance is more timely, and the driving safety is improved.

Fig. 2 is a schematic flow chart of a method of controlling a vehicle provided in an embodiment of the present application. The method may be performed by a computing device having a computing function in the vehicle 100 of fig. 1, such as a vehicle control unit (Vehicle Control Unit, VCU).

Illustratively, as shown in FIG. 2, the method 200 includes S210 through S230, and S210 through S230 are described in detail below.

S210, when the target vehicle is detected to enter the obstacle avoidance mode, determining a target driving lane according to the vehicle information on the adjacent lanes of the current lane of the target vehicle.

Wherein the target travel lane is used to represent a travel lane in which the target vehicle avoids an obstacle.

It should be understood that during the driving of the target vehicle, the front view module, the forward radar, the lateral radar and other sensors in the target vehicle detect the front object information of the target vehicle and the lateral lane object information in real time, and when the obstacle avoidance condition is satisfied, for example, an obstacle is detected, and the driving operation of the driver is not detected (for example, the driver steps on a brake), the obstacle avoidance function is activated, and the obstacle avoidance mode is entered.

Optionally, the method can judge whether the obstacle avoidance condition is met or not according to the speed difference value between the speed of the vehicle and the object in front (including the running vehicle and the fixed obstacle), the distance between the vehicle and the object in front, the steering wheel angle, the depth of a brake pedal, the depth of an accelerator pedal, the gear of the whole vehicle and the like, and enter the obstacle avoidance mode.

For example, the target vehicle is determined to satisfy the obstacle avoidance condition when the following condition is satisfied, and the obstacle avoidance mode is entered:

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

2. the longitudinal distance between the target vehicle and the obstacle is less than or equal to a second preset threshold (for example, 50 m);

3. detecting that a brake pedal is not depressed;

4. the depth of the accelerator pedal is detected to be greater than a third threshold (e.g., 20%);

5. the rate of change of the steering wheel angle is detected to be less than a fourth threshold (e.g., 1%).

Further, after the target vehicle enters the obstacle avoidance mode, detecting whether an obstacle (for example, other vehicles) exists in a preset range of a neighboring lane of the current lane where the target vehicle is located according to sensors such as a radar, a camera and the like, if so, determining that the obstacle exists; determining a current lane in which the target vehicle is positioned as a target driving lane, and determining an adjacent lane as the target driving lane if the adjacent lane does not exist; 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 no obstacle is present, the right lane of the current lane is preferentially determined as the target traveling lane for safety reasons because the speed limit value of the right lane of the current lane is lower than the speed limit value of the left lane.

For example, the target vehicle runs in the middle lane of the three lanes, an obstacle exists right in front of the target vehicle, the target vehicle enters the obstacle avoidance mode, whether other vehicles exist in a preset range (for example, 20 m in front and behind) of the lanes on the left side and the right side is determined according to the vehicle information of the adjacent lanes acquired by the sensor, if so, the current lane (middle lane) is determined as the target running lane, and if the left lane exists, the right lane does not exist, the right lane is determined as the target running lane; if neither the left lane nor the right lane is present, the right lane is determined as the target travel lane.

S220, 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; and controlling the target vehicle to turn to the target driving lane based on the first target torque value and the second target torque value.

It should be understood that the target vehicle includes a left wheel drive motor for driving the left wheel to rotate and a right wheel drive motor for driving the right wheel to rotate. Alternatively, the number of the wheel driving motors may be four, that is, two left side wheel driving motors and two right side wheel driving motors, and the number of the wheel driving motors is not particularly limited in the embodiment of the present application.

It should be appreciated that if the target travel lane is not the current lane, there are two possibilities, one that may be the left hand lane of the current lane and the other that may be the right hand lane of the current lane; for example, when the target driving lane is the left lane of the current lane, the target vehicle needs to be controlled to drive to the left lane in a lane changing direction, and under the condition that the steering wheel is not involved, the torque value of the left wheel driving motor needs to be reduced, and the torque value of the right wheel driving motor is increased, so that the body of the target vehicle can swing to the left lane; similarly, when the target driving lane is the right lane of the current lane, the torque value of the right wheel driving motor needs to be controlled to decrease, and the torque value of the left wheel driving motor increases.

Next, a description will be given of how to determine the first target torque and the second target torque in the case where the target travel lane is not the current lane.

In some embodiments, the process of S220 may be:

if the target driving lane is not the current lane, acquiring width information of an obstacle, size information of a target vehicle, a preset transverse distance value and a first distance value between the target vehicle and the obstacle when the target vehicle enters an obstacle avoidance mode; determining a target yaw angle according to the width information of the obstacle, the first distance value of the size information of the target vehicle and a preset transverse distance value; acquiring a current yaw angle of a target vehicle, a first torque value of a left wheel driving motor and a second torque value of a right wheel driving motor when the target vehicle enters an obstacle avoidance mode; and determining a first target torque value and a second target torque value according to the first torque value, the second torque value, the current yaw angle and the target yaw angle.

Wherein 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.

The size information of the target vehicle includes a body length and a body width of the target vehicle.

The preset lateral distance value is a lateral safety distance between the preset target vehicle and the obstacle, for example, 2 meters, and may be set by a person skilled in the art, which is not specifically limited in this embodiment.

The target yaw angle is a yaw angle required for the target vehicle to avoid the obstacle, and it is understood that the target vehicle has successfully avoided the obstacle when the yaw angle of the target vehicle reaches the target yaw angle.

The current yaw angle is the real-time yaw angle of the target vehicle in the obstacle avoidance mode and after the target vehicle enters the obstacle avoidance mode, the yaw rate of the target vehicle can be obtained in real time through a sensor, the current yaw angle is obtained through integral calculation of the yaw rate, and the current yaw angle= [ the current yaw rate ] dt.

It should be appreciated that the first torque value and the second torque value are equal if the body of the target vehicle is in a neutral position when the target vehicle enters the obstacle avoidance mode.

Next, a process of determining 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 will be described with reference to fig. 3.

Fig. 3 is a schematic diagram of another obstacle avoidance scenario provided in an embodiment of the present application.

Exemplary, as shown in fig. 3, an obstacle 200 is present in front of the target vehicle 100, and the body length of the target vehicle 100 is L ₁ Width of vehicle body W ₂ The width of the barrier 200 is W ₁ The first distance value between the obstacle 200 and the target vehicle 100 is L ₂ The preset transverse distance value is L ₃ 。

Based on the above data, the target yaw angle is:

0 _{target object} ＝arc tan((W ₁ +L ₃ +W ₂ )/(L ₁ +L ₂ ))

After the target yaw angle is obtained, 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 as follows:

step 1: determining a second difference between the target yaw angle and the current yaw angle;

step 2: multiplying the second difference value by a preset proportional coefficient to obtain a first result, multiplying the second difference value by a preset integral coefficient, and performing integral calculation to obtain a second result;

step 3: and adding and subtracting the first torque value, the second torque value, the first result and the second result to obtain a first target torque value and a second target torque value.

Specifically, the target driving lane is taken asThe left lane of the current lane has a first torque value T of the left wheel driving motor ₀ The second torque value of the right wheel driving motor is T ₀ For example, the first target torque value is calculated as:

T _{left side} ＝T ₀ -P*(θ _{Target object} -θ _{Currently, the method is that} )-∫I*(θ _{Target object} -θ _{Currently, the method is that} )dt；

The calculation formula of the second target torque value is:

T _{right side} ＝T ₀ +P*(θ _{Target object} -0 _{Currently, the method is that} )+∫I*(0 _{Target object} -0 _{Currently, the method is that} )dt

Wherein P is a proportional coefficient, which is the most basic parameter in a proportional integral (Proportional Integral, PI) controller. The PI controller has the function of generating an output signal according to the magnitude of an error signal, wherein the larger the proportional coefficient of the output signal is in proportion to the error, the more sensitive the PI controller is to the response of the error, but the system oscillation is easy to cause; i is an integral coefficient, which is a parameter used for eliminating steady state error in the PI controller. Its function is to multiply the cumulative amount of the error signal by a constant and add it to the output signal. The larger the integral coefficient, the stronger the response of the controller to the accumulated error, but also tends to cause overshoot and oscillation of the system. Alternatively, the initial values of P and I may be 0.5.

In the technical scheme, 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; since the target yaw angle is the yaw angle of the target vehicle for avoiding the obstacle, the target torque value is determined by the target yaw angle, so that the target vehicle can successfully avoid the obstacle, and the driving safety is improved; in addition, multiplying the second difference value by a preset proportional coefficient to obtain a first result, multiplying the second difference value by a preset integral coefficient, and performing integral calculation to obtain a second result; the second difference value is multiplied by a preset proportional coefficient, and the second difference value is multiplied by a preset integral coefficient, so that errors and accumulated errors of the controller can be reduced, and more accurate torque control can be realized.

Further, after the first target torque value and the second target torque value are obtained, the torque value of the left-side wheel driving motor is controlled to gradually decrease from the first torque value to the first target torque value, and the torque value of the right-side wheel driving motor is controlled to gradually increase from the second torque value to the second target torque value.

It will be appreciated that as the torque values of the left and right wheel drive motors change, the centroid of the target vehicle will generate a yaw moment by which the target vehicle is caused to generate a yaw angle for steering to the target travel lane.

In some embodiments, to avoid that the target vehicle turns over or collides with the person in the vehicle due to the excessive change rate of the torque value of the wheel driving motor, the torque change rate may be further determined according to the current torque value and the target torque value of the wheel driving motor, and the output torque of the wheel driving motor is controlled to be adjusted to the target torque value by the torque change rate, so that the following procedure may be further performed before controlling the steering of the target vehicle based on the first target torque value and the second target torque value: acquiring a first current torque value of a left wheel driving motor and a second current torque value of a right wheel driving motor; determining a first torque change rate of the left wheel driving motor according to a difference value between the first current torque value and the first target torque value; and determining a second torque change rate of the right wheel drive motor according to the difference between the second current torque value and the second target torque value.

The first current torque and the second current torque are real-time torque values in the whole obstacle avoidance process after the target vehicle enters the obstacle avoidance mode.

It should be appreciated that the first and second current torque values change over time after the target vehicle enters the obstacle avoidance mode, as do the first and second target torque values. The first torque change rate and the second torque change rate may also change.

For example, the torque change rate may be determined according to a correspondence relationship between a difference value of the current torque value and the target torque value and the torque change rate.

TABLE 1

Target torque-current torque |n·m	Torque change rate n·m/10ms
		500	30
400	28
		300	28
250	25
		200	24
150	20
		100	15
50	10
		0	0

For example, table 1 shows the correspondence 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 500 N.m, the change rate of the torque is 30 N.m/10 ms; when the difference between the target torque and the current torque is 400 N.m, the change rate of the torque is 28 N.m/10 ms; when the difference between the target torque and the current torque is 300 N.m, the change rate of the torque is 28 N.m/10 ms; when the difference between the target torque and the current torque is 250 N.m, the change rate of the torque is 25 N.m/10 ms; when the difference between the target torque and the current torque is 200 N.m, the change rate of the torque is 24 N.m/10 ms; when the difference between the target torque and the current torque is 150 N.m, the change rate of the torque is 20 N.m/10 ms; when the difference between the target torque and the current torque is 100 N.m, the change rate of the torque is 15 N.m/10 ms; when the difference between the target torque and the current torque is 50 N.m, the change rate of the torque is 10 N.m/10 ms; when the difference between the target torque and the current torque is 0 N.m, the rate of change of torque is 0 N.m/10 ms.

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 may adjust the correspondence according to actual testing situations.

Illustratively, 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, the second target torque is 800 N.m, and according to the table look-up, the first torque change rate and the second torque change rate are 28 N.m/10 ms when the target vehicle enters the obstacle avoidance mode; it will be appreciated that the rate of torque change will vary as the difference between the current torque and the target torque varies during the torque value change.

Further, the process of controlling the target vehicle to turn to the target travel lane based on the first target torque value and the second target torque value may be: the output torque of the left-side wheel drive motor is controlled to be adjusted to a first target torque value according to a first torque change rate, and the output torque of the right-side drive motor is controlled to be adjusted to a second target torque value according to a second torque change rate, so that the target vehicle is steered to a target driving lane.

According to the technical scheme, the torque change rate is determined according to the difference value between the current torque value of the wheel driving motor and the target torque value, the torque output is controlled according to the torque change rate, the target vehicle can be prevented from jolting greatly in the obstacle avoidance process, and the safety of personnel in the vehicle in the obstacle avoidance process is ensured.

S230, if the target driving lane is the current lane, determining a third target torque value of a wheel driving motor in the target vehicle; and controlling the target vehicle to decelerate in the current lane based on the third target torque value.

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, and only needs to decelerate in the current lane, so that the deceleration of the target vehicle can be achieved by controlling the torque value of the wheel driving motor to gradually decrease to a negative torque.

Next, a description will be given of a procedure of how to determine the third target torque in the case where the target travel lane is the current lane.

In some embodiments, the implementation procedure of S230 may be:

if the target driving lane is the current lane, acquiring 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; a third target torque value is determined based on the vehicle speed, the speed of the obstacle, and the first distance value.

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

It should be appreciated 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, so that the torque applied to the wheel driving motor is the braking torque at this time, in order to avoid the injury to the driver caused by directly controlling the target vehicle to decelerate with the maximum braking torque, a third target torque value of the wheel driving motor may be determined according to the vehicle speed, the speed of the obstacle and the first distance value, and the target vehicle is controlled to decelerate according to the third target torque value, so that the target vehicle will not overturn during deceleration and will not cause limb injury to the driver.

In some embodiments, determining the third target torque value from the vehicle speed, the speed of the obstacle, and the first distance value may be: calculating a 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 a 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, a 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.

The preset deceleration may be a maximum deceleration that the human body can bear, and the specific value may be set according to actual situations, which is not specifically limited in the embodiment of the present application.

Exemplary, vehicle speeds are: v (V) ₁ The method comprises the steps of carrying out a first treatment on the surface of the The speed of the obstacle is: v (V) ₂ ，(V ₂ <V ₁ ) The method comprises the steps of carrying out a first treatment on the surface of the The first distance value is: s, S.

First difference: Δv=v ₁ -V ₂ ；

Target deceleration:

further, the target deceleration is compared with the preset deceleration alpha ₁ Comparing, if the target deceleration is less than or equal to the preset deceleration, the third target torque value is:

wherein m is the weight of the vehicle, R is the radius of the wheels, and the preset deceleration is the deceleration determined according to the driving experience of the driver, and it can be understood that the driver is not hurt when the deceleration of the vehicle is the preset deceleration.

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

further, after the third target torque value is obtained, the torque value of the wheel drive motor of the control target vehicle is reduced to the third target torque value, thereby controlling the target vehicle to decelerate in the current lane.

In the above technical solution, if the target driving lane is the current lane of the target vehicle, determining a third target torque value according to the vehicle speed, the speed of the obstacle and the first distance value; the determined target torque value is more accurate by combining the speed of the vehicle, the speed of the obstacle and the distance value between the target vehicle and the obstacle in the actual obstacle avoidance scene; in addition, the preset deceleration can be the deceleration which can be born by a preset human body, when the target acceleration determined according to the speed difference value of the vehicle speed and the obstacle is larger than the preset deceleration, the target torque value is determined according to the preset deceleration, so that the deceleration generated by the target torque in the obstacle avoidance process can not exceed the range which can be born by the human body, and the safety in obstacle avoidance is improved.

Fig. 4 is a schematic flowchart of another vehicle control method according to an embodiment of the present application.

Illustratively, as shown in FIG. 4, the method 400 includes S410 through S490, and S410 through S490 are described in detail below.

S410, when the target vehicle is detected to enter the obstacle avoidance mode, determining a target driving lane according to the vehicle information on the adjacent lanes of the current lane of the target vehicle.

For example, the implementation of S410 may refer to the related description of the process of S210 in the above-mentioned exemplary embodiment, which is not repeated here.

S420, judging whether the target driving lane is a current lane, if not, executing S430; if yes, execution proceeds to S440.

For example, after determining the target driving lane, determining whether the target driving lane is a current lane, and 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; controlling the target vehicle to turn to the target driving lane based on the first target torque value and the second target torque value; and if the target driving lane is the current lane, determining a third target torque value of the wheel driving motor in the target vehicle, and controlling the target vehicle to decelerate in the current lane based on the third target torque value.

S430, 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; and controlling the target vehicle to turn to the target driving lane based on the first target torque value and the second target torque value.

For example, the implementation of S430 may refer to the related description of the procedure of S220 in the above-mentioned exemplary embodiment, which is not repeated here.

S440, determining a third target torque value of the wheel driving motor in the target vehicle, and controlling the target vehicle to decelerate in the current lane based on the third target torque value.

For example, the implementation of S440 may refer to the related description of the S230 process in the above-mentioned exemplary embodiment, which is not described herein.

And S450, when the current yaw angle is equal to the target yaw angle, acquiring a third torque value of the left wheel driving motor and a fourth torque value of the right wheel driving motor.

Illustratively, the current yaw angle = c (current yaw rate) dt, i.e. when ≡ (current yaw rate) dt=arctan ((W) ₁ +L ₃ +W ₂ )/(L ₁ +L ₂ ) A third torque value of the left wheel drive motor and a fourth torque value of the right wheel drive motor, that is, current torque values of the left wheel drive motor and the right wheel drive motor are obtained.

S460, judging whether an accelerator signal is detected, if so, executing S470; if not, S480 is performed.

S470, determining a fourth target torque value according to the accelerator signal.

The fourth target torque value is a torque value that needs to be recovered after the target vehicle reaches the target yaw angle, i.e., successfully avoids the obstacle.

S480, acquiring a preset torque value, and determining the preset torque value as a fourth target torque value.

The preset torque value may be a torque value corresponding to a preset depth (e.g., 15%) of the accelerator pedal.

It should be appreciated that after the target vehicle is successfully obstacle-avoided, if the driver wants to adjust the vehicle speed, a fourth target torque value is determined according to the actual accelerator stepping depth of the driver.

And S490, controlling the target vehicle to align the vehicle body on the target driving lane according to the fourth target torque value.

For example, taking the left lane with the target driving lane as the current lane as an example, in the obstacle avoidance process, the torque value of the left wheel driving motor is smaller than the torque value of the right wheel driving motor, that is, the third torque value is smaller than the fourth torque value.

And after the fourth target torque value is determined, controlling the torque value of the left wheel driving motor to be adjusted from the third torque value to the fourth target torque value, controlling the torque value of the right wheel driving motor to be adjusted from the fourth torque value to the fourth target torque value, and when the output torques of the left wheel driving motor and the right wheel driving motor reach the fourth target torque value, setting the body of the target vehicle, and vertically driving the target vehicle on a target driving lane.

In the technical scheme, four target torque values are determined according to the accelerator signal, and the target vehicle is controlled to align the vehicle body in the target driving lane according to the fourth target torque value; when the target driving lane is not the current lane, the vehicle body has a certain swing angle after the obstacle avoidance of the target vehicle is successful, and if the vehicle continues to drive according to the angle, collision accidents can possibly happen, so that the vehicle body is controlled to be swung on the target driving lane according to the fourth target torque value, and the driving safety can be improved.

Fig. 5 is a schematic diagram of a torque control scenario provided in an embodiment of the present application.

As shown in fig. 5, the target vehicle has four wheel drive motors, including two left wheel drive motors and two right wheel drive motors, and fig. 5 (a) shows the target driving lane as the current lane, and the target vehicle is decelerated in the current lane by applying braking torque to the four wheel drive motors; in fig. 5 (b), the target driving lane is the left lane of the current lane, and at this time, by applying braking torque to the two left wheel driving motors and applying driving torque to the two right wheel driving motors, the target vehicle is driven from the current lane to the left lane; in fig. 5 (c), the target driving lane is the right lane of the current lane, and at this time, the driving torque is applied to the two right wheel driving motors and the driving torque is applied to the two left wheel driving motors, so that the target vehicle is driven from the current lane to the right lane.

Fig. 6 is a schematic structural view of a device for controlling a vehicle according to an embodiment of the present application.

Illustratively, as shown in FIG. 6, the apparatus 600 includes:

a first determining module 610, configured to determine, when it is detected that the target vehicle enters the obstacle avoidance mode, a target driving lane according to vehicle information on a lane adjacent to a current lane of the target vehicle, where the target driving lane is used to represent a driving lane in which the target vehicle avoids an obstacle;

a second determining module 620, configured to determine a first target torque value of the left wheel driving motor in the target vehicle and a second target torque value of the right wheel driving motor in the target vehicle if the target driving lane is not the current lane; a first control module 630 for controlling the steering of the target vehicle to the target driving lane based on the first target torque value and the second target torque value;

a third determining module 640, configured to determine a third target torque value of the wheel driving 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.

In some embodiments, the third determining module includes a first obtaining unit, configured to obtain, if the target driving lane is a current lane, a vehicle speed when the target vehicle enters the obstacle avoidance mode, a speed of the obstacle, and a first distance value between the target vehicle and the obstacle; and the first determining unit is used for determining a third target torque value according to the vehicle speed, the speed of the obstacle and the first distance value.

In some embodiments, the first determining unit is specifically configured to calculate 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; if the target deceleration is less than or equal to the preset deceleration, determining a 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, a 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.

In some embodiments, the second determining module includes a second obtaining unit, configured to obtain, if the target driving lane is not the current lane, 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, where the preset lateral distance is a lateral safety distance between the target vehicle and the obstacle; a second determining unit configured to 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, the target yaw angle being a yaw angle of the target vehicle to avoid the obstacle; a third acquisition unit configured to 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 the obstacle avoidance mode; and a third determining unit for determining a first target torque value and a second target torque value according to the first torque value, the second torque value, the current yaw angle and the target yaw angle.

In some embodiments, the third determining unit is specifically configured to determine a second difference between the target yaw angle and the current yaw angle; multiplying the second difference value by a preset proportional coefficient to obtain a first result, multiplying the second difference value by a preset integral coefficient, and performing integral calculation to obtain a second result; and performing addition and subtraction operation on the first current torque value, the second current torque value, the first result and the second result to obtain a first target torque value and a second target torque value.

In some embodiments, the apparatus further comprises 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 determining module, configured to determine a first torque change rate of the left wheel driving motor according to a difference between the first current torque value and the first target torque value; a fifth determining module, configured to determine a second torque change rate of the right wheel driving motor according to a difference between the second current torque value and the second target torque value; the first control module is specifically configured to control the output torque of the left wheel driving motor to be adjusted to a first target torque value according to a first torque change rate, and control the output torque of the right wheel driving motor to be adjusted to a second target torque value according to a second torque change rate, so that the target vehicle is steered to the target driving lane.

In some embodiments, the apparatus further comprises a sixth determining module for determining a fourth target torque value from the throttle signal if the throttle signal is detected when the current yaw angle is equal to the target yaw angle; and the seventh control module is used for controlling the target vehicle to align the vehicle body on the target driving lane according to the fourth target torque value.

In some embodiments, the apparatus further includes an eighth determining module configured to obtain a preset torque value if the throttle signal is not detected; and determining the preset torque value as a fourth target torque value.

Fig. 7 is a schematic structural diagram of a vehicle according to an embodiment of the present application.

Illustratively, as shown in FIG. 7, the vehicle 700 includes: a memory 710 and a processor 720, wherein the memory 710 stores executable program code 711, and the processor 720 is configured to invoke and execute the executable program code 711 to perform a method of controlling a vehicle.

In addition, the embodiment of the application also protects a device, which can include a memory and a processor, wherein executable program codes are stored in the memory, and the processor is used for calling and executing the executable program codes to execute the method for controlling the vehicle provided by the embodiment of the application.

In this embodiment, the functional modules of the apparatus may be divided according to the above method example, for example, each functional module may be corresponding to one processing module, or two or more functions may be integrated into one processing module, where the integrated modules may be implemented in a hardware form. It should be noted that, in this embodiment, the division of the modules is schematic, only one logic function is divided, and another division manner may be implemented in actual implementation.

In the case of dividing each functional module by corresponding each function, the apparatus may further include a first determination module, a second determination module, a first control module, a third determination module, a second control module, and the like. It should be noted that, all relevant contents of each step related to the above method embodiment may be cited to the functional description of the corresponding functional module, which is not described herein.

It should be understood that the apparatus provided in this embodiment is used to perform the above-described method of controlling a vehicle, and thus the same effects as those of the above-described implementation method can be achieved.

In case of an integrated unit, the apparatus may comprise a processing module, a memory module. Wherein, when the device is applied to a vehicle, the processing module can be used for controlling and managing the action of the vehicle. The memory module may be used to support the vehicle in executing mutual program code, etc.

Wherein the processing module may be a processor or controller that may implement or execute the various illustrative logical blocks, modules, and circuits described in connection with the present disclosure. A processor may also be a combination of computing functions, e.g., including one or more microprocessors, digital signal processing (digital signal processing, DSP) and microprocessor combinations, etc., and a memory module may be a memory.

In addition, the apparatus provided by the embodiments of the present application may be a chip, a component, or a module, where the chip may include a processor and a memory connected to each other; the memory is used for storing instructions, and when the processor calls and executes the instructions, the chip can be caused to execute the method for controlling the vehicle provided by the embodiment.

The present embodiment also provides a computer-readable storage medium having stored therein computer program code which, when run on a computer, causes the computer to perform the above-described related method steps to implement a method of controlling a vehicle provided by the above-described embodiments.

The present embodiment also provides a computer program product which, when run on a computer, causes the computer to perform the above-described related steps to implement a method of controlling a vehicle provided by the above-described embodiments.

The apparatus, the computer readable storage medium, the computer program product, or the chip provided in this embodiment are used to execute the corresponding method provided above, and therefore, the advantages achieved by the apparatus, the computer readable storage medium, the computer program product, or the chip can refer to the advantages of the corresponding method provided above, which are not described herein.

It will be appreciated by those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional modules is illustrated, and in practical application, the above-described functional allocation may be performed by different functional modules according to needs, i.e. the internal structure of the apparatus is divided into different functional modules to perform all or part of the functions described above.

In the embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other manners. For example, the apparatus embodiments described above are merely illustrative, e.g., the division of modules or units is merely a logical function division, and there may be additional divisions when actually implemented, e.g., multiple units or components may be combined or integrated into another apparatus, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or units, which may be in electrical, mechanical or other form.

The foregoing is merely specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily think about changes or substitutions within the technical scope of the present application, and the changes and substitutions are intended to be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (10)

1. A method of controlling a vehicle, comprising:

when the target vehicle is detected to enter the obstacle avoidance mode, determining a target driving lane according to vehicle information on adjacent lanes of the current lane of the target vehicle, wherein the target driving lane is used for representing the driving lane of the target vehicle avoiding an obstacle;

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; controlling the target vehicle to steer to the target driving lane based on the first target torque value and the second target torque value;

if the target driving lane is the current lane, determining a third target torque value of a wheel driving motor in the target vehicle; and controlling the target vehicle to decelerate in the current lane based on the third target torque value.

2. The method of claim 1, wherein determining a third target torque value for a wheel drive motor in the target vehicle if the target travel lane is the current lane comprises:

if the target driving lane is the current lane, acquiring 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;

and determining the third target torque value according to the vehicle speed, the speed of the obstacle and the first distance value.

3. The method of claim 2, wherein the determining the third target torque value based on the vehicle speed, the speed of the obstacle, and the first distance value comprises:

calculating a target deceleration of the target vehicle from 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 a 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;

and if the target deceleration is greater than 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 preset deceleration.

4. The method of claim 1, wherein determining a first target torque value for a left wheel drive motor in the target vehicle and a second target torque value for a right wheel drive motor in the target vehicle if the target travel lane is not the current lane comprises:

if the target driving lane is not the current lane, acquiring width information of the obstacle, size information of the target vehicle, a preset transverse 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 transverse distance value is a transverse safety distance between the target vehicle and the obstacle;

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 transverse distance value, wherein the target yaw angle is a yaw angle of the target vehicle for avoiding the obstacle;

acquiring a current yaw angle of the target vehicle, a first torque value of the left wheel driving motor and a second torque value of the right wheel driving motor when the target vehicle enters an obstacle avoidance mode;

And 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.

5. The method of claim 4, wherein the 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 comprises:

determining a second difference between the target yaw angle and the current yaw angle;

multiplying the second difference value by a preset proportional coefficient to obtain a first result, multiplying the second difference value by a preset integral coefficient, and performing integral calculation to obtain a second result;

and performing addition and subtraction operation 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.

6. The method as recited in claim 5, further comprising:

acquiring a first current torque value of the left wheel driving motor and a second current torque value of the right wheel driving 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 steer to the target driving lane based on the first target torque value and the second target torque value includes:

and controlling the output torque of the left wheel driving 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 wheel driving motor to be adjusted to the second target torque value according to the second torque change rate, so that the target vehicle is turned to the target driving lane.

7. The method according to any one of claims 4 to 6, further comprising:

when the current yaw angle is equal to the target yaw angle, if an accelerator signal is detected, determining a fourth target torque value of the wheel driving motor according to the accelerator signal;

and controlling the target vehicle to align the vehicle body on the target driving lane according to the fourth target torque value.

8. The method as recited in claim 7, further comprising:

If the accelerator signal is not detected, acquiring a preset torque value;

and determining the preset torque value as the fourth target torque value.

9. An apparatus for controlling a vehicle, the apparatus comprising:

a first determining module, configured to determine a target driving lane according to vehicle information on a lane adjacent to a current lane of a target vehicle when the target vehicle is detected to enter an obstacle avoidance mode, where the target driving lane is used for indicating a driving lane of the target vehicle for avoiding an obstacle;

the second determining module is used for 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 if the target driving lane is not the current lane; a first control module for controlling the target vehicle to steer to the target travel lane based on the first target torque value and the second target torque value;

a third determining module, configured to determine a third target torque value of a wheel driving motor in the target vehicle if the target driving lane is the current lane; and the second control module is used for controlling 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 code;

a processor for calling and running the executable program code from the memory, causing the vehicle to perform the method of any one of claims 1 to 8.