WO2022156272A1 - Vehicle control method and apparatus, and vehicle - Google Patents

Vehicle control method and apparatus, and vehicle Download PDF

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Publication number
WO2022156272A1
WO2022156272A1 PCT/CN2021/123688 CN2021123688W WO2022156272A1 WO 2022156272 A1 WO2022156272 A1 WO 2022156272A1 CN 2021123688 W CN2021123688 W CN 2021123688W WO 2022156272 A1 WO2022156272 A1 WO 2022156272A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
region
yaw moment
area
demand
Prior art date
Application number
PCT/CN2021/123688
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French (fr)
Chinese (zh)
Inventor
刘栋豪
张永生
杨维妙
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华为技术有限公司
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Publication of WO2022156272A1 publication Critical patent/WO2022156272A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B60W30/045—Improving turning performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends

Definitions

  • the present application relates to the field of automobiles, and more particularly, to control methods, devices and vehicles of vehicles.
  • Longitudinal moment and yaw moment are the two main inputs to control the motion of the vehicle, which together maintain the handling and stability of the vehicle during driving.
  • the longitudinal moment demand and the yaw moment demand are limited by factors such as adhesion coefficient, vertical load, maximum driving moment and maximum braking moment, and sometimes they cannot be satisfied at the same time.
  • the prior art generally imposes a simple restriction on the longitudinal moment requirement or the yaw moment requirement, for example, the yaw moment requirement is given priority, and the longitudinal moment requirement is not considered; or , the longitudinal moment demand is given priority, and the yaw moment demand is not considered. This makes the handling and stability of the vehicle to be improved.
  • the present application provides a vehicle control method, device and vehicle, which can improve the maneuverability and stability of the vehicle.
  • a control method of a vehicle includes an achievable working area and a non-achievable working area, wherein in the achievable working area, the longitudinal moment demand and the yaw moment of the vehicle are The demand can be satisfied simultaneously, and in the non-achievable working region, the longitudinal moment demand and the yaw moment demand of the vehicle cannot be satisfied simultaneously; the method includes: correcting the longitudinal moment demand and the yaw moment demand in the first region to The achievable working area, wherein the first area is one or more areas in the non-achievable working area; the vehicle is controlled according to the corrected longitudinal moment demand and yaw moment demand.
  • the achievable work area includes boundary lines and vertices.
  • the corrected longitudinal and yaw moment demands may fall on boundaries or vertices of the achievable work area.
  • correcting the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region can also be understood as correcting both the longitudinal moment demand and the yaw moment demand in the first region or correcting both. , so that the corrected longitudinal moment demand and yaw moment demand fall within the achievable working area.
  • both the longitudinal moment demand and the yaw moment demand falling in the first region are corrected, instead of only one of the requirements, so that the maneuverability and stability of the vehicle can be improved.
  • the correcting the longitudinal moment demand and the yaw moment demand in the first area to the achievable working area includes: correcting the Longitudinal moment demand and yaw moment demand to the achievable working area.
  • the modifying the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region includes: modifying the first region according to relative steering characteristics of the vehicle Longitudinal moment demand and yaw moment demand within the achievable operating region, the relative steering characteristics include relative understeer and relative oversteer.
  • the relative steering characteristics of the vehicle are determined based on the yaw rate and yaw moment demand of the vehicle.
  • the relative steering characteristic of the vehicle is determined by the yaw rate and yaw moment demand of the vehicle, wherein the yaw rate is relatively easy to obtain, thereby making the judgment of the relative steering characteristic simpler and more convenient.
  • determining the relative steering characteristic of the vehicle according to the yaw rate and the yaw moment demand of the vehicle includes: if the yaw rate and the yaw moment demand have the same sign , the relative steering characteristic of the vehicle is relatively understeer; or, if the yaw rate is opposite in sign to the yaw moment demand, the relative steering characteristic of the vehicle is relatively oversteer.
  • the relative steering characteristic of the vehicle is determined according to the yaw rate and yaw moment demand of the vehicle, and satisfies the following relationship:
  • ⁇ is the yaw angular velocity
  • M Z Dem is the yaw moment demand.
  • the achievable working area and the non-achievable working area are located in a rectangular coordinate system, and the coordinate axis of the rectangular coordinate system includes a horizontal axis and a vertical axis, and the horizontal axis corresponds to Longitudinal moment, the vertical axis corresponds to the yaw moment, the achievable area includes vertices, and the boundary line of the achievable working area intersects with the coordinate axis to form an intersection.
  • the non-achievable working area is a non-achievable working area based on relative steering characteristics.
  • the non-realizable working area based on relative steering characteristics includes an upper half area and a lower half area, the upper half area is located on the upper half plane of the Cartesian coordinate system, the The lower half area is located in the lower half plane of the Cartesian coordinate system; in this upper half area, the vehicle's yaw angular velocity and yaw moment demand have the same sign, corresponding to the relative understeer; in this lower half area, the vehicle's yaw angular velocity and The yaw moment demand is of opposite sign, corresponding to relative excess steering.
  • the embodiments of the present application introduce a non-realizable working area based on relative steering characteristics.
  • the vehicle's yaw angular velocity and yaw moment demand have the same sign, corresponding to relative understeer; in the lower half area , the yaw rate of the vehicle is opposite to the yaw moment demand, corresponding to the relative excessive steering. Therefore, only one set of division rules needs to be defined, which improves the operability of the control method.
  • the method further includes: according to the relative steering characteristic, converting the yaw moment demand into a yaw moment demand based on the relative steering characteristic.
  • the judgment can be made according to the current relative steering characteristics of the vehicle. If the vehicle is currently relatively understeered, the current yaw moment demand falls in the upper half of the region; if the vehicle is currently relatively oversteered, the current yaw moment demand is in the lower half of the region.
  • the yaw moment demand into the yaw moment demand based on the relative steering characteristics, it is more directly determined that the current yaw moment demand of the vehicle falls in the non-realizable working area. position, thereby improving the operability of the control method.
  • the yaw moment requirement is converted into a yaw moment requirement based on the relative steering characteristic according to the relative steering characteristic, and the following relationship is satisfied:
  • ⁇ is the yaw angular velocity
  • M Z, Dem are the yaw moment requirements
  • yaw moment demand is the yaw moment demand based on relative steering characteristics.
  • the first region includes a first edge that is parallel to the longitudinal axis and passes through a vertex of the achievable working region; the modified first region
  • the longitudinal moment demand and yaw moment demand within the achievable working area includes: correcting the longitudinal moment demand and yaw moment demand within the first area to the apex of the achievable working area.
  • the first area includes a first side and a second side, the first side is parallel to a boundary line of the achievable working area, and the second side is parallel to The horizontal axis is or is parallel to the vertical axis, and the intersection of the first side and the second side falls on the achievable working area; the correction of the longitudinal moment demand and yaw moment demand in the first area to the achievable working area
  • the working area includes: correcting the longitudinal moment demand and yaw moment demand in the first area to the apex of the achievable working area, or correcting the longitudinal moment demand and yaw moment demand in the first area to the achievable working area and the intersection of the axes.
  • the first area includes a first side and a second side, both of which are parallel to a boundary line in the achievable working area ;
  • the correcting the longitudinal moment demand and yaw moment demand in the first area to the achievable working area includes: correcting the longitudinal moment demand and yaw moment demand in the first area to the boundary line of the achievable working area.
  • the first area includes a first side and a second side, the first side is parallel to a boundary line in the achievable working area, the second side parallel to the longitudinal axis, and the intersection of the first side and the second side does not coincide with the achievable working area;
  • the correcting the longitudinal moment demand and yaw moment demand in the first area to the achievable working area includes: correcting The longitudinal moment demand and the yaw moment demand in the first area are on the boundary line of the achievable working area.
  • the method further includes: while maintaining the yaw moment requirement in the second area, correcting the longitudinal moment requirement in the second area to an achievable working area, Wherein, the second area is one area or multiple areas in the non-realizable working area.
  • the method further includes: correcting the yaw moment requirement in the third area to a achievable working area while maintaining the longitudinal moment requirement in the third area, wherein, the third area is one area or multiple areas in the non-realizable working area.
  • a control device for a vehicle includes an achievable working area and a non-achievable working area, wherein in the achievable working area, the longitudinal moment demand and the yaw moment of the vehicle are The demand can be satisfied simultaneously, in the non-achievable working area, the longitudinal moment demand and the yaw moment demand of the vehicle cannot be satisfied simultaneously;
  • the apparatus includes a processing unit for: correcting the longitudinal moment in the first area Moment demand and yaw moment demand to the achievable working area, wherein the first area is one or more areas in the non-achievable working area; Control the vehicle.
  • the processing unit is further configured to: correct the longitudinal moment demand and the yaw moment demand in the first area to the achievable working area according to a predetermined correction ratio.
  • the processing unit is further configured to: the processing unit is further configured to: correct the longitudinal moment demand and the yaw moment in the first region according to the relative steering characteristics of the vehicle Demanded to the achievable operating area, the relative steering characteristics include relative understeer and relative oversteer.
  • the relative steering characteristics of the vehicle are determined based on the yaw rate and yaw moment demand of the vehicle.
  • determining the relative steering characteristic of the vehicle according to the yaw rate and the yaw moment demand of the vehicle includes: if the yaw rate and the yaw moment demand have the same sign, the vehicle The relative steering characteristic of the vehicle is relatively understeering; or, if the yaw rate is opposite in sign to the yaw moment demand, the relative steering characteristic of the vehicle is relatively oversteering.
  • the relative steering characteristic of the vehicle is determined according to the yaw rate and yaw moment demand of the vehicle, and the following relationship is satisfied:
  • ⁇ is the yaw angular velocity
  • M Z Dem is the yaw moment demand.
  • the achievable working area and the non-achievable working area are located in a rectangular coordinate system, and the coordinate axis of the rectangular coordinate system includes a horizontal axis and a vertical axis, and the horizontal axis corresponds to Longitudinal moment, the vertical axis corresponds to the yaw moment, the achievable area includes vertices, and the boundary line of the achievable working area intersects with the coordinate axis to form an intersection.
  • the non-achievable working area is an unachievable working area based on relative steering characteristics.
  • the non-realizable working area based on the relative steering characteristic includes an upper half area and a lower half area, the upper half area is located on the upper half plane of the Cartesian coordinate system, the The lower half area is located in the lower half plane of the Cartesian coordinate system; in this upper half area, the vehicle's yaw angular velocity and yaw moment demand have the same sign, corresponding to the relative understeer; in this lower half area, the vehicle's yaw angular velocity and The yaw moment demand is of opposite sign, corresponding to relative excess steering.
  • the processing unit is further configured to: according to the relative steering characteristic, convert the yaw moment demand into a yaw moment demand based on the relative steering characteristic.
  • the yaw moment demand is converted into a yaw moment demand based on the relative steering characteristics according to the relative steering characteristics, and the following relationship is satisfied:
  • ⁇ is the yaw angular velocity
  • M Z, Dem are the yaw moment requirements
  • yaw moment demand is the yaw moment demand based on relative steering characteristics.
  • the first area includes a first side, the first side is parallel to the longitudinal axis and passes through a vertex of the achievable working area; the processing unit is further configured to: The longitudinal and yaw moment demands in the first region are modified to the apex of the achievable working region.
  • the first area includes a first side and a second side, the first side is parallel to a boundary line of the achievable working area, the second side is parallel to the horizontal
  • the axis is or is parallel to the longitudinal axis, and the intersection of the first side and the second side falls on the achievable working area;
  • the processing unit is also used for: correcting the longitudinal moment demand and the yaw moment demand in the first area to the achievable The vertex of the working area is realized, or the longitudinal moment demand and the yaw moment demand in the first area are corrected to the intersection of the working area and the coordinate axis.
  • the first area includes a first side and a second side, both of which are parallel to a boundary line in the achievable work area; the process The unit is also used to: correct the longitudinal moment demand and the yaw moment demand in the first area to the boundary line of the achievable working area.
  • the first area includes a first side and a second side, the first side is parallel to a boundary line in the achievable work area, the second side is parallel to the The longitudinal axis is parallel, and the intersection of the first side and the second side does not coincide with the achievable working area; the processing unit is also used for: correcting the longitudinal moment demand and yaw moment demand in the first area to the achievable working area. borderline.
  • the location unit is further configured to: while maintaining the yaw moment requirement in the second area, correct the longitudinal moment requirement in the second area to a workable level area, wherein the second area is one area or multiple areas in the non-realizable working area.
  • the location unit is further configured to: while maintaining the longitudinal moment requirement in the third area, correct the yaw moment requirement in the third area until the work can be realized area, wherein the third area is one area or multiple areas in the non-realizable work area.
  • a vehicle comprising various modules for executing the control method in the first aspect or any possible implementation manner of the first aspect.
  • a computing device comprising: at least one processor and a memory, the at least one processor is coupled to the memory for reading and executing instructions in the memory to perform the first Aspect or a control method in any possible implementation manner of the first aspect.
  • a computer program product containing instructions, which, when the computer program product runs on a computer, causes the computer to execute the control method in the first aspect or any possible implementation manner of the first aspect.
  • a computer-readable storage medium stores program codes for device execution, the program codes including the first aspect or any possible implementation manner of the first aspect. Instructions for the control method in .
  • a chip in a seventh aspect, includes a processor and a data interface, the processor reads an instruction stored in a memory through the data interface, and executes the first aspect or any possible implementation of the first aspect method of control.
  • the chip may further include a memory, in which instructions are stored, the processor is configured to execute the instructions stored in the memory, and when the instructions are executed, the The processor is configured to execute the control method in the first aspect or any possible implementation manner of the first aspect.
  • Fig. 1 is a schematic diagram of an ESP-controlled braking process provided by an embodiment of the present application
  • FIG. 2 is an exemplary diagram of a demand correction method provided by an embodiment of the present application
  • FIG. 3 is an example diagram of another demand correction method provided by an embodiment of the present application.
  • FIG. 4 is an example diagram of a system architecture provided by an embodiment of the present application.
  • FIG. 5 is an example diagram of a vehicle control method provided by an embodiment of the present application.
  • FIG. 6 is an exemplary diagram of another vehicle control method provided by an embodiment of the present application.
  • FIG. 7 is an example diagram of an overall flow of a vehicle control method provided by an embodiment of the present application.
  • FIG. 8 is an example diagram of a calculation method that can realize a working area provided by an embodiment of the present application.
  • FIG. 9 is an example diagram of a working area in a rectangular coordinate system provided by an embodiment of the present application.
  • FIG. 10 is an example diagram of a working area based on relative steering characteristics in a Cartesian coordinate system provided by an embodiment of the present application;
  • FIG. 11 is an exemplary diagram of a region division and correction rule provided by an embodiment of the present application.
  • FIG. 13 is an example diagram of a control device for a vehicle provided by an embodiment of the present application.
  • FIG. 14 is an exemplary block diagram of the hardware structure of a vehicle control device provided by an embodiment of the present application.
  • FIG. 15 is a functional block diagram of a vehicle to which the embodiments of the present application are applied.
  • FIG. 16 is an example diagram of an automatic driving system to which the embodiments of the present application are applied.
  • FIG. 17 is a diagram illustrating an example of an application of a cloud-side command to an autonomous driving vehicle according to an embodiment of the present application.
  • ABS Antilock Brake System
  • Traction control system A control system that automatically controls the engine and brakes to suppress the rotational speed of the driving wheels when the vehicle is driven and the driving wheels slip.
  • Body Electronic Stability Program It helps the vehicle maintain dynamic balance by analyzing the vehicle driving state information transmitted from various sensors, and then sending correction commands to ABS and TCS. ESP can make the vehicle maintain the best stability in various situations, and the effect is more obvious in the situation of oversteering or understeering.
  • Torque vectoring The torque vector analyzes the driving state information of the vehicle from each sensor and then independently changes the driving torque on each wheel, so as to improve the maneuverability of the vehicle.
  • Adhesion Coefficient It is the ratio of adhesion to wheel normal (direction perpendicular to the road surface) pressure. In a rough calculation, it can be regarded as the static friction coefficient between the tire and the road surface. It is determined by the road surface and tires, the larger the coefficient, the greater the available adhesion, and the less likely the car will slip.
  • Relative understeer The actual turning radius of the vehicle is greater than the turning radius corresponding to the steering wheel angle.
  • the actual turning radius of the vehicle is smaller than the turning radius corresponding to the steering wheel angle.
  • Vehicle state estimation algorithm specifically refers to that the vehicle obtains vehicle driving state information according to components such as sensors, and then analyzes the obtained state information through a computing device to obtain the required state information. data.
  • FIG. 1 is an example diagram of a principle of an ESP-controlled braking process provided by an embodiment of the present application.
  • the vehicle when the vehicle is under-steered or the vehicle is over-steered, if there is no ESP for control, the vehicle will deviate from the desired trajectory; while with ESP control, the ESP control algorithm provides the braking torque and the braking torque generated.
  • the additional yaw moment controls the vehicle so that the vehicle can travel along the desired trajectory.
  • the longitudinal moment and the yaw moment are the two main inputs controlling the motion of the vehicle.
  • the longitudinal moment demand and the yaw moment demand are limited by factors such as adhesion coefficient, vertical load, maximum driving moment and maximum braking moment, and sometimes they cannot be satisfied at the same time.
  • the existing technology generally makes a simple correction to the longitudinal moment demand or the yaw moment demand.
  • the longitudinal moment demand is prioritized without considering the yaw moment demand, as shown in Figure 3.
  • the longitudinal moment demand and the yaw moment demand are corrected to the achievable working area by limiting one of the two demands, and then the vehicle is controlled according to the corrected longitudinal moment demand and the yaw moment demand.
  • the maneuverability and stability of the vehicle still need to be improved. For example, giving priority to meeting the yaw moment demand without considering the longitudinal torque demand may make the vehicle unable to follow the driver's acceleration or braking demand in some cases; or giving priority to meeting the longitudinal torque demand without considering the yaw moment demand, in In some cases, the stability of the vehicle will not be guaranteed, which will affect the safety performance of the vehicle.
  • the embodiments of the present application implement synergistic constraints on the longitudinal moment demand and the yaw moment demand according to different situations, so as to realize the synergistic constraint, which can improve the maneuverability and stability of the vehicle.
  • FIG. 4 is an example diagram of a system architecture provided by an embodiment of the present application.
  • the system architecture 400 includes on-board sensors 410, an artificial driving module 420, an advanced driver assistance system (ADAS) control module 430, a dynamics control module 440, a demand judgment and selection module 450, a longitudinal torque Coordinate with the yaw moment control module 460 , the moment distribution module 470 , and the moment execution module 480 .
  • ADAS advanced driver assistance system
  • the vehicle sense sensor 410 is used to acquire state information during the running of the vehicle, for example, the running speed of the vehicle, steering wheel angle information during steering, environmental perception information, and the like. It should be understood that in general, due to the different functions of the manual driving module 420, the ADAS control module 430, and the dynamics control module 440, the configurations of the corresponding on-board sensors are also different.
  • the vehicle-mounted sensor 410 may include a vehicle yaw rate sensor, and the vehicle yaw rate sensor is mainly used to acquire the yaw rate of the vehicle.
  • the manual driving module 420 is used in the manual driving mode, and can calculate the longitudinal moment and yaw moment requirements of the vehicle in the manual driving mode according to the driver's accelerator pedal, brake pedal, gear position, steering wheel angle and other information.
  • the ADAS control module 430 used in the automatic driving mode, can calculate the longitudinal moment and yaw moment requirements of the vehicle according to the environmental perception information.
  • the dynamics control module 440 can calculate the longitudinal moment and yaw moment demand of the vehicle by analyzing the vehicle driving state information transmitted from each sensor.
  • the demand judgment and selection module 450 is used for selecting one of the driver driving module 420 , the ADAS control module 430 and the dynamic control module 440 as the longitudinal moment demand and the yaw moment demand of the vehicle. It should be understood that the manual driving module 420 and the ADAS control module 430 are suitable for the manual driving mode and the automatic driving mode, respectively, and thus do not work simultaneously. It should also be understood that the selection of the dynamics control module 440 takes precedence over the other modules.
  • Longitudinal moment and yaw moment coordination control module 460 this module first calculates the limit of the actual force of each wheel; then when the current longitudinal moment and yaw moment demand of the vehicle exceeds the wheel limit, according to the optimal principle, the longitudinal moment and lateral moment are determined. The yaw moment demand is coordinated and corrected, and the corrected longitudinal moment and yaw moment demand are obtained to ensure the optimal state of the vehicle. It should be understood that the control methods 500 and/or 600 described below can be implemented by this module.
  • the moment distribution module 470 calculates the moment on each wheel according to the corrected longitudinal moment and yaw moment demand, and sends it to the execution module.
  • the torque execution module 480 executes the torque distributed by the torque distribution module 270 .
  • the conventional torque execution module is an engine, an electric motor, a brake, etc., wherein the engine can provide driving torque, the brake can provide braking torque, and the electric motor can provide not only driving torque but also braking torque.
  • VCU vehicle control unit
  • dynamics controller for example, a vehicle dynamics controller
  • the solution of the present application can be applied to all working conditions such as vehicle driving, braking, coasting, straight line and curve.
  • the solution of the present application can be applied to a manual driving scenario, an assisted driving scenario, or an automatic driving scenario, which is not limited in this application.
  • FIG. 5 is an example diagram of a vehicle control method provided by an embodiment of the present application. As shown in FIG. 5 , the method 500 includes steps S510 and S520. These steps are described in detail below.
  • the first area is one area or multiple areas in the non-realizable working area.
  • the working area of the above-mentioned vehicle includes an achievable working area and a non-achievable working area, wherein, in the achievable working area, the longitudinal moment demand and the yaw moment demand of the vehicle can be satisfied at the same time, in the non-achievable working area. , the longitudinal and yaw moment demands of the vehicle cannot be satisfied simultaneously.
  • the method 500 may further include: determining the achievable working area and the non-achievable working area of the vehicle. It should be understood that, with regard to the way of determining the achievable working area and the non-achievable working area, reference may be made to the descriptions of FIG. 8 and FIG. 9 below.
  • the achievable working area and the non-realizable working area may be located in a rectangular coordinate system, and the coordinate axis of the rectangular coordinate system includes a horizontal axis and a vertical axis, the horizontal axis corresponds to the longitudinal moment, and the vertical axis corresponds to For the yaw moment, the achievable area includes vertices, and the boundary line of the achievable working area intersects with the coordinate axis to form an intersection.
  • correcting the longitudinal moment demand and yaw moment demand in the first region to the achievable working region includes: correcting the longitudinal moment demand and yaw moment demand in the first region to the achievable working region according to the relative steering characteristics of the vehicle.
  • the relative steering characteristics include relative understeer and relative oversteer.
  • the method 500 may further include: determining the relative steering characteristics of the vehicle. It should be understood that the significance of determining the relative steering characteristics of the vehicle will be described in the following specific implementation manner, and will not be described in detail here.
  • the relative steering characteristics of the vehicle may be determined from the yaw rate and yaw moment demand of the vehicle.
  • the relative steering characteristic of the vehicle is determined by the yaw rate and yaw moment demand of the vehicle, wherein the yaw rate is relatively easy to obtain, thereby making the judgment of the relative steering characteristic simpler and more convenient.
  • determining the relative steering characteristic of the vehicle according to the yaw rate and the yaw moment demand of the vehicle includes: if the yaw rate and the yaw moment demand have the same sign, the relative steering characteristic of the vehicle is relatively understeer; The angular velocity is opposite in sign to the yaw moment demand, and the relative steering characteristic of the vehicle is relative oversteer.
  • the first area is one area or multiple areas in the non-realizable working area. Therefore, in this application, optionally, the method 500 may further include: dividing the non-realizable working area into multiple areas, and the first area is one area or part of multiple areas of the multiple areas.
  • the non-achievable working area may be a non-achievable working area based on relative steering characteristics.
  • the non-achievable working area may be obtained by transforming the original non-achievable working area according to the relative steering characteristics. It should be understood that the intention and transformation method of adopting the non-realizable working area based on the relative steering characteristic will be introduced in detail in the following specific implementation manner, and will not be repeated here.
  • the non-realizable working area based on the relative steering characteristic includes an upper half area and a lower half area, the upper half area is located on the upper half plane of the rectangular coordinate system, and the lower half area is located on the lower half plane of the rectangular coordinate system;
  • the vehicle's yaw rate and yaw moment demand have the same sign, corresponding to relative understeer; in the lower half, the vehicle's yaw rate and yaw moment demand have opposite signs, corresponding to relative oversteer.
  • the first region may be any one or more of the sub-regions 3, 4, 5, 6, 7, 8, 11, 12, 15, 16, and 17 therein.
  • the yaw moment demand of the current vehicle when judging that the yaw moment demand of the current vehicle is located in a non-achievable working area based on relative steering characteristics. It can be judged according to the current relative steering characteristics of the vehicle: if the vehicle is currently relatively understeered, the current yaw moment demand falls in the upper half area; if the vehicle is currently relatively oversteered, the current yaw moment demand is at the bottom. half area.
  • the yaw moment demand when judging that the yaw moment demand of the current vehicle is located in the non-realizable working area based on the relative steering characteristics, the yaw moment demand can also be first converted into the yaw moment demand based on the relative steering characteristics, so as to The position of the current yaw moment demand in the non-achievable operating area based on the relative steering characteristics is directly determined. This approach can improve the operability of the control method. It should be understood that the specific transformation method will be described below.
  • both the longitudinal moment demand and the yaw moment demand in the first area are corrected and corrected to the achievable working area.
  • Work area It can also be understood that the longitudinal moment demand and the yaw moment demand in the first region are simultaneously corrected to the achievable working region, which is not limited in this application.
  • the corrected longitudinal and yaw moment demands fall on the boundary lines or vertices of the achievable working area, so that the demands can be met to the greatest extent within the achievable working area.
  • the revised requirement falls on the boundary line or vertex of the achievable working area.
  • correcting the longitudinal moment demand and the yaw moment demand in the first region includes: correcting the longitudinal moment demand and the yaw moment demand in the first region to an achievable working region according to a predetermined correction ratio.
  • the predetermined correction ratio mode may be an equal ratio correction mode or other predetermined ratio correction mode.
  • the first area may exist in a variety of different forms, and each form corresponds to a different position in the non-realizable working area.
  • each form corresponds to a different position in the non-realizable working area.
  • the first regions that fall in different positions they have different region characteristics, and different correction rules can be used.
  • the first regions existing in different forms and the corresponding correction rules are described below with reference to examples.
  • the first region may include a first edge that is parallel to the longitudinal axis and passes through a vertex of the achievable working region; the modified longitudinal moment demand and yaw moment within the first region
  • the demand to the achievable working area includes: correcting the longitudinal moment demand and the yaw moment demand in the first area to the apex of the achievable working area.
  • the division and modification rules of the first area may refer to sub-area 7 in FIG. 11 and FIG. 12 below.
  • the first area includes a first side and a second side, the first side is parallel to a boundary line of the achievable working area, and the second side is parallel to the horizontal axis or the longitudinal axis , and the intersection of the first side and the second side falls on the achievable working area;
  • the correcting the longitudinal moment demand and yaw moment demand in the first area to the achievable working area includes: correcting the first area
  • the longitudinal moment demand and yaw moment demand of the achievable working area are adjusted to the vertex of the achievable working area, or the longitudinal moment demand and yaw moment demand in the first area are corrected to the intersection of the achievable working area and the coordinate axis.
  • the first area includes a first side and a second side, and both the first side and the second side are parallel to a boundary line in the achievable working area; the modification of the longitudinal direction in the first area
  • the moment demand and the yaw moment demand to the achievable working area include: correcting the longitudinal moment demand and the yaw moment demand in the first area to the boundary line of the achievable working area.
  • the division and modification rules of the first area may refer to sub-area 4 in FIG. 11 and FIG. 12 below.
  • the first area includes a first side and a second side, the first side is parallel to a boundary line in the achievable working area, the second side is parallel to the longitudinal axis, and the first side is parallel to the longitudinal axis.
  • the intersection of one side and the second side does not coincide with the achievable working area;
  • the correcting the longitudinal moment demand and yaw moment demand in the first area to the achievable working area includes: correcting the longitudinal moment demand in the first area and The yaw moment demand is on the boundary line of the achievable working area.
  • the division and modification rules of the first area may refer to sub-areas 3 and/or 17 in FIG. 11 and FIG. 12 below.
  • the non-realizable working area of the vehicle is divided into multiple areas, and the longitudinal moment demand and the yaw moment demand in the first area of the multiple areas are corrected simultaneously, instead of only One of the requirements has been fixed to improve the handling and stability of the vehicle.
  • the method 500 may further include: while maintaining the yaw moment requirement in the second area, correcting the longitudinal moment requirement in the second area to an achievable working area, wherein the second area is the non-achievable working area Implement one or more of the work areas.
  • the method 500 may further include: correcting the yaw moment requirement in the third area to a achievable working area while maintaining the longitudinal moment requirement in the third area, wherein the third area is the non-reliable working area. Implement one or more of the work areas.
  • a corresponding correction rule may also be formulated for each area position (ie, each sub-area) in advance. Specifically, see Table 3 below.
  • the vehicle can be controlled according to the corrected longitudinal moment demand and the yaw moment demand.
  • This step can be implemented by the torque distribution module 470 and the torque execution module 480 in the system architecture 400 , and details are not described here.
  • FIG. 6 is an example diagram of another vehicle control method provided by an embodiment of the present application.
  • FIG. 7 is an example diagram of an overall flow of a vehicle control method provided by an embodiment of the present application.
  • the method 600 includes steps S610 to S650. It should be understood that the embodiments of the present application do not limit the sequence of the above steps, and any solution that can be implemented in the present application through any sequence of the above steps falls within the protection scope of the present application. These steps are described in detail below.
  • the working area of the achievable longitudinal moment and yaw moment of the vehicle should be determined first, and the current longitudinal moment should be judged. Whether demand and yaw moment demand fall within the achievable work area.
  • FIG. 8 is an example diagram of a calculation method for realizing a working area provided by an embodiment of the present application. As shown in FIG. 8, the calculation method includes steps S611 to S613, which will be described in detail below.
  • the adhesion limit of each wheel can be calculated based on the adhesion coefficient, tire vertical force and lateral force.
  • the adhesion coefficient, the tire vertical force and the lateral force can be obtained according to a vehicle state estimation algorithm, which is not specifically limited in this application.
  • the subscripts FL, FR, RL and RR represent the left front wheel, the right front wheel, the left rear wheel and the right rear wheel, respectively;
  • F x,max/min,FL , F x,max/min,FR , F x ,max/min,RL and Fx ,max/min,RR are the adhesion limit of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel respectively;
  • ⁇ est is the adhesion coefficient;
  • Fz,FL , Fz ,FR , F z,RL , F z,RR are the vertical forces of the left front wheel, right front wheel, left rear wheel, and right rear wheel respectively;
  • F y,FL , F y,FR , F y,RL ,F y, RR are the lateral forces of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, respectively.
  • the longitudinal torque limit needs to be derived from the friction based longitudinal torque limit and the maximum motor torque limit.
  • the friction-based maximum and minimum longitudinal torque limits are considered symmetrical (equal in magnitude and opposite in direction) in the drive/brake condition; while the maximum and minimum motor torque limits are in the drive/brake condition can be different in size; in addition, in general, the braking torque of the general wheel is negative, and the minimum longitudinal torque limit based on friction can cover the braking torque demand under all adhesion coefficients.
  • the magnitude minimum value may be selected from the friction-based longitudinal torque limit and the maximum motor torque limit as the maximum longitudinal torque limit, and the negative value of the friction-based longitudinal torque limit may be used as the minimum longitudinal torque limit.
  • the maximum motor torque limit can be obtained from the vehicle state estimation algorithm, which will not be described in detail here.
  • the friction-based longitudinal moment limit of the four wheels can be calculated from the adhesion limit as shown in formulas (5) to (8):
  • Tw,max/min,FL Fx,max/min,FL ⁇ Rw (5)
  • Tw,max/min,FR Fx,max/min,FR ⁇ Rw (6)
  • Tw,max/min,RL Fx,max/min,RL ⁇ Rw (7)
  • Tw,max/min,FL , Tw,max/min,FR , Tw,max/min,RL , Tw,max/min,RR are the left front wheel, the right front wheel, the left rear wheel, respectively.
  • the friction-based longitudinal moment limit of the wheel, right rear wheel; R w is the wheel radius.
  • T FL,max min( Tw,max/min,FL ,T mot,FL,max ⁇ ig ) (9)
  • T FR,max min( Tw,max/min,FR ,T mot,FR,max ⁇ ig ) (11)
  • T RL,max min(T w,max/min,RL ,T mot,RL,max ⁇ ig ) (13)
  • T RR,max min( Tw,max/min,RR ,T mot,RR,max ⁇ ig ) (15)
  • T FL,max , T FR,max , T RL,max , and T RR,max are the maximum longitudinal moment limits of the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively;
  • T FL, min , T FR,min , T RL,min , T RR,min are the minimum wheel longitudinal moment limits of the left front wheel, right front wheel, left rear wheel, and right rear wheel respectively;
  • T mot,FL,max , T mot ,FR,max , T mot,RL,max , T mot,RR,max are the maximum motor torque limits of the left front wheel, right front wheel, left rear wheel, and right rear wheel respectively;
  • i g is the transmission ratio of the reduction box .
  • Tw,max T FL,max +T FR,max +T RL,max +T RR,max (21)
  • Tw,min T FL,min +T FR,min +T RL,min +T RR,min (23)
  • d F is the wheel base of the front wheel
  • d R is the wheel base of the rear wheel
  • FIG. 9 is only used as an example, and cannot be construed to limit the present application. It should be understood that the positions of P1, P2, P3, and P4 in the coordinates are not limited to this, because in actual operation, P1 and P3 can be located above the TW axis or below the TW axis respectively; P2 and P4 They may be located to the left of the M Z axis, or to the right of the M Z axis, as shown in Table 2 below.
  • the embodiments of the present application use a simple method to determine the relative steering characteristics of the vehicle, which does not require real-time observation or estimation of the vehicle's center of mass sideslip angle, thereby reducing the complexity of the control strategy.
  • the relative steering characteristic of the vehicle may be calculated according to the actual yaw rate and the required yaw moment.
  • the actual yaw rate can be obtained from the vehicle yaw rate sensor.
  • the vehicle when the sign of the actual yaw rate and the required yaw moment is the same, the vehicle is judged to be relatively understeered; when the sign of the actual yaw rate is opposite to the sign of the required yaw moment, the vehicle is judged to be relatively oversteered.
  • ⁇ is the actual yaw rate
  • M Z Dem is the required yaw moment.
  • the non-realizable working area is divided into a plurality of sub-areas, and different correction methods are adopted for the requirements falling in different sub-areas, so as to achieve the above purpose.
  • the actual working area is converted into a working area with relative steering characteristics in advance (for example, FIG. 9 is converted into FIG. 10 ), and the conversion method is shown in formula (26):
  • the non-achievable working area can be divided based on rules.
  • the positions of P1, P2, P3, and P4 in the coordinate system mentioned above are not limited to those shown in FIG. 9 . Therefore, when formulating an area division rule, it is necessary to combine the relative positional relationship between P1, P2, P3, and P4 and the coordinate axis for division, and different relative positions correspond to different division methods.
  • Table 1 is an area division rule provided by this embodiment of the present application, and it can be seen that various sub-areas shown in Table 1 have different definitions. Specifically, Table 1 describes the area division methods when the positions of P1, P2, P3, and P4 in the coordinate system are in various situations. Therefore, the 17 sub-regions shown in Table 1 are the total sub-region types that can be divided when the positions of P1, P2, P3, and P4 in the coordinate system are in various situations. It means that after the relative positions of P1, P2, P3, P4 and the coordinate axes are determined, the sub-regions of the non-realizable working regions based on the relative steering characteristics are part of the above-mentioned 17 sub-regions. In the case shown in FIG. 11 , the divided sub-region categories include sub-regions 1, 2, 3, 4, 5, 6, 7, 8, 9; or in the case shown in FIG. 11 , the divided sub-regions Region categories include subregions 1, 2, 3, 4, 7, 8, 10, 11, 12, 13, 14, 15, 16, and 17.
  • Table 2 shows the area division results when the positions of P1, P2, P3, and P4 in the coordinate system are in various situations. It can be clearly seen from Table 2 combined with Table 1 that there are 16 kinds of positions of P1, P2, P3, and P4 in the coordinate system, and each of them corresponds to a corresponding area division result. At the same time, it can be seen that case 1 and case 16 cover all 17 sub-regions (for the specific division situation, please refer to FIG. 11 and FIG. 12 ). Therefore, in the following (in step S650 ), the present application will take Case 1 and Case 16 as examples to introduce the correction rules of each sub-region in detail, which will not be repeated here.
  • the actual yaw moment demand in the demanded working point may be converted into a relative steering-based one according to the method in step S620.
  • Characteristic yaw moment demand may be converted into a relative steering-based one according to the method in step S620.
  • the yaw moment demand is converted into the yaw moment demand based on the relative steering characteristics, which can be performed according to the following formula (27):
  • ⁇ is the yaw angular velocity
  • M Z, Dem are the yaw moment requirements
  • yaw moment demand is the yaw moment demand based on relative steering characteristics.
  • the longitudinal torque demand and the yaw moment demand based on the relative steering characteristics are compared with the above-mentioned achievable working area based on the relative steering characteristics, and it is judged whether the demand can be satisfied. Specifically, if the requirement falls within the achievable working area of the relative steering characteristic, it is considered to be satisfied; otherwise, it is considered not to be satisfied.
  • the judgment method adopted is to make judgment in sequence starting from sub-area 1, as shown in FIG. 7 .
  • the left half plane corresponds to the braking process of the vehicle, and the longitudinal torque demand falling on the left half plane can also be called the braking torque demand;
  • the right half plane corresponds to the driving process of the vehicle, and the longitudinal torque demand falling on the right half plane is also called the braking torque demand. It can be called the driving torque demand.
  • the absolute value of the minimum longitudinal torque limit corresponds to the maximum braking torque that the vehicle can provide;
  • the maximum longitudinal torque limit (the longitudinal torque corresponding to point P1) corresponds to The maximum driving torque that the vehicle can provide.
  • the absolute value of the longitudinal torque demand at the required operating point falling within it is greater than the absolute value of the minimum longitudinal torque limit in the achievable working region, which means that the currently required braking torque is higher than the actual vehicle state can provide.
  • the priority should be given to safety, and the longitudinal torque demand should be given priority, and the longitudinal torque demand should be corrected to the maximum braking torque that can be provided by the working area, that is, the demand working point should be moved to the vertex P3 to ensure The deceleration of the vehicle is minimally affected.
  • the actual state of the corresponding vehicle is a relatively understeered state, and the longitudinal torque demand can be given priority, and the longitudinal torque can be maintained to move vertically to the achievable working area. on the boundary line.
  • the predetermined ratio may be 1:1, or may be other ratios, which are not limited in this application.
  • case 1 and case 16 can cover all 17 seed regions. Therefore, for a more intuitive description, the following will take FIG. 11 and FIG. 12 as examples to illustrate the modification manner of each sub-region exemplarily.
  • Sub-area 1 adopts rule 1, and corrects the unrealizable demand working point T1 to the point T1' on the P1P4 line;
  • Sub-area 2 adopts rule 2, and corrects the unrealizable demand working point T2 to the point T2' on the P2P3 line;
  • Sub-area 3 adopts rule 3 to correct the unrealizable demand work point T3 to point T3' on the P3P4 line;
  • Sub-area 4 adopts rule 3 to correct the unrealizable demand operating point T4 to point T4' on the P1P2 line;
  • Sub-regions 5, 6, and 8 adopt rule 4 to correct the unrealizable demand working points T5, T6, and T8 to the vertices P1, P2, and P4, respectively;
  • Sub-area 7 adopts rule 0, and corrects the unrealizable demand working point T7 to the vertex P3;
  • Sub-area 9 uses rule 2 to correct the unrealizable demand operating point T9 to point T9' on the P1P4 line.
  • Sub-area 1 adopts rule 1, and corrects the unrealizable demand working point T1 to the point T1' on the P1P4 line;
  • Sub-area 2 adopts rule 2, and corrects the unrealizable demand working point T2 to the point T2' on the P2P3 line;
  • Sub-area 3 adopts rule 3 to correct the unrealizable demand work point T3 to point T3' on the P3P4 line;
  • Sub-area 4 adopts rule 3 to correct the unrealizable demand operating point T4 to point T4' on the P1P2 line;
  • Sub-area 7 adopts rule 0, and corrects the unrealizable demand working point T7 to the vertex P3;
  • Sub-area 8 adopts rule 4, and corrects the unrealizable demand working point T8 to the vertex P4;
  • the sub-area 10 adopts the rule 1 to correct the unrealizable demand working point T10 to the point T10' on the P1P2 line;
  • the sub-area 11 adopts the rule 4 to correct the unrealizable demand working point T11 to the intersection point P11 (it can also be recorded as the point T11');
  • the sub-area 12 adopts the rule 4 to correct the unrealizable demand working point T12 to the intersection point P12 (it can also be recorded as the point T12');
  • the sub-area 13 adopts the rule 2 to correct the unrealizable demand working point T13 to the point T13' on the P1P2 line;
  • the sub-area 14 adopts the rule 2 to correct the unrealizable demand working point T14 to the point T14' on the P3P4 line;
  • the sub-area 15 adopts the rule 4 to correct the unrealizable demand working point T15 to the intersection point P13 (it can also be recorded as point T15');
  • the sub-area 16 adopts the rule 4 to correct the unrealizable demand working point T16 to the intersection point P14 (it can also be recorded as the point T16');
  • Sub-area 17 adopts rule 3 to correct unrealizable demand operating point T17 to point T17' on the P3P4 line.
  • the present application proposes different correction rules for different sub-regions, so as to make the vehicle reach a better state.
  • using rule 2 can increase the yaw moment while maintaining the braking torque, and its correction effect is better than the effect of using other correction rules.
  • the effect of using rule 4 is better than that of using other correction rules, because other correction rules, such as rule 3, will lead to a change in the direction of the yaw moment, thereby exacerbating excessive steering. .
  • rule 4 For another example, for sub-region 16, the effect of using rule 4 is also better than that of using other correction rules, because if other correction rules, such as rule 3, are used, the braking torque demand will be changed to the traction torque demand, so that The vehicle speed is increased, and the corrected yaw moment demand is also reduced compared to Rule 4. The reduction in yaw moment further makes the vehicle more difficult to stabilize.
  • correction rule is only an example, and in actual operation, the correction rule may also be adjusted according to the actual situation, which is not limited in this application.
  • the method 600 can also convert the revised yaw moment demand based on the relative steering characteristics into the original yaw moment demand, and obtain the revised demand work point. point. And output the corrected longitudinal moment demand value and yaw moment demand value to the execution unit for execution.
  • FIG. 13 is an example diagram of a control device for a vehicle provided by an embodiment of the present application.
  • the working area of the vehicle includes an achievable working area and a non-achievable working area, wherein in the achievable working area, the longitudinal moment demand and the yaw moment demand of the vehicle can be satisfied at the same time, in the non-achievable working area In the realization work area, the longitudinal moment demand and the yaw moment demand of the vehicle cannot be satisfied at the same time.
  • the apparatus 1300 includes a processing unit 1310, and the processing unit 1310 is used for: correcting the longitudinal moment demand and the yaw moment demand in the first area to the achievable working area, wherein the first area is the One or more of the non-achievable work areas; the vehicle is controlled based on the corrected longitudinal and yaw moment demands.
  • the processing unit 1310 may also be configured to: correct the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region according to a predetermined correction ratio.
  • the processing unit 1310 can also be used for: the processing unit is further used for: correcting the longitudinal moment demand and the yaw moment demand in the first area to the achievable working area according to the relative steering characteristics of the vehicle, the relative Steering characteristics include relative understeer and relative oversteer.
  • the relative steering characteristics of the vehicle are determined based on the yaw rate and yaw moment demand of the vehicle.
  • determining the relative steering characteristic of the vehicle according to the yaw rate and yaw moment demand of the vehicle includes: if the yaw rate and the yaw moment demand have the same sign, the relative steering characteristic of the vehicle is relatively understeer; or, if The yaw rate is opposite in sign to the yaw moment demand, and the relative steering characteristic of the vehicle is relative oversteer.
  • the relative steering characteristic of the vehicle is determined according to the yaw rate and yaw moment demand of the vehicle, and the following relationship is satisfied:
  • ⁇ is the yaw angular velocity
  • M Z Dem is the yaw moment demand.
  • the achievable working area and the non-achievable working area are located in a rectangular coordinate system
  • the coordinate axis of the rectangular coordinate system includes a horizontal axis and a vertical axis
  • the horizontal axis corresponds to the longitudinal moment
  • the vertical axis corresponds to the yaw moment.
  • the area includes vertices, which can realize the intersection of the boundary line of the work area and the coordinate axis to form an intersection.
  • the non-achievable working area may be a non-achievable working area based on relative steering characteristics.
  • the non-realizable working area based on the relative steering characteristic includes an upper half area and a lower half area, the upper half area is located on the upper half plane of the rectangular coordinate system, and the lower half area is located on the lower half plane of the rectangular coordinate system;
  • the vehicle's yaw rate and yaw moment demand have the same sign, corresponding to relative understeer; in the lower half, the vehicle's yaw rate and yaw moment demand have opposite signs, corresponding to relative oversteer .
  • the processing unit 1310 can also be used to: according to the relative steering characteristics, convert the yaw moment demand into the yaw moment demand based on the relative steering characteristics.
  • the yaw moment demand is converted into the yaw moment demand based on the relative steering characteristics, and the following relationship is satisfied:
  • ⁇ is the yaw angular velocity
  • M Z, Dem are the yaw moment requirements
  • yaw moment demand is the yaw moment demand based on relative steering characteristics.
  • the first area includes a first side, the first side is parallel to the longitudinal axis and passes through a vertex of the achievable working area; the processing unit 1310 can also be used to: correct the longitudinal moment demand in the first area and The yaw moment is demanded to the apex of the achievable work area.
  • the first area includes a first side and a second side, the first side is parallel to a boundary line of the achievable working area, the second side is parallel to the horizontal axis or the longitudinal axis, and the first side is The intersection with the second edge falls on the achievable working area; the processing unit 1310 can also be used to: correct the longitudinal moment demand and yaw moment demand in the first area to the vertex of the achievable working area, or correct the first Longitudinal moment demand and yaw moment demand in an area to the intersection of the achievable working area and the coordinate axis.
  • the first area includes a first side and a second side, and both the side and the second side are parallel to a boundary line in the achievable working area; the processing unit 1310 can also be used for: correcting the first area
  • the longitudinal moment demand and the yaw moment demand are to the boundary line of the achievable working area.
  • the first area includes a first side and a second side, the first side is parallel to a boundary line in the achievable working area, the second side is parallel to the longitudinal axis, and the first side and the second side are The intersection of the edges does not coincide with the achievable working area; the processing unit 1310 can also be used to: correct the longitudinal moment demand and the yaw moment demand in the first area to the boundary line of the achievable working area.
  • the location unit 1310 can also be used to: while maintaining the yaw moment requirement in the second area, correct the longitudinal moment requirement in the second area to an achievable working area, wherein the second area is the An area or areas in a non-realizable work area.
  • the location unit 1310 can also be used to: while maintaining the longitudinal moment requirement in the third area, correct the yaw moment requirement in the third area to the achievable working area, wherein the third area is one or more of the non-realizable work areas.
  • control device 1300 may further include an acquisition unit for acquiring the longitudinal moment demand and the yaw moment demand of the vehicle during the running process, as well as various parameters detected by the vehicle.
  • FIG. 14 is an exemplary block diagram of the hardware structure of a vehicle control device provided by an embodiment of the present application.
  • the apparatus 1400 (the apparatus 1400 may specifically be a computer device) includes a memory 1410 , a processor 1420 , a communication interface 1430 and a bus 1440 .
  • the memory 1410 , the processor 1420 , and the communication interface 1430 are connected to each other through the bus 1440 for communication.
  • the memory 1410 may be a read only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM).
  • the memory 1410 may store a program, and when the program stored in the memory 1410 is executed by the processor 1420, the processor 1420 is configured to execute each step of the control method of the embodiment of the present application.
  • the processor 1420 may adopt a general-purpose central processing unit (CPU), a microprocessor, an application specific integrated circuit (ASIC), a graphics processor (graphics processing unit, GPU), or one or more
  • the integrated circuit is used to execute the relevant program to realize the control method of the method embodiment of the present application.
  • the processor 1420 may also be an integrated circuit chip with signal processing capability. In the implementation process, each step of the control method of the present application may be completed by an integrated logic circuit of hardware in the processor 1420 or instructions in the form of software.
  • the above-mentioned processor 1420 may also be a general-purpose processor, a digital signal processor (digital signal processing, DSP), an application specific integrated circuit (ASIC), an off-the-shelf programmable gate array (field programmable gate array, FPGA) or other programmable logic devices, Discrete gate or transistor logic devices, discrete hardware components.
  • DSP digital signal processing
  • ASIC application specific integrated circuit
  • FPGA field programmable gate array
  • a general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
  • the steps of the methods disclosed in conjunction with the embodiments of the present application may be directly embodied as executed by a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor.
  • the software module may be located in random access memory, flash memory, read-only memory, programmable read-only memory or electrically erasable programmable memory, registers and other storage media mature in the art.
  • the storage medium is located in the memory 1410, and the processor 1420 reads the information in the memory 1410, and combines its hardware to complete the functions required to be performed by the modules included in the control apparatus of the embodiments of the present application, or to execute the control methods of the method embodiments of the present application.
  • the communication interface 1430 implements communication between the apparatus 1400 and other devices or a communication network using a transceiving device such as, but not limited to, a transceiver.
  • the bus 1440 may include pathways for communicating information between the various components of the device 1400 (eg, the memory 1410, the processor 1420, the communication interface 1430).
  • Embodiments of the present application also provide a vehicle, the vehicle including each module for executing any one of the above control methods.
  • the vehicle involved in this application may be a traditional internal combustion engine vehicle, a hybrid electric vehicle, a pure electric vehicle, a centralized drive vehicle, a distributed drive vehicle, etc., which is not limited in this application.
  • FIG. 15 is a functional block diagram of a vehicle to which the embodiments of the present application are applied.
  • the vehicle 100 may be a human-driven vehicle, or the vehicle 100 may be configured in a fully or partially autonomous driving mode.
  • the vehicle 100 may control the ego vehicle while in an autonomous driving mode, and may determine the current state of the vehicle and its surrounding environment through human manipulation, determine the possible behavior of at least one other vehicle in the surrounding environment, and A confidence level corresponding to the likelihood that other vehicles will perform the possible behavior is determined, and the vehicle 100 is controlled based on the determined information.
  • the vehicle 100 may be placed to operate without human interaction.
  • vehicle 100 Various subsystems may be included in vehicle 100 , such as travel system 110 , sensing system 120 , control system 130 , one or more peripherals 140 and power supply 160 , computer system 150 , and user interface 170 .
  • the vehicle 100 may include more or fewer subsystems, and each subsystem may include multiple elements. Additionally, each of the subsystems and elements of the vehicle 100 may be interconnected by wire or wirelessly.
  • the travel system 110 may include components for providing powered motion to the vehicle 100 .
  • travel system 110 may include engine 111, transmission 112, energy source 113, and wheels 114/tires.
  • the engine 111 may be an internal combustion engine, an electric motor, an air compression engine or other types of engine combinations; for example, a hybrid engine composed of a gasoline engine and an electric motor, or a hybrid engine composed of an internal combustion engine and an air compression engine.
  • Engine 111 may convert energy source 113 into mechanical energy.
  • the energy source 113 may include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other sources of electricity.
  • the energy source 113 may also provide energy to other systems of the vehicle 100 .
  • transmission 112 may include a gearbox, a differential, and a driveshaft; wherein transmission 112 may transmit mechanical power from engine 111 to wheels 114 .
  • the transmission 112 may also include other devices, such as clutches.
  • the drive shafts may include one or more axles that may be coupled to one or more of the wheels 114 .
  • the sensing system 120 may include several sensors that sense information about the environment surrounding the vehicle 100 .
  • the sensing system 120 may include a positioning system 121 (eg, a global positioning system (GPS), BeiDou system, or other positioning system), an inertial measurement unit (IMU) 122, a radar 123, a laser Distance meter 124 , camera 125 and vehicle speed sensor 126 .
  • the sensing system 120 may also include sensors that monitor the internal systems of the vehicle 100 (eg, an in-vehicle air quality monitor, a fuel gauge, an oil temperature gauge, etc.). Sensor data from one or more of these sensors can be used to detect objects and their corresponding characteristics (position, shape, orientation, velocity, etc.). This detection and identification is a critical function for the safe operation of the autonomous vehicle 100 .
  • the positioning system 121 may be used to estimate the geographic location of the vehicle 100 .
  • the IMU 122 may be used to sense position and orientation changes of the vehicle 100 based on inertial acceleration.
  • IMU 122 may be a combination of an accelerometer and a gyroscope.
  • the radar 123 may utilize radio information to sense objects within the surrounding environment of the vehicle 100 .
  • radar 123 may be used to sense the speed and/or heading of objects.
  • the laser rangefinder 124 may utilize laser light to sense objects in the environment in which the vehicle 100 is located.
  • the laser rangefinder 124 may include one or more laser sources, laser scanners, and one or more detectors, among other system components.
  • camera 125 may be used to capture multiple images of the surrounding environment of vehicle 100 .
  • camera 125 may be a still camera or a video camera.
  • the vehicle speed sensor 126 may be used to measure the speed of the vehicle 100 .
  • real-time speed measurement of the vehicle can be performed.
  • the measured vehicle speed may be communicated to the control system 130 to effect control of the vehicle.
  • control system 130 controls the operation of the vehicle 100 and its components.
  • Control system 130 may include various elements, such as may include steering system 131 , throttle 132 , braking unit 133 , computer vision system 134 , route control system 135 , and obstacle avoidance system 136 .
  • the steering system 131 may operate to adjust the heading of the vehicle 100 .
  • it may be a steering wheel system.
  • the throttle 132 may be used to control the operating speed of the engine 111 and thus the speed of the vehicle 100 .
  • the braking unit 133 may be used to control the deceleration of the vehicle 100 ; the braking unit 133 may use friction to slow the wheels 114 . In other embodiments, the braking unit 133 may convert the kinetic energy of the wheels 114 into electrical current. The braking unit 133 may also take other forms to slow the wheels 114 to control the speed of the vehicle 100 .
  • computer vision system 134 is operable to process and analyze images captured by camera 125 in order to identify objects and/or features in the environment surrounding vehicle 100 .
  • the aforementioned objects and/or features may include traffic information, road boundaries and obstacles.
  • Computer vision system 134 may use object recognition algorithms, structure from motion (SFM) algorithms, video tracking, and other computer vision techniques.
  • the computer vision system 134 may be used to map the environment, track objects, estimate the speed of objects, and the like.
  • the route control system 135 may be used to determine the route of travel of the vehicle 100 .
  • the route control system 135 may combine data from sensors, GPS, and one or more predetermined maps to determine a driving route for the vehicle 100 .
  • the obstacle avoidance system 136 may be used to identify, evaluate and avoid or otherwise traverse potential obstacles in the environment of the vehicle 100 .
  • control system 130 may additionally or alternatively include components in addition to those shown and described. Alternatively, some of the components shown above may be reduced.
  • the vehicle 100 may interact with external sensors, other vehicles, other computer systems or users through peripheral devices 140; wherein the peripheral devices 140 may include a wireless communication system 141, an on-board computer 142, a microphone 143 and/or a or speaker 144.
  • peripheral devices 140 may include a wireless communication system 141, an on-board computer 142, a microphone 143 and/or a or speaker 144.
  • peripherals 140 may provide a means for vehicle 100 to interact with user interface 170 .
  • the onboard computer 142 may provide information to the user of the vehicle 100 .
  • the user interface 116 can also operate the onboard computer 142 to receive user input; the onboard computer 142 can be operated through a touch screen.
  • peripheral device 140 may provide a means for vehicle 100 to communicate with other devices located within the vehicle.
  • microphone 143 may receive audio (eg, voice commands or other audio input) from a user of vehicle 100 .
  • speakers 144 may output audio to a user of vehicle 100 .
  • the wireless communication system 141 may wirelessly communicate with one or more devices, either directly or via a communication network.
  • wireless communication system 141 may use 3G cellular communications; eg, code division multiple access (CDMA)), EVDO, global system for mobile communications (GSM)/general packet radio service (general packet radio service, GPRS), or 4G cellular communications, such as long term evolution (LTE); or, 5G cellular communications.
  • the wireless communication system 141 may communicate with a wireless local area network (WLAN) using wireless Internet access (WiFi).
  • WLAN wireless local area network
  • WiFi wireless Internet access
  • the wireless communication system 141 may communicate directly with the device using an infrared link, Bluetooth, or ZigBee; other wireless protocols, such as various vehicle communication systems, for example, the wireless communication system 141 may include an or A number of dedicated short range communications (DSRC) devices, which may include public and/or private data communications between vehicles and/or roadside stations.
  • DSRC dedicated short range communications
  • power supply 160 may provide power to various components of vehicle 100 .
  • the power source 160 may be a rechargeable lithium-ion battery or a lead-acid battery.
  • One or more battery packs of such a battery may be configured as a power source to provide power to various components of the vehicle 100 .
  • power source 160 and energy source 113 may be implemented together, such as in some all-electric vehicles.
  • a computer system 150 may include at least one processor 151 that executes execution in a non-transitory computer-readable medium stored in, for example, memory 152 .
  • Computer system 150 may also be multiple computing devices that control individual components or subsystems of vehicle 100 in a distributed fashion.
  • processor 151 may be any conventional processor, such as a commercially available central processing unit (CPU).
  • CPU central processing unit
  • the processor may be a dedicated device such as an application specific integrated circuit (ASIC) or other hardware-based processor.
  • ASIC application specific integrated circuit
  • FIG. 15 functionally illustrates a processor, memory, and other elements of the computer in the same block, one of ordinary skill in the art will understand that the processor, computer, or memory may actually include storage that may or may not be Multiple processors, computers or memories within the same physical enclosure.
  • the memory may be a hard drive or other storage medium located within an enclosure other than a computer.
  • reference to a processor or computer will be understood to include reference to a collection of processors or computers or memories that may or may not operate in parallel.
  • some components such as the steering and deceleration components may each have their own processor that only performs computations related to component-specific functions .
  • a processor may be located remotely from the vehicle and in wireless communication with the vehicle. In other aspects, some of the processes described herein are performed on a processor disposed within the vehicle while others are performed by a remote processor, including taking steps necessary to perform a single maneuver.
  • memory 152 may contain instructions 153 (e.g., program logic) that may be used by processor 151 to perform various functions of vehicle 100, including those described above.
  • Memory 152 may also include additional instructions, such as including sending data to, receiving data from, interacting with, and/or performing data processing on one or more of travel system 110 , sensing system 120 , control system 130 , and peripherals 140 control commands.
  • memory 152 may store data such as road maps, route information, vehicle location, direction, speed, and other such vehicle data, among other information. Such information may be used by the vehicle 100 and the computer system 150 during operation of the vehicle 100 in autonomous, semi-autonomous and/or manual modes.
  • user interface 170 may be used to provide information to or receive information from a user of vehicle 100 .
  • user interface 170 may include one or more input/output devices within the set of peripheral devices 140 , eg, wireless communication system 141 , onboard computer 142 , microphone 143 , and speaker 144 .
  • computer system 150 may control functions of vehicle 100 based on input received from various subsystems (eg, travel system 110 , sensing system 120 , and control system 130 ) and from user interface 170 .
  • computer system 150 may utilize input from control system 130 to control braking unit 133 to avoid obstacles detected by sensing system 120 and obstacle avoidance system 136 .
  • computer system 150 is operable to provide control of various aspects of vehicle 100 and its subsystems.
  • one or more of these components described above may be installed or associated with the vehicle 100 separately.
  • memory 152 may exist partially or completely separate from vehicle 100 .
  • the above-described components may be communicatively coupled together in a wired and/or wireless manner.
  • FIG. 15 should not be construed as a limitation on the embodiments of the present application.
  • the vehicle 100 may be a self-driving car traveling on a road and may recognize objects in its surroundings to determine an adjustment to the current speed.
  • the objects may be other vehicles, traffic control devices, or other types of objects.
  • each identified object may be considered independently, and based on the object's respective characteristics, such as its current speed, acceleration, distance from the vehicle, etc., may be used to determine the speed at which the autonomous vehicle is to adjust.
  • the vehicle 100 or a computing device associated with the vehicle 100 eg, computer system 150, computer vision system 134, memory 152 of FIG. rain, ice on the road, etc.
  • a computing device associated with the vehicle 100 eg, computer system 150, computer vision system 134, memory 152 of FIG. rain, ice on the road, etc.
  • each of the identified objects is dependent on the behavior of the other, so it is also possible to predict the behavior of a single identified object by considering all of the identified objects together.
  • the vehicle 100 can adjust its speed based on the predicted behavior of the identified object.
  • the self-driving car can determine that the vehicle will need to adjust (eg, accelerate, decelerate, or stop) to a steady state based on the predicted behavior of the object.
  • other factors may also be considered to determine the speed of the vehicle 100, such as the lateral position of the vehicle 100 in the road being traveled, the curvature of the road, the proximity of static and dynamic objects, and the like.
  • the computing device may also provide instructions to modify the steering angle of the vehicle 100 so that the self-driving car follows a given trajectory and/or maintains contact with objects in the vicinity of the self-driving car (eg, , cars in adjacent lanes on the road) safe lateral and longitudinal distances.
  • objects in the vicinity of the self-driving car eg, , cars in adjacent lanes on the road
  • the above-mentioned vehicle 100 can be a car, a truck, a motorcycle, a bus, a boat, an airplane, a helicopter, a lawn mower, a recreational vehicle, a playground vehicle, construction equipment, a tram, a golf cart, a train, a cart, etc.
  • the application examples are not particularly limited.
  • the vehicle 100 shown in FIG. 15 may be an automatic driving vehicle, and the automatic driving system will be described in detail below.
  • FIG. 16 is an example diagram of an automatic driving system to which the embodiments of the present application are applied.
  • the automatic driving system shown in FIG. 16 includes a computer system 201 , wherein the computer system 201 includes a processor 203 , and the processor 203 is coupled with a system bus 205 .
  • the processor 203 may be one or more processors, wherein each processor may include one or more processor cores.
  • a display adapter 207 (video adapter), which can drive a display 209, is coupled to the system bus 205.
  • the system bus 205 may be coupled to an input output (I/O) bus 213 through a bus bridge 211, and an I/O interface 215 may be coupled to the I/O bus.
  • I/O input output
  • I/O interface 215 communicates with various I/O devices, such as input device 217 (eg, keyboard, mouse, touch screen, etc.), media tray 221 (media tray), (eg, CD-ROM, multimedia interface, etc.) .
  • the transceiver 223 can send and/or receive radio communication information, and the camera 255 can capture landscape and dynamic digital video images.
  • the interface connected to the I/O interface 215 may be the USB port 225 .
  • the processor 203 may be any conventional processor, such as a reduced instruction set computing (reduced instruction set computer, RISC) processor, a complex instruction set computing (complex instruction set computer, CISC) processor, or a combination of the above.
  • RISC reduced instruction set computer
  • CISC complex instruction set computing
  • the processor 203 may be a dedicated device such as an application specific integrated circuit (ASIC); the processor 203 may be a neural network processor or a combination of a neural network processor and the above-mentioned conventional processors.
  • ASIC application specific integrated circuit
  • computer system 201 may be located remotely from the autonomous vehicle and may communicate wirelessly with the autonomous vehicle.
  • some of the processes described herein are performed on a processor disposed within the autonomous vehicle and others are performed by a remote processor, including taking actions required to perform a single maneuver.
  • Network interface 229 may be a hardware network interface, such as a network card.
  • the network 227 may be an external network, such as the Internet, or an internal network, such as an Ethernet network or a virtual private network (VPN).
  • the network 227 may also be a wireless network, such as a WiFi network, a cellular network, and the like.
  • the hard disk drive interface is coupled with the system bus 205
  • the hardware drive interface 231 can be connected with the hard disk drive 233
  • the system memory 235 is coupled with the system bus 205 .
  • Data running in system memory 235 may include operating system 237 and application programs 243 .
  • the operating system 237 may include a parser (shell) 239 and a kernel (kernel) 241 .
  • the shell 239 is an interface between the user and the kernel of the operating system.
  • the shell can be the outermost layer of the operating system; the shell can manage the interaction between the user and the operating system, for example, waiting for user input, interpreting user input to the operating system, and processing various operating systems output result.
  • Kernel 241 may consist of those parts of the operating system that manage memory, files, peripherals, and system resources. Interacting directly with hardware, the operating system kernel usually runs processes and provides inter-process communication, providing CPU time slice management, interrupts, memory management, IO management, and more.
  • Application 243 includes programs that control the autonomous driving of the car, for example, programs that manage the interaction of the autonomous car with obstacles on the road, programs that control the route or speed of the autonomous car, and programs that control the interaction of the autonomous car with other autonomous vehicles on the road. .
  • Application 243 also exists on the system of software deployment server 249 . In one embodiment, the computer system 201 may download the application program from the software deployment server 249 when the autonomous driving related program 247 needs to be executed.
  • the application program 243 may also be a program for the autonomous vehicle to interact with the road lane lines, that is, a program that can track the lane lines in real time.
  • the application program 243 may also be a program for controlling the self-driving vehicle to perform automatic parking.
  • sensors 253 may be associated with computer system 201, and sensors 253 may be used to detect the environment surrounding computer 201.
  • the senor 253 can detect the lane on the road, such as the lane line, and can track the change of the lane line within a certain range in front of the vehicle in real time when the vehicle is moving (eg, while driving).
  • the sensor 253 can detect animals, cars, obstacles and pedestrian crossings, etc., and further sensors can also detect the environment around objects such as the above-mentioned animals, cars, obstacles and pedestrian crossings, such as: the environment around animals, for example, the environment around animals Other animals, weather conditions, ambient light levels, etc.
  • the sensors may be cameras, infrared sensors, chemical detectors, microphones, and the like.
  • the senor 253 can be used to detect the lane line in front of the vehicle, so that the vehicle can perceive the change of the lane during traveling, so as to plan and adjust the driving of the vehicle in real time accordingly.
  • the sensor 253 can be used to detect the size or position of the storage space and surrounding obstacles around the vehicle, so that the vehicle can perceive the distance between the storage space and surrounding obstacles, and when parking Collision detection is performed to prevent vehicles from colliding with obstacles.
  • the computer system 150 shown in FIG. 15 may also receive information from or transfer information to other computer systems.
  • the sensor data collected from the sensor system 120 of the vehicle 100 may be transferred to another computer for processing the data, which will be described below by taking FIG. 17 as an example.
  • FIG. 17 is a diagram illustrating an example of an application of a cloud-side command to an autonomous driving vehicle according to an embodiment of the present application.
  • data from the computer system 312 may be transmitted via a network to a server 320 on the cloud side for further processing.
  • Networks and intermediate nodes may include various configurations and protocols, including the Internet, the World Wide Web, Intranets, Virtual Private Networks, Wide Area Networks, Local Area Networks, private networks using one or more of the company's proprietary communication protocols, Ethernet, WiFi and HTTP, and various combinations of the foregoing; such communications may be by any device capable of transferring data to and from other computers, such as modems and wireless interfaces.
  • server 320 may include a server having multiple computers, such as a load balancing server farm, that exchange information with different nodes of the network for the purpose of receiving, processing, and transmitting data from computer system 312 .
  • the server may be configured similarly to computer system 312 , with processor 330 , memory 340 , instructions 350 , and data 360 .
  • the data 360 of the server 320 may include information about road conditions around the vehicle.
  • server 320 may receive, detect, store, update, and transmit information related to vehicle road conditions.
  • the relevant information of the road conditions around the vehicle includes other vehicle information and obstacle information around the vehicle.
  • the disclosed systems, devices and methods may be implemented in other manners.
  • the apparatus embodiments described above are only illustrative.
  • the division of the units is only a logical function division. In actual implementation, there may be other division methods.
  • multiple units or components may be combined or Can be integrated into another system, or some features can be ignored, or not implemented.
  • the shown or discussed mutual coupling or direct coupling or communication connection may be through some interfaces, indirect coupling or communication connection of devices or units, and may be in electrical, mechanical or other forms.
  • the units described as separate components may or may not be physically separated, and components displayed as units may or may not be physical units, that is, may be located in one place, or may be distributed to multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution in this embodiment.
  • each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically alone, or two or more units may be integrated into one unit.
  • the functions, if implemented in the form of software functional units and sold or used as independent products, may be stored in a computer-readable storage medium.
  • the technical solution of the present application can be embodied in the form of a software product in essence, or the part that contributes to the prior art or the part of the technical solution.
  • the computer software product is stored in a storage medium, including Several instructions are used to cause a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application.
  • the aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (Read-Only Memory, ROM), random access memory (Random Access Memory, RAM), magnetic disk or optical disk and other media that can store program codes .

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Abstract

A vehicle (100) control method (500) and apparatus (1300), and a vehicle (100). The working regions of the vehicle (100) comprise a realizable working region and a non-realizable working region; in the realizable working region, the longitudinal torque requirement and the yaw torque requirement of the vehicle (100) can be simultaneously satisfied; and in the non-realizable working region, the longitudinal torque requirement and the yaw torque requirement of the vehicle (100) cannot be simultaneously satisfied. The control method (500) comprises: correcting the longitudinal torque requirement and the yaw torque requirement in a first region to the realizable working region, wherein the first region is one or more regions in the non-realizable working region; and controlling the vehicle (100) according to the corrected longitudinal torque requirement and the corrected yaw torque requirement.

Description

车辆的控制方法、装置及车辆Vehicle control method, device and vehicle
本申请要求于2021年01月21日提交中国专利局、申请号为202110082438.9、申请名称为“车辆的控制方法、装置及车辆”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。This application claims the priority of the Chinese patent application with the application number 202110082438.9 and the application title "Control Method, Device and Vehicle for Vehicle" filed with the China Patent Office on January 21, 2021, the entire contents of which are incorporated herein by reference middle.
技术领域technical field
本申请涉及汽车领域，并且更具体地，涉及车辆的控制方法、装置及车辆。The present application relates to the field of automobiles, and more particularly, to control methods, devices and vehicles of vehicles.
背景技术Background technique
纵向力矩和横摆力矩是控制车辆运动的两个主要输入，共同维持车辆行驶过程中的操纵性和稳定性。但实际中，纵向力矩需求和横摆力矩需求受附着系数、垂向载荷、最大驱动力矩和最大制动力矩等因素限制，有时并无法同时满足。Longitudinal moment and yaw moment are the two main inputs to control the motion of the vehicle, which together maintain the handling and stability of the vehicle during driving. However, in practice, the longitudinal moment demand and the yaw moment demand are limited by factors such as adhesion coefficient, vertical load, maximum driving moment and maximum braking moment, and sometimes they cannot be satisfied at the same time.
在纵向力矩需求和横摆力矩需求无法同时满足时，现有技术一般会对纵向力矩需求或横摆力矩需求进行简单的限制，例如，优先满足横摆力矩需求，而不考虑纵向力矩需求；或者，优先满足纵向力矩需求，而不考虑横摆力矩需求。这使得车辆的操纵性和稳定性有待提高。When the longitudinal moment requirement and the yaw moment requirement cannot be satisfied at the same time, the prior art generally imposes a simple restriction on the longitudinal moment requirement or the yaw moment requirement, for example, the yaw moment requirement is given priority, and the longitudinal moment requirement is not considered; or , the longitudinal moment demand is given priority, and the yaw moment demand is not considered. This makes the handling and stability of the vehicle to be improved.
因此，如何提高车辆的操纵性和稳定性是亟待解决的技术问题。Therefore, how to improve the maneuverability and stability of the vehicle is an urgent technical problem to be solved.
发明内容SUMMARY OF THE INVENTION
本申请提供一种车辆的控制方法、装置及车辆，能够提升车辆的操纵性和稳定性。The present application provides a vehicle control method, device and vehicle, which can improve the maneuverability and stability of the vehicle.
第一方面，提供了一种车辆的控制方法，该车辆的工作区域包括可实现工作区域和非可实现工作区域，其中，在该可实现工作区域中，该车辆的纵向力矩需求和横摆力矩需求能被同时满足，在该非可实现工作区域中，该车辆的纵向力矩需求和横摆力矩需求不能被同时满足；该方法包括：修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域，其中，该第一区域为该非可实现工作区域中的一个区域或多个区域；根据修正后的纵向力矩需求和横摆力矩需求对该车辆进行控制。In a first aspect, a control method of a vehicle is provided, the working area of the vehicle includes an achievable working area and a non-achievable working area, wherein in the achievable working area, the longitudinal moment demand and the yaw moment of the vehicle are The demand can be satisfied simultaneously, and in the non-achievable working region, the longitudinal moment demand and the yaw moment demand of the vehicle cannot be satisfied simultaneously; the method includes: correcting the longitudinal moment demand and the yaw moment demand in the first region to The achievable working area, wherein the first area is one or more areas in the non-achievable working area; the vehicle is controlled according to the corrected longitudinal moment demand and yaw moment demand.
应理解，在本申请实施例中，可实现工作区域包括边界线和顶点。可选地，修正后的纵向力矩需求和横摆力矩需求可以落在可实现工作区域的边界线或顶点上。It should be understood that, in the embodiments of the present application, the achievable work area includes boundary lines and vertices. Optionally, the corrected longitudinal and yaw moment demands may fall on boundaries or vertices of the achievable work area.
应理解，修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域，也可以理解为，对第一区域内的纵向力矩需求和横摆力矩需求都进行修正或同时进行修正，使得修正后的纵向力矩需求和横摆力矩需求落在可实现工作区域。It should be understood that correcting the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region can also be understood as correcting both the longitudinal moment demand and the yaw moment demand in the first region or correcting both. , so that the corrected longitudinal moment demand and yaw moment demand fall within the achievable working area.
在本申请实施例中，将落在第一区域内的纵向力矩需求以及横摆力矩需求都进行修正，而不是仅修正其中的一个需求，从而能够提升车辆的操纵性和稳定性。In the embodiment of the present application, both the longitudinal moment demand and the yaw moment demand falling in the first region are corrected, instead of only one of the requirements, so that the maneuverability and stability of the vehicle can be improved.
结合第一方面，在第一方面的某些实现方式中，该修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域包括：根据预定修正比例方式修正第一区域内的纵向力 矩需求和横摆力矩需求至该可实现工作区域。With reference to the first aspect, in some implementations of the first aspect, the correcting the longitudinal moment demand and the yaw moment demand in the first area to the achievable working area includes: correcting the Longitudinal moment demand and yaw moment demand to the achievable working area.
结合第一方面，在第一方面的某些实现方式中，该修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域包括：根据该车辆的相对转向特性修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域，该相对转向特性包括相对不足转向和相对过多转向。In conjunction with the first aspect, in some implementations of the first aspect, the modifying the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region includes: modifying the first region according to relative steering characteristics of the vehicle Longitudinal moment demand and yaw moment demand within the achievable operating region, the relative steering characteristics include relative understeer and relative oversteer.
应理解，不同的相对转向特性通常对应不同的修正思路。因此，在实际操作中，还需要确定车辆的相对转向特性，才能确定对车辆的需求采取哪种修正思路。It should be understood that different relative steering characteristics generally correspond to different correction ideas. Therefore, in actual operation, it is also necessary to determine the relative steering characteristics of the vehicle in order to determine which correction idea to adopt for the vehicle's demand.
结合第一方面，在第一方面的某些实现方式中，该车辆的相对转向特性根据该车辆的横摆角速度和横摆力矩需求确定。In conjunction with the first aspect, in some implementations of the first aspect, the relative steering characteristics of the vehicle are determined based on the yaw rate and yaw moment demand of the vehicle.
应理解，现有技术在确定车辆的相对转向特性时，通常需要用到车辆质心侧偏角，并需对车辆质心侧偏角进行实时观测或估计，而质心侧偏角非常难准确获取，这便增加了控制策略的复杂程度。It should be understood that when determining the relative steering characteristics of the vehicle in the prior art, the vehicle mass center side slip angle is usually required, and the vehicle mass center side slip angle needs to be observed or estimated in real time. This increases the complexity of the control strategy.
而在本申请实施例中，通过车辆的横摆角速度和横摆力矩需求确定车辆的相对转向特性，其中，横摆角速度比较容易获取，从而使得相对转向特性的判断更加简单方便。However, in the embodiment of the present application, the relative steering characteristic of the vehicle is determined by the yaw rate and yaw moment demand of the vehicle, wherein the yaw rate is relatively easy to obtain, thereby making the judgment of the relative steering characteristic simpler and more convenient.
结合第一方面，在第一方面的某些实现方式中，该车辆的相对转向特性根据该车辆的横摆角速度和横摆力矩需求确定包括：若该横摆角速度与该横摆力矩需求符号相同，该车辆的相对转向特性为相对不足转向；或者，若该横摆角速度与该横摆力矩需求符号相反，该车辆的相对转向特性为相对过多转向。With reference to the first aspect, in some implementations of the first aspect, determining the relative steering characteristic of the vehicle according to the yaw rate and the yaw moment demand of the vehicle includes: if the yaw rate and the yaw moment demand have the same sign , the relative steering characteristic of the vehicle is relatively understeer; or, if the yaw rate is opposite in sign to the yaw moment demand, the relative steering characteristic of the vehicle is relatively oversteer.
结合第一方面，在第一方面的某些实现方式中，该车辆的相对转向特性根据该车辆的横摆角速度和横摆力矩需求确定，满足如下关系：With reference to the first aspect, in some implementations of the first aspect, the relative steering characteristic of the vehicle is determined according to the yaw rate and yaw moment demand of the vehicle, and satisfies the following relationship:
Figure PCTCN2021123688-appb-000001
Figure PCTCN2021123688-appb-000001
式中，γ为横摆角速度，M Z,Dem为横摆力矩需求。 In the formula, γ is the yaw angular velocity, M Z, Dem is the yaw moment demand.
结合第一方面，在第一方面的某些实现方式中，该可实现工作区域和非可实现工作区域位于直角坐标系中，该直角坐标系的坐标轴包括横轴和纵轴，横轴对应纵向力矩，纵轴对应横摆力矩，可实现区域包括顶点，可实现工作区域的边界线与坐标轴相交形成交点。In combination with the first aspect, in some implementations of the first aspect, the achievable working area and the non-achievable working area are located in a rectangular coordinate system, and the coordinate axis of the rectangular coordinate system includes a horizontal axis and a vertical axis, and the horizontal axis corresponds to Longitudinal moment, the vertical axis corresponds to the yaw moment, the achievable area includes vertices, and the boundary line of the achievable working area intersects with the coordinate axis to form an intersection.
结合第一方面，在第一方面的某些实现方式中，该非可实现工作区域为基于相对转向特性的非可实现工作区域。With reference to the first aspect, in some implementations of the first aspect, the non-achievable working area is a non-achievable working area based on relative steering characteristics.
结合第一方面，在第一方面的某些实现方式中，该基于相对转向特性的非可实现工作区域包括上半区域和下半区域，该上半区域位于直角坐标系的上半平面，该下半区域位于直角坐标系的下半平面；在该上半区域中，车辆的横摆角速度与横摆力矩需求符号相同，对应相对不足转向；在该下半区域中，车辆的横摆角速度与横摆力矩需求符号相反，对应相对过多转向。With reference to the first aspect, in some implementations of the first aspect, the non-realizable working area based on relative steering characteristics includes an upper half area and a lower half area, the upper half area is located on the upper half plane of the Cartesian coordinate system, the The lower half area is located in the lower half plane of the Cartesian coordinate system; in this upper half area, the vehicle's yaw angular velocity and yaw moment demand have the same sign, corresponding to the relative understeer; in this lower half area, the vehicle's yaw angular velocity and The yaw moment demand is of opposite sign, corresponding to relative excess steering.
应理解，上文提到，不同的相对转向特性通常对应不同的修正思路。因此，本申请实施例在进行区域划分和设定修正规则时，需要考虑到相对转向特性，对于不同的相对转向特性有不同的区域划分方式和修正规则。这使得在对上述直角坐标系做区域划分时，需要事先设定两种情况，一种情况是上半平面是不足转向，下半平面是转向过多；另一种情况是刚好相反。针对上述两种情况，需要预先定义两套划分和修正规则，然后在使用时再根据M Z,Dem和γ的符号确定选用哪套规则。虽然这两套规则是对称的，但也显得繁琐。 It should be understood that, as mentioned above, different relative steering characteristics usually correspond to different correction ideas. Therefore, the relative steering characteristics need to be considered when performing area division and setting correction rules in the embodiments of the present application, and there are different area division methods and correction rules for different relative steering characteristics. This makes it necessary to set two situations in advance when dividing the above-mentioned Cartesian coordinate system. One situation is that the upper half plane is understeering, and the lower half plane is oversteering; the other situation is just the opposite. For the above two situations, it is necessary to define two sets of division and correction rules in advance, and then determine which set of rules to use according to the symbols of M Z, Dem and γ. Although the two sets of rules are symmetrical, they are also cumbersome.
为此，本申请实施例引入一种基于相对转向特性的非可实现工作区域，在其上半区域中，车辆的横摆角速度与横摆力矩需求符号相同，对应相对不足转向；在下半区域中，车辆的横摆角速度与横摆力矩需求符号相反，对应相对过多转向。从而只需定义一套划分规则即可，提高了控制方法的可操作性。To this end, the embodiments of the present application introduce a non-realizable working area based on relative steering characteristics. In the upper half area, the vehicle's yaw angular velocity and yaw moment demand have the same sign, corresponding to relative understeer; in the lower half area , the yaw rate of the vehicle is opposite to the yaw moment demand, corresponding to the relative excessive steering. Therefore, only one set of division rules needs to be defined, which improves the operability of the control method.
结合第一方面，在第一方面的某些实现方式中，该方法还包括：根据相对转向特性，将横摆力矩需求转化为基于相对转向特性的横摆力矩需求。With reference to the first aspect, in some implementations of the first aspect, the method further includes: according to the relative steering characteristic, converting the yaw moment demand into a yaw moment demand based on the relative steering characteristic.
应理解，在判断当前车辆的横摆力矩需求位于基于相对转向特性的非可实现工作区域中的位置时，可以根据车辆当前的相对转向特性进行判断。若车辆当前为相对不足转向，则当前的横摆力矩需求落在上半区域；若车辆当前为相对过多转向，则当前的横摆力矩需求位于下半区域。It should be understood that when judging that the current yaw moment demand of the vehicle is located in the non-realizable working area based on the relative steering characteristics, the judgment can be made according to the current relative steering characteristics of the vehicle. If the vehicle is currently relatively understeered, the current yaw moment demand falls in the upper half of the region; if the vehicle is currently relatively oversteered, the current yaw moment demand is in the lower half of the region.
可选的，在本申请实施例中，通过将横摆力矩需求转化为基于相对转向特性的横摆力矩需求，更直接地确定出车辆当前的横摆力矩需求的落在非可实现工作区域中的位置，从而提高了控制方法的可操作性。Optionally, in the embodiment of the present application, by converting the yaw moment demand into the yaw moment demand based on the relative steering characteristics, it is more directly determined that the current yaw moment demand of the vehicle falls in the non-realizable working area. position, thereby improving the operability of the control method.
结合第一方面，在第一方面的某些实现方式中，该根据相对转向特性，将横摆力矩需求转化为基于相对转向特性的横摆力矩需求，满足如下关系：With reference to the first aspect, in some implementations of the first aspect, the yaw moment requirement is converted into a yaw moment requirement based on the relative steering characteristic according to the relative steering characteristic, and the following relationship is satisfied:
Figure PCTCN2021123688-appb-000002
Figure PCTCN2021123688-appb-000002
式中，γ为横摆角速度，M Z,Dem为横摆力矩需求，
Figure PCTCN2021123688-appb-000003
为基于相对转向特性的横摆力矩需求。 where γ is the yaw angular velocity, M Z, Dem are the yaw moment requirements,
Figure PCTCN2021123688-appb-000003
is the yaw moment demand based on relative steering characteristics.
结合第一方面，在第一方面的某些实现方式中，该第一区域包括第一边，该第一边与该纵轴平行且经过该可实现工作区域的一个顶点；该修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域包括：修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域的顶点上。In conjunction with the first aspect, in some implementations of the first aspect, the first region includes a first edge that is parallel to the longitudinal axis and passes through a vertex of the achievable working region; the modified first region The longitudinal moment demand and yaw moment demand within the achievable working area includes: correcting the longitudinal moment demand and yaw moment demand within the first area to the apex of the achievable working area.
结合第一方面，在第一方面的某些实现方式中，该第一区域包括第一边和第二边，该第一边与该可实现工作区域的一条边界线平行，该第二边与该横轴或与该纵轴平行，且该第一边与该第二边的交点落在该可实现工作区域上；该修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域包括：修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域的顶点上，或修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域与该坐标轴的交点处。In conjunction with the first aspect, in some implementations of the first aspect, the first area includes a first side and a second side, the first side is parallel to a boundary line of the achievable working area, and the second side is parallel to The horizontal axis is or is parallel to the vertical axis, and the intersection of the first side and the second side falls on the achievable working area; the correction of the longitudinal moment demand and yaw moment demand in the first area to the achievable working area The working area includes: correcting the longitudinal moment demand and yaw moment demand in the first area to the apex of the achievable working area, or correcting the longitudinal moment demand and yaw moment demand in the first area to the achievable working area and the intersection of the axes.
结合第一方面，在第一方面的某些实现方式中，该第一区域包括第一边和第二边，该第一边和第二边均与该可实现工作区域中的一条边界线平行；该修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域包括：修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域的边界线上。In conjunction with the first aspect, in some implementations of the first aspect, the first area includes a first side and a second side, both of which are parallel to a boundary line in the achievable working area ; the correcting the longitudinal moment demand and yaw moment demand in the first area to the achievable working area includes: correcting the longitudinal moment demand and yaw moment demand in the first area to the boundary line of the achievable working area.
结合第一方面，在第一方面的某些实现方式中，该第一区域包括第一边和第二边，该第一边与该可实现工作区域中的一条边界线平行，该第二边与该纵轴平行，且该第一边和第二边的交点与该可实现工作区域不重合；该修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域包括：修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域的边界线上。In conjunction with the first aspect, in some implementations of the first aspect, the first area includes a first side and a second side, the first side is parallel to a boundary line in the achievable working area, the second side parallel to the longitudinal axis, and the intersection of the first side and the second side does not coincide with the achievable working area; the correcting the longitudinal moment demand and yaw moment demand in the first area to the achievable working area includes: correcting The longitudinal moment demand and the yaw moment demand in the first area are on the boundary line of the achievable working area.
结合第一方面，在第一方面的某些实现方式中，该方法还包括：在保持第二区域内的横摆力矩需求的同时，修正第二区域内的纵向力矩需求至可实现工作区域，其中，该第二 区域为该非可实现工作区域中的一个区域或多个区域。With reference to the first aspect, in some implementations of the first aspect, the method further includes: while maintaining the yaw moment requirement in the second area, correcting the longitudinal moment requirement in the second area to an achievable working area, Wherein, the second area is one area or multiple areas in the non-realizable working area.
结合第一方面，在第一方面的某些实现方式中，该方法还包括：在保持第三区域内的纵向力矩需求的同时，修正第三区域内的横摆力矩需求至可实现工作区域，其中，该第三区域为该非可实现工作区域中的一个区域或多个区域。With reference to the first aspect, in some implementations of the first aspect, the method further includes: correcting the yaw moment requirement in the third area to a achievable working area while maintaining the longitudinal moment requirement in the third area, Wherein, the third area is one area or multiple areas in the non-realizable working area.
在本申请实施例中，对于落在非可实现工作区域内的不同区域的需求，可以采用不同的修正规则，以使得最大化利用轮胎力，实现稳定性和操作性之间的最优协调控制。In the embodiment of the present application, different correction rules may be adopted for the requirements of different areas within the non-realizable working area, so as to maximize the utilization of tire force and achieve the optimal coordinated control between stability and operability .
第二方面，提供了一种车辆的控制装置，该车辆的工作区域包括可实现工作区域和非可实现工作区域，其中，在该可实现工作区域中，该车辆的纵向力矩需求和横摆力矩需求能被同时满足，在该非可实现工作区域中，该车辆的纵向力矩需求和横摆力矩需求不能被同时满足；该装置包括处理单元，该处理单元用于：修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域，其中，该第一区域为该非可实现工作区域中的一个区域或多个区域；根据修正后的纵向力矩需求和横摆力矩需求对该车辆进行控制。In a second aspect, a control device for a vehicle is provided, the working area of the vehicle includes an achievable working area and a non-achievable working area, wherein in the achievable working area, the longitudinal moment demand and the yaw moment of the vehicle are The demand can be satisfied simultaneously, in the non-achievable working area, the longitudinal moment demand and the yaw moment demand of the vehicle cannot be satisfied simultaneously; the apparatus includes a processing unit for: correcting the longitudinal moment in the first area Moment demand and yaw moment demand to the achievable working area, wherein the first area is one or more areas in the non-achievable working area; Control the vehicle.
结合第二方面，在第二方面的某些实现方式中，该处理单元还用于：根据预定修正比例方式修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域。With reference to the second aspect, in some implementations of the second aspect, the processing unit is further configured to: correct the longitudinal moment demand and the yaw moment demand in the first area to the achievable working area according to a predetermined correction ratio.
结合第二方面，在第二方面的某些实现方式中，该处理单元还用于：该处理单元还用于：根据该车辆的相对转向特性修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域，该相对转向特性包括相对不足转向和相对过多转向。With reference to the second aspect, in some implementations of the second aspect, the processing unit is further configured to: the processing unit is further configured to: correct the longitudinal moment demand and the yaw moment in the first region according to the relative steering characteristics of the vehicle Demanded to the achievable operating area, the relative steering characteristics include relative understeer and relative oversteer.
结合第二方面，在第二方面的某些实现方式中，该车辆的相对转向特性根据该车辆的横摆角速度和横摆力矩需求确定。In conjunction with the second aspect, in some implementations of the second aspect, the relative steering characteristics of the vehicle are determined based on the yaw rate and yaw moment demand of the vehicle.
结合第二方面，在第二方面的某些实现方式中，该车辆的相对转向特性根据该车辆的横摆角速度和横摆力矩需求确定包括：若横摆角速度与横摆力矩需求符号相同，车辆的相对转向特性为相对不足转向；或者，若横摆角速度与横摆力矩需求符号相反，车辆的相对转向特性为相对过多转向。With reference to the second aspect, in some implementations of the second aspect, determining the relative steering characteristic of the vehicle according to the yaw rate and the yaw moment demand of the vehicle includes: if the yaw rate and the yaw moment demand have the same sign, the vehicle The relative steering characteristic of the vehicle is relatively understeering; or, if the yaw rate is opposite in sign to the yaw moment demand, the relative steering characteristic of the vehicle is relatively oversteering.
结合第二方面，在第二方面的某些实现方式中，该车辆的相对转向特性根据该车辆的横摆角速度和横摆力矩需求确定，满足如下关系：With reference to the second aspect, in some implementations of the second aspect, the relative steering characteristic of the vehicle is determined according to the yaw rate and yaw moment demand of the vehicle, and the following relationship is satisfied:
Figure PCTCN2021123688-appb-000004
Figure PCTCN2021123688-appb-000004
式中，γ为横摆角速度，M Z,Dem为横摆力矩需求。 In the formula, γ is the yaw angular velocity, M Z, Dem is the yaw moment demand.
结合第二方面，在第二方面的某些实现方式中，该可实现工作区域和非可实现工作区域位于直角坐标系中，该直角坐标系的坐标轴包括横轴和纵轴，横轴对应纵向力矩，纵轴对应横摆力矩，可实现区域包括顶点，可实现工作区域的边界线与坐标轴相交形成交点。In conjunction with the second aspect, in some implementations of the second aspect, the achievable working area and the non-achievable working area are located in a rectangular coordinate system, and the coordinate axis of the rectangular coordinate system includes a horizontal axis and a vertical axis, and the horizontal axis corresponds to Longitudinal moment, the vertical axis corresponds to the yaw moment, the achievable area includes vertices, and the boundary line of the achievable working area intersects with the coordinate axis to form an intersection.
结合第二方面，在第二方面的某些实现方式中，该非可实现工作区域为基于相对转向特性的非可实现工作区域。In conjunction with the second aspect, in some implementations of the second aspect, the non-achievable working area is an unachievable working area based on relative steering characteristics.
结合第二方面，在第二方面的某些实现方式中，该基于相对转向特性的非可实现工作区域包括上半区域和下半区域，该上半区域位于直角坐标系的上半平面，该下半区域位于直角坐标系的下半平面；在该上半区域中，车辆的横摆角速度与横摆力矩需求符号相同，对应相对不足转向；在该下半区域中，车辆的横摆角速度与横摆力矩需求符号相反，对应相对过多转向。With reference to the second aspect, in some implementations of the second aspect, the non-realizable working area based on the relative steering characteristic includes an upper half area and a lower half area, the upper half area is located on the upper half plane of the Cartesian coordinate system, the The lower half area is located in the lower half plane of the Cartesian coordinate system; in this upper half area, the vehicle's yaw angular velocity and yaw moment demand have the same sign, corresponding to the relative understeer; in this lower half area, the vehicle's yaw angular velocity and The yaw moment demand is of opposite sign, corresponding to relative excess steering.
结合第二方面，在第二方面的某些实现方式中，该处理单元还用于：根据相对转向特 性，将横摆力矩需求转化为基于相对转向特性的横摆力矩需求。With reference to the second aspect, in some implementations of the second aspect, the processing unit is further configured to: according to the relative steering characteristic, convert the yaw moment demand into a yaw moment demand based on the relative steering characteristic.
结合第二方面，在第二方面的某些实现方式中，该根据相对转向特性，将横摆力矩需求转化为基于相对转向特性的横摆力矩需求，满足如下关系：With reference to the second aspect, in some implementations of the second aspect, the yaw moment demand is converted into a yaw moment demand based on the relative steering characteristics according to the relative steering characteristics, and the following relationship is satisfied:
Figure PCTCN2021123688-appb-000005
Figure PCTCN2021123688-appb-000005
式中，γ为横摆角速度，M Z,Dem为横摆力矩需求，
Figure PCTCN2021123688-appb-000006
为基于相对转向特性的横摆力矩需求。 where γ is the yaw angular velocity, M Z, Dem are the yaw moment requirements,
Figure PCTCN2021123688-appb-000006
is the yaw moment demand based on relative steering characteristics.
结合第二方面，在第二方面的某些实现方式中，该第一区域包括第一边，该第一边与纵轴平行且经过可实现工作区域的一个顶点；该处理单元还用于：修正第一区域内的纵向力矩需求和横摆力矩需求至可实现工作区域的顶点上。In conjunction with the second aspect, in some implementations of the second aspect, the first area includes a first side, the first side is parallel to the longitudinal axis and passes through a vertex of the achievable working area; the processing unit is further configured to: The longitudinal and yaw moment demands in the first region are modified to the apex of the achievable working region.
结合第二方面，在第二方面的某些实现方式中，该第一区域包括第一边和第二边，该第一边与可实现工作区域的一条边界线平行，该第二边与横轴或与纵轴平行，且该第一边与该第二边的交点落在可实现工作区域上；该处理单元还用于：修正第一区域内的纵向力矩需求和横摆力矩需求至可实现工作区域的顶点上，或修正第一区域内的纵向力矩需求和横摆力矩需求至可实现工作区域与坐标轴的交点处。In combination with the second aspect, in some implementations of the second aspect, the first area includes a first side and a second side, the first side is parallel to a boundary line of the achievable working area, the second side is parallel to the horizontal The axis is or is parallel to the longitudinal axis, and the intersection of the first side and the second side falls on the achievable working area; the processing unit is also used for: correcting the longitudinal moment demand and the yaw moment demand in the first area to the achievable The vertex of the working area is realized, or the longitudinal moment demand and the yaw moment demand in the first area are corrected to the intersection of the working area and the coordinate axis.
结合第二方面，在第二方面的某些实现方式中，该第一区域包括第一边和第二边，该一边和第二边均与可实现工作区域中的一条边界线平行；该处理单元还用于：修正第一区域内的纵向力矩需求和横摆力矩需求至可实现工作区域的边界线上。In conjunction with the second aspect, in some implementations of the second aspect, the first area includes a first side and a second side, both of which are parallel to a boundary line in the achievable work area; the process The unit is also used to: correct the longitudinal moment demand and the yaw moment demand in the first area to the boundary line of the achievable working area.
结合第二方面，在第二方面的某些实现方式中，该第一区域包括第一边和第二边，该第一边与可实现工作区域中的一条边界线平行，该第二边与纵轴平行，且该第一边和第二边的交点与可实现工作区域不重合；该处理单元还用于：修正第一区域内的纵向力矩需求和横摆力矩需求至可实现工作区域的边界线上。In conjunction with the second aspect, in some implementations of the second aspect, the first area includes a first side and a second side, the first side is parallel to a boundary line in the achievable work area, the second side is parallel to the The longitudinal axis is parallel, and the intersection of the first side and the second side does not coincide with the achievable working area; the processing unit is also used for: correcting the longitudinal moment demand and yaw moment demand in the first area to the achievable working area. borderline.
结合第二方面，在第二方面的某些实现方式中，该处于单元还用于：在保持第二区域内的横摆力矩需求的同时，修正第二区域内的纵向力矩需求至可实现工作区域，其中，第二区域为非可实现工作区域中的一个区域或多个区域。In conjunction with the second aspect, in some implementations of the second aspect, the location unit is further configured to: while maintaining the yaw moment requirement in the second area, correct the longitudinal moment requirement in the second area to a workable level area, wherein the second area is one area or multiple areas in the non-realizable working area.
结合第二方面，在第二方面的某些实现方式中，该处于单元还用于：在保持第三区域内的纵向力矩需求的同时，修正第三区域内的横摆力矩需求至可实现工作区域，其中，第三区域为非可实现工作区域中的一个区域或多个区域。In combination with the second aspect, in some implementations of the second aspect, the location unit is further configured to: while maintaining the longitudinal moment requirement in the third area, correct the yaw moment requirement in the third area until the work can be realized area, wherein the third area is one area or multiple areas in the non-realizable work area.
第三方面，提供了一种车辆，包括用于执行如第一方面或者第一方面的任一可能的实现方式中的控制方法的各个模块。In a third aspect, a vehicle is provided, comprising various modules for executing the control method in the first aspect or any possible implementation manner of the first aspect.
第四方面，提供了一种计算设备，包括：至少一个处理器和存储器，所述至少一个处理器与所述存储器耦合，用于读取并执行所述存储器中的指令，以执行如第一方面或者第一方面的任一可能的实现方式中的控制方法。In a fourth aspect, a computing device is provided, comprising: at least one processor and a memory, the at least one processor is coupled to the memory for reading and executing instructions in the memory to perform the first Aspect or a control method in any possible implementation manner of the first aspect.
第五方面，提供了一种包含指令的计算机程序产品，当该计算机程序产品在计算机上运行时，使得计算机执行上述第一方面或者第一方面的任一可能的实现方式中的控制方法。In a fifth aspect, a computer program product containing instructions is provided, which, when the computer program product runs on a computer, causes the computer to execute the control method in the first aspect or any possible implementation manner of the first aspect.
第六方面，提供一种计算机可读存储介质，所述计算机可读介质存储用于设备执行的程序代码，所述程序代码包括用于执行第一方面或者第一方面的任一可能的实现方式中的控制方法的指令。In a sixth aspect, a computer-readable storage medium is provided, where the computer-readable medium stores program codes for device execution, the program codes including the first aspect or any possible implementation manner of the first aspect. Instructions for the control method in .
第七方面，提供一种芯片，所述芯片包括处理器与数据接口，所述处理器通过所述数 据接口读取存储器上存储的指令，执行第一方面或者第一方面的任一可能的实现方式中的控制方法。In a seventh aspect, a chip is provided, the chip includes a processor and a data interface, the processor reads an instruction stored in a memory through the data interface, and executes the first aspect or any possible implementation of the first aspect method of control.
可选地，作为一种实现方式，所述芯片还可以包括存储器，所述存储器中存储有指令，所述处理器用于执行所述存储器上存储的指令，当所述指令被执行时，所述处理器用于执行第一方面或者第一方面的任一可能的实现方式中的控制方法。Optionally, as an implementation manner, the chip may further include a memory, in which instructions are stored, the processor is configured to execute the instructions stored in the memory, and when the instructions are executed, the The processor is configured to execute the control method in the first aspect or any possible implementation manner of the first aspect.
附图说明Description of drawings
图1是本申请实施例提供的一种ESP控制制动过程的原理示例图；Fig. 1 is a schematic diagram of an ESP-controlled braking process provided by an embodiment of the present application;
图2是本申请实施例提供的一种需求修正方法的示例图；FIG. 2 is an exemplary diagram of a demand correction method provided by an embodiment of the present application;
图3是本申请实施例提供的另一种需求修正方法的示例图；FIG. 3 is an example diagram of another demand correction method provided by an embodiment of the present application;
图4是本申请实施例提供的一种系统架构示例图；FIG. 4 is an example diagram of a system architecture provided by an embodiment of the present application;
图5是本申请实施例提供的一种车辆的控制方法的示例图；FIG. 5 is an example diagram of a vehicle control method provided by an embodiment of the present application;
图6是本申请实施例提供的另一种车辆的控制方法的示例图；FIG. 6 is an exemplary diagram of another vehicle control method provided by an embodiment of the present application;
图7是本申请实施例提供的一种车辆的控制方法的整体流程示例图；7 is an example diagram of an overall flow of a vehicle control method provided by an embodiment of the present application;
图8是本申请实施例提供的一种可实现工作区域的计算方法示例图；FIG. 8 is an example diagram of a calculation method that can realize a working area provided by an embodiment of the present application;
图9是本申请实施例提供的一种工作区域在直角坐标系中的示例图；9 is an example diagram of a working area in a rectangular coordinate system provided by an embodiment of the present application;
图10是本申请实施例提供的一种基于相对转向特性的工作区域在直角坐标系中的示例图；10 is an example diagram of a working area based on relative steering characteristics in a Cartesian coordinate system provided by an embodiment of the present application;
图11是本申请实施例提供的一种区域划分与修正规则的示例图；11 is an exemplary diagram of a region division and correction rule provided by an embodiment of the present application;
图12是本申请实施例提供的另一种区域划分与修正规则的示例图；12 is an exemplary diagram of another area division and correction rule provided by an embodiment of the present application;
图13是本申请实施例提供的一种车辆的控制装置示例图；FIG. 13 is an example diagram of a control device for a vehicle provided by an embodiment of the present application;
图14是本申请实施例提供的一种车辆控制装置的硬件结构示例性框图；FIG. 14 is an exemplary block diagram of the hardware structure of a vehicle control device provided by an embodiment of the present application;
图15是本申请实施例适用的一种车辆的功能框图；FIG. 15 is a functional block diagram of a vehicle to which the embodiments of the present application are applied;
图16是本申请实施例适用的一种自动驾驶系统的示例图；FIG. 16 is an example diagram of an automatic driving system to which the embodiments of the present application are applied;
图17是本申请实施例的一种云侧指令自动驾驶车辆的应用示例图。FIG. 17 is a diagram illustrating an example of an application of a cloud-side command to an autonomous driving vehicle according to an embodiment of the present application.
具体实施方式Detailed ways
为了便于理解，首先对本申请各实施例中所涉及的一些技术术语进行介绍。For ease of understanding, some technical terms involved in the embodiments of the present application are first introduced.
制动防抱死系统(antilock brake system，ABS)：在汽车制动时，自动控制制动力的大小，使车轮不被抱死，处于边滚边滑的状态，以保证车轮与地面的附着力在最大值。Antilock Brake System (ABS): When the car brakes, it automatically controls the amount of braking force, so that the wheels are not locked, in a state of rolling and slipping, so as to ensure that the adhesion between the wheels and the ground is maximum value.
牵引力控制系统(traction control system，TCS)：在汽车驱动，驱动轮打滑时，自动控制发动机和制动器来抑制驱动轮转速的一种控制系统。Traction control system (TCS): A control system that automatically controls the engine and brakes to suppress the rotational speed of the driving wheels when the vehicle is driven and the driving wheels slip.
车身电子稳定系统(electronic stability program，ESP)：通过对从各传感器传来的车辆行驶状态信息进行分析，然后向ABS、TCS发出纠偏指令，来帮助车辆维持动态平衡。ESP可以使车辆在各种状况下保持最佳的稳定性，在过多转向或不足转向的情形下效果更加明显。Body Electronic Stability Program (ESP): It helps the vehicle maintain dynamic balance by analyzing the vehicle driving state information transmitted from various sensors, and then sending correction commands to ABS and TCS. ESP can make the vehicle maintain the best stability in various situations, and the effect is more obvious in the situation of oversteering or understeering.
力矩矢量(torque vectoring，TV)：力矩矢量通过对从各传感器传来的车辆行驶状态信息进行分析然后独立地改变每个车轮上的驱动力矩，从而达到提升车辆操纵性的目的。Torque vectoring (TV): The torque vector analyzes the driving state information of the vehicle from each sensor and then independently changes the driving torque on each wheel, so as to improve the maneuverability of the vehicle.
附着系数：是附着力与车轮法向(与路面垂直的方向)压力的比值。粗略计算中，它 可以看成是轮胎和路面之间的静摩擦系数。它是由路面和轮胎决定的，这个系数越大，可利用的附着力就越大，汽车就越不容易打滑。Adhesion Coefficient: It is the ratio of adhesion to wheel normal (direction perpendicular to the road surface) pressure. In a rough calculation, it can be regarded as the static friction coefficient between the tire and the road surface. It is determined by the road surface and tires, the larger the coefficient, the greater the available adhesion, and the less likely the car will slip.
相对不足转向：车辆实际转弯半径大于方向盘转角对应的转弯半径。Relative understeer: The actual turning radius of the vehicle is greater than the turning radius corresponding to the steering wheel angle.
相对过多转向：车辆实际转弯半径小于方向盘转角对应的转弯半径。Relatively excessive steering: The actual turning radius of the vehicle is smaller than the turning radius corresponding to the steering wheel angle.
车辆状态估计算法：在本申请实施例中，车辆状态估计算法具体是指车辆根据传感器等元器件获取到车辆行驶状态信息，再通过计算装置对所获得的状态信息进行分析，以获得所需的数据。Vehicle state estimation algorithm: In the embodiment of the present application, the vehicle state estimation algorithm specifically refers to that the vehicle obtains vehicle driving state information according to components such as sensors, and then analyzes the obtained state information through a computing device to obtain the required state information. data.
为便于理解，再对本申请实施例涉及的背景技术进行详细介绍。For ease of understanding, the background technology involved in the embodiments of the present application will be described in detail again.
在车辆行驶的过程中，ESP、TV等技术通过纵向力矩(驱动力矩或制动力矩)矢量控制，在提供纵向力矩来驱动或制动车辆的同时，还会提供附加横摆力矩来提升车辆操纵性和稳定性。示例性地，图1是本申请实施例提供的一种ESP控制制动过程的原理示例图。如图1所示，在车辆不足转向或车辆过多转向时，如果没有ESP进行控制，车辆就会偏移期望轨迹；而有ESP控制时，ESP控制算法提供制动力矩以及制动力矩产生的附加横摆力矩对车辆进行控制，使得车辆能够沿着期望轨迹行驶。可以看出，纵向力矩和横摆力矩是控制车辆运动的两个主要输入。但实际中，纵向力矩需求和横摆力矩需求受附着系数、垂向载荷、最大驱动力矩和最大制动力矩等因素限制，有时并无法同时满足。In the process of vehicle driving, ESP, TV and other technologies use longitudinal torque (driving torque or braking torque) vector control, while providing longitudinal torque to drive or brake the vehicle, it will also provide additional yaw torque to improve vehicle handling stability and stability. Exemplarily, FIG. 1 is an example diagram of a principle of an ESP-controlled braking process provided by an embodiment of the present application. As shown in Figure 1, when the vehicle is under-steered or the vehicle is over-steered, if there is no ESP for control, the vehicle will deviate from the desired trajectory; while with ESP control, the ESP control algorithm provides the braking torque and the braking torque generated. The additional yaw moment controls the vehicle so that the vehicle can travel along the desired trajectory. It can be seen that the longitudinal moment and the yaw moment are the two main inputs controlling the motion of the vehicle. However, in practice, the longitudinal moment demand and the yaw moment demand are limited by factors such as adhesion coefficient, vertical load, maximum driving moment and maximum braking moment, and sometimes they cannot be satisfied at the same time.
在纵向力矩需求和横摆力矩需求无法同时满足时，现有技术一般会对纵向力矩需求或横摆力矩需求进行简单的修正，例如，优先保证满足横摆力矩需求，而不考虑纵向力矩需求，如图2所示；或者，优先满足纵向力矩需求，而不考虑横摆力矩需求，如图3所示。以此通过限制两个需求之一的方式将纵向力矩需求和横摆力矩需求修正到可实现工作区域，然后根据修正后的纵向力矩需求和横摆力矩需求对车辆进行控制。When the longitudinal moment demand and the yaw moment demand cannot be satisfied at the same time, the existing technology generally makes a simple correction to the longitudinal moment demand or the yaw moment demand. As shown in Figure 2; alternatively, the longitudinal moment demand is prioritized without considering the yaw moment demand, as shown in Figure 3. In this way, the longitudinal moment demand and the yaw moment demand are corrected to the achievable working area by limiting one of the two demands, and then the vehicle is controlled according to the corrected longitudinal moment demand and the yaw moment demand.
但采用现有这种简单的修正方式时，车辆的操纵性和稳定性仍有待提高。例如，优先满足横摆力矩需求，而不考虑纵向力矩需求，在有些情况下会使得车辆无法跟随驾驶员的加速或制动需求；或者优先满足纵向力矩需求，而不考虑横摆力矩需求，在有些情况下会使得车辆的稳定性得不到保障，这都会对车辆的安全性能造成影响。However, when the existing simple correction method is adopted, the maneuverability and stability of the vehicle still need to be improved. For example, giving priority to meeting the yaw moment demand without considering the longitudinal torque demand may make the vehicle unable to follow the driver's acceleration or braking demand in some cases; or giving priority to meeting the longitudinal torque demand without considering the yaw moment demand, in In some cases, the stability of the vehicle will not be guaranteed, which will affect the safety performance of the vehicle.
因此，在实际操作中，需要结合实际情况对纵向力矩需求和横摆力矩需求二者进行协调约束，而不是单单仅对二者需求之一进行约束，但这却在实际工程应用中充满了挑战。Therefore, in actual operation, it is necessary to coordinate and constrain both the longitudinal moment demand and the yaw moment demand according to the actual situation, rather than only constraining one of the two requirements, but this is full of challenges in practical engineering applications. .
基于上述问题，本申请实施例针对不同情况对纵向力矩需求和横摆力矩需求进行协同性限制，以实现协同约束，能够提高车辆的操纵性和稳定性。Based on the above problems, the embodiments of the present application implement synergistic constraints on the longitudinal moment demand and the yaw moment demand according to different situations, so as to realize the synergistic constraint, which can improve the maneuverability and stability of the vehicle.
为了更好的理解本申请实施例的方案，在进行车辆的控制方法的描述之前，首先结合附图4对本申请实施的系统构架进行简单的描述。In order to better understand the solutions of the embodiments of the present application, before the description of the vehicle control method, the system architecture implemented in the present application is briefly described first with reference to FIG. 4 .
图4是本申请实施例提供的一种系统架构示例图。如图4所示，系统架构400包括车载传感器410、人工驾驶模块420、高级驾驶辅助系统(advanced driver assistance system，ADAS)控制模块430、动力学控制模块440、需求判断与选择模块450、纵向力矩与横摆力矩协调控制模块460、力矩分配模块470、力矩执行模块480。下面对上述各个模块进行简单介绍。FIG. 4 is an example diagram of a system architecture provided by an embodiment of the present application. As shown in FIG. 4 , the system architecture 400 includes on-board sensors 410, an artificial driving module 420, an advanced driver assistance system (ADAS) control module 430, a dynamics control module 440, a demand judgment and selection module 450, a longitudinal torque Coordinate with the yaw moment control module 460 , the moment distribution module 470 , and the moment execution module 480 . The above modules are briefly introduced below.
车感传感器410，用于获取车辆行驶过程中的状态信息，例如，车辆行驶的速度、转向时的方向盘转角信息、环境感知信息等。应理解，通常情况下，由于人工驾驶模块420、ADAS控制模块430、动力学控制模块440的功能不同，其对应的车载传感器的配置也不 相同。可选地，在本申请实施例中，该车载传感器410可以包括车辆横摆角速度传感器，该车辆横摆角速度传感器主要用于获取车辆的横摆角速度。The vehicle sense sensor 410 is used to acquire state information during the running of the vehicle, for example, the running speed of the vehicle, steering wheel angle information during steering, environmental perception information, and the like. It should be understood that in general, due to the different functions of the manual driving module 420, the ADAS control module 430, and the dynamics control module 440, the configurations of the corresponding on-board sensors are also different. Optionally, in this embodiment of the present application, the vehicle-mounted sensor 410 may include a vehicle yaw rate sensor, and the vehicle yaw rate sensor is mainly used to acquire the yaw rate of the vehicle.
人工驾驶模块420，用于人工驾驶模式中，能够根据驾驶员油门踏板、制动踏板、档位和方向盘转角等信息，计算人工驾驶模式下车辆的纵向力矩和横摆力矩需求。The manual driving module 420 is used in the manual driving mode, and can calculate the longitudinal moment and yaw moment requirements of the vehicle in the manual driving mode according to the driver's accelerator pedal, brake pedal, gear position, steering wheel angle and other information.
ADAS控制模块430，用于自动驾驶模式中，能够根据环境感知信息，计算车辆的纵向力矩和横摆力矩需求。The ADAS control module 430, used in the automatic driving mode, can calculate the longitudinal moment and yaw moment requirements of the vehicle according to the environmental perception information.
动力学控制模块440，能够通过对从各传感器传来的车辆行驶状态信息进行分析，计算车辆的纵向力矩和横摆力矩需求。The dynamics control module 440 can calculate the longitudinal moment and yaw moment demand of the vehicle by analyzing the vehicle driving state information transmitted from each sensor.
需求判断与选择模块450，用于从驾驶员驾驶模块420、ADAS控制模块430和动力学控制模块440中选择其一为车辆的纵向力矩需求和横摆力矩需求。应理解，人工驾驶模块420和ADAS控制模块430分别适用于人工驾驶模式和自动驾驶模式中，因而不会同时工作。还应理解，动力学控制模块440的选择优先级高于其他模块。The demand judgment and selection module 450 is used for selecting one of the driver driving module 420 , the ADAS control module 430 and the dynamic control module 440 as the longitudinal moment demand and the yaw moment demand of the vehicle. It should be understood that the manual driving module 420 and the ADAS control module 430 are suitable for the manual driving mode and the automatic driving mode, respectively, and thus do not work simultaneously. It should also be understood that the selection of the dynamics control module 440 takes precedence over the other modules.
纵向力矩与横摆力矩协调控制模块460，该模块首先计算每个车轮实际作用力的极限；然后在车辆当前的纵向力矩和横摆力矩需求超过车轮极限时，根据最优原则对纵向力矩和横摆力矩需求进行协调与修正，得到修正后的纵向力矩和横摆力矩需求，以保证车辆状态最优。应理解，下文所述的控制方法500和/或600可以通过该模块来实现。Longitudinal moment and yaw moment coordination control module 460, this module first calculates the limit of the actual force of each wheel; then when the current longitudinal moment and yaw moment demand of the vehicle exceeds the wheel limit, according to the optimal principle, the longitudinal moment and lateral moment are determined. The yaw moment demand is coordinated and corrected, and the corrected longitudinal moment and yaw moment demand are obtained to ensure the optimal state of the vehicle. It should be understood that the control methods 500 and/or 600 described below can be implemented by this module.
力矩分配模块470，根据修正后的纵向力矩和横摆力矩需求，计算各个车轮上的力矩，并发送给执行模块。The moment distribution module 470 calculates the moment on each wheel according to the corrected longitudinal moment and yaw moment demand, and sends it to the execution module.
力矩执行模块480，执行上述力矩分配模块270所分配的力矩。可选地，常规力矩执行模块为发动机、电动机和制动器等，其中发动机可以提供驱动力矩，制动器可以提供制动力矩，电动机不仅可以提供驱动力矩也可以提供制动力矩。The torque execution module 480 executes the torque distributed by the torque distribution module 270 . Optionally, the conventional torque execution module is an engine, an electric motor, a brake, etc., wherein the engine can provide driving torque, the brake can provide braking torque, and the electric motor can provide not only driving torque but also braking torque.
应理解，上述模块功能可以在一个或多个硬件控制器中实现，例如，整车控制器(vehicle control unit，VCU)或动力学控制器等。It should be understood that the above module functions may be implemented in one or more hardware controllers, for example, a vehicle control unit (VCU) or a dynamics controller.
应理解，上述模块也可以描述为单元、部件等，本申请对此不做限定。It should be understood that the above modules may also be described as units, components, etc., which are not limited in this application.
可选地，本申请方案可以适用于车辆驱动、制动、滑行、直线和曲线等所有工况。Optionally, the solution of the present application can be applied to all working conditions such as vehicle driving, braking, coasting, straight line and curve.
可选地，本申请方案可以应用于人工驾驶场景，也可以应用于辅助驾驶场景，还可以应用于自动驾驶场景，本申请对此不做限定。Optionally, the solution of the present application can be applied to a manual driving scenario, an assisted driving scenario, or an automatic driving scenario, which is not limited in this application.
图5是本申请实施例提供的一种车辆的控制方法的示例图。如图5所示，该方法500包括步骤S510和步骤S520。下面对这些步骤进行详细描述。FIG. 5 is an example diagram of a vehicle control method provided by an embodiment of the present application. As shown in FIG. 5 , the method 500 includes steps S510 and S520. These steps are described in detail below.
S510，修正第一区域内的纵向力矩需求和横摆力矩需求至可实现工作区域。S510 , correcting the longitudinal moment demand and the yaw moment demand in the first area to an achievable working area.
其中，第一区域为非可实现工作区域中的一个区域或多个区域。Wherein, the first area is one area or multiple areas in the non-realizable working area.
应理解，上述车辆的工作区域包括可实现工作区域和非可实现工作区域，其中，在可实现工作区域中，车辆的纵向力矩需求和横摆力矩需求能被同时满足，在非可实现工作区域中，车辆的纵向力矩需求和横摆力矩需求不能被同时满足。It should be understood that the working area of the above-mentioned vehicle includes an achievable working area and a non-achievable working area, wherein, in the achievable working area, the longitudinal moment demand and the yaw moment demand of the vehicle can be satisfied at the same time, in the non-achievable working area. , the longitudinal and yaw moment demands of the vehicle cannot be satisfied simultaneously.
可选地，在执行步骤S510之前，方法500还可以包括：确定车辆的可实现工作区域和非可实现工作区域。应理解，关于可实现工作区域和非可实现工作区域的确定方式可以参见下文对图8和图9部分的描述。Optionally, before step S510 is performed, the method 500 may further include: determining the achievable working area and the non-achievable working area of the vehicle. It should be understood that, with regard to the way of determining the achievable working area and the non-achievable working area, reference may be made to the descriptions of FIG. 8 and FIG. 9 below.
应理解，在本申请实施例中，可实现工作区域和非可实现工作区域可以位于直角坐标系中，该直角坐标系的坐标轴包括横轴和纵轴，横轴对应纵向力矩，纵轴对应横摆力矩， 可实现区域包括顶点，可实现工作区域的边界线与坐标轴相交形成交点。It should be understood that in the embodiment of the present application, the achievable working area and the non-realizable working area may be located in a rectangular coordinate system, and the coordinate axis of the rectangular coordinate system includes a horizontal axis and a vertical axis, the horizontal axis corresponds to the longitudinal moment, and the vertical axis corresponds to For the yaw moment, the achievable area includes vertices, and the boundary line of the achievable working area intersects with the coordinate axis to form an intersection.
可选地，修正第一区域内的纵向力矩需求和横摆力矩需求至可实现工作区域包括：根据车辆的相对转向特性修正第一区域内的纵向力矩需求和横摆力矩需求至可实现工作区域，相对转向特性包括相对不足转向和相对过多转向。Optionally, correcting the longitudinal moment demand and yaw moment demand in the first region to the achievable working region includes: correcting the longitudinal moment demand and yaw moment demand in the first region to the achievable working region according to the relative steering characteristics of the vehicle. , the relative steering characteristics include relative understeer and relative oversteer.
因而，在本申请实施例中，方法500还可以包括：确定车辆的相对转向特性。应理解，关于确定车辆的相对转向特性的意义将在下文具体实现方式中进行描述，此处先不做赘述。Therefore, in this embodiment of the present application, the method 500 may further include: determining the relative steering characteristics of the vehicle. It should be understood that the significance of determining the relative steering characteristics of the vehicle will be described in the following specific implementation manner, and will not be described in detail here.
可选地，车辆的相对转向特性可以根据车辆的横摆角速度和横摆力矩需求确定。Alternatively, the relative steering characteristics of the vehicle may be determined from the yaw rate and yaw moment demand of the vehicle.
应理解，现有技术在确定车辆的相对转向特性时，通常需要用到车辆质心侧偏角，并需对车辆质心侧偏角进行实时观测或估计，而质心侧偏角非常难准确获取，这便增加了控制策略的复杂程度。It should be understood that when determining the relative steering characteristics of the vehicle in the prior art, the vehicle mass center side slip angle is usually required, and the vehicle mass center side slip angle needs to be observed or estimated in real time. This increases the complexity of the control strategy.
而在本申请实施例中，通过车辆的横摆角速度和横摆力矩需求确定车辆的相对转向特性，其中，横摆角速度比较容易获取，从而使得相对转向特性的判断更加简单方便。However, in the embodiment of the present application, the relative steering characteristic of the vehicle is determined by the yaw rate and yaw moment demand of the vehicle, wherein the yaw rate is relatively easy to obtain, thereby making the judgment of the relative steering characteristic simpler and more convenient.
可选地，车辆的相对转向特性根据车辆的横摆角速度和横摆力矩需求确定包括：若横摆角速度与横摆力矩需求符号相同，车辆的相对转向特性为相对不足转向；或者，若横摆角速度与横摆力矩需求符号相反，车辆的相对转向特性为相对过多转向。Optionally, determining the relative steering characteristic of the vehicle according to the yaw rate and the yaw moment demand of the vehicle includes: if the yaw rate and the yaw moment demand have the same sign, the relative steering characteristic of the vehicle is relatively understeer; The angular velocity is opposite in sign to the yaw moment demand, and the relative steering characteristic of the vehicle is relative oversteer.
应理解，在本申请中，第一区域为非可实现工作区域中的一个区域或多个区域。因而，在本申请中，可选地，方法500还可以包括：将非可实现工作区域划分为多个区域，第一区域则为该多个区域的一个区域或部分多个区域。It should be understood that, in the present application, the first area is one area or multiple areas in the non-realizable working area. Therefore, in this application, optionally, the method 500 may further include: dividing the non-realizable working area into multiple areas, and the first area is one area or part of multiple areas of the multiple areas.
可选地，该非可实现工作区域可以为基于相对转向特性的非可实现工作区域。换句话讲，该非可实现工作区域可以是根据相对转向特性对原始的非可实现工作区域进行转化而得到的。应理解，关于采用基于相对转向特性的非可实现工作区域的用意和转化方式将在下文具体实现方式中进行详细介绍，此处先不做赘述。Optionally, the non-achievable working area may be a non-achievable working area based on relative steering characteristics. In other words, the non-achievable working area may be obtained by transforming the original non-achievable working area according to the relative steering characteristics. It should be understood that the intention and transformation method of adopting the non-realizable working area based on the relative steering characteristic will be introduced in detail in the following specific implementation manner, and will not be repeated here.
应理解，该基于相对转向特性的非可实现工作区域包括上半区域和下半区域，该上半区域位于直角坐标系的上半平面，该下半区域位于直角坐标系的下半平面；在该上半区域中，车辆的横摆角速度与横摆力矩需求符号相同，对应相对不足转向；在该下半区域中，车辆的横摆角速度与横摆力矩需求符号相反，对应相对过多转向。It should be understood that the non-realizable working area based on the relative steering characteristic includes an upper half area and a lower half area, the upper half area is located on the upper half plane of the rectangular coordinate system, and the lower half area is located on the lower half plane of the rectangular coordinate system; In the upper half region, the vehicle's yaw rate and yaw moment demand have the same sign, corresponding to relative understeer; in the lower half, the vehicle's yaw rate and yaw moment demand have opposite signs, corresponding to relative oversteer.
应理解，具体的区域划分方式可以参加下表1、图11和图12。第一区域可以是其中的子区域3,4,5,6,7,8,11,12,15,16,17中的任意一种或多种。It should be understood that the specific area division method can refer to Table 1, FIG. 11 and FIG. 12 . The first region may be any one or more of the sub-regions 3, 4, 5, 6, 7, 8, 11, 12, 15, 16, and 17 therein.
应理解，在对需求进行修正之前，还需要判断需求落在非可实现工作区域中的区域位置。It should be understood that, before revising the requirement, it is also necessary to determine the area location where the requirement falls in the non-realizable work area.
可选地，在判断当前车辆的横摆力矩需求位于基于相对转向特性的非可实现工作区域中的位置时。可以根据车辆当前的相对转向特性进行判断：若车辆当前为相对不足转向，则当前的横摆力矩需求落在上半区域；若车辆当前为相对过多转向，则当前的横摆力矩需求位于下半区域。Optionally, when judging that the yaw moment demand of the current vehicle is located in a non-achievable working area based on relative steering characteristics. It can be judged according to the current relative steering characteristics of the vehicle: if the vehicle is currently relatively understeered, the current yaw moment demand falls in the upper half area; if the vehicle is currently relatively oversteered, the current yaw moment demand is at the bottom. half area.
可选地，在判断当前车辆的横摆力矩需求位于基于相对转向特性的非可实现工作区域中的位置时，还可以先将横摆力矩需求转化为基于相对转向特性的横摆力矩需求，以直接确定当前的横摆力矩需求在基于相对转向特性的非可实现工作区域中的位置。该方式能够提高控制方法的可操作性。应理解，具体的转化方式将在下文进行描述。Optionally, when judging that the yaw moment demand of the current vehicle is located in the non-realizable working area based on the relative steering characteristics, the yaw moment demand can also be first converted into the yaw moment demand based on the relative steering characteristics, so as to The position of the current yaw moment demand in the non-achievable operating area based on the relative steering characteristics is directly determined. This approach can improve the operability of the control method. It should be understood that the specific transformation method will be described below.
应理解，修正第一区域内的纵向力矩需求和横摆力矩需求至可实现工作区域，可以理解为，对第一区域内的纵向力矩需求和横摆力矩需求都进行修正，并修正至可实现工作区域。也可以理解为，同时修正第一区域内的纵向力矩需求和横摆力矩需求至可实现工作区域，本申请对此不做限定。It should be understood that, to correct the longitudinal moment demand and yaw moment demand in the first area to the achievable working area, it can be understood that both the longitudinal moment demand and the yaw moment demand in the first area are corrected and corrected to the achievable working area. Work area. It can also be understood that the longitudinal moment demand and the yaw moment demand in the first region are simultaneously corrected to the achievable working region, which is not limited in this application.
应理解，修正第一区域内的纵向力矩需求和横摆力矩需求至可实现工作区域，换句话来讲，修正第一区域内的纵向力矩需求和横摆力矩需求的目的是使得修正后的纵向力矩需求和横摆力矩需求落在可实现工作区域。It should be understood that correcting the longitudinal moment demand and yaw moment demand in the first region to the achievable working region, in other words, the purpose of correcting the longitudinal moment demand and yaw moment demand in the first region is to make the corrected Longitudinal and yaw moment requirements fall within the achievable working area.
优选的，修正后的纵向力矩需求和横摆力矩需求落在可实现工作区域的边界线或顶点上，以使得在可实现工作区域内能够最大程度满足需求。为便于描述，在本申请实施例中，均认为修正后的需求落在可实现工作区域的边界线或顶点上。Preferably, the corrected longitudinal and yaw moment demands fall on the boundary lines or vertices of the achievable working area, so that the demands can be met to the greatest extent within the achievable working area. For ease of description, in the embodiments of the present application, it is considered that the revised requirement falls on the boundary line or vertex of the achievable working area.
可选地，修正第一区域内的纵向力矩需求和横摆力矩需求包括：根据预定修正比例方式修正第一区域内的纵向力矩需求和横摆力矩需求至可实现工作区域。Optionally, correcting the longitudinal moment demand and the yaw moment demand in the first region includes: correcting the longitudinal moment demand and the yaw moment demand in the first region to an achievable working region according to a predetermined correction ratio.
可选地，在本申请实施例中，预定修正比例方式可以是等比例修正方式也可以是其他预定比例修正方式。Optionally, in this embodiment of the present application, the predetermined correction ratio mode may be an equal ratio correction mode or other predetermined ratio correction mode.
应理解，根据不同非可实现工作区域的划分方式，第一区域可以以多种不同的形式存在，每种形式分别对应于非可实现工作区域中的不同位置。对于落在不同位置的第一区域，具有不同的区域特性，可以采用不同的修正规则。下面结合示例对不同形式存在的第一区域以及对应的修正规则进行说明。It should be understood that, according to different ways of dividing the non-realizable working area, the first area may exist in a variety of different forms, and each form corresponds to a different position in the non-realizable working area. For the first regions that fall in different positions, they have different region characteristics, and different correction rules can be used. The first regions existing in different forms and the corresponding correction rules are described below with reference to examples.
在一种实现方式中，第一区域可以包括第一边，该第一边与该纵轴平行且经过该可实现工作区域的一个顶点；该修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域包括：修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域的顶点上。在这种情况下，第一区域的划分和修正规则可参见下文图11和图12中的子区域7。In one implementation, the first region may include a first edge that is parallel to the longitudinal axis and passes through a vertex of the achievable working region; the modified longitudinal moment demand and yaw moment within the first region The demand to the achievable working area includes: correcting the longitudinal moment demand and the yaw moment demand in the first area to the apex of the achievable working area. In this case, the division and modification rules of the first area may refer to sub-area 7 in FIG. 11 and FIG. 12 below.
在一种实现方式中，该第一区域包括第一边和第二边，该第一边与该可实现工作区域的一条边界线平行，该第二边与该横轴或与该纵轴平行，且该第一边与该第二边的交点落在该可实现工作区域上；该修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域包括：修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域的顶点上，或修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域与该坐标轴的交点处。在这种情况下，第一区域的划分和修正规则可参见下文图11和图12中的子区域5.6.8.11.12.15.16中的任意一种或多种。In one implementation, the first area includes a first side and a second side, the first side is parallel to a boundary line of the achievable working area, and the second side is parallel to the horizontal axis or the longitudinal axis , and the intersection of the first side and the second side falls on the achievable working area; the correcting the longitudinal moment demand and yaw moment demand in the first area to the achievable working area includes: correcting the first area The longitudinal moment demand and yaw moment demand of the achievable working area are adjusted to the vertex of the achievable working area, or the longitudinal moment demand and yaw moment demand in the first area are corrected to the intersection of the achievable working area and the coordinate axis. In this case, for the division and modification rules of the first area, reference may be made to any one or more of the sub-areas 5.6.8.11.12.15.16 in FIG. 11 and FIG. 12 below.
在一种实现方式中，该第一区域包括第一边和第二边，该第一边和第二边均与该可实现工作区域中的一条边界线平行；该修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域包括：修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域的边界线上。在这种情况下，第一区域的划分和修正规则可参见下文图11和图12中的子区域4。In an implementation manner, the first area includes a first side and a second side, and both the first side and the second side are parallel to a boundary line in the achievable working area; the modification of the longitudinal direction in the first area The moment demand and the yaw moment demand to the achievable working area include: correcting the longitudinal moment demand and the yaw moment demand in the first area to the boundary line of the achievable working area. In this case, the division and modification rules of the first area may refer to sub-area 4 in FIG. 11 and FIG. 12 below.
在一种实现方式中，该第一区域包括第一边和第二边，该第一边与该可实现工作区域中的一条边界线平行，该第二边与该纵轴平行，且该第一边和第二边的交点与该可实现工作区域不重合；该修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域包括：修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域的边界线上。在这种情况下，第一区域的划分和修正规则可参见下文图11和图12中的子区域3和/或17。In one implementation, the first area includes a first side and a second side, the first side is parallel to a boundary line in the achievable working area, the second side is parallel to the longitudinal axis, and the first side is parallel to the longitudinal axis. The intersection of one side and the second side does not coincide with the achievable working area; the correcting the longitudinal moment demand and yaw moment demand in the first area to the achievable working area includes: correcting the longitudinal moment demand in the first area and The yaw moment demand is on the boundary line of the achievable working area. In this case, the division and modification rules of the first area may refer to sub-areas 3 and/or 17 in FIG. 11 and FIG. 12 below.
在本申请实施例中，将车辆的非可实现工作区域划分为多个区域，并将落在多个区域中的第一区域内的纵向力矩需求和横摆力矩需求进行同时修正，而不是仅修正其中的一个需求，从而能够提升车辆的操纵性和稳定性。In the embodiment of the present application, the non-realizable working area of the vehicle is divided into multiple areas, and the longitudinal moment demand and the yaw moment demand in the first area of the multiple areas are corrected simultaneously, instead of only One of the requirements has been fixed to improve the handling and stability of the vehicle.
可选地，该方法500还可以包括：在保持第二区域内的横摆力矩需求的同时，修正第二区域内的纵向力矩需求至可实现工作区域，其中，该第二区域为该非可实现工作区域中的一个区域或多个区域。Optionally, the method 500 may further include: while maintaining the yaw moment requirement in the second area, correcting the longitudinal moment requirement in the second area to an achievable working area, wherein the second area is the non-achievable working area Implement one or more of the work areas.
可选地，该方法500还可以包括：在保持第三区域内的纵向力矩需求的同时，修正第三区域内的横摆力矩需求至可实现工作区域，其中，该第三区域为该非可实现工作区域中的一个区域或多个区域。Optionally, the method 500 may further include: correcting the yaw moment requirement in the third area to a achievable working area while maintaining the longitudinal moment requirement in the third area, wherein the third area is the non-reliable working area. Implement one or more of the work areas.
应理解，在本申请实施例中，还可以事先为每个区域位置(即每个子区域)制定相应的修正规则。具体地，可以参见下文中的表3。It should be understood that, in this embodiment of the present application, a corresponding correction rule may also be formulated for each area position (ie, each sub-area) in advance. Specifically, see Table 3 below.
在本申请实施例中，对于落在非可实现工作区域的不同位置的需求，可以采用不同的修正规则，以使得最大化利用轮胎力，实现稳定性和操作性之间的最优协调控制。In the embodiments of the present application, different correction rules may be adopted for the requirements falling at different positions in the non-realizable working area, so as to maximize the utilization of tire force and achieve optimal coordinated control between stability and operability.
S520，根据修正后的纵向力矩需求和横摆力矩需求对车辆进行控制。S520, control the vehicle according to the corrected longitudinal moment demand and yaw moment demand.
在完成纵向力矩需求和横摆力矩需求的修正之后，便可以根据修正后的纵向力矩需求和横摆力矩需求对车辆进行控制。该步骤可以通过系统架构400中的力矩分配模块470与力矩执行模块480来实现，在此不做赘述。After the correction of the longitudinal moment demand and the yaw moment demand is completed, the vehicle can be controlled according to the corrected longitudinal moment demand and the yaw moment demand. This step can be implemented by the torque distribution module 470 and the torque execution module 480 in the system architecture 400 , and details are not described here.
下面将结合图6至图12对本申请的具体实现方式进行详细描述。图6是本申请实施例提供的另一种车辆的控制方法的示例图。图7是本申请实施例提供的一种车辆的控制方法的整体流程示例图。如图6和图7所示，该方法600包括步骤S610至S650。应理解，本申请实施例对以上步骤的先后顺序不做限定，凡是能够通过以上各个步骤的任意顺序实现本申请的方案，均落在本申请的保护范围内。下面对这些步骤进行详细描述。The specific implementation of the present application will be described in detail below with reference to FIGS. 6 to 12 . FIG. 6 is an example diagram of another vehicle control method provided by an embodiment of the present application. FIG. 7 is an example diagram of an overall flow of a vehicle control method provided by an embodiment of the present application. As shown in FIG. 6 and FIG. 7 , the method 600 includes steps S610 to S650. It should be understood that the embodiments of the present application do not limit the sequence of the above steps, and any solution that can be implemented in the present application through any sequence of the above steps falls within the protection scope of the present application. These steps are described in detail below.
S610，计算可实现工作区域。S610, calculating an achievable work area.
应理解，在实际操作中，在判断车辆当前的纵向力矩需求和横摆力矩需求是否都能满足之前，首先要确定车辆可实现的纵向力矩和横摆力矩的工作区域，并判断当前的纵向力矩需求和横摆力矩需求是否落在可实现工作区域之内。It should be understood that, in actual operation, before judging whether the current longitudinal moment demand and yaw moment demand of the vehicle can be satisfied, the working area of the achievable longitudinal moment and yaw moment of the vehicle should be determined first, and the current longitudinal moment should be judged. Whether demand and yaw moment demand fall within the achievable work area.
应理解，当前的纵向力矩需求和横摆力矩需求的获取方式已在上文(系统架构400的介绍中)进行了描述，此处不再赘述。It should be understood that the acquisition method of the current longitudinal moment demand and the yaw moment demand has been described above (in the introduction of the system architecture 400 ), and will not be repeated here.
下面将详细介绍本申请实施例的可实现工作区域的计算方式。The calculation method of the achievable working area in the embodiments of the present application will be described in detail below.
可选地，图8是本申请实施例提供的一种可实现工作区域的计算方法示例图。如图8所示，该计算方法包括步骤S611至S613，下面对这些步骤进行详细描述。Optionally, FIG. 8 is an example diagram of a calculation method for realizing a working area provided by an embodiment of the present application. As shown in FIG. 8, the calculation method includes steps S611 to S613, which will be described in detail below.
S611，计算车辆各个车轮的附着力极限。S611, calculating the adhesion limit of each wheel of the vehicle.
可选地，可以根据附着系数、轮胎垂向力和侧向力，计算各个车轮的附着力极限。可选地，附着系数、轮胎垂向力和侧向力可以根据车辆状态估计算法求得，本申请对此不做具体限定。Optionally, the adhesion limit of each wheel can be calculated based on the adhesion coefficient, tire vertical force and lateral force. Optionally, the adhesion coefficient, the tire vertical force and the lateral force can be obtained according to a vehicle state estimation algorithm, which is not specifically limited in this application.
示例性地，以四轮轮毂电机分布式驱动为例，各个车轮的附着力极限的计算方式如公式(1)至公式(4)所示：Exemplarily, taking the distributed drive of four-wheel in-wheel motors as an example, the calculation method of the adhesion limit of each wheel is as shown in formula (1) to formula (4):
Figure PCTCN2021123688-appb-000007
Figure PCTCN2021123688-appb-000007
Figure PCTCN2021123688-appb-000008
Figure PCTCN2021123688-appb-000008
Figure PCTCN2021123688-appb-000009
Figure PCTCN2021123688-appb-000009
Figure PCTCN2021123688-appb-000010
Figure PCTCN2021123688-appb-000010
式中，下标FL、FR、RL和RR分别表示左前轮、右前轮、左后轮、右后轮；F x,max/min,FL、F x,max/min,FR、F x,max/min,RL、F x,max/min,RR分别为左前轮、右前轮、左后轮、右后轮的附着力极限；μ est为附着系数；F z,FL、F z,FR、F z,RL、F z,RR分别为左前轮、右前轮、左后轮、右后轮的垂向力；F y,FL、F y,FR、F y,RL、F y,RR分别为左前轮、右前轮、左后轮、右后轮的侧向力。 In the formula, the subscripts FL, FR, RL and RR represent the left front wheel, the right front wheel, the left rear wheel and the right rear wheel, respectively; F x,max/min,FL , F x,max/min,FR , F x ,max/min,RL and Fx ,max/min,RR are the adhesion limit of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel respectively; μest is the adhesion coefficient; Fz,FL , Fz ,FR , F z,RL , F z,RR are the vertical forces of the left front wheel, right front wheel, left rear wheel, and right rear wheel respectively; F y,FL , F y,FR , F y,RL ,F y, RR are the lateral forces of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, respectively.
S612，计算轮边纵向力矩极限。S612, calculate the longitudinal moment limit of the wheel edge.
应理解，纵向力矩极限需要根据基于摩擦的纵向力矩极限和最大电机转矩极限得到。It should be understood that the longitudinal torque limit needs to be derived from the friction based longitudinal torque limit and the maximum motor torque limit.
需要说明的是，基于摩擦的最大和最小纵向力矩极限在驱动/制动工况中被认为是对称的(大小相等、方向相反)；而最大和最小电动机转矩极限在驱动/制动工况中可以大小不同；另外，通常情况下，一般车轮的制动力矩为负，且基于摩擦的最小纵向力矩极限可以覆盖所有附着系数下的制动力矩需求。It should be noted that the friction-based maximum and minimum longitudinal torque limits are considered symmetrical (equal in magnitude and opposite in direction) in the drive/brake condition; while the maximum and minimum motor torque limits are in the drive/brake condition can be different in size; in addition, in general, the braking torque of the general wheel is negative, and the minimum longitudinal torque limit based on friction can cover the braking torque demand under all adhesion coefficients.
因此，对于每个车轮，可以从基于摩擦的纵向力矩极限和最大电机转矩极限中选择幅值最小值作为最大纵向力矩极限，可以将基于摩擦的纵向力矩极限的负值作为最小纵向力矩极限。Therefore, for each wheel, the magnitude minimum value may be selected from the friction-based longitudinal torque limit and the maximum motor torque limit as the maximum longitudinal torque limit, and the negative value of the friction-based longitudinal torque limit may be used as the minimum longitudinal torque limit.
其中，最大电机转矩极限可以从车辆状态估计算法求得，此处不做具体赘述。四个车轮的基于摩擦的纵向力矩极限可以根据附着力极限进行计算，具体计算方式如公式(5)至公式(8)所示：Among them, the maximum motor torque limit can be obtained from the vehicle state estimation algorithm, which will not be described in detail here. The friction-based longitudinal moment limit of the four wheels can be calculated from the adhesion limit as shown in formulas (5) to (8):
T w,max/min,FL＝F x,max/min,FL·R w   (5) Tw,max/min,FL = Fx,max/min,FL · Rw (5)
T w,max/min,FR＝F x,max/min,FR·R w    (6) Tw,max/min,FR = Fx,max/min,FR · Rw (6)
T w,max/min,RL＝F x,max/min,RL·R w   (7) Tw,max/min,RL = Fx,max/min,RL · Rw (7)
T w,max/min,RR＝F x,max/min,RR·R w   (8) Tw,max/min,RR = Fx,max/min,RR · Rw (8)
式中，T w,max/min,FL、T w,max/min,FR、T w,max/min,RL、T w,max/min,RR分别为左前轮、右前轮、左后轮、右后轮的基于摩擦的纵向力矩极限；R w为车轮半径。 In the formula, Tw,max/min,FL , Tw,max/min,FR , Tw,max/min,RL , Tw,max/min,RR are the left front wheel, the right front wheel, the left rear wheel, respectively. The friction-based longitudinal moment limit of the wheel, right rear wheel; R w is the wheel radius.
在获取到最大电机转矩极限以及四个车轮的基于摩擦的纵向力矩极限后，分别计算四个车轮的轮边纵向力矩极限，具体计算方式如公式(9)至公式(16)所示：After the maximum motor torque limit and the friction-based longitudinal torque limit of the four wheels are obtained, the wheel longitudinal torque limits of the four wheels are calculated respectively. The specific calculation methods are shown in formulas (9) to (16):
T FL,max＝min(T w,max/min,FL,T mot,FL,max·i g)    (9) T FL,max =min( Tw,max/min,FL ,T mot,FL,max · ig ) (9)
T FL,min＝-T w,max/min,FL     (10) T FL,min =-Tw ,max/min,FL (10)
T FR,max＝min(T w,max/min,FR,T mot,FR,max·i g)    (11) T FR,max =min( Tw,max/min,FR ,T mot,FR,max · ig ) (11)
T FR,min＝-T w,max/min,FR     (12) T FR,min =-Tw ,max/min,FR (12)
T RL,max＝min(T w,max/min,RL,T mot,RL,max·i g)     (13) T RL,max =min(T w,max/min,RL ,T mot,RL,max · ig ) (13)
T RL,min＝-T w,max/min,RL     (14) T RL,min =-Tw ,max/min,RL (14)
T RR,max＝min(T w,max/min,RR,T mot,RR,max·i g)    (15) T RR,max =min( Tw,max/min,RR ,T mot,RR,max · ig ) (15)
T RR,min＝-T w,max/min,RR       (16) T RR,min =-Tw ,max/min,RR (16)
式中，T FL,max、T FR,max、T RL,max、T RR,max分别为左前轮、右前轮、左后轮、右后轮的最大轮边纵向力矩极限；T FL,min、T FR,min、T RL,min、T RR,min分别为左前轮、右前轮、左后轮、右后轮的最小轮边纵向力矩极限；T mot,FL,max、T mot,FR,max、T mot,RL,max、T mot,RR,max分别为左前轮、右前轮、左后轮、右后轮的最大电机转矩极限；i g为减速箱的传动比。 In the formula, T FL,max , T FR,max , T RL,max , and T RR,max are the maximum longitudinal moment limits of the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively; T FL, min , T FR,min , T RL,min , T RR,min are the minimum wheel longitudinal moment limits of the left front wheel, right front wheel, left rear wheel, and right rear wheel respectively; T mot,FL,max , T mot ,FR,max , T mot,RL,max , T mot,RR,max are the maximum motor torque limits of the left front wheel, right front wheel, left rear wheel, and right rear wheel respectively; i g is the transmission ratio of the reduction box .
S613，基于轮边纵向力矩极限计算车辆可实现工作区域。S613: Calculate the achievable working area of the vehicle based on the wheel longitudinal moment limit.
应理解，在计算得到轮边纵向力矩极限之后，便可以根据四个车轮的轮边纵向力矩极限计算车辆可实现的纵向力矩和横摆力矩的工作区域，具体计算方式如公式(17)至公式(24)所示：It should be understood that after the wheel longitudinal moment limit is calculated, the working area of the achievable longitudinal moment and yaw moment of the vehicle can be calculated according to the wheel longitudinal moment limit of the four wheels. The specific calculation methods are as follows from formula (17) to formula (24) shows:
计算最大横摆力矩M z,max： Calculate the maximum yaw moment M z,max :
Figure PCTCN2021123688-appb-000011
Figure PCTCN2021123688-appb-000011
计算最大横摆力矩对应的纵向力矩
Figure PCTCN2021123688-appb-000012
Calculate the longitudinal moment corresponding to the maximum yaw moment
Figure PCTCN2021123688-appb-000012
Figure PCTCN2021123688-appb-000013
Figure PCTCN2021123688-appb-000013
计算最小横摆力矩M z,min： Calculate the minimum yaw moment M z,min :
Figure PCTCN2021123688-appb-000014
Figure PCTCN2021123688-appb-000014
计算最小横摆力矩对应的纵向力矩
Figure PCTCN2021123688-appb-000015
Calculate the longitudinal moment corresponding to the minimum yaw moment
Figure PCTCN2021123688-appb-000015
Figure PCTCN2021123688-appb-000016
Figure PCTCN2021123688-appb-000016
计算最大纵向力矩T w,max： Calculate the maximum longitudinal moment Tw,max :
T w,max＝T FL,max+T FR,max+T RL,max+T RR,max     (21) Tw,max =T FL,max +T FR,max +T RL,max +T RR,max (21)
计算最大纵向力矩对应的横摆力矩
Figure PCTCN2021123688-appb-000017
Calculate the yaw moment corresponding to the maximum longitudinal moment
Figure PCTCN2021123688-appb-000017
Figure PCTCN2021123688-appb-000018
Figure PCTCN2021123688-appb-000018
计算最小纵向力矩T w,min: Calculate the minimum longitudinal moment T w,min :
T w,min＝T FL,min+T FR,min+T RL,min+T RR,min      (23) Tw,min =T FL,min +T FR,min +T RL,min +T RR,min (23)
计算最小纵向力矩对应的横摆力矩
Figure PCTCN2021123688-appb-000019
Calculate the yaw moment corresponding to the minimum longitudinal moment
Figure PCTCN2021123688-appb-000019
Figure PCTCN2021123688-appb-000020
Figure PCTCN2021123688-appb-000020
式中，d F为前轴轮距，d R为后轴轮距。 In the formula, d F is the wheel base of the front wheel, and d R is the wheel base of the rear wheel.
随后，根据公式(17)至公式(24)可知可实现工作区域的定点分别为
Figure PCTCN2021123688-appb-000021
Figure PCTCN2021123688-appb-000022
和
Figure PCTCN2021123688-appb-000023
示例性地，该工作区域可用图9更直观的表示的出来。应理解，P1、P2、P3、P4围成的区域为可实现工作区域，除P1P2P3P4围成的区域之外的区域为非可实现工作区域。 Then, according to formula (17) to formula (24), it can be known that the fixed points of the achievable working area are respectively
Figure PCTCN2021123688-appb-000021
Figure PCTCN2021123688-appb-000022
and
Figure PCTCN2021123688-appb-000023
Exemplarily, the working area can be more intuitively represented in FIG. 9 . It should be understood that the area enclosed by P1, P2, P3, and P4 is an achievable working area, and the area other than the area enclosed by P1P2P3P4 is a non-realizable working area.
应理解，图9仅作为一种示例，不能构成对本申请的限定。应理解，P1、P2、P3、P4在坐标中的位置也不限于此，这是因为在实际操作中，P1和P3分别可以位于T W轴以上，也可以位于T W轴以下；P2和P4分别可以位于M Z轴以左，也可以位于M Z轴以右，可参见下文中的表2。 It should be understood that FIG. 9 is only used as an example, and cannot be construed to limit the present application. It should be understood that the positions of P1, P2, P3, and P4 in the coordinates are not limited to this, because in actual operation, P1 and P3 can be located above the TW axis or below the TW axis respectively; P2 and P4 They may be located to the left of the M Z axis, or to the right of the M Z axis, as shown in Table 2 below.
S620，判断相对转向特性。S620, determine the relative steering characteristic.
应理解，在车辆相对转向特性为相对不足转向或相对过多转向时，都会造成车辆不稳定，需要底盘电子稳定控制系统进行干预或控制。但是不足转向和过多转向所对应的车辆干预方法或思路不同。因而，实际操作中，在对需求纵向力矩和横摆力矩进行修正时，需要先判断相对转向特性，再根据相对转向特性确定干预思路。It should be understood that when the relative steering characteristic of the vehicle is relatively under-steering or relatively over-steering, the vehicle will be unstable, requiring intervention or control by the chassis electronic stability control system. However, the vehicle intervention methods or ideas corresponding to understeering and oversteering are different. Therefore, in actual operation, when correcting the required longitudinal moment and yaw moment, it is necessary to judge the relative steering characteristics first, and then determine the intervention idea according to the relative steering characteristics.
对于相对转向特性的判断，现有技术通常需要用到质心侧偏角，但质心侧偏角非常难准确获取。基于上述问题，本申请实施例使用了一种简单的方式判断车辆的相对转向特性，该方式不需要对车辆质心侧偏角实时观测或估计，减小了控制策略复杂程度。下面对本申请实施例所采用的判断车辆的相对转向特性的方法进行简单的描述。For the judgment of relative steering characteristics, the prior art usually needs to use the centroid side slip angle, but it is very difficult to obtain the centroid side slip angle accurately. Based on the above problems, the embodiments of the present application use a simple method to determine the relative steering characteristics of the vehicle, which does not require real-time observation or estimation of the vehicle's center of mass sideslip angle, thereby reducing the complexity of the control strategy. The following briefly describes the method for judging the relative steering characteristics of the vehicle adopted in the embodiments of the present application.
作为一种优选方式，在本申请实施例中，可以根据实际横摆角速度和需求横摆力矩，计算车辆相对转向特性。其中，实际横摆角速度可以从车辆横摆角速度传感器中获取。As a preferred manner, in the embodiment of the present application, the relative steering characteristic of the vehicle may be calculated according to the actual yaw rate and the required yaw moment. Wherein, the actual yaw rate can be obtained from the vehicle yaw rate sensor.
具体地，当实际横摆角速度与需求横摆力矩符号相同时，判断车辆为相对不足转向；当实际横摆角速度与需求横摆力矩符号相反时，判断车辆为相对过多转向。Specifically, when the sign of the actual yaw rate and the required yaw moment is the same, the vehicle is judged to be relatively understeered; when the sign of the actual yaw rate is opposite to the sign of the required yaw moment, the vehicle is judged to be relatively oversteered.
即如公式(25)所示：That is, as shown in formula (25):
Figure PCTCN2021123688-appb-000024
Figure PCTCN2021123688-appb-000024
式中，γ为实际横摆角速度；M Z,Dem为需求横摆力矩。 In the formula, γ is the actual yaw rate; M Z, Dem is the required yaw moment.
S630，非可实现工作区域划分。S630, the division of the non-realizable work area is performed.
应理解，对于落在非可实现工作区域的需求，需要将其修正到可实现工作区域。但从图9可以看出，非可实现工作区域所涉及的范围很大，车辆需求在不同的区域位置自然对应不同的实际状态。这也意味着对于落在非可实现工作区域内不同位置的需求，需要结合实际情况采取不同的修正方法，才能进一步提高车辆的操纵性和稳定性。It should be understood that for a requirement falling within a non-achievable working area, it needs to be revised to a achievable working area. However, it can be seen from Figure 9 that the non-realizable work area involves a large range, and the vehicle requirements naturally correspond to different actual states in different areas. This also means that for the requirements of different positions in the non-realizable working area, different correction methods need to be adopted in combination with the actual situation in order to further improve the handling and stability of the vehicle.
因此，作为一种可选方式，在本申请实施例中，将非可实现工作区域划分为多个子区域，对于落在不同子区域的需求采取不同的修正方式，以实现上述目的。Therefore, as an optional method, in the embodiment of the present application, the non-realizable working area is divided into a plurality of sub-areas, and different correction methods are adopted for the requirements falling in different sub-areas, so as to achieve the above purpose.
然而，通常情况下，在对M Z-T W平面(例如图9)做区域划分时，需要事先设定两种情况，一种情况是上半平面(T W轴以上)是不足转向，下半平面(T W轴以下)是转向过多；另一种情况是刚好相反。针对上述两种情况，需要预先定义两套划分和修正规则，然后在使用时再根据M Z和γ的符号确定选用哪套规则。虽然这两套规则是对称的，但也显得繁琐。 However, in general, when dividing the M Z -TW plane (such as Figure 9), two situations need to be set in advance. One is that the upper half plane (above the TW axis) is understeer, and the lower The half plane (below the TW axis) is oversteer; the other case is just the opposite. For the above two situations, it is necessary to define two sets of division and correction rules in advance, and then determine which set of rules to choose according to the symbols of M Z and γ when using. Although the two sets of rules are symmetrical, they are also cumbersome.
因此，在本申请实施例中，为克服上述问题，预先将实际工作区域转为相对转向特性的工作区域(例如，将图9转化为图10)，转化方式如公式(26)所示：Therefore, in the embodiment of the present application, in order to overcome the above problems, the actual working area is converted into a working area with relative steering characteristics in advance (for example, FIG. 9 is converted into FIG. 10 ), and the conversion method is shown in formula (26):
Figure PCTCN2021123688-appb-000025
Figure PCTCN2021123688-appb-000025
应理解，如图10所示，在
Figure PCTCN2021123688-appb-000026
平面上，上半平面(T W轴以上)是相对不足转向，下半平面(T W轴以下)是相对过多转向。对于上述
Figure PCTCN2021123688-appb-000027
平面，在上半平面中，所对应 车辆的横摆角速度与横摆力矩需求符号相同，对应相对不足转向；在下半平面中，对应车辆的横摆角速度与横摆力矩需求符号相反，对应相对过多转向。从而只需定义一套划分规则即可，提高了控制方法的可操作性。 It should be understood that, as shown in Figure 10, in
Figure PCTCN2021123688-appb-000026
On the plane, the upper half plane (above the TW axis) is relatively understeer, and the lower half plane (below the TW axis) is relatively oversteer. for the above
Figure PCTCN2021123688-appb-000027
Plane, in the upper half plane, the yaw angular velocity of the corresponding vehicle and the yaw moment demand sign are the same, corresponding to the relative understeer; Turn more. Therefore, only one set of division rules needs to be defined, which improves the operability of the control method.
应理解，在得到基于相对转向特性的非可实现工作区域之后，便可以基于规则对非可实现工作区域进行划分。应理解，上文中提到P1、P2、P3、P4在坐标系中的位置并不限于图9所示。因而，在制定区域划分规则时，需要结合P1、P2、P3和P4与坐标轴的相对位置关系进行划分，不同的相对位置对应不同的划分方式。It should be understood that after obtaining the non-achievable working area based on the relative steering characteristics, the non-achievable working area can be divided based on rules. It should be understood that the positions of P1, P2, P3, and P4 in the coordinate system mentioned above are not limited to those shown in FIG. 9 . Therefore, when formulating an area division rule, it is necessary to combine the relative positional relationship between P1, P2, P3, and P4 and the coordinate axis for division, and different relative positions correspond to different division methods.
示例性地，表1是本申请实施例提供的一种区域划分规则，可以看出表1所示的各种子区域都有不同的定义。具体来讲，表1是对P1、P2、P3、P4在坐标系中的位置处于各种不同情况时的区域划分方式进行的说明。因此，表1所示的17种子区域是P1、P2、P3、P4在坐标系中的位置处于各种不同情况时所能划分的总子区域类型。意味着，P1、P2、P3、P4与坐标轴的相对位置确定后，其基于相对转向特性的非可实现工作区域在划分时的子区域为上述17种子区域中的部分。正如图11所示的情况中，所划分的子区域种类包括子区域1,2,3,4,5,6,7,8,9；或者如图11所示的情况中，所划分的子区域种类包括子区域1,2,3,4,7,8,10,11,12,13,14,15,16,17。Exemplarily, Table 1 is an area division rule provided by this embodiment of the present application, and it can be seen that various sub-areas shown in Table 1 have different definitions. Specifically, Table 1 describes the area division methods when the positions of P1, P2, P3, and P4 in the coordinate system are in various situations. Therefore, the 17 sub-regions shown in Table 1 are the total sub-region types that can be divided when the positions of P1, P2, P3, and P4 in the coordinate system are in various situations. It means that after the relative positions of P1, P2, P3, P4 and the coordinate axes are determined, the sub-regions of the non-realizable working regions based on the relative steering characteristics are part of the above-mentioned 17 sub-regions. In the case shown in FIG. 11 , the divided sub-region categories include sub-regions 1, 2, 3, 4, 5, 6, 7, 8, 9; or in the case shown in FIG. 11 , the divided sub-regions Region categories include subregions 1, 2, 3, 4, 7, 8, 10, 11, 12, 13, 14, 15, 16, and 17.
表1：Table 1:
Figure PCTCN2021123688-appb-000028
Figure PCTCN2021123688-appb-000028
Figure PCTCN2021123688-appb-000029
Figure PCTCN2021123688-appb-000029
Figure PCTCN2021123688-appb-000030
Figure PCTCN2021123688-appb-000030
进一步地，表2示出了P1、P2、P3、P4在坐标系中的位置处于各种不同情况时的区域划分结果。从表2结合表1可以清楚的看出，P1、P2、P3、P4在坐标系中的位置情况可以包括16种，且每种都对应相应的区域划分结果。同时可以看出，情况1和情况16覆盖所有的17种子区域(具体划分情况可参见图11和图12所示)。因此，本申请在下文中(步骤S650中)将以情况1和情况16为例对每种子区域的修正规则进行详细介绍，此处先不做赘述。Further, Table 2 shows the area division results when the positions of P1, P2, P3, and P4 in the coordinate system are in various situations. It can be clearly seen from Table 2 combined with Table 1 that there are 16 kinds of positions of P1, P2, P3, and P4 in the coordinate system, and each of them corresponds to a corresponding area division result. At the same time, it can be seen that case 1 and case 16 cover all 17 sub-regions (for the specific division situation, please refer to FIG. 11 and FIG. 12 ). Therefore, in the following (in step S650 ), the present application will take Case 1 and Case 16 as examples to introduce the correction rules of each sub-region in detail, which will not be repeated here.
表2：Table 2:
Figure PCTCN2021123688-appb-000031
Figure PCTCN2021123688-appb-000031
S640，需求工作点位置的判断。S640, the determination of the position of the required work point.
应理解，在对需求工作点在基于相对转向特性的非可实现工作区域中的位置进行判断之前，可以先根据步骤S620中的方式将需求工作点中的实际横摆力矩需求转换为基于相对转向特性的横摆力矩需求。It should be understood that, before judging the position of the demanded working point in the non-realizable working area based on the relative steering characteristic, the actual yaw moment demand in the demanded working point may be converted into a relative steering-based one according to the method in step S620. Characteristic yaw moment demand.
具体地，根据相对转向特性，将横摆力矩需求转化为基于相对转向特性的横摆力矩需求，可以按照如下公式(27)进行：Specifically, according to the relative steering characteristics, the yaw moment demand is converted into the yaw moment demand based on the relative steering characteristics, which can be performed according to the following formula (27):
Figure PCTCN2021123688-appb-000032
Figure PCTCN2021123688-appb-000032
式中，γ为横摆角速度，M Z,Dem为横摆力矩需求，
Figure PCTCN2021123688-appb-000033
为基于相对转向特性的横摆力矩需求。 where γ is the yaw angular velocity, M Z, Dem are the yaw moment requirements,
Figure PCTCN2021123688-appb-000033
is the yaw moment demand based on relative steering characteristics.
然后将纵向力矩需求、基于相对转向特性的横摆力矩需求与上述基于相对转向特性的可实现工作区域对比，判断需求是否可以满足。具体地，若需求落在相对转向特性的可实现工作区域之内，则认为可以满足；否则，认为不满足。Then, the longitudinal torque demand and the yaw moment demand based on the relative steering characteristics are compared with the above-mentioned achievable working area based on the relative steering characteristics, and it is judged whether the demand can be satisfied. Specifically, if the requirement falls within the achievable working area of the relative steering characteristic, it is considered to be satisfied; otherwise, it is considered not to be satisfied.
应理解，在需求不能满足时，还需要判断纵向力矩需求和基于相对转向特性的横摆力矩需求位于基于相对转向特性的非可实现工作区域中的哪个子区域。It should be understood that when the demand cannot be satisfied, it is also necessary to determine which sub-region of the non-achievable working region based on the relative steering characteristics the longitudinal torque demand and the yaw moment demand based on the relative steering characteristics are located.
可选地，在判断位于哪个子区域时，可以直接判断出落在哪个子区域；也可以从子区域1开始按照顺序一个一个的进行判断；或者也可以采取其他判断顺序，本申请对此不做限定。在本申请实施例中，采取的判断方式为从子区域1开始按照顺序进行判断，如图7所示。Optionally, when judging which sub-area it is located in, it can be directly determined which sub-area it is in; it can also be judged one by one in sequence starting from sub-area 1; or other judgment sequences can also be adopted, and this application does not Do limit. In the embodiment of the present application, the judgment method adopted is to make judgment in sequence starting from sub-area 1, as shown in FIG. 7 .
S650，基于修正规则对需求进行修正。S650, revise the requirement based on the revision rule.
应理解，需求工作点落在不同的子区域中，对应不同的实际车辆状态，自然对横摆力矩和纵向力矩有着不同的需求优先级，因而对于落在不同子区域的需求也需要采用不同的修正规则。如图7所示，若需求可以满足，则可以不做任何修正；若需求不能满足，则可以先判断需求落在哪个子区域中，然后根据所处子区域的修正规则进行修正。It should be understood that the demand operating points fall in different sub-regions, corresponding to different actual vehicle states, and naturally have different demand priorities for the yaw moment and longitudinal moment, so the requirements in different sub-regions also need to adopt different requirements. Amend the rules. As shown in Figure 7, if the requirement can be satisfied, no correction can be made; if the requirement cannot be satisfied, it is possible to first determine which sub-area the requirement falls in, and then make corrections according to the correction rules of the sub-area.
下面结合表3和图11至图12对每种子区域的需求的修正规则进行介绍。应理解，表3所示的规则仅仅作为一种示例，不能作为对本申请的限定，在实际操作中，还可以结合实际车辆状态采取其他方式进行修正，本申请对此不做赘述。应理解，上文已对横摆力矩需求和非可实现工作区域进行了转化，因此，在下文中为便于描述，将所涉及到的基于相对转向特性的横摆力矩需求以及基于相对转向特性的可实现工作区域均直接描述为横摆力矩需求和可实现工作区域。The modification rules for the requirements of each sub-region will be introduced below with reference to Table 3 and FIGS. 11 to 12 . It should be understood that the rules shown in Table 3 are only used as an example, and cannot be used as a limitation on the application. In actual operation, other methods may be used to modify the actual vehicle state, which will not be repeated in this application. It should be understood that the yaw moment demand and the non-achievable working area have been converted above. Therefore, in the following, for the convenience of description, the yaw moment demand based on the relative steering characteristics and the achievable working area based on the relative steering characteristics will be involved. The achievable working area is directly described as the yaw moment demand and the achievable working area.
表3：table 3:
Figure PCTCN2021123688-appb-000034
Figure PCTCN2021123688-appb-000034
针对上述修正规则的介绍如下：The introduction to the above amendment rules is as follows:
首先，应理解，在
Figure PCTCN2021123688-appb-000035
平面上，左半平面对应车辆的制动过程，落在左半平面的纵向力矩需求也可以称为制动力矩需求；右半平面对应车辆的驱动过程，落在右半平面的纵向力矩需求也可以称为驱动力矩需求。应理解，在可实现工作区域中，最小纵向力矩限值(P3点对应的纵向力矩)的绝对值对应车辆可提供的最大制动力矩；最大纵向力矩限值(P1点对应的纵向力矩)对应车辆可提供的最大驱动力矩。 First, it should be understood that in
Figure PCTCN2021123688-appb-000035
On the plane, the left half plane corresponds to the braking process of the vehicle, and the longitudinal torque demand falling on the left half plane can also be called the braking torque demand; the right half plane corresponds to the driving process of the vehicle, and the longitudinal torque demand falling on the right half plane is also called the braking torque demand. It can be called the driving torque demand. It should be understood that in the achievable working area, the absolute value of the minimum longitudinal torque limit (the longitudinal torque corresponding to point P3) corresponds to the maximum braking torque that the vehicle can provide; the maximum longitudinal torque limit (the longitudinal torque corresponding to point P1) corresponds to The maximum driving torque that the vehicle can provide.
对于子区域7而言，落在其中的需求工作点的纵向力矩需求的绝对值大于可实现工作区域中的最小纵向力矩限值的绝对值，这意味着当前需要的制动力矩高于实际车辆状态所能提供的。在实际车辆状态中，如果制动力矩提供不足，车辆的降速就会收到影响，容易产生安全事故。因而，此时应该以安全性为重，优先考虑纵向力矩需求，将纵向力矩需求修正到可实现工作区域所能提供的最大制动力矩处，也就是将需求工作点移动到顶点P3，以保证车辆的降速受到最小的影响。For sub-region 7, the absolute value of the longitudinal torque demand at the required operating point falling within it is greater than the absolute value of the minimum longitudinal torque limit in the achievable working region, which means that the currently required braking torque is higher than the actual vehicle state can provide. In the actual vehicle state, if the braking torque is insufficient, the deceleration of the vehicle will be affected, and safety accidents are likely to occur. Therefore, at this time, the priority should be given to safety, and the longitudinal torque demand should be given priority, and the longitudinal torque demand should be corrected to the maximum braking torque that can be provided by the working area, that is, the demand working point should be moved to the vertex P3 to ensure The deceleration of the vehicle is minimally affected.
对于子区域1和10而言，当需求工作点落在其中时，对应的车辆实际状态为相对过多转向状态，此时应该以安全性为重，可以优先考虑满足横摆力矩需求，以避免车辆发生过多转向，因而将横摆力矩需求水平移动到可实现工作区域的边界线上。For sub-regions 1 and 10, when the demand operating point falls within it, the actual state of the corresponding vehicle is a relatively excessive steering state. At this time, safety should be the priority, and priority can be given to meeting the yaw moment demand to avoid The vehicle is oversteered, thereby shifting the yaw moment demand horizontally to the boundaries of the achievable work area.
对于子区域2,9,13和14而言，当需求工作点落在其中时，对应的车辆实际状态为相对不足转向状态，可以优先考虑纵向力矩需求，保持纵向力矩垂直移动到可实现工作区域的边界线上。For sub-regions 2, 9, 13 and 14, when the required working point falls within it, the actual state of the corresponding vehicle is a relatively understeered state, and the longitudinal torque demand can be given priority, and the longitudinal torque can be maintained to move vertically to the achievable working area. on the boundary line.
对于子区域3,4,17而言，当需求工作点落在其中时，可以考虑平衡纵向力矩和横摆力矩需求,将纵向力矩需求和横摆力矩需求按预定比例减小移动到可实现工作区域的边界线上。应理解，预定比例可以为1:1，也可以为其他比例，本申请对此不做限定。For sub-regions 3, 4, and 17, when the required operating point falls within it, the balance of the longitudinal moment and yaw moment demand can be considered, and the longitudinal moment demand and yaw moment demand are reduced in a predetermined proportion and moved to the point where the work can be realized. on the boundary of the area. It should be understood that the predetermined ratio may be 1:1, or may be other ratios, which are not limited in this application.
对于子区域5,6,8,11,12,15和16而言，当需求工作点落在其中时，可以考虑将纵向力矩需求和横摆力矩需求移动到可实现工作区域的顶点或可实现工作区域的与坐标轴的交点处。For sub-regions 5, 6, 8, 11, 12, 15 and 16, when the demand operating point falls within it, it can be considered to move the longitudinal moment demand and yaw moment demand to the apex of the achievable working area or the achievable The intersection of the work area with the coordinate axes.
上文提到，情况1和情况16可以覆盖所有的17种子区域。因此，为了更直观的描述，下文将以图11和图12为例对每个子区域的修正方式进行示例性说明。As mentioned above, case 1 and case 16 can cover all 17 seed regions. Therefore, for a more intuitive description, the following will take FIG. 11 and FIG. 12 as examples to illustrate the modification manner of each sub-region exemplarily.
示例1，如图11所示：Example 1, as shown in Figure 11:
子区域1采用规则1，将不可实现的需求工作点T1修正至P1P4线上的点T1’；Sub-area 1 adopts rule 1, and corrects the unrealizable demand working point T1 to the point T1' on the P1P4 line;
子区域2采用规则2，将不可实现的需求工作点T2修正至P2P3线上的点T2’；Sub-area 2 adopts rule 2, and corrects the unrealizable demand working point T2 to the point T2' on the P2P3 line;
子区域3采用规则3，将不可实现的需求工作点T3修正至P3P4线上的点T3’；Sub-area 3 adopts rule 3 to correct the unrealizable demand work point T3 to point T3' on the P3P4 line;
子区域4采用规则3，将不可实现的需求工作点T4修正至P1P2线上的点T4’；Sub-area 4 adopts rule 3 to correct the unrealizable demand operating point T4 to point T4' on the P1P2 line;
子区域5、6、8采用规则4，将不可实现的需求工作点T5、T6、T8分别修正至顶点P1、P2、P4上；Sub-regions 5, 6, and 8 adopt rule 4 to correct the unrealizable demand working points T5, T6, and T8 to the vertices P1, P2, and P4, respectively;
子区域7采用规则0，将不可实现的需求工作点T7修正至顶点P3上；Sub-area 7 adopts rule 0, and corrects the unrealizable demand working point T7 to the vertex P3;
子区域9采用规则2，将不可实现的需求工作点T9修正至P1P4线上的点T9’。Sub-area 9 uses rule 2 to correct the unrealizable demand operating point T9 to point T9' on the P1P4 line.
示例2，如图12所示：Example 2, as shown in Figure 12:
子区域1采用规则1，将不可实现的需求工作点T1修正至P1P4线上的点T1’；Sub-area 1 adopts rule 1, and corrects the unrealizable demand working point T1 to the point T1' on the P1P4 line;
子区域2采用规则2，将不可实现的需求工作点T2修正至P2P3线上的点T2’；Sub-area 2 adopts rule 2, and corrects the unrealizable demand working point T2 to the point T2' on the P2P3 line;
子区域3采用规则3，将不可实现的需求工作点T3修正至P3P4线上的点T3’；Sub-area 3 adopts rule 3 to correct the unrealizable demand work point T3 to point T3' on the P3P4 line;
子区域4采用规则3，将不可实现的需求工作点T4修正至P1P2线上的点T4’；Sub-area 4 adopts rule 3 to correct the unrealizable demand operating point T4 to point T4' on the P1P2 line;
子区域7采用规则0，将不可实现的需求工作点T7修正至顶点P3上；Sub-area 7 adopts rule 0, and corrects the unrealizable demand working point T7 to the vertex P3;
子区域8采用规则4，将不可实现的需求工作点T8修正至顶点P4上；Sub-area 8 adopts rule 4, and corrects the unrealizable demand working point T8 to the vertex P4;
子区域10采用规则1，将不可实现的需求工作点T10修正至P1P2线上的点T10’；The sub-area 10 adopts the rule 1 to correct the unrealizable demand working point T10 to the point T10' on the P1P2 line;
子区域11采用规则4，将不可实现的需求工作点T11修正至交点P11(也可记为点T11’)；The sub-area 11 adopts the rule 4 to correct the unrealizable demand working point T11 to the intersection point P11 (it can also be recorded as the point T11');
子区域12采用规则4，将不可实现的需求工作点T12修正至交点P12(也可记为点T12’)；The sub-area 12 adopts the rule 4 to correct the unrealizable demand working point T12 to the intersection point P12 (it can also be recorded as the point T12');
子区域13采用规则2，将不可实现的需求工作点T13修正至P1P2线上的点T13’；The sub-area 13 adopts the rule 2 to correct the unrealizable demand working point T13 to the point T13' on the P1P2 line;
子区域14采用规则2，将不可实现的需求工作点T14修正至P3P4线上的点T14’；The sub-area 14 adopts the rule 2 to correct the unrealizable demand working point T14 to the point T14' on the P3P4 line;
子区域15采用规则4，将不可实现的需求工作点T15修正至交点P13(也可记为点T15’)；The sub-area 15 adopts the rule 4 to correct the unrealizable demand working point T15 to the intersection point P13 (it can also be recorded as point T15');
子区域16采用规则4，将不可实现的需求工作点T16修正至交点P14(也可记为点T16’)；The sub-area 16 adopts the rule 4 to correct the unrealizable demand working point T16 to the intersection point P14 (it can also be recorded as the point T16');
子区域17采用规则3，将不可实现的需求工作点T17修正至P3P4线上的点T17’。Sub-area 17 adopts rule 3 to correct unrealizable demand operating point T17 to point T17' on the P3P4 line.
应理解，本申请对不同的子区域提出了不同的修正规则，以使车辆达到更优的状态。例如，对于子区域14而言，采用规则2能够使得在保持制动力矩的同时增加横摆力矩，其修正效果优于采用其他修正规则的效果。又例如，对于子区域15而言，采用规则4效果优于采用其他修正规则的效果，这是因为若采用其他修正规则，例如规则3，将导致横摆力矩方向的改变，从而加剧过多转向。再例如，对于子区域16而言，采用规则4效果同样优于采用其他修正规则的效果，这是因为若采用其他修正规则，例如规则3，将导致制动力矩需求改变为牵引力矩需求，使车速升高，同时修正后的横摆力矩需求也相较于规则4减小了，横摆力矩的减少进一步使得车辆更难稳定。It should be understood that the present application proposes different correction rules for different sub-regions, so as to make the vehicle reach a better state. For example, for the sub-region 14, using rule 2 can increase the yaw moment while maintaining the braking torque, and its correction effect is better than the effect of using other correction rules. For another example, for sub-region 15, the effect of using rule 4 is better than that of using other correction rules, because other correction rules, such as rule 3, will lead to a change in the direction of the yaw moment, thereby exacerbating excessive steering. . For another example, for sub-region 16, the effect of using rule 4 is also better than that of using other correction rules, because if other correction rules, such as rule 3, are used, the braking torque demand will be changed to the traction torque demand, so that The vehicle speed is increased, and the corrected yaw moment demand is also reduced compared to Rule 4. The reduction in yaw moment further makes the vehicle more difficult to stabilize.
应理解，以上修正规则仅作为一种示例，在实际操作中，也可以根据实际情况对修正规则进行调整，本申请对此不做限定。It should be understood that the above correction rule is only an example, and in actual operation, the correction rule may also be adjusted according to the actual situation, which is not limited in this application.
S660，将相对转向特性的横摆力矩需求转换为原始横摆力矩需求。S660: Convert the yaw moment demand relative to the steering characteristic into the original yaw moment demand.
S670，输出修正后的纵向力矩需求值和横摆力矩需求值。S670, output the corrected longitudinal moment demand value and yaw moment demand value.
应理解，如图7所示，方法600在得到修正后的需求工作点后，还可以将修正后的基于相对转向特性的横摆力矩需求转化为原始横摆力矩需求，得到修正后的需求工作点。并将修正后的纵向力矩需求值和横摆力矩需求值输出给执行单元进行执行。It should be understood that, as shown in FIG. 7 , after obtaining the revised demand operating point, the method 600 can also convert the revised yaw moment demand based on the relative steering characteristics into the original yaw moment demand, and obtain the revised demand work point. point. And output the corrected longitudinal moment demand value and yaw moment demand value to the execution unit for execution.
在本实施例中，对于落在非可实现工作区域内的不同区域的需求，可以采用不同的修正规则，以使得最大化利用轮胎力，实现稳定性和操作性之间的最优协调控制。In this embodiment, different correction rules may be adopted for the requirements of different regions within the non-realizable working region, so as to maximize the utilization of tire force and achieve optimal coordinated control between stability and operability.
下面将结合附图对本申请所涉及的相关装置进行描述。The related devices involved in the present application will be described below with reference to the accompanying drawings.
图13是本申请实施例提供的一种车辆的控制装置示例图。应理解，该车辆的工作区域包括可实现工作区域和非可实现工作区域，其中，在该可实现工作区域中，该车辆的纵向力矩需求和横摆力矩需求能被同时满足，在该非可实现工作区域中，该车辆的纵向力矩需求和横摆力矩需求不能被同时满足。FIG. 13 is an example diagram of a control device for a vehicle provided by an embodiment of the present application. It should be understood that the working area of the vehicle includes an achievable working area and a non-achievable working area, wherein in the achievable working area, the longitudinal moment demand and the yaw moment demand of the vehicle can be satisfied at the same time, in the non-achievable working area In the realization work area, the longitudinal moment demand and the yaw moment demand of the vehicle cannot be satisfied at the same time.
如图13所示，该装置1300包括处理单元1310，该处理单元1310用于：修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域，其中，该第一区域为该非可实 现工作区域中的一个区域或多个区域；根据修正后的纵向力矩需求和横摆力矩需求对该车辆进行控制。As shown in FIG. 13 , the apparatus 1300 includes a processing unit 1310, and the processing unit 1310 is used for: correcting the longitudinal moment demand and the yaw moment demand in the first area to the achievable working area, wherein the first area is the One or more of the non-achievable work areas; the vehicle is controlled based on the corrected longitudinal and yaw moment demands.
可选地，该处理单元1310还可以用于：根据预定修正比例方式修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域。Optionally, the processing unit 1310 may also be configured to: correct the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region according to a predetermined correction ratio.
可选地，该处理单元1310还可以用于：该处理单元还用于：根据该车辆的相对转向特性修正第一区域内的纵向力矩需求和横摆力矩需求至该可实现工作区域，该相对转向特性包括相对不足转向和相对过多转向。Optionally, the processing unit 1310 can also be used for: the processing unit is further used for: correcting the longitudinal moment demand and the yaw moment demand in the first area to the achievable working area according to the relative steering characteristics of the vehicle, the relative Steering characteristics include relative understeer and relative oversteer.
可选地，该车辆的相对转向特性根据该车辆的横摆角速度和横摆力矩需求确定。Optionally, the relative steering characteristics of the vehicle are determined based on the yaw rate and yaw moment demand of the vehicle.
可选地，该车辆的相对转向特性根据该车辆的横摆角速度和横摆力矩需求确定包括：若横摆角速度与横摆力矩需求符号相同，车辆的相对转向特性为相对不足转向；或者，若横摆角速度与横摆力矩需求符号相反，车辆的相对转向特性为相对过多转向。Optionally, determining the relative steering characteristic of the vehicle according to the yaw rate and yaw moment demand of the vehicle includes: if the yaw rate and the yaw moment demand have the same sign, the relative steering characteristic of the vehicle is relatively understeer; or, if The yaw rate is opposite in sign to the yaw moment demand, and the relative steering characteristic of the vehicle is relative oversteer.
可选地，该车辆的相对转向特性根据该车辆的横摆角速度和横摆力矩需求确定，满足如下关系：Optionally, the relative steering characteristic of the vehicle is determined according to the yaw rate and yaw moment demand of the vehicle, and the following relationship is satisfied:
Figure PCTCN2021123688-appb-000036
Figure PCTCN2021123688-appb-000036
式中，γ为横摆角速度，M Z,Dem为横摆力矩需求。 In the formula, γ is the yaw angular velocity, M Z, Dem is the yaw moment demand.
可选地，该可实现工作区域和非可实现工作区域位于直角坐标系中，该直角坐标系的坐标轴包括横轴和纵轴，横轴对应纵向力矩，纵轴对应横摆力矩，可实现区域包括顶点，可实现工作区域的边界线与坐标轴相交形成交点。Optionally, the achievable working area and the non-achievable working area are located in a rectangular coordinate system, and the coordinate axis of the rectangular coordinate system includes a horizontal axis and a vertical axis, the horizontal axis corresponds to the longitudinal moment, and the vertical axis corresponds to the yaw moment. The area includes vertices, which can realize the intersection of the boundary line of the work area and the coordinate axis to form an intersection.
可选地，该非可实现工作区域可以为基于相对转向特性的非可实现工作区域。Optionally, the non-achievable working area may be a non-achievable working area based on relative steering characteristics.
可选地，该基于相对转向特性的非可实现工作区域包括上半区域和下半区域，该上半区域位于直角坐标系的上半平面，该下半区域位于直角坐标系的下半平面；在该上半区域中，车辆的横摆角速度与横摆力矩需求符号相同，对应相对不足转向；在该下半区域中，车辆的横摆角速度与横摆力矩需求符号相反，对应相对过多转向。Optionally, the non-realizable working area based on the relative steering characteristic includes an upper half area and a lower half area, the upper half area is located on the upper half plane of the rectangular coordinate system, and the lower half area is located on the lower half plane of the rectangular coordinate system; In the upper half region, the vehicle's yaw rate and yaw moment demand have the same sign, corresponding to relative understeer; in the lower half, the vehicle's yaw rate and yaw moment demand have opposite signs, corresponding to relative oversteer .
可选地，该处理单元1310还可以用于：根据相对转向特性，将横摆力矩需求转化为基于相对转向特性的横摆力矩需求。Optionally, the processing unit 1310 can also be used to: according to the relative steering characteristics, convert the yaw moment demand into the yaw moment demand based on the relative steering characteristics.
可选地，该根据相对转向特性，将横摆力矩需求转化为基于相对转向特性的横摆力矩需求，满足如下关系：Optionally, according to the relative steering characteristics, the yaw moment demand is converted into the yaw moment demand based on the relative steering characteristics, and the following relationship is satisfied:
Figure PCTCN2021123688-appb-000037
Figure PCTCN2021123688-appb-000037
式中，γ为横摆角速度，M Z,Dem为横摆力矩需求，
Figure PCTCN2021123688-appb-000038
为基于相对转向特性的横摆力矩需求。 where γ is the yaw angular velocity, M Z, Dem are the yaw moment requirements,
Figure PCTCN2021123688-appb-000038
is the yaw moment demand based on relative steering characteristics.
可选地，该第一区域包括第一边，该第一边与纵轴平行且经过可实现工作区域的一个顶点；该处理单元1310还可以用于：修正第一区域内的纵向力矩需求和横摆力矩需求至可实现工作区域的顶点上。Optionally, the first area includes a first side, the first side is parallel to the longitudinal axis and passes through a vertex of the achievable working area; the processing unit 1310 can also be used to: correct the longitudinal moment demand in the first area and The yaw moment is demanded to the apex of the achievable work area.
可选地，该第一区域包括第一边和第二边，该第一边与可实现工作区域的一条边界线平行，该第二边与横轴或与纵轴平行，且该第一边与该第二边的交点落在可实现工作区域上；该处理单元1310还可以用于：修正第一区域内的纵向力矩需求和横摆力矩需求至可实现工作区域的顶点上，或修正第一区域内的纵向力矩需求和横摆力矩需求至可实现工作 区域与坐标轴的交点处。Optionally, the first area includes a first side and a second side, the first side is parallel to a boundary line of the achievable working area, the second side is parallel to the horizontal axis or the longitudinal axis, and the first side is The intersection with the second edge falls on the achievable working area; the processing unit 1310 can also be used to: correct the longitudinal moment demand and yaw moment demand in the first area to the vertex of the achievable working area, or correct the first Longitudinal moment demand and yaw moment demand in an area to the intersection of the achievable working area and the coordinate axis.
可选地，该第一区域包括第一边和第二边，该一边和第二边均与可实现工作区域中的一条边界线平行；该处理单元1310还可以用于：修正第一区域内的纵向力矩需求和横摆力矩需求至可实现工作区域的边界线上。Optionally, the first area includes a first side and a second side, and both the side and the second side are parallel to a boundary line in the achievable working area; the processing unit 1310 can also be used for: correcting the first area The longitudinal moment demand and the yaw moment demand are to the boundary line of the achievable working area.
可选地，该第一区域包括第一边和第二边，该第一边与可实现工作区域中的一条边界线平行，该第二边与纵轴平行，且该第一边和第二边的交点与可实现工作区域不重合；该处理单元1310还可以用于：修正第一区域内的纵向力矩需求和横摆力矩需求至可实现工作区域的边界线上。Optionally, the first area includes a first side and a second side, the first side is parallel to a boundary line in the achievable working area, the second side is parallel to the longitudinal axis, and the first side and the second side are The intersection of the edges does not coincide with the achievable working area; the processing unit 1310 can also be used to: correct the longitudinal moment demand and the yaw moment demand in the first area to the boundary line of the achievable working area.
可选地，该处于单元1310还可以用于：在保持第二区域内的横摆力矩需求的同时，修正第二区域内的纵向力矩需求至可实现工作区域，其中，该第二区域为该非可实现工作区域中的一个区域或多个区域。Optionally, the location unit 1310 can also be used to: while maintaining the yaw moment requirement in the second area, correct the longitudinal moment requirement in the second area to an achievable working area, wherein the second area is the An area or areas in a non-realizable work area.
可选地，该处于单元1310还可以用于：在保持该第三区域内的纵向力矩需求的同时，修正第三区域内的横摆力矩需求至可实现工作区域，其中，所述第三区域为所述非可实现工作区域中的一个区域或多个区域。Optionally, the location unit 1310 can also be used to: while maintaining the longitudinal moment requirement in the third area, correct the yaw moment requirement in the third area to the achievable working area, wherein the third area is one or more of the non-realizable work areas.
可选地，该控制设备1300还可以包括获取单元，用于获取车辆在运行过程中的纵向力矩需求和横摆力矩需求，以及车辆检测到的各项参数。Optionally, the control device 1300 may further include an acquisition unit for acquiring the longitudinal moment demand and the yaw moment demand of the vehicle during the running process, as well as various parameters detected by the vehicle.
图14是本申请实施例提供的一种车辆控制装置的硬件结构示例性框图。该装置1400(该装置1400具体可以是一种计算机设备)包括存储器1410、处理器1420、通信接口1430以及总线1440。其中，存储器1410、处理器1420、通信接口1430通过总线1440实现彼此之间的通信连接。FIG. 14 is an exemplary block diagram of the hardware structure of a vehicle control device provided by an embodiment of the present application. The apparatus 1400 (the apparatus 1400 may specifically be a computer device) includes a memory 1410 , a processor 1420 , a communication interface 1430 and a bus 1440 . The memory 1410 , the processor 1420 , and the communication interface 1430 are connected to each other through the bus 1440 for communication.
存储器1410可以是只读存储器(read only memory，ROM)，静态存储设备，动态存储设备或者随机存取存储器(random access memory，RAM)。存储器1410可以存储程序，当存储器1410中存储的程序被处理器1420执行时，处理器1420用于执行本申请实施例的控制方法的各个步骤。The memory 1410 may be a read only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 1410 may store a program, and when the program stored in the memory 1410 is executed by the processor 1420, the processor 1420 is configured to execute each step of the control method of the embodiment of the present application.
处理器1420可以采用通用的中央处理器(central processing unit，CPU)，微处理器，应用专用集成电路(application specific integrated circuit，ASIC)，图形处理器(graphics processing unit，GPU)或者一个或多个集成电路，用于执行相关程序，以实现本申请方法实施例的控制方法。The processor 1420 may adopt a general-purpose central processing unit (CPU), a microprocessor, an application specific integrated circuit (ASIC), a graphics processor (graphics processing unit, GPU), or one or more The integrated circuit is used to execute the relevant program to realize the control method of the method embodiment of the present application.
处理器1420还可以是一种集成电路芯片，具有信号的处理能力。在实现过程中，本申请的控制方法的各个步骤可以通过处理器1420中的硬件的集成逻辑电路或者软件形式的指令完成。The processor 1420 may also be an integrated circuit chip with signal processing capability. In the implementation process, each step of the control method of the present application may be completed by an integrated logic circuit of hardware in the processor 1420 or instructions in the form of software.
上述处理器1420还可以是通用处理器、数字信号处理器(digital signal processing，DSP)、专用集成电路(ASIC)、现成可编程门阵列(field programmable gate array，FPGA)或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件。可以实现或者执行本申请实施例中的公开的各方法、步骤及逻辑框图。通用处理器可以是微处理器或者该处理器也可以是任何常规的处理器等。结合本申请实施例所公开的方法的步骤可以直接体现为硬件译码处理器执行完成，或者用译码处理器中的硬件及软件模块组合执行完成。软件模块可以位于随机存储器，闪存、只读存储器，可编程只读存储器或者电可擦写可编程存储器、寄存器等本领域成熟的存储介质中。该存储介质位于存储器1410，处理器1420 读取存储器1410中的信息，结合其硬件完成本申请实施例的控制装置中包括的模块所需执行的功能，或者执行本申请方法实施例的控制方法。The above-mentioned processor 1420 may also be a general-purpose processor, a digital signal processor (digital signal processing, DSP), an application specific integrated circuit (ASIC), an off-the-shelf programmable gate array (field programmable gate array, FPGA) or other programmable logic devices, Discrete gate or transistor logic devices, discrete hardware components. The methods, steps, and logic block diagrams disclosed in the embodiments of this application can be implemented or executed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of the methods disclosed in conjunction with the embodiments of the present application may be directly embodied as executed by a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software module may be located in random access memory, flash memory, read-only memory, programmable read-only memory or electrically erasable programmable memory, registers and other storage media mature in the art. The storage medium is located in the memory 1410, and the processor 1420 reads the information in the memory 1410, and combines its hardware to complete the functions required to be performed by the modules included in the control apparatus of the embodiments of the present application, or to execute the control methods of the method embodiments of the present application.
通信接口1430使用例如但不限于收发器一类的收发装置，来实现装置1400与其他设备或通信网络之间的通信。The communication interface 1430 implements communication between the apparatus 1400 and other devices or a communication network using a transceiving device such as, but not limited to, a transceiver.
总线1440可包括在装置1400各个部件(例如，存储器1410、处理器1420、通信接口1430)之间传送信息的通路。The bus 1440 may include pathways for communicating information between the various components of the device 1400 (eg, the memory 1410, the processor 1420, the communication interface 1430).
本申请实施例还提供了一种车辆，该车辆包括用于执行如上述任一种控制方法的各个模块。Embodiments of the present application also provide a vehicle, the vehicle including each module for executing any one of the above control methods.
可选地，本申请所涉及的车辆可以是传统内燃机汽车、混合动力汽车、纯电动汽车、集中式驱动汽车和分布式驱动汽车等，本申请对此不做限定。Optionally, the vehicle involved in this application may be a traditional internal combustion engine vehicle, a hybrid electric vehicle, a pure electric vehicle, a centralized drive vehicle, a distributed drive vehicle, etc., which is not limited in this application.
示例性地，图15是本申请实施例适用的一种车辆的功能框图。其中，车辆100可以是人工驾驶车辆，或者可以将车辆100配置可以为完全或部分地自动驾驶模式。Exemplarily, FIG. 15 is a functional block diagram of a vehicle to which the embodiments of the present application are applied. Therein, the vehicle 100 may be a human-driven vehicle, or the vehicle 100 may be configured in a fully or partially autonomous driving mode.
在一个示例中，车辆100可以在处于自动驾驶模式中的同时控制自车，并且可通过人为操作来确定车辆及其周边环境的当前状态，确定周边环境中的至少一个其他车辆的可能行为，并确定其他车辆执行可能行为的可能性相对应的置信水平，基于所确定的信息来控制车辆100。在车辆100处于自动驾驶模式中时，可以将车辆100置为在没有和人交互的情况下操作。In one example, the vehicle 100 may control the ego vehicle while in an autonomous driving mode, and may determine the current state of the vehicle and its surrounding environment through human manipulation, determine the possible behavior of at least one other vehicle in the surrounding environment, and A confidence level corresponding to the likelihood that other vehicles will perform the possible behavior is determined, and the vehicle 100 is controlled based on the determined information. When the vehicle 100 is in an autonomous driving mode, the vehicle 100 may be placed to operate without human interaction.
车辆100中可以包括各种子系统，例如，行进系统110、传感系统120、控制系统130、一个或多个外围设备140以及电源160、计算机系统150和用户接口170。Various subsystems may be included in vehicle 100 , such as travel system 110 , sensing system 120 , control system 130 , one or more peripherals 140 and power supply 160 , computer system 150 , and user interface 170 .
可选地，车辆100可以包括更多或更少的子系统，并且每个子系统可包括多个元件。另外，车辆100的每个子系统和元件可以通过有线或者无线互连。Alternatively, the vehicle 100 may include more or fewer subsystems, and each subsystem may include multiple elements. Additionally, each of the subsystems and elements of the vehicle 100 may be interconnected by wire or wirelessly.
示例性地，行进系统110可以包括用于向车辆100提供动力运动的组件。在一个实施例中，行进系统110可以包括引擎111、传动装置112、能量源113和车轮114/轮胎。其中，引擎111可以是内燃引擎、电动机、空气压缩引擎或其他类型的引擎组合；例如，汽油发动机和电动机组成的混动引擎，内燃引擎和空气压缩引擎组成的混动引擎。引擎111可以将能量源113转换成机械能量。For example, the travel system 110 may include components for providing powered motion to the vehicle 100 . In one embodiment, travel system 110 may include engine 111, transmission 112, energy source 113, and wheels 114/tires. The engine 111 may be an internal combustion engine, an electric motor, an air compression engine or other types of engine combinations; for example, a hybrid engine composed of a gasoline engine and an electric motor, or a hybrid engine composed of an internal combustion engine and an air compression engine. Engine 111 may convert energy source 113 into mechanical energy.
示例性地，能量源113可以包括汽油、柴油、其他基于石油的燃料、丙烷、其他基于压缩气体的燃料、乙醇、太阳能电池板、电池和其他电力来源。能量源113也可以为车辆100的其他系统提供能量。Illustratively, the energy source 113 may include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other sources of electricity. The energy source 113 may also provide energy to other systems of the vehicle 100 .
示例性地，传动装置112可以包括变速箱、差速器和驱动轴；其中，传动装置112可以将来自引擎111的机械动力传送到车轮114。Illustratively, transmission 112 may include a gearbox, a differential, and a driveshaft; wherein transmission 112 may transmit mechanical power from engine 111 to wheels 114 .
在一个实施例中，传动装置112还可以包括其他器件，比如离合器。其中，驱动轴可以包括可耦合到一个或多个车轮114的一个或多个轴。In one embodiment, the transmission 112 may also include other devices, such as clutches. Among other things, the drive shafts may include one or more axles that may be coupled to one or more of the wheels 114 .
示例性地，传感系统120可以包括感测关于车辆100周边的环境的信息的若干个传感器。Illustratively, the sensing system 120 may include several sensors that sense information about the environment surrounding the vehicle 100 .
例如，传感系统120可以包括定位系统121(例如，全球定位系统(global positioning system,GPS)、北斗系统或者其他定位系统)、惯性测量单元(inertial measurement unit，IMU)122、雷达123、激光测距仪124、相机125以及车速传感器126。传感系统120还可以包括被监视车辆100的内部系统的传感器(例如，车内空气质量监测器、燃油量表、机 油温度表等)。来自这些传感器中的一个或多个的传感器数据可用于检测对象及其相应特性(位置、形状、方向、速度等)。这种检测和识别是自主车辆100的安全操作的关键功能。For example, the sensing system 120 may include a positioning system 121 (eg, a global positioning system (GPS), BeiDou system, or other positioning system), an inertial measurement unit (IMU) 122, a radar 123, a laser Distance meter 124 , camera 125 and vehicle speed sensor 126 . The sensing system 120 may also include sensors that monitor the internal systems of the vehicle 100 (eg, an in-vehicle air quality monitor, a fuel gauge, an oil temperature gauge, etc.). Sensor data from one or more of these sensors can be used to detect objects and their corresponding characteristics (position, shape, orientation, velocity, etc.). This detection and identification is a critical function for the safe operation of the autonomous vehicle 100 .
其中，定位系统121可以用于估计车辆100的地理位置。IMU 122可以用于基于惯性加速度来感测车辆100的位置和朝向变化。在一个实施例中，IMU 122可以是加速度计和陀螺仪的组合。Among others, the positioning system 121 may be used to estimate the geographic location of the vehicle 100 . The IMU 122 may be used to sense position and orientation changes of the vehicle 100 based on inertial acceleration. In one embodiment, IMU 122 may be a combination of an accelerometer and a gyroscope.
示例性地，雷达123可以利用无线电信息来感测车辆100的周边环境内的物体。在一些实施例中，除了感测物体以外，雷达123还可用于感测物体的速度和/或前进方向。Illustratively, the radar 123 may utilize radio information to sense objects within the surrounding environment of the vehicle 100 . In some embodiments, in addition to sensing objects, radar 123 may be used to sense the speed and/or heading of objects.
示例性地，激光测距仪124可以利用激光来感测车辆100所位于的环境中的物体。在一些实施例中，激光测距仪124可以包括一个或多个激光源、激光扫描器以及一个或多个检测器，以及其他系统组件。For example, the laser rangefinder 124 may utilize laser light to sense objects in the environment in which the vehicle 100 is located. In some embodiments, the laser rangefinder 124 may include one or more laser sources, laser scanners, and one or more detectors, among other system components.
示例性地，相机125可以用于捕捉车辆100的周边环境的多个图像。例如，相机125可以是静态相机或视频相机。Illustratively, camera 125 may be used to capture multiple images of the surrounding environment of vehicle 100 . For example, camera 125 may be a still camera or a video camera.
示例性地，车速传感器126可以用于测量车辆100的速度。例如，可以对车辆进行实时测速。测得的车速可以传送给控制系统130以实现对车辆的控制。Illustratively, the vehicle speed sensor 126 may be used to measure the speed of the vehicle 100 . For example, real-time speed measurement of the vehicle can be performed. The measured vehicle speed may be communicated to the control system 130 to effect control of the vehicle.
如图15所示，控制系统130为控制车辆100及其组件的操作。控制系统130可以包括各种元件，比如可以包括转向系统131、油门132、制动单元133、计算机视觉系统134、路线控制系统135以及障碍规避系统136。As shown in FIG. 15 , the control system 130 controls the operation of the vehicle 100 and its components. Control system 130 may include various elements, such as may include steering system 131 , throttle 132 , braking unit 133 , computer vision system 134 , route control system 135 , and obstacle avoidance system 136 .
示例性地，转向系统131可以操作来调整车辆100的前进方向。例如，在一个实施例中可以为方向盘系统。油门132可以用于控制引擎111的操作速度并进而控制车辆100的速度。For example, the steering system 131 may operate to adjust the heading of the vehicle 100 . For example, in one embodiment it may be a steering wheel system. The throttle 132 may be used to control the operating speed of the engine 111 and thus the speed of the vehicle 100 .
示例性地，制动单元133可以用于控制车辆100减速；制动单元133可以使用摩擦力来减慢车轮114。在其他实施例中，制动单元133可以将车轮114的动能转换为电流。制动单元133也可以采取其他形式来减慢车轮114转速从而控制车辆100的速度。Illustratively, the braking unit 133 may be used to control the deceleration of the vehicle 100 ; the braking unit 133 may use friction to slow the wheels 114 . In other embodiments, the braking unit 133 may convert the kinetic energy of the wheels 114 into electrical current. The braking unit 133 may also take other forms to slow the wheels 114 to control the speed of the vehicle 100 .
如图15所示，计算机视觉系统134可以操作来处理和分析由相机125捕捉的图像以便识别车辆100周边环境中的物体和/或特征。上述物体和/或特征可以包括交通信息、道路边界和障碍物。计算机视觉系统134可以使用物体识别算法、运动中恢复结构(structure from motion，SFM)算法、视频跟踪和其他计算机视觉技术。在一些实施例中，计算机视觉系统134可以用于为环境绘制地图、跟踪物体、估计物体的速度等等。As shown in FIG. 15 , computer vision system 134 is operable to process and analyze images captured by camera 125 in order to identify objects and/or features in the environment surrounding vehicle 100 . The aforementioned objects and/or features may include traffic information, road boundaries and obstacles. Computer vision system 134 may use object recognition algorithms, structure from motion (SFM) algorithms, video tracking, and other computer vision techniques. In some embodiments, the computer vision system 134 may be used to map the environment, track objects, estimate the speed of objects, and the like.
示例性地，路线控制系统135可以用于确定车辆100的行驶路线。在一些实施例中，路线控制系统135可结合来自传感器、GPS和一个或多个预定地图的数据以为车辆100确定行驶路线。Illustratively, the route control system 135 may be used to determine the route of travel of the vehicle 100 . In some embodiments, the route control system 135 may combine data from sensors, GPS, and one or more predetermined maps to determine a driving route for the vehicle 100 .
如图15所示，障碍规避系统136可以用于识别、评估和避免或者以其他方式越过车辆100的环境中的潜在障碍物。As shown in FIG. 15 , the obstacle avoidance system 136 may be used to identify, evaluate and avoid or otherwise traverse potential obstacles in the environment of the vehicle 100 .
在一个实例中，控制系统130可以增加或替换地包括除了所示出和描述的那些以外的组件。或者也可以减少一部分上述示出的组件。In one example, control system 130 may additionally or alternatively include components in addition to those shown and described. Alternatively, some of the components shown above may be reduced.
如图15所示，车辆100可以通过外围设备140与外部传感器、其他车辆、其他计算机系统或用户之间进行交互；其中，外围设备140可包括无线通信系统141、车载电脑142、麦克风143和/或扬声器144。As shown in FIG. 15, the vehicle 100 may interact with external sensors, other vehicles, other computer systems or users through peripheral devices 140; wherein the peripheral devices 140 may include a wireless communication system 141, an on-board computer 142, a microphone 143 and/or a or speaker 144.
在一些实施例中，外围设备140可以提供车辆100与用户接口170交互的手段。例如， 车载电脑142可以向车辆100的用户提供信息。用户接口116还可操作车载电脑142来接收用户的输入；车载电脑142可以通过触摸屏进行操作。在其他情况中，外围设备140可以提供用于车辆100与位于车内的其它设备通信的手段。例如，麦克风143可以从车辆100的用户接收音频(例如，语音命令或其他音频输入)。类似地，扬声器144可以向车辆100的用户输出音频。In some embodiments, peripherals 140 may provide a means for vehicle 100 to interact with user interface 170 . For example, the onboard computer 142 may provide information to the user of the vehicle 100 . The user interface 116 can also operate the onboard computer 142 to receive user input; the onboard computer 142 can be operated through a touch screen. In other cases, peripheral device 140 may provide a means for vehicle 100 to communicate with other devices located within the vehicle. For example, microphone 143 may receive audio (eg, voice commands or other audio input) from a user of vehicle 100 . Similarly, speakers 144 may output audio to a user of vehicle 100 .
如图15所示，无线通信系统141可以直接地或者经由通信网络来与一个或多个设备无线通信。例如，无线通信系统141可以使用3G蜂窝通信；例如，码分多址(code division multiple access，CDMA))、EVD0、全球移动通信系统(global system for mobile communications，GSM)/通用分组无线服务(general packet radio service，GPRS)，或者4G蜂窝通信，例如长期演进(long term evolution，LTE)；或者，5G蜂窝通信。无线通信系统141可以利用无线上网(WiFi)与无线局域网(wireless local area network，WLAN)通信。As shown in FIG. 15, the wireless communication system 141 may wirelessly communicate with one or more devices, either directly or via a communication network. For example, wireless communication system 141 may use 3G cellular communications; eg, code division multiple access (CDMA)), EVDO, global system for mobile communications (GSM)/general packet radio service (general packet radio service, GPRS), or 4G cellular communications, such as long term evolution (LTE); or, 5G cellular communications. The wireless communication system 141 may communicate with a wireless local area network (WLAN) using wireless Internet access (WiFi).
在一些实施例中，无线通信系统141可以利用红外链路、蓝牙或者紫蜂协议(ZigBee)与设备直接通信；其他无线协议，例如各种车辆通信系统，例如，无线通信系统141可以包括一个或多个专用短程通信(dedicated short range communications，DSRC)设备，这些设备可包括车辆和/或路边台站之间的公共和/或私有数据通信。In some embodiments, the wireless communication system 141 may communicate directly with the device using an infrared link, Bluetooth, or ZigBee; other wireless protocols, such as various vehicle communication systems, for example, the wireless communication system 141 may include an or A number of dedicated short range communications (DSRC) devices, which may include public and/or private data communications between vehicles and/or roadside stations.
如图15所示，电源160可以向车辆100的各种组件提供电力。在一个实施例中，电源160可以为可再充电锂离子电池或铅酸电池。这种电池的一个或多个电池组可被配置为电源为车辆100的各种组件提供电力。在一些实施例中，电源160和能量源113可一起实现，例如一些全电动车中那样。As shown in FIG. 15 , power supply 160 may provide power to various components of vehicle 100 . In one embodiment, the power source 160 may be a rechargeable lithium-ion battery or a lead-acid battery. One or more battery packs of such a battery may be configured as a power source to provide power to various components of the vehicle 100 . In some embodiments, power source 160 and energy source 113 may be implemented together, such as in some all-electric vehicles.
示例性地，车辆100的部分或所有功能可以受计算机系统150控制，其中，计算机系统150可以包括至少一个处理器151，处理器151执行存储在例如存储器152中的非暂态计算机可读介质中的指令153。计算机系统150还可以是采用分布式方式控制车辆100的个体组件或子系统的多个计算设备。Illustratively, some or all of the functions of the vehicle 100 may be controlled by a computer system 150 , wherein the computer system 150 may include at least one processor 151 that executes execution in a non-transitory computer-readable medium stored in, for example, memory 152 . Instruction 153. Computer system 150 may also be multiple computing devices that control individual components or subsystems of vehicle 100 in a distributed fashion.
例如，处理器151可以是任何常规的处理器，诸如商业可获得的中央处理器(central processing unit，CPU)。For example, processor 151 may be any conventional processor, such as a commercially available central processing unit (CPU).
可选地，该处理器可以是诸如专用集成电路(application specific integrated circuit，ASIC)或其它基于硬件的处理器的专用设备。尽管图15功能性地图示了处理器、存储器、和在相同块中的计算机的其它元件，但是本领域的普通技术人员应该理解该处理器、计算机、或存储器实际上可以包括可以或者可以不存储在相同的物理外壳内的多个处理器、计算机或存储器。例如，存储器可以是硬盘驱动器或位于不同于计算机的外壳内的其它存储介质。因此，对处理器或计算机的引用将被理解为包括对可以或者可以不并行操作的处理器或计算机或存储器的集合的引用。不同于使用单一的处理器来执行此处所描述的步骤，诸如转向组件和减速组件的一些组件每个都可以具有其自己的处理器，所述处理器只执行与特定于组件的功能相关的计算。Alternatively, the processor may be a dedicated device such as an application specific integrated circuit (ASIC) or other hardware-based processor. Although FIG. 15 functionally illustrates a processor, memory, and other elements of the computer in the same block, one of ordinary skill in the art will understand that the processor, computer, or memory may actually include storage that may or may not be Multiple processors, computers or memories within the same physical enclosure. For example, the memory may be a hard drive or other storage medium located within an enclosure other than a computer. Thus, reference to a processor or computer will be understood to include reference to a collection of processors or computers or memories that may or may not operate in parallel. Rather than using a single processor to perform the steps described herein, some components such as the steering and deceleration components may each have their own processor that only performs computations related to component-specific functions .
在此处所描述的各个方面中，处理器可以位于远离该车辆并且与该车辆进行无线通信。在其它方面中，此处所描述的过程中的一些在布置于车辆内的处理器上执行而其它则由远程处理器执行，包括采取执行单一操纵的必要步骤。In various aspects described herein, a processor may be located remotely from the vehicle and in wireless communication with the vehicle. In other aspects, some of the processes described herein are performed on a processor disposed within the vehicle while others are performed by a remote processor, including taking steps necessary to perform a single maneuver.
在一些实施例中，存储器152可包含指令153(例如，程序逻辑)，指令153可以被 处理器151来执行车辆100的各种功能，包括以上描述的那些功能。存储器152也可包括额外的指令，比如包括向行进系统110、传感系统120、控制系统130和外围设备140中的一个或多个发送数据、从其接收数据、与其交互和/或对其进行控制的指令。In some embodiments, memory 152 may contain instructions 153 (e.g., program logic) that may be used by processor 151 to perform various functions of vehicle 100, including those described above. Memory 152 may also include additional instructions, such as including sending data to, receiving data from, interacting with, and/or performing data processing on one or more of travel system 110 , sensing system 120 , control system 130 , and peripherals 140 control commands.
示例性地，除了指令153以外，存储器152还可存储数据，例如，道路地图、路线信息，车辆的位置、方向、速度以及其它这样的车辆数据，以及其他信息。这种信息可在车辆100在自主、半自主和/或手动模式中操作期间被车辆100和计算机系统150使用。Illustratively, in addition to instructions 153, memory 152 may store data such as road maps, route information, vehicle location, direction, speed, and other such vehicle data, among other information. Such information may be used by the vehicle 100 and the computer system 150 during operation of the vehicle 100 in autonomous, semi-autonomous and/or manual modes.
如图15所示，用户接口170可以用于向车辆100的用户提供信息或从其接收信息。可选地，用户接口170可以包括在外围设备140的集合内的一个或多个输入/输出设备，例如，无线通信系统141、车载电脑142、麦克风143和扬声器144。As shown in FIG. 15 , user interface 170 may be used to provide information to or receive information from a user of vehicle 100 . Optionally, user interface 170 may include one or more input/output devices within the set of peripheral devices 140 , eg, wireless communication system 141 , onboard computer 142 , microphone 143 , and speaker 144 .
在本申请的实施例中，计算机系统150可以基于从各种子系统(例如，行进系统110、传感系统120和控制系统130)以及从用户接口170接收的输入来控制车辆100的功能。例如，计算机系统150可以利用来自控制系统130的输入以便控制制动单元133来避免由传感系统120和障碍规避系统136检测到的障碍物。在一些实施例中，计算机系统150可操作来对车辆100及其子系统的许多方面提供控制。In embodiments of the present application, computer system 150 may control functions of vehicle 100 based on input received from various subsystems (eg, travel system 110 , sensing system 120 , and control system 130 ) and from user interface 170 . For example, computer system 150 may utilize input from control system 130 to control braking unit 133 to avoid obstacles detected by sensing system 120 and obstacle avoidance system 136 . In some embodiments, computer system 150 is operable to provide control of various aspects of vehicle 100 and its subsystems.
可选地，上述这些组件中的一个或多个可与车辆100分开安装或关联。例如，存储器152可以部分或完全地与车辆100分开存在。上述组件可以按有线和/或无线方式来通信地耦合在一起。Alternatively, one or more of these components described above may be installed or associated with the vehicle 100 separately. For example, memory 152 may exist partially or completely separate from vehicle 100 . The above-described components may be communicatively coupled together in a wired and/or wireless manner.
可选地，上述组件只是一个示例，实际应用中，上述各个模块中的组件有可能根据实际需要增添或者删除，图15不应理解为对本申请实施例的限制。Optionally, the above components are just an example. In practical applications, components in the above modules may be added or deleted according to actual needs, and FIG. 15 should not be construed as a limitation on the embodiments of the present application.
可选地，车辆100可以是在道路行进的自动驾驶汽车，可以识别其周围环境内的物体以确定对当前速度的调整。物体可以是其它车辆、交通控制设备、或者其它类型的物体。在一些示例中，可以独立地考虑每个识别的物体，并且基于物体的各自的特性，诸如它的当前速度、加速度、与车辆的间距等，可以用来确定自动驾驶汽车所要调整的速度。Alternatively, the vehicle 100 may be a self-driving car traveling on a road and may recognize objects in its surroundings to determine an adjustment to the current speed. The objects may be other vehicles, traffic control devices, or other types of objects. In some examples, each identified object may be considered independently, and based on the object's respective characteristics, such as its current speed, acceleration, distance from the vehicle, etc., may be used to determine the speed at which the autonomous vehicle is to adjust.
可选地，车辆100或者与车辆100相关联的计算设备(如图15的计算机系统150、计算机视觉系统134、存储器152)可以基于所识别的物体的特性和周围环境的状态(例如，交通、雨、道路上的冰等等)来预测所述识别的物体的行为。Optionally, the vehicle 100 or a computing device associated with the vehicle 100 (eg, computer system 150, computer vision system 134, memory 152 of FIG. rain, ice on the road, etc.) to predict the behavior of the identified object.
可选地，每一个所识别的物体都依赖于彼此的行为，因此，还可以将所识别的所有物体全部一起考虑来预测单个识别的物体的行为。车辆100能够基于预测的所述识别的物体的行为来调整它的速度。换句话说，自动驾驶汽车能够基于所预测的物体的行为来确定车辆将需要调整到(例如，加速、减速、或者停止)稳定状态。在这个过程中，也可以考虑其它因素来确定车辆100的速度，诸如，车辆100在行驶的道路中的横向位置、道路的曲率、静态和动态物体的接近度等等。Optionally, each of the identified objects is dependent on the behavior of the other, so it is also possible to predict the behavior of a single identified object by considering all of the identified objects together. The vehicle 100 can adjust its speed based on the predicted behavior of the identified object. In other words, the self-driving car can determine that the vehicle will need to adjust (eg, accelerate, decelerate, or stop) to a steady state based on the predicted behavior of the object. In this process, other factors may also be considered to determine the speed of the vehicle 100, such as the lateral position of the vehicle 100 in the road being traveled, the curvature of the road, the proximity of static and dynamic objects, and the like.
除了提供调整自动驾驶汽车的速度的指令之外，计算设备还可以提供修改车辆100的转向角的指令，以使得自动驾驶汽车遵循给定的轨迹和/或维持与自动驾驶汽车附近的物体(例如，道路上的相邻车道中的轿车)的安全横向和纵向距离。In addition to providing instructions to adjust the speed of the self-driving car, the computing device may also provide instructions to modify the steering angle of the vehicle 100 so that the self-driving car follows a given trajectory and/or maintains contact with objects in the vicinity of the self-driving car (eg, , cars in adjacent lanes on the road) safe lateral and longitudinal distances.
上述车辆100可以为轿车、卡车、摩托车、公共汽车、船、飞机、直升飞机、割草机、娱乐车、游乐场车辆、施工设备、电车、高尔夫球车、火车、和手推车等，本申请实施例不做特别的限定。The above-mentioned vehicle 100 can be a car, a truck, a motorcycle, a bus, a boat, an airplane, a helicopter, a lawn mower, a recreational vehicle, a playground vehicle, construction equipment, a tram, a golf cart, a train, a cart, etc. The application examples are not particularly limited.
在一种可能的实现方式中，上述图15所示的车辆100可以是自动驾驶车辆，下面对 自动驾驶系统的进行详细描述。In a possible implementation manner, the vehicle 100 shown in FIG. 15 may be an automatic driving vehicle, and the automatic driving system will be described in detail below.
图16是本申请实施例适用的一种自动驾驶系统的示例图。如图16所示的自动驾驶系统包括计算机系统201，其中，计算机系统201包括处理器203，处理器203和系统总线205耦合。处理器203可以是一个或者多个处理器，其中，每个处理器都可以包括一个或多个处理器核。显示适配器207(video adapter)，显示适配器可以驱动显示器209，显示器209和系统总线205耦合。系统总线205可以通过总线桥211和输入输出(I/O)总线213耦合，I/O接口215和I/O总线耦合。I/O接口215和多种I/O设备进行通信，比如，输入设备217(如：键盘，鼠标，触摸屏等)，媒体盘221(media tray),(例如，CD-ROM，多媒体接口等)。收发器223可以发送和/或接受无线电通信信息，摄像头255可以捕捉景田和动态数字视频图像。其中，和I/O接口215相连接的接口可以是USB端口225。FIG. 16 is an example diagram of an automatic driving system to which the embodiments of the present application are applied. The automatic driving system shown in FIG. 16 includes a computer system 201 , wherein the computer system 201 includes a processor 203 , and the processor 203 is coupled with a system bus 205 . The processor 203 may be one or more processors, wherein each processor may include one or more processor cores. A display adapter 207 (video adapter), which can drive a display 209, is coupled to the system bus 205. The system bus 205 may be coupled to an input output (I/O) bus 213 through a bus bridge 211, and an I/O interface 215 may be coupled to the I/O bus. I/O interface 215 communicates with various I/O devices, such as input device 217 (eg, keyboard, mouse, touch screen, etc.), media tray 221 (media tray), (eg, CD-ROM, multimedia interface, etc.) . The transceiver 223 can send and/or receive radio communication information, and the camera 255 can capture landscape and dynamic digital video images. The interface connected to the I/O interface 215 may be the USB port 225 .
其中，处理器203可以是任何传统处理器，比如，精简指令集计算(reduced instruction set computer，RISC)处理器、复杂指令集计算(complex instruction set computer，CISC)处理器或上述的组合。The processor 203 may be any conventional processor, such as a reduced instruction set computing (reduced instruction set computer, RISC) processor, a complex instruction set computing (complex instruction set computer, CISC) processor, or a combination of the above.
可选地，处理器203可以是诸如专用集成电路(ASIC)的专用装置；处理器203可以是神经网络处理器或者是神经网络处理器和上述传统处理器的组合。Alternatively, the processor 203 may be a dedicated device such as an application specific integrated circuit (ASIC); the processor 203 may be a neural network processor or a combination of a neural network processor and the above-mentioned conventional processors.
可选地，在一些实施例中，计算机系统201可位于远离自动驾驶车辆的地方，并且可与自动驾驶车辆无线通信。在其它方面，本申请所述的一些过程在设置在自动驾驶车辆内的处理器上执行，其它由远程处理器执行，包括采取执行单个操纵所需的动作。Alternatively, in some embodiments, computer system 201 may be located remotely from the autonomous vehicle and may communicate wirelessly with the autonomous vehicle. In other aspects, some of the processes described herein are performed on a processor disposed within the autonomous vehicle and others are performed by a remote processor, including taking actions required to perform a single maneuver.
计算机系统201可以通过网络接口229和软件部署服务器249通信。网络接口229可以是硬件网络接口，比如，网卡。网络227可以是外部网络，比如，因特网，也可以是内部网络，比如以太网或者虚拟私人网络(virtual private network，VPN)。可选地，网络227还可以是无线网络，比如WiFi网络，蜂窝网络等。 Computer system 201 may communicate with software deployment server 249 through network interface 229 . Network interface 229 may be a hardware network interface, such as a network card. The network 227 may be an external network, such as the Internet, or an internal network, such as an Ethernet network or a virtual private network (VPN). Optionally, the network 227 may also be a wireless network, such as a WiFi network, a cellular network, and the like.
如图16所示，硬盘驱动接口和系统总线205耦合，硬件驱动器接口231可以与硬盘驱动器233相连接，系统内存235和系统总线205耦合。运行在系统内存235的数据可以包括操作系统237和应用程序243。其中，操作系统237可以包括解析器(shell)239和内核(kernel)241。shell 239是介于使用者和操作系统之内核(kernel)间的一个接口。shell可以是操作系统最外面的一层；shell可以管理使用者与操作系统之间的交互，比如，等待使用者的输入，向操作系统解释使用者的输入，并且处理各种各样的操作系统的输出结果。内核241可以由操作系统中用于管理存储器、文件、外设和系统资源的那些部分组成。直接与硬件交互，操作系统内核通常运行进程，并提供进程间的通信，提供CPU时间片管理、中断、内存管理、IO管理等等。应用程序243包括控制汽车自动驾驶相关的程序，比如，管理自动驾驶的汽车和路上障碍物交互的程序，控制自动驾驶汽车路线或者速度的程序，控制自动驾驶汽车和路上其他自动驾驶汽车交互的程序。应用程序243也存在于软件部署服务器249的系统上。在一个实施例中，在需要执行自动驾驶相关程序247时，计算机系统201可以从软件部署服务器249下载应用程序。As shown in FIG. 16 , the hard disk drive interface is coupled with the system bus 205 , the hardware drive interface 231 can be connected with the hard disk drive 233 , and the system memory 235 is coupled with the system bus 205 . Data running in system memory 235 may include operating system 237 and application programs 243 . The operating system 237 may include a parser (shell) 239 and a kernel (kernel) 241 . The shell 239 is an interface between the user and the kernel of the operating system. The shell can be the outermost layer of the operating system; the shell can manage the interaction between the user and the operating system, for example, waiting for user input, interpreting user input to the operating system, and processing various operating systems output result. Kernel 241 may consist of those parts of the operating system that manage memory, files, peripherals, and system resources. Interacting directly with hardware, the operating system kernel usually runs processes and provides inter-process communication, providing CPU time slice management, interrupts, memory management, IO management, and more. Application 243 includes programs that control the autonomous driving of the car, for example, programs that manage the interaction of the autonomous car with obstacles on the road, programs that control the route or speed of the autonomous car, and programs that control the interaction of the autonomous car with other autonomous vehicles on the road. . Application 243 also exists on the system of software deployment server 249 . In one embodiment, the computer system 201 may download the application program from the software deployment server 249 when the autonomous driving related program 247 needs to be executed.
例如，应用程序243还可以是自动驾驶汽车和路上车道线交互的程序，也就是说可以实时跟踪车道线的程序。For example, the application program 243 may also be a program for the autonomous vehicle to interact with the road lane lines, that is, a program that can track the lane lines in real time.
例如，应用程序243还可以是控制自动驾驶车辆进行自动泊车的程序。For example, the application program 243 may also be a program for controlling the self-driving vehicle to perform automatic parking.
示例性地，传感器253可以与计算机系统201关联，传感器253可以用于探测计算机 201周围的环境。Illustratively, sensors 253 may be associated with computer system 201, and sensors 253 may be used to detect the environment surrounding computer 201.
举例来说，传感器253可以探测路上的车道，比如可以探测到车道线，并能够在车辆移动(如正在行驶)过程中实时跟踪到车辆前方一定范围内的车道线变化。又例如，传感器253可以探测动物，汽车，障碍物和人行横道等，进一步传感器还可以探测上述动物，汽车，障碍物和人行横道等物体周围的环境，比如：动物周围的环境，例如，动物周围出现的其他动物，天气条件，周围环境的光亮度等。For example, the sensor 253 can detect the lane on the road, such as the lane line, and can track the change of the lane line within a certain range in front of the vehicle in real time when the vehicle is moving (eg, while driving). For another example, the sensor 253 can detect animals, cars, obstacles and pedestrian crossings, etc., and further sensors can also detect the environment around objects such as the above-mentioned animals, cars, obstacles and pedestrian crossings, such as: the environment around animals, for example, the environment around animals Other animals, weather conditions, ambient light levels, etc.
可选地，如果计算机201位于自动驾驶的汽车上，传感器可以是摄像头，红外线感应器，化学检测器，麦克风等。Alternatively, if the computer 201 is located in an autonomous vehicle, the sensors may be cameras, infrared sensors, chemical detectors, microphones, and the like.
示例性地，在车道线跟踪的场景中，传感器253可以用于探测车辆前方的车道线，从而使得车辆能够感知在行进过程中车道的变化，以据此对车辆的行驶进行实时规划和调整。Exemplarily, in the scenario of lane line tracking, the sensor 253 can be used to detect the lane line in front of the vehicle, so that the vehicle can perceive the change of the lane during traveling, so as to plan and adjust the driving of the vehicle in real time accordingly.
示例性地，在自动泊车的场景中，传感器253可以用于探测车辆周围的库位和周边障碍物的尺寸或者位置，从而使得车辆能够感知库位和周边障碍物的距离，在泊车时进行碰撞检测，防止车辆与障碍物发生碰撞。Exemplarily, in the scenario of automatic parking, the sensor 253 can be used to detect the size or position of the storage space and surrounding obstacles around the vehicle, so that the vehicle can perceive the distance between the storage space and surrounding obstacles, and when parking Collision detection is performed to prevent vehicles from colliding with obstacles.
在一个示例中，图15所示的计算机系统150还可以从其它计算机系统接收信息或转移信息到其它计算机系统。或者，从车辆100的传感系统120收集的传感器数据可以被转移到另一个计算机对此数据进行处理，下面以图17为例进行介绍。In one example, the computer system 150 shown in FIG. 15 may also receive information from or transfer information to other computer systems. Alternatively, the sensor data collected from the sensor system 120 of the vehicle 100 may be transferred to another computer for processing the data, which will be described below by taking FIG. 17 as an example.
图17是本申请实施例的一种云侧指令自动驾驶车辆的应用示例图。如图17所示，来自计算机系统312的数据可以经由网络被传送到云侧的服务器320用于进一步的处理。网络以及中间节点可以包括各种配置和协议，包括因特网、万维网、内联网、虚拟专用网络、广域网、局域网、使用一个或多个公司的专有通信协议的专用网络、以太网、WiFi和HTTP、以及前述的各种组合；这种通信可以由能够传送数据到其它计算机和从其它计算机传送数据的任何设备，诸如调制解调器和无线接口。FIG. 17 is a diagram illustrating an example of an application of a cloud-side command to an autonomous driving vehicle according to an embodiment of the present application. As shown in FIG. 17, data from the computer system 312 may be transmitted via a network to a server 320 on the cloud side for further processing. Networks and intermediate nodes may include various configurations and protocols, including the Internet, the World Wide Web, Intranets, Virtual Private Networks, Wide Area Networks, Local Area Networks, private networks using one or more of the company's proprietary communication protocols, Ethernet, WiFi and HTTP, and various combinations of the foregoing; such communications may be by any device capable of transferring data to and from other computers, such as modems and wireless interfaces.
在一个示例中，服务器320可以包括具有多个计算机的服务器，例如负载均衡服务器群，为了从计算机系统312接收、处理并传送数据的目的，其与网络的不同节点交换信息。该服务器可以被类似于计算机系统312配置，具有处理器330、存储器340、指令350、和数据360。In one example, server 320 may include a server having multiple computers, such as a load balancing server farm, that exchange information with different nodes of the network for the purpose of receiving, processing, and transmitting data from computer system 312 . The server may be configured similarly to computer system 312 , with processor 330 , memory 340 , instructions 350 , and data 360 .
示例性地，服务器320的数据360可以包括车辆周围道路情况的相关信息。例如，服务器320可以接收、检测、存储、更新、以及传送与车辆道路情况相关的信息。Illustratively, the data 360 of the server 320 may include information about road conditions around the vehicle. For example, server 320 may receive, detect, store, update, and transmit information related to vehicle road conditions.
例如，车辆周围道路情况的相关信息包括与车辆周围的其它车辆信息以及障碍物信息。For example, the relevant information of the road conditions around the vehicle includes other vehicle information and obstacle information around the vehicle.
本领域普通技术人员可以意识到，结合本文中所公开的实施例描述的各示例的单元及算法步骤，能够以电子硬件、或者计算机软件和电子硬件的结合来实现。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本申请的范围。Those of ordinary skill in the art can realize that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Skilled artisans may implement the described functionality using different methods for each particular application, but such implementations should not be considered beyond the scope of this application.
所属领域的技术人员可以清楚地了解到，为描述的方便和简洁，上述描述的系统、装置和单元的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the above-described systems, devices and units may refer to the corresponding processes in the foregoing method embodiments, which will not be repeated here.
在本申请所提供的几个实施例中，应该理解到，所揭露的系统、装置和方法，可以 通过其它的方式实现。例如，以上所描述的装置实施例仅仅是示意性的，例如，所述单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods may be implemented in other manners. For example, the apparatus embodiments described above are only illustrative. For example, the division of the units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components may be combined or Can be integrated into another system, or some features can be ignored, or not implemented. On the other hand, the shown or discussed mutual coupling or direct coupling or communication connection may be through some interfaces, indirect coupling or communication connection of devices or units, and may be in electrical, mechanical or other forms.
所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。The units described as separate components may or may not be physically separated, and components displayed as units may or may not be physical units, that is, may be located in one place, or may be distributed to multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution in this embodiment.
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically alone, or two or more units may be integrated into one unit.
所述功能如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(Read-Only Memory，ROM)、随机存取存储器(Random Access Memory，RAM)、磁碟或者光盘等各种可以存储程序代码的介质。The functions, if implemented in the form of software functional units and sold or used as independent products, may be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can be embodied in the form of a software product in essence, or the part that contributes to the prior art or the part of the technical solution. The computer software product is stored in a storage medium, including Several instructions are used to cause a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (Read-Only Memory, ROM), random access memory (Random Access Memory, RAM), magnetic disk or optical disk and other media that can store program codes .
以上所述，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以所述权利要求的保护范围为准。The above are only specific embodiments of the present application, but the protection scope of the present application is not limited to this. should be covered within the scope of protection of this application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims (37)

  1. 一种车辆的控制方法，其特征在于，所述车辆的工作区域包括可实现工作区域和非可实现工作区域，其中，在所述可实现工作区域中，所述车辆的纵向力矩需求和横摆力矩需求能被同时满足，在所述非可实现工作区域中，所述车辆的纵向力矩需求和横摆力矩需求不能被同时满足；A control method for a vehicle, characterized in that a working area of the vehicle includes an achievable working area and a non-achievable working area, wherein in the achievable working area, the longitudinal moment demand and yaw of the vehicle are The moment requirement can be satisfied simultaneously, in the non-achievable working area, the longitudinal moment requirement and the yaw moment requirement of the vehicle cannot be satisfied simultaneously;
    所述方法包括：The method includes:
    修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域，其中，所述第一区域为所述非可实现工作区域中的一个区域或多个区域；correcting the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region, wherein the first region is one or more regions in the non-achievable working region;
    根据修正后的纵向力矩需求和横摆力矩需求对所述车辆进行控制。The vehicle is controlled based on the corrected longitudinal and yaw moment demands.
  2. 根据权利要求1所述的控制方法，其特征在于，所述修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域包括：The control method according to claim 1, wherein the modifying the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region comprises:
    根据预定修正比例方式修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域。The longitudinal moment demand and the yaw moment demand in the first region are corrected to the achievable working region according to a predetermined correction ratio.
  3. 根据权利要求1或2所述的控制方法，其特征在于，所述修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域包括：The control method according to claim 1 or 2, wherein the modifying the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region comprises:
    根据所述车辆的相对转向特性修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域，所述相对转向特性包括相对不足转向和相对过多转向。The longitudinal and yaw moment demands in the first region are modified to the achievable operating region based on relative steering characteristics of the vehicle, including relative understeer and relative oversteer.
  4. 根据权利要求3所述的控制方法，其特征在于，所述车辆的相对转向特性根据所述车辆的横摆角速度和横摆力矩需求确定。The control method according to claim 3, wherein the relative steering characteristic of the vehicle is determined according to the yaw rate and yaw moment demand of the vehicle.
  5. 根据权利要求4所述的控制方法，其特征在于，所述车辆的相对转向特性根据所述车辆的横摆角速度和横摆力矩需求确定包括：The control method according to claim 4, wherein determining the relative steering characteristic of the vehicle according to the yaw rate and yaw moment demand of the vehicle comprises:
    若所述横摆角速度与所述横摆力矩需求符号相同，所述车辆的相对转向特性为相对不足转向；或者，If the yaw rate and the yaw moment demand have the same sign, the relative steering characteristic of the vehicle is relative understeer; or,
    若所述横摆角速度与所述横摆力矩需求符号相反，所述车辆的相对转向特性为相对过多转向。If the yaw rate is opposite in sign to the yaw moment demand, the relative steering characteristic of the vehicle is relative oversteer.
  6. 根据权利要求4或5所述的控制方法，其特征在于，所述车辆的相对转向特性根据所述车辆的横摆角速度和横摆力矩需求确定，满足如下关系：The control method according to claim 4 or 5, wherein the relative steering characteristic of the vehicle is determined according to the yaw rate and yaw moment demand of the vehicle, and the following relationship is satisfied:
    Figure PCTCN2021123688-appb-100001
    Figure PCTCN2021123688-appb-100001
    式中，γ为所述横摆角速度，M Z,Dem为所述横摆力矩需求。 In the formula, γ is the yaw angular velocity, and M Z, Dem is the yaw moment demand.
  7. 根据权利要求1至6中任一项所述的控制方法，其特征在于，所述可实现工作区域和所述非可实现工作区域位于直角坐标系中，所述直角坐标系的坐标轴包括横轴和纵轴，所述横轴对应纵向力矩，所述纵轴对应横摆力矩，所述可实现区域包括顶点，所述可实现工作区域的边界线与所述坐标轴相交形成交点。The control method according to any one of claims 1 to 6, wherein the achievable working area and the non-achievable working area are located in a rectangular coordinate system, and the coordinate axis of the rectangular coordinate system includes a horizontal axis and vertical axis, the horizontal axis corresponds to the longitudinal moment, the vertical axis corresponds to the yaw moment, the achievable area includes a vertex, and the boundary line of the achievable working area intersects with the coordinate axis to form an intersection.
  8. 根据权利要求7所述的控制方法，其特征在于，所述非可实现工作区域为基于相对转向特性的非可实现工作区域。The control method according to claim 7, wherein the unrealizable working area is an unrealizable working area based on relative steering characteristics.
  9. 根据权利要求8所述的控制方法，其特征在于，所述基于相对转向特性的非可实 现工作区域包括上半区域和下半区域，所述上半区域位于所述直角坐标系的上半平面，所述下半区域位于所述直角坐标系的下半平面；The control method according to claim 8, wherein the non-realizable working area based on the relative steering characteristic includes an upper half area and a lower half area, and the upper half area is located on the upper half plane of the rectangular coordinate system , the lower half area is located in the lower half plane of the Cartesian coordinate system;
    在所述上半区域中，所述车辆的横摆角速度与横摆力矩需求符号相同，对应相对不足转向；在所述下半区域中，所述车辆的横摆角速度与横摆力矩需求符号相反，对应相对过多转向。In the upper half region, the yaw angular velocity of the vehicle and the yaw moment demand have the same sign, corresponding to relative understeer; in the lower half region, the yaw angular velocity of the vehicle and the yaw moment demand have opposite signs , corresponding to the relative excessive steering.
  10. 根据权利要求5或6所述的控制方法，其特征在于，所述方法还包括：The control method according to claim 5 or 6, wherein the method further comprises:
    根据所述相对转向特性，将所述横摆力矩需求转化为基于相对转向特性的横摆力矩需求。From the relative steering characteristic, the yaw moment demand is converted into a yaw moment demand based on the relative steering characteristic.
  11. 根据权利要求10所述的控制方法，其特征在于，所述根据所述相对转向特性，将所述横摆力矩需求转化为基于相对转向特性的横摆力矩需求，满足如下关系：The control method according to claim 10, wherein the yaw moment requirement is converted into a yaw moment requirement based on the relative steering characteristic according to the relative steering characteristic, and the following relationship is satisfied:
    Figure PCTCN2021123688-appb-100002
    Figure PCTCN2021123688-appb-100002
    式中，γ为所述横摆角速度，M Z,Dem为所述横摆力矩需求，
    Figure PCTCN2021123688-appb-100003
    为所述基于相对转向特性的横摆力矩需求。     where γ is the yaw angular velocity, M Z, Dem are the yaw moment requirements,
    Figure PCTCN2021123688-appb-100003
    is the yaw moment demand based on the relative steering characteristics.
  12. 根据权利要求7所述的控制方法，其特征在于，所述第一区域包括第一边，所述第一边与所述纵轴平行且经过所述可实现工作区域的一个顶点；The control method according to claim 7, wherein the first area includes a first side, the first side is parallel to the longitudinal axis and passes through a vertex of the achievable working area;
    所述修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域包括：The modifying the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region includes:
    修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域的顶点上。The longitudinal and yaw moment demands in the first region are modified to the apex of the achievable working region.
  13. 根据权利要求7所述的控制方法，其特征在于，所述第一区域包括第一边和第二边，所述第一边与所述可实现工作区域的一条边界线平行，所述第二边与所述横轴或与所述纵轴平行，且所述第一边与所述第二边的交点落在所述可实现工作区域上；The control method according to claim 7, wherein the first area includes a first side and a second side, the first side is parallel to a boundary line of the achievable working area, and the second side an edge is parallel to the horizontal axis or the vertical axis, and the intersection of the first edge and the second edge falls on the achievable working area;
    所述修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域包括：The modifying the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region includes:
    修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域的顶点上，或修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域与所述坐标轴的交点处。Correct the longitudinal moment demand and yaw moment demand in the first area to the vertex of the achievable working area, or correct the longitudinal moment demand and yaw moment demand in the first area to the achievable working area and the the intersection of the coordinate axes.
  14. 根据权利要求7所述的控制方法，其特征在于，所述第一区域包括第一边和第二边，所述第一边和第二边均与所述可实现工作区域中的一条边界线平行；The control method according to claim 7, wherein the first area includes a first side and a second side, and both the first side and the second side are connected to a boundary line in the achievable working area parallel;
    所述修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域包括：The modifying the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region includes:
    修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域的边界线上。The longitudinal and yaw moment demands in the first region are corrected to the boundaries of the achievable working region.
  15. 根据权利要求7所述的控制方法，其特征在于，所述第一区域包括第一边和第二边，所述第一边与所述可实现工作区域中的一条边界线平行，所述第二边与所述纵轴平行，且所述第一边和第二边的交点与所述可实现工作区域不重合；The control method according to claim 7, wherein the first area includes a first side and a second side, the first side is parallel to a boundary line in the achievable working area, and the first side is parallel to a boundary line in the achievable working area. The two sides are parallel to the longitudinal axis, and the intersection of the first side and the second side does not coincide with the achievable working area;
    所述修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域包括：The modifying the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region includes:
    修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域的边界线上。The longitudinal and yaw moment demands in the first region are corrected to the boundaries of the achievable working region.
  16. 根据权利要求1至15中任一项所述的控制方法，其特征在于，所述方法还包括：The control method according to any one of claims 1 to 15, wherein the method further comprises:
    在保持第二区域内的横摆力矩需求的同时，修正所述第二区域内的纵向力矩需求至所述可实现工作区域，其中，所述第二区域为所述非可实现工作区域中的一个区域或多个区域。Correcting the longitudinal moment demand in the second region to the achievable operating region while maintaining the yaw moment demand in the second region, wherein the second region is the non-achievable operating region an area or multiple areas.
  17. 根据权利要求1至16中任一项所述的控制方法，其特征在于，所述方法还包括：The control method according to any one of claims 1 to 16, wherein the method further comprises:
    在保持第三区域内的纵向力矩需求的同时，修正所述第三区域内的横摆力矩需求至所 述可实现工作区域，其中，所述第三区域为所述非可实现工作区域中的一个区域或多个区域。Correcting the yaw moment demand in the third region to the achievable working region while maintaining the longitudinal moment demand in the third region, wherein the third region is the non-achievable working region an area or multiple areas.
  18. 一种车辆的控制装置，其特征在于，所述车辆的工作区域包括可实现工作区域和非可实现工作区域，其中，在所述可实现工作区域中，所述车辆的纵向力矩需求和横摆力矩需求能被同时满足，在所述非可实现工作区域中，所述车辆的纵向力矩需求和横摆力矩需求不能被同时满足；所述装置包括处理单元，所述处理单元用于：A control device for a vehicle, characterized in that the working area of the vehicle includes an achievable working area and a non-achievable working area, wherein in the achievable working area, the longitudinal moment demand and the yaw of the vehicle are The moment demand can be satisfied simultaneously, and in the non-achievable working area, the longitudinal moment demand and the yaw moment demand of the vehicle cannot be satisfied simultaneously; the apparatus includes a processing unit for:
    修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域，其中，所述第一区域为所述非可实现工作区域中的一个区域或多个区域；correcting the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region, wherein the first region is one or more regions in the non-achievable working region;
    根据修正后的纵向力矩需求和横摆力矩需求对所述车辆进行控制。The vehicle is controlled based on the corrected longitudinal and yaw moment demands.
  19. 根据权利要求18所述的控制装置，其特征在于，所述处理单元还用于：The control device according to claim 18, wherein the processing unit is further configured to:
    根据预定修正比例方式修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域。The longitudinal moment demand and the yaw moment demand in the first region are corrected to the achievable working region according to a predetermined correction ratio.
  20. 根据权利要求18或19所述的控制装置，其特征在于，所述处理单元还用于：The control device according to claim 18 or 19, wherein the processing unit is further configured to:
    根据所述车辆的相对转向特性修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域，所述相对转向特性包括相对不足转向和相对过多转向。The longitudinal and yaw moment demands in the first region are modified to the achievable operating region based on relative steering characteristics of the vehicle, including relative understeer and relative oversteer.
  21. 根据权利要求20所述的控制装置，其特征在于，所述车辆的相对转向特性根据所述车辆的横摆角速度和横摆力矩需求确定。21. The control device of claim 20, wherein the relative steering characteristics of the vehicle are determined based on the yaw rate and yaw moment demand of the vehicle.
  22. 根据权利要求21所述的控制装置，其特征在于，所述车辆的相对转向特性根据所述车辆的横摆角速度和横摆力矩需求确定包括：The control device according to claim 21, wherein the relative steering characteristic of the vehicle is determined according to the yaw rate and yaw moment demand of the vehicle, comprising:
    若所述横摆角速度与所述横摆力矩需求符号相同，所述车辆的相对转向特性为相对不足转向；或者，If the yaw rate and the yaw moment demand have the same sign, the relative steering characteristic of the vehicle is relative understeer; or,
    若所述横摆角速度与所述横摆力矩需求符号相反，所述车辆的相对转向特性为相对过多转向。If the yaw rate is opposite in sign to the yaw moment demand, the relative steering characteristic of the vehicle is relative oversteer.
  23. 根据权利要求21或22所述的控制装置，其特征在于，所述车辆的相对转向特性根据所述车辆的横摆角速度和横摆力矩需求确定，满足如下关系：The control device according to claim 21 or 22, wherein the relative steering characteristic of the vehicle is determined according to the yaw rate and yaw moment demand of the vehicle, and the following relationship is satisfied:
    Figure PCTCN2021123688-appb-100004
    Figure PCTCN2021123688-appb-100004
    式中，γ为所述横摆角速度，M Z,Dem为所述横摆力矩需求。 In the formula, γ is the yaw angular velocity, and M Z, Dem is the yaw moment demand.
  24. 根据权利要求18至23中任一项所述的控制装置，其特征在于，所述可实现工作区域和所述非可实现工作区域位于直角坐标系中，所述直角坐标系的坐标轴包括横轴和纵轴，所述横轴对应纵向力矩，所述纵轴对应横摆力矩，所述可实现区域包括顶点，所述可实现工作区域的边界线与所述坐标轴相交形成交点。The control device according to any one of claims 18 to 23, wherein the achievable working area and the non-achievable working area are located in a rectangular coordinate system, and the coordinate axis of the rectangular coordinate system includes a horizontal axis. axis and vertical axis, the horizontal axis corresponds to the longitudinal moment, the vertical axis corresponds to the yaw moment, the achievable area includes a vertex, and the boundary line of the achievable working area intersects with the coordinate axis to form an intersection.
  25. 根据权利要求24所述的控制装置，其特征在于，所述非可实现工作区域为基于相对转向特性的非可实现工作区域。The control device according to claim 24, wherein the non-realizable working area is a non-realizable working area based on relative steering characteristics.
  26. 根据权利要求25所述的控制装置，其特征在于，所述基于相对转向特性的非可实现工作区域包括上半区域和下半区域，所述上半区域位于所述直角坐标系的上半平面，所述下半区域位于所述直角坐标系的下半平面；The control device according to claim 25, wherein the non-realizable working area based on the relative steering characteristic includes an upper half area and a lower half area, and the upper half area is located on the upper half plane of the Cartesian coordinate system , the lower half area is located in the lower half plane of the Cartesian coordinate system;
    在所述上半区域中，所述车辆的横摆角速度与横摆力矩需求符号相同，对应相对不足转向；在所述下半区域中，所述车辆的横摆角速度与横摆力矩需求符号相反，对应相对过 多转向。In the upper half region, the yaw angular velocity of the vehicle and the yaw moment demand have the same sign, corresponding to relative understeer; in the lower half region, the yaw angular velocity of the vehicle and the yaw moment demand have opposite signs , corresponding to the relative excessive steering.
  27. 根据权利要求22或23所述的控制装置，其特征在于，所述处理单元还用于：The control device according to claim 22 or 23, wherein the processing unit is further configured to:
    根据所述相对转向特性，将所述横摆力矩需求转化为基于相对转向特性的横摆力矩需求。From the relative steering characteristic, the yaw moment demand is converted into a yaw moment demand based on the relative steering characteristic.
  28. 根据权利要求27所述的控制装置，其特征在于，所述根据所述相对转向特性，将所述横摆力矩需求转化为基于相对转向特性的横摆力矩需求，满足如下关系：The control device according to claim 27, wherein the yaw moment requirement is converted into a yaw moment requirement based on the relative steering characteristic according to the relative steering characteristic, and the following relationship is satisfied:
    Figure PCTCN2021123688-appb-100005
    Figure PCTCN2021123688-appb-100005
    式中，γ为所述横摆角速度，M Z,Dem为所述横摆力矩需求，
    Figure PCTCN2021123688-appb-100006
    为所述基于相对转向特性的横摆力矩需求。     where γ is the yaw angular velocity, M Z, Dem are the yaw moment requirements,
    Figure PCTCN2021123688-appb-100006
    is the yaw moment demand based on the relative steering characteristics.
  29. 根据权利要求24所述的控制装置，其特征在于，所述第一区域包括第一边，所述第一边与所述纵轴平行且经过所述可实现工作区域的一个顶点；The control device of claim 24, wherein the first area includes a first side, the first side being parallel to the longitudinal axis and passing through a vertex of the achievable working area;
    所述处理单元还用于：The processing unit is also used to:
    修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域的顶点上。The longitudinal and yaw moment demands in the first region are modified to the apex of the achievable working region.
  30. 根据权利要求24所述的控制装置，其特征在于，所述第一区域包括第一边和第二边，所述第一边与所述可实现工作区域的一条边界线平行，所述第二边与所述横轴或与所述纵轴平行，且所述第一边与所述第二边的交点落在所述可实现工作区域上；The control device according to claim 24, wherein the first area includes a first side and a second side, the first side is parallel to a boundary line of the achievable working area, and the second side an edge is parallel to the horizontal axis or the vertical axis, and the intersection of the first edge and the second edge falls on the achievable working area;
    所述处理单元还用于：The processing unit is also used to:
    修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域的顶点上，或修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域与所述坐标轴的交点处。Correct the longitudinal moment demand and yaw moment demand in the first area to the vertex of the achievable working area, or correct the longitudinal moment demand and yaw moment demand in the first area to the achievable working area and the the intersection of the coordinate axes.
  31. 根据权利要求24所述的控制装置，其特征在于，所述第一区域包括第一边和第二边，所述第一边和第二边均与所述可实现工作区域中的一条边界线平行；The control device according to claim 24, wherein the first area includes a first side and a second side, and both the first side and the second side are connected to a boundary line in the achievable working area parallel;
    所述处理单元还用于：The processing unit is also used to:
    修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域的边界线上。The longitudinal and yaw moment demands in the first region are corrected to the boundaries of the achievable working region.
  32. 根据权利要求24所述的控制装置，其特征在于，所述第一区域包括第一边和第二边，所述第一边与所述可实现工作区域中的一条边界线平行，所述第二边与所述纵轴平行，且所述第一边和第二边的交点与所述可实现工作区域不重合；The control device according to claim 24, wherein the first area includes a first side and a second side, the first side is parallel to a boundary line in the achievable working area, the first side The two sides are parallel to the longitudinal axis, and the intersection of the first side and the second side does not coincide with the achievable working area;
    所述处理单元还用于：The processing unit is also used to:
    修正第一区域内的纵向力矩需求和横摆力矩需求至所述可实现工作区域的边界线上。The longitudinal and yaw moment demands in the first region are corrected to the boundaries of the achievable working region.
  33. 根据权利要求18至32中任一项所述的控制装置，其特征在于，所述处理单元还用于：The control device according to any one of claims 18 to 32, wherein the processing unit is further configured to:
    在保持第二区域内的横摆力矩需求的同时，修正所述第二区域内的纵向力矩需求至所述可实现工作区域，其中，所述第二区域为所述非可实现工作区域中的一个区域或多个区域。Correcting the longitudinal moment demand in the second region to the achievable operating region while maintaining the yaw moment demand in the second region, wherein the second region is the non-achievable operating region an area or multiple areas.
  34. 根据权利要求18至33中任一项所述的控制装置，其特征在于，所述处理单元还用于：The control device according to any one of claims 18 to 33, wherein the processing unit is further configured to:
    在保持第三区域内的纵向力矩需求的同时，修正所述第三区域内的横摆力矩需求至所述可实现工作区域，其中，所述第三区域为所述非可实现工作区域中的一个区域或多个区域。Correcting the yaw moment demand in the third region to the achievable working region while maintaining the longitudinal moment demand in the third region, wherein the third region is the non-achievable working region an area or multiple areas.
  35. 一种计算设备，其特征在于，包括：至少一个处理器和存储器，所述至少一个处理器与所述存储器耦合，用于读取并执行所述存储器中的指令，以执行如权利要求1至17中任一项所述的控制方法。A computing device, characterized by comprising: at least one processor and a memory, the at least one processor being coupled to the memory for reading and executing instructions in the memory to execute the steps of claims 1 to 1 The control method of any one of 17.
  36. 一种计算机可读介质，其特征在于，所述计算机可读介质存储有程序代码，当所述计算机程序代码在计算机上运行时，使得所述计算机执行如权利要求1至17中任一项所述的控制方法。A computer-readable medium, characterized in that the computer-readable medium stores a program code, which, when the computer program code is executed on a computer, causes the computer to execute the method as claimed in any one of claims 1 to 17. the described control method.
  37. 一种车辆，其特征在于，包括用于执行如权利要求1至17中任一项所述的控制方法的各个模块。A vehicle, characterized in that it includes various modules for executing the control method according to any one of claims 1 to 17 .
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