WO2022156272A1 - Procédé et appareil de commande de véhicule, et véhicule - Google Patents

Procédé et appareil de commande de véhicule, et véhicule 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
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PCT/CN2021/123688
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English (en)
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/fr

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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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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Regulating Braking Force (AREA)

Abstract

La présente invention concerne un procédé de commande (500) et un appareil (1300), de véhicule (100) , et un véhicule (100). Les régions de travail du véhicule (100) comprennent une région de travail réalisable et une région de travail non réalisable ; dans la région de travail réalisable, l'exigence de couple longitudinale et l'exigence de couple de lacet du véhicule (100) peuvent être satisfaites simultanément ; et dans la région de travail non réalisable, l'exigence de couple longitudinal et l'exigence de couple de lacet du véhicule (100) ne peuvent pas être satisfaites simultanément. Le procédé de commande (500) comprend : la correction de l'exigence de couple longitudinal et de l'exigence de couple de lacet dans une première région vers la région de travail réalisable, la première région étant une ou plusieurs régions dans la région de travail non réalisable ; et la commande du véhicule (100) en fonction de l'exigence de couple longitudinal corrigée et de l'exigence de couple de lacet corrigée.
PCT/CN2021/123688 2021-01-21 2021-10-14 Procédé et appareil de commande de véhicule, et véhicule WO2022156272A1 (fr)

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CN202110082438.9A CN114802204A (zh) 2021-01-21 2021-01-21 车辆的控制方法、装置及车辆

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