Control method and device of vehicle and vehicle

Abstract

The application provides a control method and device of a vehicle and the vehicle. The control method can be applied to intelligent vehicles, new energy vehicles, networked vehicles, intelligent driving vehicles and the like. The working area of the vehicle includes an achievable working area and a non-achievable working area. In the achievable working area, the longitudinal moment demand and the yaw moment demand of the vehicle 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 control method includes: correcting the longitudinal moment demand and the yaw moment demand in a first area to the achievable working area, wherein the first area is one area or multiple areas in the non-achievable working area; and controlling the vehicle according to the corrected longitudinal moment demand and the yaw moment demand. The scheme of the embodiment of the application can improve the maneuverability and stability of the vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobiles, and more particularly, to a control method and device of a vehicle and the vehicle. BACKGROUND

[0002] Longitudinal moment and yaw moment are two main inputs to control vehicle motion, which jointly maintain the maneuverability and stability of the vehicle during driving. However, in practice, the longitudinal moment demand and the yaw moment demand are limited by factors such as adhesion coefficient, vertical load, maximum driving moment and maximum braking moment, and sometimes cannot be met simultaneously.

[0003] When the longitudinal moment demand and the yaw moment demand cannot be met simultaneously, the prior art generally simply limits the longitudinal moment demand or the yaw moment demand, for example, the yaw moment demand is given priority without considering the longitudinal moment demand, or the longitudinal moment demand is given priority without considering the yaw moment demand. This makes the maneuverability and stability of the vehicle to be improved.

[0004] Therefore, how to improve the maneuverability and stability of the vehicle is a technical problem to be solved. SUMMARY

[0005] The present application provides a control method and device of a vehicle and the vehicle, which can improve the maneuverability and stability of the vehicle.

[0006] In a first aspect, a control method of a vehicle is provided, the working area of the vehicle includes an achievable working area and a non-achievable working area, wherein in the achievable working area, the longitudinal moment demand and the yaw moment demand of the vehicle can be met simultaneously, and in the non-achievable working area, the longitudinal moment demand and the yaw moment demand of the vehicle cannot be met simultaneously; the method includes: correcting the longitudinal moment demand and the yaw moment demand in a first area to the achievable working area, wherein the first area is one area or multiple areas in the non-achievable working area; and controlling the vehicle according to the corrected longitudinal moment demand and the yaw moment demand.

[0007] It should be understood that in the embodiments of the present application, the achievable working area includes a boundary line and a vertex. Alternatively, the corrected longitudinal moment demand and the yaw moment demand can fall on the boundary line or the vertex of the achievable working area.

[0008] It should be understood that correcting the longitudinal moment demand and the yaw moment demand in the first area to the achievable working area can also be understood as correcting or simultaneously correcting the longitudinal moment demand and the yaw moment demand in the first area, so that the corrected longitudinal moment demand and the yaw moment demand fall in the achievable working area.

[0009] In the embodiments of the present application, the longitudinal moment demand and the yaw moment demand in the first region are both corrected instead of only one of them, so that the handling and stability of the vehicle can be improved.

[0010] In combination with the first aspect, in some implementations of the first aspect, the correcting the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region comprises correcting the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region according to a predetermined correction proportion mode.

[0011] In combination with the first aspect, in some implementations of the first aspect, the correcting the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region comprises correcting the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region according to the relative steering characteristic of the vehicle, the relative steering characteristic comprising relative understeering and relative oversteering.

[0012] It should be understood that different relative steering characteristics usually correspond to different correction ideas. Therefore, in actual operation, the relative steering characteristic of the vehicle also needs to be determined to determine which correction idea is adopted for the demand of the vehicle.

[0013] In combination with the first aspect, in some implementations of the first aspect, the relative steering characteristic of the vehicle is determined according to the yaw angular velocity and the yaw moment demand of the vehicle.

[0014] It should be understood that in the prior art, the vehicle center of mass side slip angle is usually needed to determine the relative steering characteristic of the vehicle, and the vehicle center of mass side slip angle needs to be observed or estimated in real time, which is very difficult to obtain accurately, thereby increasing the complexity of the control strategy.

[0015] In the embodiments of the present application, the relative steering characteristic of the vehicle is determined by the yaw angular velocity and the yaw moment demand of the vehicle, wherein the yaw angular velocity is relatively easy to obtain, so that the judgment of the relative steering characteristic is more simple and convenient.

[0016] In combination with the first aspect, in some implementations of the first aspect, the relative steering characteristic of the vehicle is determined according to the yaw angular velocity and the yaw moment demand of the vehicle, comprising: if the yaw angular velocity and the yaw moment demand have the same sign, the relative steering characteristic of the vehicle is relative understeering; or if the yaw angular velocity and the yaw moment demand have opposite signs, the relative steering characteristic of the vehicle is relative oversteering.

[0017] In combination with the first aspect, in some implementations of the first aspect, the relative steering characteristic of the vehicle is determined according to the yaw angular velocity and the yaw moment demand of the vehicle, satisfying the following relationship:

[0018]

[0019] wherein γ is a yaw rate, M Z,Dem is a yaw moment demand.

[0020] With reference to the first aspect, in some implementations of the first aspect, the achievable working region and the non-achievable working region are located in a rectangular coordinate system, coordinate axes of the rectangular coordinate system include a horizontal axis and a vertical axis, the horizontal axis corresponds to a longitudinal moment, and the vertical axis corresponds to a yaw moment, the achievable region includes a vertex, and a boundary line of the achievable working region intersects with the coordinate axes to form intersection points.

[0021] With reference to the first aspect, in some implementations of the first aspect, the non-achievable working region is a non-achievable working region based on a relative steering characteristic.

[0022] With reference to the first aspect, in some implementations of the first aspect, the non-achievable working region based on the relative steering characteristic includes an upper half region and a lower half region, the upper half region is located in an upper half plane of the rectangular coordinate system, and the lower half region is located in a lower half plane of the rectangular coordinate system; in the upper half region, a yaw rate of the vehicle and a yaw moment demand have the same sign, corresponding to relative understeering; and in the lower half region, the yaw rate of the vehicle and the yaw moment demand have opposite signs, corresponding to relative oversteering.

[0023] It should be understood that, as mentioned above, different relative steering characteristics generally correspond to different correction ideas. Therefore, when performing region division and setting correction rules, embodiments of the present application need to consider the relative steering characteristics, and there are different region division manners and correction rules for different relative steering characteristics. This makes it necessary to set two situations in advance when performing region division on the above-mentioned rectangular coordinate system, one situation is that the upper half plane is understeering and the lower half plane is oversteering, and the other situation is just the opposite. For the above two situations, two sets of division and correction rules need to be defined in advance, and then it is determined which set of rules to use according to the signs of M Z,Dem and γ when used. Although the two sets of rules are symmetrical, they are still cumbersome.

[0024] Therefore, embodiments of the present application introduce a non-achievable working region based on a relative steering characteristic, in an upper half region of the non-achievable working region, a yaw rate of a vehicle and a yaw moment demand have the same sign, corresponding to relative understeering, and in a lower half region, the yaw rate of the vehicle and the yaw moment demand have opposite signs, corresponding to relative oversteering. Thus, only one set of division rules needs to be defined, improving the operability of the control method.

[0025] With reference to the first aspect, in some implementations of the first aspect, the method further includes: converting the yaw moment demand into a yaw moment demand based on a relative steering characteristic according to the relative steering characteristic.

[0026] It should be understood that when determining that the yaw moment demand of the current vehicle is located at a position in the non-achievable working region based on the relative steering characteristic, the determination can be made according to the current relative steering characteristic of the vehicle. If the vehicle is currently under-steering, the current yaw moment demand falls in the upper half region; if the vehicle is currently over-steering, the current yaw moment demand is located in the lower half region.

[0027] Optionally, in the embodiments of the present application, by converting the yaw moment demand into the yaw moment demand based on the relative steering characteristic, the position of the current yaw moment demand of the vehicle falling in the non-achievable working region is determined more directly, thereby improving the operability of the control method.

[0028] With reference to the first aspect, in some implementations of the first aspect, the conversion of the yaw moment demand into the yaw moment demand based on the relative steering characteristic satisfies the following relationship:

[0029]

[0030] wherein γ is the yaw angular velocity, M Z,Dem is the yaw moment demand, is the yaw moment demand based on the relative steering characteristic.

[0031] With reference to the first aspect, in some implementations of the first aspect, the first region includes a first edge parallel to the longitudinal axis and passing through a vertex of the achievable working region; and the modification of the longitudinal force moment demand and the yaw moment demand in the first region to the achievable working region includes modifying the longitudinal force moment demand and the yaw moment demand in the first region to the vertex of the achievable working region.

[0032] With reference to the first aspect, in some implementations of the first aspect, the first region includes a first edge parallel to a boundary line of the achievable working region and a second edge parallel to the lateral axis or to the longitudinal axis, and the intersection of the first edge and the second edge falls on the achievable working region; and the modification of the longitudinal force moment demand and the yaw moment demand in the first region to the achievable working region includes modifying the longitudinal force moment demand and the yaw moment demand in the first region to the vertex of the achievable working region, or modifying the longitudinal force moment demand and the yaw moment demand in the first region to the intersection of the achievable working region and the coordinate axis.

[0033] In some embodiments of the first aspect, the first region includes a first side and a second side, the first side and the second side are both parallel to a boundary line in the achievable working region; and the modifying the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region includes modifying the longitudinal moment demand and the yaw moment demand in the first region to the boundary line of the achievable working region.

[0034] In some embodiments of the first aspect, the first region includes a first side and a second side, the first side is parallel to a boundary line in the achievable working region, the second side is parallel to the longitudinal axis, and the intersection of the first side and the second side does not coincide with the achievable working region; and the modifying the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region includes modifying the longitudinal moment demand and the yaw moment demand in the first region to the boundary line of the achievable working region.

[0035] In some embodiments of the first aspect, the method further includes: modifying the longitudinal moment demand in the second region to the achievable working region while keeping the yaw moment demand in the second region, wherein the second region is one region or multiple regions in the non-achievable working region.

[0036] In some embodiments of the first aspect, the method further includes: modifying the yaw moment demand in the third region to the achievable working region while keeping the longitudinal moment demand in the third region, wherein the third region is one region or multiple regions in the non-achievable working region.

[0037] In the embodiments of the present application, different modification rules can be used for the demands of different regions in the non-achievable working region, so as to maximize the utilization of tire force and achieve optimal coordination control between stability and maneuverability.

[0038] In the embodiments of the present application, different modification rules can be used for the demands of different regions in the non-achievable working region, so as to maximize the utilization of tire force and achieve optimal coordination control between stability and maneuverability.

[0039] With reference to the second aspect, in some implementations of the second aspect, the processing unit is further configured to: modify the longitudinal force moment demand and the yaw moment demand in the first region to the achievable working region according to a predetermined modification proportion manner.

[0040] With reference to the second aspect, in some implementations of the second aspect, the processing unit is further configured to: the processing unit is further configured to: modify the longitudinal force moment demand and the yaw moment demand in the first region to the achievable working region according to a relative steering characteristic of the vehicle, the relative steering characteristic comprising relative under-steer and relative over-steer.

[0041] With reference to the second aspect, in some implementations of the second aspect, the relative steering characteristic of the vehicle is determined according to a yaw angular velocity of the vehicle and the yaw moment demand.

[0042] With reference to the second aspect, in some implementations of the second aspect, the relative steering characteristic of the vehicle is determined according to a yaw angular velocity of the vehicle and the yaw moment demand comprises: if the yaw angular velocity and the yaw moment demand have the same sign, the relative steering characteristic of the vehicle is relative under-steer; or, if the yaw angular velocity and the yaw moment demand have opposite signs, the relative steering characteristic of the vehicle is relative over-steer.

[0043] With reference to the second aspect, in some implementations of the second aspect, the relative steering characteristic of the vehicle is determined according to a yaw angular velocity of the vehicle and the yaw moment demand, and satisfies the following relationship:

[0044]

[0045] wherein γ is the yaw angular velocity, M Z,Dem is the yaw moment demand.

[0046] With reference to the second aspect, in some implementations of the second aspect, the achievable working region and the non-achievable working region are located in a rectangular coordinate system, the coordinate axes of the rectangular coordinate system comprise a horizontal axis and a vertical axis, the horizontal axis corresponds to the longitudinal force moment, and the vertical axis corresponds to the yaw moment, the achievable region comprises a vertex, and a boundary line of the achievable working region intersects with the coordinate axes to form intersection points.

[0047] With reference to the second aspect, in some implementations of the second aspect, the non-achievable working region is a non-achievable working region based on the relative steering characteristic.

[0048] In some implementations of the second aspect, in combination with the second aspect, the non-achievable working region based on the relative steering characteristic comprises an upper half region and a lower half region, the upper half region is located in an upper half plane of the rectangular coordinate system, and the lower half region is located in a lower half plane of the rectangular coordinate system; in the upper half region, the yaw angular velocity of the vehicle and the yaw moment demand have the same sign, corresponding to relative insufficient steering; in the lower half region, the yaw angular velocity of the vehicle and the yaw moment demand have opposite signs, corresponding to relative excessive steering.

[0049] In some implementations of the second aspect, in combination with the second aspect, the processing unit is further configured to: convert the yaw moment demand into a yaw moment demand based on the relative steering characteristic according to the relative steering characteristic.

[0050] In some implementations of the second aspect, in combination with the second aspect, the conversion of the yaw moment demand into the yaw moment demand based on the relative steering characteristic satisfies the following relationship:

[0051]

[0052] wherein γ is the yaw angular velocity, M Z,Dem is the yaw moment demand, is the yaw moment demand based on the relative steering characteristic.

[0053] In some implementations of the second aspect, in combination with the second aspect, the first region comprises a first side parallel to the longitudinal axis and passing through one vertex of the achievable working region; and the processing unit is further configured to: correct the longitudinal moment demand and the yaw moment demand in the first region to the vertex of the achievable working region.

[0054] In some implementations of the second aspect, in combination with the second aspect, the first region comprises a first side parallel to one boundary line of the achievable working region and a second side parallel to the lateral axis or the longitudinal axis, and the intersection of the first side and the second side falls on the achievable working region; and the processing unit is further configured to: correct the longitudinal moment demand and the yaw moment demand in the first region to the vertex of the achievable working region, or correct the longitudinal moment demand and the yaw moment demand in the first region to the intersection of the achievable working region and the coordinate axis.

[0055] In some implementations of the second aspect, in combination with the second aspect, the first region comprises a first side and a second side, both of which are parallel to one boundary line of the achievable working region; and the processing unit is further configured to: correct the longitudinal moment demand and the yaw moment demand in the first region to the boundary line of the achievable working region.

[0056] With reference to the second aspect, in some implementations of the second aspect, the first region includes a first side parallel to one of the boundary lines of the achievable working region and a 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 region; and the processing unit is further configured to correct the longitudinal moment demand and the yaw moment demand in the first region to the boundary lines of the achievable working region.

[0057] With reference to the second aspect, in some implementations of the second aspect, the processing unit is further configured to correct the longitudinal moment demand in the second region to the achievable working region while keeping the yaw moment demand in the second region, wherein the second region is one or more of the non-achievable working regions.

[0058] With reference to the second aspect, in some implementations of the second aspect, the processing unit is further configured to correct the yaw moment demand in the third region to the achievable working region while keeping the longitudinal moment demand in the third region, wherein the third region is one or more of the non-achievable working regions.

[0059] In a third aspect, a vehicle is provided, which includes various modules for performing the control method as in the first aspect or any possible implementation of the first aspect.

[0060] In a fourth aspect, a computing device is provided, which includes at least one processor and a memory, the at least one processor coupled to the memory for reading and executing instructions in the memory to perform the control method as in the first aspect or any possible implementation of the first aspect.

[0061] In a fifth aspect, a computer program product containing instructions which, when the computer program product is executed on a computer, cause the computer to carry out the control method as in the first aspect or any possible implementation of the first aspect.

[0062] In a sixth aspect, a computer readable storage medium is provided, which stores program code for execution by an apparatus, the program code comprising instructions for performing the control method as in the first aspect or any possible implementation of the first aspect.

[0063] In a seventh aspect, a chip is provided, which includes a processor and a data interface, the processor reading instructions stored on a memory through the data interface to perform the control method as in the first aspect or any possible implementation of the first aspect.

[0064] Optionally, as an implementation manner, the chip can further include a memory, and the memory stores instructions, and the processor is configured to execute the instructions stored in the memory, and when the instructions are executed, the processor is configured to execute the control method in the first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF DRAWINGS

[0065] Figure 1 is a principle example diagram of an ESP control braking process provided by an embodiment of the present application;

[0066] Figure 2 is an example diagram of a demand correction method provided by an embodiment of the present application;

[0067] Figure 3 is an example diagram of another demand correction method provided by an embodiment of the present application;

[0068] Figure 4 is an example diagram of a system architecture provided by an embodiment of the present application;

[0069] Figure 5 is an example diagram of a control method of a vehicle provided by an embodiment of the present application;

[0070] Figure 6 is an example diagram of another control method of a vehicle provided by an embodiment of the present application;

[0071] Figure 7 is an example diagram of a whole flow of a control method of a vehicle provided by an embodiment of the present application;

[0072] Figure 8 is an example diagram of a calculation method of an implementable working area provided by an embodiment of the present application;

[0073] Figure 9 is an example diagram of a working area in a rectangular coordinate system provided by an embodiment of the present application;

[0074] Figure 10 is an example diagram of a working area in a rectangular coordinate system based on relative steering characteristics provided by an embodiment of the present application;

[0075] Figure 11 is an example diagram of a region division and correction rule provided by an embodiment of the present application;

[0076] Figure 12 is an example diagram of another region division and correction rule provided by an embodiment of the present application;

[0077] Figure 13 is an example diagram of a control device of a vehicle provided by an embodiment of the present application;

[0078] Figure 14 is a hardware structure example block diagram of a vehicle control device provided by an embodiment of the present application;

[0079] Figure 15 is a function block diagram of a vehicle to which an embodiment of the present application is applicable;

[0080] Figure 16 is an example diagram of an automatic driving system to which an embodiment of the present application is applicable;

[0081] Figure 17 is an application example diagram of a cloud-side instruction automatic driving vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0082] For ease of understanding, first, some technical terms involved in the embodiments of the present application are introduced.

[0083] Antilock brake system (ABS): When the vehicle brakes, the size of the braking force is automatically controlled so that the wheels are not locked and are in a state of rolling and sliding to ensure that the adhesion of the wheels to the ground is at a maximum.

[0084] Traction control system (TCS): When the vehicle is driving and the drive wheels are slipping, a control system that automatically controls the engine and brakes to suppress the rotational speed of the drive wheels.

[0085] Electronic stability program (ESP): By analyzing the vehicle driving state information from various sensors, ESP issues a correction instruction to ABS and TCS to help the vehicle maintain dynamic balance. ESP can make the vehicle maintain optimal stability under various conditions, and the effect is more obvious in the case of excessive steering or insufficient steering.

[0086] Torque vectoring (TV): Torque vectoring analyzes the vehicle driving state information from various sensors and then independently changes the driving torque on each wheel to achieve the purpose of improving vehicle handling.

[0087] Adhesion coefficient: The ratio of adhesion force to wheel normal (perpendicular to the road surface) pressure. In 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 the tire. The larger this coefficient, the greater the available adhesion force, and the less likely the vehicle is to slip.

[0088] Relative understeering: The actual turning radius of the vehicle is greater than the turning radius corresponding to the steering wheel angle.

[0089] Relative excessive steering: the actual turning radius of the vehicle is smaller than the turning radius corresponding to the steering wheel turning angle.

[0090] Vehicle state estimation algorithm: in the embodiments of the present application, the vehicle state estimation algorithm specifically refers to that the vehicle obtains the vehicle driving state information according to the sensors and other components, and then analyzes the obtained state information through the computing device to obtain the required data.

[0091] For the convenience of understanding, the background art related to the embodiments of the present application is introduced in detail.

[0092] In the process of vehicle driving, ESP, TV and other technologies control through longitudinal moment (driving moment or braking moment) vector, while providing longitudinal moment to drive or brake the vehicle, additional yaw moment is also provided to improve the vehicle handling and stability. Exemplarily, Figure 1 is a principle example diagram of the ESP control braking process provided by the embodiments of the present application. As Figure 1 shown, when the vehicle understeers or the vehicle oversteers, if there is no ESP control, the vehicle will deviate from the expected trajectory; and when there is ESP control, the ESP control algorithm provides braking moment and additional yaw moment generated by the braking moment to control the vehicle, so that the vehicle can drive along the expected trajectory. It can be seen that the longitudinal moment and the yaw moment are the two main inputs to control the vehicle motion. However, in practice, the longitudinal moment demand and the yaw moment demand are limited by factors such as adhesion coefficient, vertical load, maximum driving moment and maximum braking moment, and sometimes cannot be satisfied at the same time.

[0093] When the longitudinal moment demand and the yaw moment demand cannot be satisfied at the same time, the prior art generally simply corrects the longitudinal moment demand or the yaw moment demand, for example, the yaw moment demand is prioritized to be satisfied without considering the longitudinal moment demand, as Figure 2 shown; or the longitudinal moment demand is prioritized to be satisfied without considering the yaw moment demand, as Figure 3 shown. In this way, the longitudinal moment demand and the yaw moment demand are corrected to the achievable working area by limiting one of the two demands, and then the vehicle is controlled according to the corrected longitudinal moment demand and the yaw moment demand.

[0094] However, when the prior simple correction method is used, the handling and stability of the vehicle still need to be improved. For example, prioritizing the yaw moment demand to be satisfied without considering the longitudinal moment demand, in some cases, the vehicle cannot follow the acceleration or braking demand of the driver; or prioritizing the longitudinal moment demand to be satisfied without considering the yaw moment demand, in some cases, the stability of the vehicle cannot be guaranteed, which will affect the safety performance of the vehicle.

[0095] Therefore, in actual operation, the longitudinal moment demand and the yaw moment demand need to be coordinated and constrained according to actual situations, instead of only one of the two demands, which is challenging in actual engineering applications.

[0096] Based on the above problems, embodiments of the present application coordinate and limit the longitudinal moment demand and the yaw moment demand in different situations to realize coordinated constraint, which can improve the maneuverability and stability of the vehicle.

[0097] In order to better understand the scheme of the embodiments of the present application, before describing the control method of the vehicle, first of all, the system architecture of the embodiments of the present application is briefly described. Figure 4 The system architecture of the embodiments of the present application is briefly described.

[0098] Figure 4 is a system architecture example provided by the embodiments of the present application. As shown in Figure 4 The system architecture 400 includes a vehicle-mounted sensor 410, a manual 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 moment and yaw moment coordination control module 460, a moment distribution module 470, and a moment execution module 480. The above-mentioned various modules are briefly introduced as follows.

[0099] The vehicle-mounted sensor 410 is used to obtain state information of the vehicle during driving, such as the speed of the vehicle, the steering wheel angle information during steering, and environmental perception information. It should be understood that, in general, the configurations of the vehicle-mounted sensors corresponding to the manual driving module 420, the ADAS control module 430, and the dynamics control module 440 are different due to different functions. Optionally, in the embodiments of the present application, the vehicle-mounted sensor 410 can include a vehicle yaw rate sensor, which is mainly used to obtain the yaw rate of the vehicle.

[0100] The manual driving module 420 is used in the manual driving mode, and can calculate the longitudinal moment and the yaw moment demand of the vehicle in the manual driving mode according to the information such as the accelerator pedal, the brake pedal, the gear, and the steering wheel angle of the driver.

[0101] The ADAS control module 430 is used in the automatic driving mode, and can calculate the longitudinal moment and the yaw moment demand of the vehicle according to the environmental perception information.

[0102] The dynamics control module 440 can calculate the longitudinal moment and the yaw moment demand of the vehicle by analyzing the vehicle driving state information transmitted from various sensors.

[0103] The demand judgment and selection module 450 is configured to select one of the driver driving module 420, the ADAS control module 430 and the dynamics control module 440 as the longitudinal moment demand and the yaw moment demand of the vehicle. It should be understood that the driver driving module 420 and the ADAS control module 430 are respectively applicable to the manual driving mode and the automatic driving mode, and thus cannot work at the same time. It should also be understood that the selection priority of the dynamics control module 440 is higher than those of the other modules.

[0104] The longitudinal moment and yaw moment coordinated control module 460 is configured to first calculate the limit of the actual force of each wheel, and then coordinate and correct the longitudinal moment and yaw moment demands according to the principle of optimality when the current longitudinal moment and yaw moment demands of the vehicle exceed the wheel limit, to obtain the corrected longitudinal moment and yaw moment demands, so as to ensure the optimality of the vehicle state. It should be understood that the control methods 500 and / or 600 described below can be implemented by the module.

[0105] The moment distribution module 470 is configured to calculate the moment on each wheel according to the corrected longitudinal moment and yaw moment demands, and send the moment to the execution module.

[0106] The moment execution module 480 is configured to execute the moment distributed by the moment distribution module 270. Optionally, the conventional moment execution module is an engine, an electric motor and a brake, wherein the engine can provide a driving moment, the brake can provide a braking moment, and the electric motor can provide both a driving moment and a braking moment.

[0107] It should be understood that the functions of the above modules can be implemented in one or more hardware controllers, such as a vehicle control unit (VCU) or a dynamics controller.

[0108] It should be understood that the above modules can also be described as units, components, etc., and the present application does not limit the same.

[0109] Optionally, the scheme of the present application can be applied to all working conditions of the vehicle, such as driving, braking, coasting, straight line and curve.

[0110] Optionally, the scheme of the present application can be applied to a manual driving scenario, an assisted driving scenario or an automatic driving scenario, and the present application does not limit the same.

[0111] Figure 5 is an example diagram of a control method of a vehicle provided by an embodiment of the present application. As shown in Figure 5 , the method 500 includes steps S510 and S520. The steps are described in detail below.

[0112] S510, correct the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region.

[0113] The first region is one region or multiple regions in the non-achievable working region.

[0114] It should be understood that the working region of the vehicle includes the achievable working region and the non-achievable working region, wherein in the achievable working region, the longitudinal moment demand and the yaw moment demand of the vehicle 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.

[0115] Optionally, before step S510 is performed, the method 500 can further include determining the achievable working region and the non-achievable working region of the vehicle. It should be understood that the determination method of the achievable working region and the non-achievable working region can refer to the description of the achievable working region and the non-achievable working region in the following part. Figure 8 and Figure 9 Optionally, before step S510 is performed, the method 500 can further include determining the achievable working region and the non-achievable working region of the vehicle. It should be understood that the determination method of the achievable working region and the non-achievable working region can refer to the description of the achievable working region and the non-achievable working region in the following part.

[0116] It should be understood that in the embodiments of the present application, the achievable working region and the non-achievable working region can be located in a rectangular coordinate system, the coordinate axes of the rectangular coordinate system include a horizontal axis and a vertical axis, the horizontal axis corresponds to the longitudinal moment, and the vertical axis corresponds to the yaw moment, the achievable region includes a vertex, and the boundary line of the achievable working region intersects with the coordinate axes to form intersection points.

[0117] Optionally, the correction of the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region includes correcting the longitudinal moment demand and the 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 including relative understeering and relative oversteering.

[0118] Therefore, in the embodiments of the present application, the method 500 can further include determining the relative steering characteristics of the vehicle. It should be understood that the meaning of determining the relative steering characteristics of the vehicle will be described in the following specific implementation mode, which will not be described here in detail.

[0119] Optionally, the relative steering characteristics of the vehicle can be determined according to the yaw angular velocity and the yaw moment demand of the vehicle.

[0120] It should be understood that in the prior art, when the relative steering characteristics of the vehicle are determined, the vehicle center side slip angle is usually needed, and the vehicle center side slip angle needs to be observed or estimated in real time, and the center side slip angle is very difficult to obtain accurately, which increases the complexity of the control strategy.

[0121] In the embodiments of the present application, the relative steering characteristics of the vehicle are determined by the yaw angular velocity and the yaw moment demand of the vehicle, wherein the yaw angular velocity is relatively easy to obtain, so that the judgment of the relative steering characteristics is more simple and convenient.

[0122] Optionally, the determining the relative steering characteristic of the vehicle according to the yaw rate of the vehicle and the yaw moment demand comprises: if the yaw rate and the yaw moment demand have the same sign, the relative steering characteristic of the vehicle is relative under-steering; or if the yaw rate and the yaw moment demand have opposite signs, the relative steering characteristic of the vehicle is relative over-steering.

[0123] It should be understood that, in the present application, the first region is one region or a plurality of regions in the non-achievable working region. Thus, in the present application, the method 500 can optionally further comprise: dividing the non-achievable working region into a plurality of regions, and the first region is one region or a part of the plurality of regions.

[0124] Optionally, the non-achievable working region can be a non-achievable working region based on the relative steering characteristic. In other words, the non-achievable working region can be obtained by transforming the original non-achievable working region according to the relative steering characteristic. It should be understood that the intention of using the non-achievable working region based on the relative steering characteristic and the transformation method will be described in detail in the specific implementation mode below, and will not be described here in detail.

[0125] It should be understood that the non-achievable working region based on the relative steering characteristic comprises an upper half region and a lower half region, the upper half region is located in the upper half plane of the rectangular coordinate system, and the lower half region is located in the lower half plane of the rectangular coordinate system; in the upper half region, the yaw rate of the vehicle and the yaw moment demand have the same sign, corresponding to relative under-steering; in the lower half region, the yaw rate of the vehicle and the yaw moment demand have opposite signs, corresponding to relative over-steering.

[0126] It should be understood that the specific region division method can refer to Table 1, Figure 11 and Figure 12 . The first region can be any one or more of the sub-regions 3, 4, 5, 6, 7, 8, 11, 12, 15, 16, and 17.

[0127] It should be understood that, before the demand is corrected, it is also necessary to judge the position of the demand in the region in the non-achievable working region.

[0128] Optionally, when judging the position of the current yaw moment demand of the vehicle in the non-achievable working region based on the relative steering characteristic, the current relative steering characteristic of the vehicle can be used for judgment: if the current relative steering characteristic of the vehicle is relative under-steering, the current yaw moment demand is located in the upper half region; if the current relative steering characteristic of the vehicle is relative over-steering, the current yaw moment demand is located in the lower half region.

[0129] Optionally, when it is judged that the yaw moment demand of the current vehicle is located at a position in the non-achievable working region based on the relative steering characteristic, the yaw moment demand can be first converted into a yaw moment demand based on the relative steering characteristic to directly determine the position of the current yaw moment demand in the non-achievable working region based on the relative steering characteristic. This manner can improve the operability of the control method. It should be understood that the specific conversion manner will be described below.

[0130] It should be understood that the modification of the longitudinal force moment demand and the yaw moment demand in the first region to the achievable working region can be understood as the modification of both the longitudinal force moment demand and the yaw moment demand in the first region and the modification to the achievable working region. It can also be understood as the simultaneous modification of the longitudinal force moment demand and the yaw moment demand in the first region to the achievable working region, which is not limited in the present application.

[0131] It should be understood that the modification of the longitudinal force moment demand and the yaw moment demand in the first region to the achievable working region, in other words, the purpose of the modification of the longitudinal force moment demand and the yaw moment demand in the first region is to make the modified longitudinal force moment demand and the yaw moment demand fall within the achievable working region.

[0132] Preferably, the modified longitudinal force moment demand and the yaw moment demand fall on the boundary line or the vertex of the achievable working region, so that the demand can be maximally met within the achievable working region. For ease of description, in the embodiments of the present application, it is considered that the modified demand falls on the boundary line or the vertex of the achievable working region.

[0133] Optionally, the modification of the longitudinal force moment demand and the yaw moment demand in the first region to the achievable working region comprises modifying the longitudinal force moment demand and the yaw moment demand in the first region to the achievable working region according to a predetermined modification proportion manner.

[0134] Optionally, in the embodiments of the present application, the predetermined modification proportion manner can be an equal proportion modification manner or other predetermined proportion modification manner.

[0135] It should be understood that according to different division manners of the non-achievable working region, the first region can exist in multiple different forms, each form corresponding to a different position in the non-achievable working region. For the first region falling in different positions, different region characteristics are adopted, and different modification rules can be used. The first region existing in different forms and the corresponding modification rules will be described below in combination with examples.

[0136] In one implementation, the first region includes a first edge parallel to the longitudinal axis and passing through a vertex of the achievable working area; and the modifying the longitudinal moment demand and the yaw moment demand in the first region to the achievable working area includes modifying the longitudinal moment demand and the yaw moment demand in the first region to the vertex of the achievable working area. In this case, the division and modification rules of the first region can refer to any one or more of the sub-regions 7 in Figure 11 and Figure 12 .

[0137] In one implementation, the first region includes a first edge parallel to a boundary line of the achievable working area and a second edge parallel to the longitudinal axis or to the transverse axis, and the intersection of the first edge and the second edge falls on the achievable working area; and the modifying the longitudinal moment demand and the yaw moment demand in the first region to the achievable working area includes modifying the longitudinal moment demand and the yaw moment demand in the first region to the vertex of the achievable working area or to the intersection of the achievable working area and the coordinate axis. In this case, the division and modification rules of the first region can refer to any one or more of the sub-regions 5, 6, 8, 11, 12, 15, 16 in Figure 11 and Figure 12 .

[0138] In one implementation, the first region includes a first edge and a second edge, both of which are parallel to a boundary line of the achievable working area; and the modifying the longitudinal moment demand and the yaw moment demand in the first region to the achievable working area includes modifying the longitudinal moment demand and the yaw moment demand in the first region to the boundary line of the achievable working area. In this case, the division and modification rules of the first region can refer to the sub-region 4 in Figure 11 and Figure 12 .

[0139] In one implementation, the first region includes a first edge parallel to a boundary line of the achievable working area and a second edge parallel to the longitudinal axis, and the intersection of the first edge and the second edge does not coincide with the achievable working area; and the modifying the longitudinal moment demand and the yaw moment demand in the first region to the achievable working area includes modifying the longitudinal moment demand and the yaw moment demand in the first region to the boundary line of the achievable working area. In this case, the division and modification rules of the first region can refer to the sub-regions 3 and / or 17 in Figure 11 and Figure 12 .

[0140] In the embodiments of the present application, the non-achievable working region of the vehicle is divided into multiple regions, and the longitudinal moment demand and the yaw moment demand falling within a first region of the multiple regions are simultaneously corrected instead of only one of the demands being corrected, so that the handling and stability of the vehicle can be improved.

[0141] Optionally, the method 500 can further include correcting the longitudinal moment demand within a second region to the achievable working region while keeping the yaw moment demand within the second region, wherein the second region is one or more regions of the non-achievable working region.

[0142] Optionally, the method 500 can further include correcting the yaw moment demand within a third region to the achievable working region while keeping the longitudinal moment demand within the third region, wherein the third region is one or more regions of the non-achievable working region.

[0143] It should be understood that in the embodiments of the present application, a corresponding correction rule can also be made for each region position (i.e., each sub-region) in advance. Specifically, refer to Table 3 below.

[0144] In the embodiments of the present application, different correction rules can be used for the demands falling in different positions of the non-achievable working region, so as to maximize the utilization of tire force and achieve optimal coordination control between stability and operability.

[0145] S520, controlling the vehicle according to the corrected longitudinal moment demand and the yaw moment demand.

[0146] After the correction of the longitudinal moment demand and the yaw moment demand is completed, the vehicle can be controlled according to the corrected longitudinal moment demand and the yaw moment demand. This step can be implemented by the moment distribution module 470 and the moment execution module 480 in the system architecture 400, which will not be described here.

[0147] The above will be described in detail below Figures 6 to 12 The specific implementation of the present application will be described in detail. Figure 6 is an example diagram of another vehicle control method provided by the embodiments of the present application. Figure 7 is an example diagram of the overall flow of a vehicle control method provided by the embodiments of the present application. As shown in Figure 6 and Figure 7 The method 600 includes steps S610 to S650. It should be understood that the order of the above steps is not limited in the embodiments of the present application, and any order of the above steps can realize the solutions of the present application, which falls within the protection scope of the present application. The steps will be described in detail below.

[0148] S610, calculating an achievable working region.

[0149] It should be understood that, in actual operation, before judging whether the current longitudinal moment demand and the current yaw moment demand of the vehicle can be satisfied, the working region of the achievable longitudinal moment and the achievable yaw moment of the vehicle is determined first, and then it is judged whether the current longitudinal moment demand and the current yaw moment demand fall within the achievable working region.

[0150] It should be understood that the manner of obtaining the current longitudinal moment demand and the current yaw moment demand has been described above (in the introduction of the system architecture 400), and will not be described here again.

[0151] The manner of calculating the achievable working region of the embodiments of the present application will be described in detail below.

[0152] Optionally, Figure 8 is an example diagram of a calculation method of an achievable working region provided by the embodiments of the present application. As Figure 8 shown, the calculation method includes steps S611 to S613, which will be described in detail below.

[0153] S611, the adhesion limits of each wheel of the vehicle are calculated.

[0154] Optionally, the adhesion limits of each wheel can be calculated according to the adhesion coefficient, the vertical force and the lateral force of the tire. Optionally, the adhesion coefficient, the vertical force and the lateral force of the tire can be obtained according to the vehicle state estimation algorithm, which is not specifically limited by the present application.

[0155] Exemplarily, taking four-wheel hub motor distributed drive as an example, the calculation manner of the adhesion limits of each wheel is shown in formulas (1) to (4):

[0156]

[0157]

[0158]

[0159]

[0160] In the formulas, the subscripts FL, FR, RL and RR respectively represent the left front wheel, the right front wheel, the left rear wheel and the right rear wheel; F x,max / min,FL , F x,max / min,FR , F x,max / min,RL , F x,max / min,RR are the adhesion limits of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel respectively; μ est is the adhesion coefficient; F z,FL , F z,FR , F z,RL , F z,RRvertical forces of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, respectively; F y,FL y,FR y,RL y,RR lateral forces of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, respectively.

[0161] S612, a wheel-side longitudinal force moment limit is calculated.

[0162] It should be understood that the longitudinal force moment limit needs to be obtained according to a friction-based longitudinal force moment limit and a maximum motor torque limit.

[0163] It should be noted that the maximum and minimum friction-based longitudinal force moment limits are considered to be symmetrical (equal in size and opposite in direction) in the driving / braking working condition; while the maximum and minimum motor torque limits can be different in size in the driving / braking working condition; in addition, generally, the brake torque of a general wheel is negative, and the minimum friction-based longitudinal force moment limit can cover the brake torque requirement under all adhesion coefficients.

[0164] Therefore, for each wheel, the minimum value of the magnitude can be selected from the friction-based longitudinal force moment limit and the maximum motor torque limit as the maximum longitudinal force moment limit, and the negative value of the friction-based longitudinal force moment limit can be taken as the minimum longitudinal force moment limit.

[0165] Wherein, the maximum motor torque limit can be obtained from a vehicle state estimation algorithm, which is not specifically described here. The friction-based longitudinal force moment limits of the four wheels can be calculated according to the adhesion force limit, and the specific calculation method is shown in formulas (5) to (8):

[0166] T w,max / min,FL = F x,max / min,FL · R w (5)

[0167] T w,max / min,FR = F x,max / min,FR · R w (6)

[0168] T w,max / min,RL = F x,max / min,RL · R w (7)

[0169] T w,max / min,RR = F x,max / min,RR · R w (8)

[0170] In the formula, T w,max / min,FL , T w,max / min,FR , T w,max / min,RL , T w,max / min,RR ​​​The friction-based longitudinal torque limits for the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively; R w The radius is the wheel radius.

[0171] After obtaining the maximum motor torque limit and the friction-based longitudinal torque limit of the four wheels, the wheel-side longitudinal torque limit of the four wheels is calculated respectively. The specific calculation method is shown in formulas (9) to (16):

[0172] T FL,max =min(T) w,max / min,FL ,T mot,FL,max ·i g (9)

[0173] T FL,min =-T w,max / min,FL (10)

[0174] T FR,max =min(T) w,max / min,FR ,T mot,FR,max ·i g (11)

[0175] T FR,min =-T w,max / min,FR (12)

[0176] T RL,max =min(T) w,max / min,RL ,T mot,RL,max ·i g (13)

[0177] T RL,min =-T w,max / min,RL (14)

[0178] T RR,max =min(T) w,max / min,RR ,T mot,RR,max ·i g (15)

[0179] T RR,min =-T w,max / min,RR (16)

[0180] In the formula, T FL,max T FR,max T RL,max T RR,max These are the maximum longitudinal moment limits at the wheel edges 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 These are the minimum wheel-side longitudinal moment limits for the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively; T mot,FL,max Tmot,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, right rear wheel, respectively; i g is the transmission ratio of the reduction gearbox.

[0181] S613, calculate the achievable working region of the vehicle based on the wheel longitudinal force limits.

[0182] It should be understood that after the wheel longitudinal force limits are calculated, the achievable working region of the longitudinal force and yaw moment of the vehicle can be calculated based on the wheel longitudinal force limits of the four wheels, and the specific calculation method is shown in formulas (17) to (24):

[0183] Calculate the maximum yaw moment M z,max :

[0184]

[0185] Calculate the longitudinal force corresponding to the maximum yaw moment M

[0186]

[0187] Calculate the minimum yaw moment M z,min :

[0188]

[0189] Calculate the longitudinal force corresponding to the minimum yaw moment M

[0190]

[0191] Calculate the maximum longitudinal force T w,max :

[0192] T w,max = T FL,max + T FR,max + T RL,max + T RR,max (21)

[0193] Calculate the yaw moment corresponding to the maximum longitudinal force T

[0194]

[0195] Calculate the minimum longitudinal force T w,min :

[0196] T w,min = T FL,min + T FR,min + T RL,min + TRR,min (23)

[0197] Calculate the yaw moment corresponding to the minimum longitudinal moment

[0198]

[0199] In the formula, d F is the front wheel track, d R is the rear wheel track.

[0200] Subsequently, the fixed points of the achievable working area according to formulas (17) to (24) are respectively And Exemplarily, the working area can be visually represented as Figure 9 It should be understood that the area surrounded by P1, P2, P3 and P4 is the achievable working area, and the area other than the area surrounded by P1P2P3P4 is the non-achievable working area.

[0201] It should be understood that Figure 9 Only as an example, it does not constitute a limitation on 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 T W axis, and can also be located below T W axis; P2 and P4 can be located to the left of M Z axis, and can also be located to the right of M Z axis, which can be seen from Table 2 below.

[0202] S620, judging the relative steering characteristic.

[0203] It should be understood that when the relative steering characteristic of the vehicle is relative understeering or relative oversteering, it will cause the vehicle to be unstable, and the electronic stability control system needs to intervene or control. However, the vehicle intervention method or idea corresponding to understeering and oversteering is different. Therefore, in actual operation, when the required longitudinal moment and yaw moment are corrected, the relative steering characteristic needs to be judged first, and then the intervention idea is determined according to the relative steering characteristic.

[0204] For the judgment of the relative steering characteristic, the existing technology usually needs to use the center of mass side slip angle, but the center of mass side slip angle is very difficult to accurately obtain. Based on the above problems, the embodiment of the present application uses a simple way to judge the relative steering characteristic of the vehicle, which does not need to observe or estimate the vehicle center of mass side slip angle in real time, reducing the complexity of the control strategy. The method for judging the relative steering characteristic of the vehicle used in the embodiment of the present application is described simply as follows.

[0205] As a preferred embodiment, in this application, the relative steering characteristics of the vehicle can be calculated based on the actual yaw rate and the required yaw moment. The actual yaw rate can be obtained from the vehicle yaw rate sensor.

[0206] Specifically, when the actual yaw rate and the required yaw moment have the same sign, the vehicle is judged to be understeer; when the actual yaw rate and the required yaw moment have opposite signs, the vehicle is judged to be oversteer.

[0207] That is, as shown in formula (25):

[0208]

[0209] In the formula, γ is the actual yaw rate; M Z,Dem To meet the yaw moment requirement.

[0210] S630, Non-realizable work area division.

[0211] It should be understood that requirements falling within non-achievable work areas need to be repositioned to achieveable work areas. However, from... Figure 9 As can be seen, the unrealizable working area covers a wide range, and vehicle demands naturally correspond to different actual conditions in different areas. This also means that for demands falling into different locations within the unrealizable working area, different correction methods need to be adopted based on the actual situation in order to further improve the vehicle's handling and stability.

[0212] Therefore, as an alternative approach, in this embodiment of the application, the non-realizable working area is divided into multiple sub-regions, and different correction methods are adopted for the needs falling in different sub-regions to achieve the above-mentioned objective.

[0213] However, in general, when dealing with M Z -T W plane (e.g.) Figure 9 When dividing the region, two cases need to be set in advance. One case is the upper half-plane (T) W Above the axis is understeering, the lower half-plane (T) is understeering. W Below the axis (below the axis) is excessive steering; another case is exactly the opposite. For both cases, two sets of division and correction rules need to be predefined, and then adjusted according to M during use. Z The sign of γ determines which set of rules to use. Although the two sets of rules are symmetrical, they are still quite cumbersome.

[0214] Therefore, in this embodiment of the application, to overcome the above problems, the actual working area is pre-converted into a working area with relatively turning characteristics (e.g., the actual working area is converted into a working area with relatively turning characteristics). Figure 9 Transform into Figure 10), the conversion mode is shown as equation (26):

[0215]

[0216] It should be understood that, as Figure 10 shown, in the plane, the upper half plane (T W axis above) is relatively insufficient steering, and the lower half plane (T W axis below) is relatively excessive steering. For the above plane, in the upper half plane, the corresponding vehicle yaw angular velocity and the yaw moment demand are of the same sign, corresponding to the relative insufficient steering; in the lower half plane, the corresponding vehicle yaw angular velocity and the yaw moment demand are of opposite signs, 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.

[0217] It should be understood that, after obtaining the non-achievable working area based on the relative steering characteristics, the non-achievable working area can be divided based on the rules. It should be understood that the positions of P1, P2, P3, and P4 in the coordinate system mentioned above are not limited to Figure 9 . Therefore, when formulating the area division rules, the relative position relationship between P1, P2, P3, and P4 and the coordinate axes needs to be considered for division, and different relative positions correspond to different division modes.

[0218] Exemplarily, Table 1 is a kind of area division rule provided by the embodiment of the application. As can be seen, various sub-areas shown in Table 1 are defined differently. Specifically, Table 1 explains the area division mode when the positions of P1, P2, P3, and P4 in the coordinate system are in various different situations. Therefore, the 17 kinds of sub-areas shown in Table 1 are the total sub-area types that can be divided when the positions of P1, P2, P3, and P4 in the coordinate system are in various different situations. This means that after the relative positions of P1, P2, P3, and P4 and the coordinate axes are determined, the sub-areas of the non-achievable working area based on the relative steering characteristics when divided are part of the above-mentioned 17 kinds of sub-areas. As Figure 11 shown, the divided sub-area types include sub-areas 1, 2, 3, 4, 5, 6, 7, 8, 9; or as Figure 11 shown, the divided sub-area types include sub-areas 1, 2, 3, 4, 7, 8, 10, 11, 12, 13, 14, 15, 16, 17.

[0219] Table 1:

[0220]

[0221]

[0222]

[0223] Further, Table 2 shows the area division results when the positions of P1, P2, P3, P4 in the coordinate system are in various different cases. From Table 2 in combination with Table 1, it can be clearly seen that the position cases of P1, P2, P3, P4 in the coordinate system can include 16, and each corresponds to a corresponding area division result. It can also be seen that case 1 and case 16 cover all 17 sub-areas (see the specific division cases shown in Figure 11 and Figure 12 ). Therefore, the application will be described in detail below (in step S650) taking case 1 and case 16 as examples for the correction rules of each sub-area, which will not be repeated here.

[0224] Table 2:

[0225]

[0226] S640, judgment of the position of the demand working point.

[0227] It should be understood that before judging the position of the demand working point in the non-achievable working area based on the relative steering characteristic, the actual yaw moment demand in the demand working point can be converted into a yaw moment demand based on the relative steering characteristic according to the manner in step S620.

[0228] Specifically, according to the relative steering characteristic, the yaw moment demand is converted into a yaw moment demand based on the relative steering characteristic, which can be performed according to the following formula (27):

[0229]

[0230] In the formula, γ is the yaw angular velocity, M Z,Dem is the yaw moment demand, is the yaw moment demand based on the relative steering characteristic.

[0231] Then, the longitudinal force moment demand and the yaw moment demand based on the relative steering characteristic are compared with the above-mentioned achievable working area based on the relative steering characteristic to judge whether the demand can be met. Specifically, if the demand falls within the achievable working area based on the relative steering characteristic, it is considered to be met; otherwise, it is considered not to be met.

[0232] It should be understood that when the demand cannot be met, it is also necessary to judge which sub-area the longitudinal force moment demand and the yaw moment demand based on the relative steering characteristic are located in the non-achievable working area based on the relative steering characteristic.

[0233] Optionally, when judging which sub-region is located in, it can be directly judged which sub-region is located in, it can also be judged one by one in order from sub-region 1, or other judgment order can also be adopted, which is not limited in the application. In the embodiment of the application, the judgment mode adopted is to judge in order from sub-region 1, as shown in Figure 7

[0234] S650, correcting the demand based on the correction rule.

[0235] It should be understood that the demand working point falls in different sub-regions, corresponding to different actual vehicle states, and naturally has different demand priorities for the yaw moment and the longitudinal moment, so different correction rules need to be adopted for the demand falling in different sub-regions. As shown in Figure 7 If the demand can be met, no correction is needed; if the demand cannot be met, it is first judged which sub-region the demand falls in, and then the correction rule of the sub-region is used for correction.

[0236] The correction rule of the demand of each sub-region will be introduced below in combination with Table 3 and Figures 11 to 12 It should be understood that the rules shown in Table 3 are only as an example and cannot be regarded as a limitation to the application, and other ways can also be adopted for correction in combination with the actual vehicle state in actual operation, which will not be described herein. It should be understood that the above has been transformed into the yaw moment demand and the non-achievable working region, so in the following, the yaw moment demand based on the relative steering characteristics and the achievable working region based on the relative steering characteristics are directly described as the yaw moment demand and the achievable working region for convenience of description.

[0237] Table 3:

[0238]

[0239] The introduction of the above correction rule is as follows:

[0240] Firstly, it should be understood that in the plane, the left half plane corresponds to the braking process of the vehicle, and the longitudinal moment demand falling in the left half plane can also be called the braking moment demand; the right half plane corresponds to the driving process of the vehicle, and the longitudinal moment demand falling in the right half plane can also be called the driving moment demand. It should be understood that in the achievable working region, the absolute value of the minimum longitudinal moment limit (the longitudinal moment corresponding to the P3 point) corresponds to the maximum braking moment that the vehicle can provide; the maximum longitudinal moment limit (the longitudinal moment corresponding to the P1 point) corresponds to the maximum driving moment that the vehicle can provide.

[0241] ​For sub-region 7, the absolute value of the longitudinal force moment demand of the demand working point falling in the sub-region is greater than the absolute value of the minimum longitudinal force moment limit in the achievable working region, which means that the current required braking force moment is higher than that provided by the actual vehicle state. If the braking force moment is insufficient in the actual vehicle state, the deceleration of the vehicle will be affected, and safety accidents are likely to occur. Therefore, safety should be prioritized at this time, and the longitudinal force moment demand should be corrected to the maximum braking force moment provided by the achievable working region, that is, the demand working point is moved to the vertex P3, so as to ensure that the deceleration of the vehicle is affected the least.

[0242] For sub-regions 1 and 10, when the demand working point falls in the sub-regions, the corresponding actual state of the vehicle is a relatively excessive steering state, at which safety should be prioritized, and the yaw moment demand can be prioritized to be met to avoid excessive steering of the vehicle, so that the yaw moment demand level is moved to the boundary line of the achievable working region.

[0243] For sub-regions 2, 9, 13 and 14, when the demand working point falls in the sub-regions, the corresponding actual state of the vehicle is a relatively insufficient steering state, and the longitudinal force moment demand can be prioritized to be kept vertically moving to the boundary line of the achievable working region.

[0244] For sub-regions 3, 4 and 17, when the demand working point falls in the sub-regions, the longitudinal force moment demand and the yaw moment demand can be considered to be balanced and reduced in a predetermined proportion to move to the boundary line of the achievable working region. It should be understood that the predetermined proportion can be 1:1 or other proportions, which are not limited in the present application.

[0245] For sub-regions 5, 6, 8, 11, 12, 15 and 16, when the demand working point falls in the sub-regions, the longitudinal force moment demand and the yaw moment demand can be considered to be moved to the vertex of the achievable working region or the intersection with the coordinate axis of the achievable working region.

[0246] It is mentioned above that case 1 and case 16 can cover all 17 sub-regions. Therefore, in order to describe more intuitively, the correction method of each sub-region will be exemplarily described below taking Figure 11 and Figure 12 as examples.

[0247] Example 1, as shown in Figure 11 :

[0248] Sub-region 1 adopts rule 1 to correct the unachievable demand working point T1 to T1' on the P1P4 line;

[0249] Sub-region 2 adopts rule 2 to correct the unachievable demand working point T2 to T2' on the P2P3 line;

[0250] Sub-region 3 applies Rule 3 to correct the unachievable demand operating point T3 to T3' on the P3P4 line;

[0251] Sub-region 4 applies Rule 3 to correct the unachievable demand operating point T4 to T4' on the P1P2 line;

[0252] Sub-regions 5, 6, 8 apply Rule 4 to correct the unachievable demand operating points T5, T6, T8 to the vertices P1, P2, P4 respectively;

[0253] Sub-region 7 applies Rule 0 to correct the unachievable demand operating point T7 to the vertex P3;

[0254] Sub-region 9 applies Rule 2 to correct the unachievable demand operating point T9 to T9' on the P1P4 line.

[0255] Example 2, as Figure 12 shown:

[0256] Sub-region 1 applies Rule 1 to correct the unachievable demand operating point T1 to T1' on the P1P4 line;

[0257] Sub-region 2 applies Rule 2 to correct the unachievable demand operating point T2 to T2' on the P2P3 line;

[0258] Sub-region 3 applies Rule 3 to correct the unachievable demand operating point T3 to T3' on the P3P4 line;

[0259] Sub-region 4 applies Rule 3 to correct the unachievable demand operating point T4 to T4' on the P1P2 line;

[0260] Sub-region 7 applies Rule 0 to correct the unachievable demand operating point T7 to the vertex P3;

[0261] Sub-region 8 applies Rule 4 to correct the unachievable demand operating point T8 to the vertex P4;

[0262] Sub-region 10 applies Rule 1 to correct the unachievable demand operating point T10 to T10' on the P1P2 line;

[0263] Sub-region 11 applies Rule 4 to correct the unachievable demand operating point T11 to the intersection P11 (which can also be noted as T11');

[0264] Sub-region 12 applies Rule 4 to correct the unachievable demand operating point T12 to the intersection P12 (which can also be noted as T12');

[0265] The sub-region 13 adopts the rule 2 to correct the unachievable demand working point T13 to a point T13' on the line P1P2;

[0266] The sub-region 14 adopts the rule 2 to correct the unachievable demand working point T14 to a point T14' on the line P3P4;

[0267] The sub-region 15 adopts the rule 4 to correct the unachievable demand working point T15 to the intersection point P13 (which can also be recorded as a point T15');

[0268] The sub-region 16 adopts the rule 4 to correct the unachievable demand working point T16 to the intersection point P14 (which can also be recorded as a point T16');

[0269] The sub-region 17 adopts the rule 3 to correct the unachievable demand working point T17 to a point T17' on the line P3P4.

[0270] It should be understood that the present application proposes different correction rules for different sub-regions to make the vehicle reach a more optimal state. For example, for the sub-region 14, the correction effect of adopting the rule 2 is better than that of adopting other correction rules, which can increase the yaw moment while keeping the brake torque. For example, for the sub-region 15, the correction effect of adopting the rule 4 is better than that of adopting other correction rules, which is because if other correction rules, such as the rule 3, are adopted, the direction of the yaw moment will change, thereby exacerbating excessive steering. For example, for the sub-region 16, the correction effect of adopting the rule 4 is also better than that of adopting other correction rules, which is because if other correction rules, such as the rule 3, are adopted, the brake torque demand will change to the traction torque demand, the vehicle speed will increase, and the corrected yaw moment demand will also be smaller than that of the rule 4, and the reduction of the yaw moment will further make the vehicle more difficult to stabilize.

[0271] It should be understood that the above correction rules are only an example, and in actual operation, the correction rules can also be adjusted according to actual conditions, which are not limited by the present application.

[0272] S660, converting the yaw moment demand based on the relative steering characteristic into an original yaw moment demand.

[0273] S670, outputting the corrected longitudinal force moment demand value and the yaw moment demand value.

[0274] It should be understood that, as shown in Figure 7 the method 600 can also convert the corrected yaw moment demand based on the relative steering characteristic into an original yaw moment demand to obtain a corrected demand working point after obtaining the corrected demand working point. And the corrected longitudinal force moment demand value and the yaw moment demand value are output to an execution unit for execution.

[0275] In the embodiment, different correction rules can be adopted for different regions within the non-achievable working region, so as to maximize the utilization of tire force and achieve optimal coordination control between stability and maneuverability.

[0276] The related device involved in the application will be described below in combination with the drawings.

[0277] Figure 13 is an example diagram of a control device of a vehicle provided by the embodiment of the application. It should be understood that the working region of the vehicle includes an achievable working region and a non-achievable working region, wherein in the achievable working region, the longitudinal moment demand and the yaw moment demand of the vehicle 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.

[0278] As shown in Figure 13 , the device 1300 includes a processing unit 1310 configured to correct the longitudinal moment demand and the yaw moment demand in a first region to the achievable working region, wherein the first region is one or more regions in the non-achievable working region; and control the vehicle according to the corrected longitudinal moment demand and the yaw moment demand.

[0279] Optionally, the processing unit 1310 is further 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 proportion mode.

[0280] Optionally, the processing unit 1310 is further configured to correct the longitudinal moment demand and the 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 including relative understeering and relative oversteering.

[0281] Optionally, the relative steering characteristics of the vehicle are determined according to the yaw angular velocity and the yaw moment demand of the vehicle.

[0282] Optionally, the relative steering characteristics of the vehicle are determined according to the yaw angular velocity and the yaw moment demand of the vehicle, including: if the yaw angular velocity and the yaw moment demand have the same sign, the relative steering characteristics of the vehicle are relative understeering; or if the yaw angular velocity and the yaw moment demand have opposite signs, the relative steering characteristics of the vehicle are relative oversteering.

[0283] Optionally, the relative steering characteristics of the vehicle are determined according to the yaw angular velocity and the yaw moment demand of the vehicle, satisfying the following relationship:

[0284]

[0285] wherein γ is the yaw angular velocity, M is the yaw moment demand, and the correction proportion is a constant.Z,Dem is a yaw moment demand.

[0286] Optionally, the achievable working region and the unachievable working region are located in a rectangular coordinate system, coordinate axes of the rectangular coordinate system include a horizontal axis and a vertical axis, the horizontal axis corresponds to the longitudinal moment, the vertical axis corresponds to the yaw moment, the achievable region includes a vertex, a boundary line of the achievable working region intersects with the coordinate axes to form intersection points.

[0287] Optionally, the unachievable working region can be an unachievable working region based on a relative steering characteristic.

[0288] Optionally, the unachievable working region based on the relative steering characteristic includes an upper half region and a lower half region, the upper half region is located in an upper half plane of the rectangular coordinate system, the lower half region is located in a lower half plane of the rectangular coordinate system; in the upper half region, a sign of the yaw angular velocity of the vehicle and the yaw moment demand is same, corresponding to relative insufficient steering; in the lower half region, the sign of the yaw angular velocity of the vehicle and the yaw moment demand is opposite, corresponding to relative excessive steering.

[0289] Optionally, the processing unit 1310 can be further configured to: convert the yaw moment demand into a relative steering characteristic based yaw moment demand according to the relative steering characteristic.

[0290] Optionally, the conversion of the yaw moment demand into the relative steering characteristic based yaw moment demand according to the relative steering characteristic satisfies the following relationship:

[0291]

[0292] wherein γ is the yaw angular velocity, M Z,Dem is the yaw moment demand, is the relative steering characteristic based yaw moment demand.

[0293] Optionally, the first region includes a first side, the first side is parallel to the vertical axis and passes through a vertex of the achievable working region; the processing unit 1310 can be further configured to: correct the longitudinal moment demand and the yaw moment demand in the first region to the vertex of the achievable working region.

[0294] Optionally, the first region includes a first side and a second side, the first side is parallel to a boundary line of the achievable working region, the second side is parallel to the horizontal axis or the vertical axis, and an intersection point of the first side and the second side falls on the achievable working region; the processing unit 1310 can be further configured to: correct the longitudinal moment demand and the yaw moment demand in the first region to the vertex of the achievable working region, or correct the longitudinal moment demand and the yaw moment demand in the first region to the intersection point of the achievable working region and the coordinate axes.

[0295] Optionally, the first region includes a first side and a second side, the first side is parallel to a boundary line in the achievable working region, and the second side is parallel to the longitudinal axis, and the intersection of the first side and the second side does not coincide with the achievable working region; the processing unit 1310 can also be configured to correct the longitudinal moment demand and the yaw moment demand in the first region to the boundary line of the achievable working region.

[0296] Optionally, the first region includes a first side and a second side, the first side is parallel to a boundary line in the achievable working region, and the second side is parallel to the longitudinal axis, and the intersection of the first side and the second side does not coincide with the achievable working region; the processing unit 1310 can also be configured to correct the longitudinal moment demand and the yaw moment demand in the first region to the boundary line of the achievable working region.

[0297] Optionally, the processing unit 1310 can also be configured to correct the longitudinal moment demand in the second region to the achievable working region while keeping the yaw moment demand in the second region, where the second region is one or more regions in the non-achievable working region.

[0298] Optionally, the processing unit 1310 can also be configured to correct the yaw moment demand in the third region to the achievable working region while keeping the longitudinal moment demand in the third region, where the third region is one or more regions in the non-achievable working region.

[0299] Optionally, the control device 1300 can also include an acquisition unit configured to acquire the longitudinal moment demand and the yaw moment demand of the vehicle during operation, and the parameters detected by the vehicle.

[0300] Figure 14 is a hardware structure example block diagram of a vehicle control device provided by an embodiment of the present application. The device 1400 (the device 1400 can be a computer device in particular) 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 communicatively connected to each other through the bus 1440.

[0301] The memory 1410 can be a read only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 1410 can store a program, and when the program stored in the memory 1410 is executed by the processor 1420, the processor 1420 is configured to perform various steps of the control method of the embodiments of the present application.

[0302] The processor 1420 can be a general purpose central processing unit (CPU), a microprocessor, an application specific integrated circuit (ASIC), a graphics processing unit (GPU), or one or more integrated circuits, for executing programs to implement the control method of the embodiments of the present application.

[0303] The processor 1420 can also be an integrated circuit chip having a processing capability of signals. In the implementation process, each step of the control method of the present application can be completed by the integrated logic circuit of hardware in the processor 1420 or the instruction in the form of software.

[0304] The processor 1420 described above can also be a general purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component. Each method, step and logic block diagram disclosed in the embodiments of the present application can be implemented or executed. The general purpose processor can be a microprocessor or the processor can also be any conventional processor. The steps of the method disclosed in conjunction with the embodiments of the present application can be directly embodied as a hardware code processor to execute, or be executed by a combination of hardware and software modules in the code processor. The software module can be located in a random access memory, a flash memory, a read only memory, a programmable read only memory or an electrically erasable programmable memory, a register, or other mature storage medium in the art. The storage medium is located in the storage 1410, and the processor 1420 reads the information in the storage 1410, and combines the hardware to complete the function required by the module included in the control device of the embodiments of the present application, or executes the control method of the embodiments of the present application.

[0305] The communication interface 1430 uses a transceiver such as but not limited to a transceiver to realize the communication between the device 1400 and other devices or communication networks.

[0306] The bus 1440 can include a channel for transmitting information between each component (for example, the storage 1410, the processor 1420, the communication interface 1430) of the device 1400.

[0307] The embodiments of the present application also provide a vehicle, which includes each module for executing any one of the control methods as described above.

[0308] Optionally, the vehicle involved in the present application can be a traditional internal combustion engine car, a hybrid car, a pure electric car, a centralized drive car and a distributed drive car, etc., which is not limited in the present application.

[0309] Exemplarily, Figure 15 is a functional block diagram of a vehicle to which the embodiments of the present application are applicable. Among them, the vehicle 100 can be a manually driven vehicle, or the vehicle 100 can be configured to be in a fully or partially autonomous driving mode.

[0310] In one example, the vehicle 100 can control the ego vehicle while being in an autonomous driving mode, and can determine the current state of the vehicle and its surrounding environment by human operation, determine the possible behavior of at least one other vehicle in the surrounding environment, and determine the confidence level corresponding to the possibility of the other vehicle performing the possible behavior, control the vehicle 100 based on the determined information. When the vehicle 100 is in an autonomous driving mode, the vehicle 100 can be placed to operate without human interaction.

[0311] The vehicle 100 can include various subsystems, such as a travel system 110, a sensing system 120, a control system 130, one or more peripheral devices 140, a power supply 160, a computer system 150, and a user interface 170.

[0312] Optionally, the vehicle 100 can include more or fewer subsystems, and each subsystem can include multiple elements. In addition, each subsystem and element of the vehicle 100 can be interconnected by wire or wirelessly.

[0313] Exemplarily, the travel system 110 can include components for providing powered motion to the vehicle 100. In one embodiment, the travel system 110 can include an engine 111, a transmission 112, an energy source 113, and wheels 114 / tires. Among them, the engine 111 can 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, a hybrid engine composed of an internal combustion engine and an air compression engine. The engine 111 can convert the energy source 113 into mechanical energy.

[0314] Exemplarily, the energy source 113 can 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 can also provide energy for other systems of the vehicle 100.

[0315] Exemplarily, the transmission 112 can include a gearbox, a differential, and a drive shaft; wherein the transmission 112 can transmit mechanical power from the engine 111 to the wheels 114.

[0316] In one embodiment, the transmission 112 can also include other devices, such as a clutch. Among other things, the drive shaft can include one or more shafts that can be coupled to one or more wheels 114.

[0317] Exemplarily, the sensing system 120 can include several sensors that sense information about the environment surrounding the vehicle 100.

[0318] For example, the sensing system 120 can include a positioning system 121 (e.g., a global positioning system (GPS), a Beidou system, or other positioning system), an inertial measurement unit (IMU) 122, a radar 123, a laser rangefinder 124, a camera 125, and a vehicle speed sensor 126. The sensing system 120 can also include sensors that monitor internal systems of the vehicle 100 (e.g., 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 respective characteristics (position, shape, direction, speed, etc.). Such detection and recognition are key functions for the safe operation of the autonomous vehicle 100.

[0319] Among other things, the positioning system 121 can be used to estimate the geographic location of the vehicle 100. The IMU 122 can be used to sense changes in position and orientation of the vehicle 100 based on inertial acceleration. In one embodiment, the IMU 122 can be a combination of an accelerometer and a gyroscope.

[0320] Exemplarily, the radar 123 can utilize radio information to sense objects within the surrounding environment of the vehicle 100. In some embodiments, in addition to sensing objects, the radar 123 can also be used to sense the speed and / or direction of advance of the objects.

[0321] Exemplarily, the laser rangefinder 124 can utilize laser light to sense objects in the environment in which the vehicle 100 is located. In some embodiments, the laser rangefinder 124 can include one or more laser sources, a laser scanner, and one or more detectors, among other system components.

[0322] Exemplarily, the camera 125 can be used to capture multiple images of the surrounding environment of the vehicle 100. For example, the camera 125 can be a still camera or a video camera.

[0323] Exemplarily, the vehicle speed sensor 126 can be used to measure the speed of the vehicle 100. For example, the vehicle can be speeded in real time. The measured vehicle speed can be transmitted to the control system 130 to enable control of the vehicle.

[0324] As Figure 15As shown, the control system 130 controls the operation of the vehicle 100 and its components. The control system 130 may include various components, such as a steering system 131, an accelerator 132, a braking unit 133, a computer vision system 134, a route control system 135, and an obstacle avoidance system 136.

[0325] For example, the steering system 131 can be operated to adjust the forward direction of the vehicle 100. For example, in one embodiment, it can be a steering wheel system. The throttle 132 can be used to control the operating speed of the engine 111 and thus the speed of the vehicle 100.

[0326] For example, braking unit 133 can be used to control the deceleration of vehicle 100; braking unit 133 can use friction to slow down wheel 114. In other embodiments, braking unit 133 can convert the kinetic energy of wheel 114 into electric current. Braking unit 133 can also take other forms to slow down the rotational speed of wheel 114 to control the speed of vehicle 100.

[0327] like Figure 15 As shown, the computer vision system 134 is operable to process and analyze images captured by the camera 125 to identify objects and / or features in the environment surrounding the vehicle 100. These objects and / or features may include traffic information, road boundaries, and obstacles. The computer vision system 134 may use object recognition algorithms, structure-from-motion (SFM) algorithms, video tracking, and other computer vision techniques. In some embodiments, the computer vision system 134 may be used to map the environment, track objects, estimate object velocities, and so on.

[0328] For example, the route control system 135 can be used to determine the driving route of the vehicle 100. In some embodiments, the route control system 135 can combine data from sensors, GPS, and one or more predetermined maps to determine the driving route of the vehicle 100.

[0329] like Figure 15 As shown, obstacle avoidance system 136 can be used to identify, assess and avoid or otherwise traverse potential obstacles in the environment of vehicle 100.

[0330] In one instance, the control system 130 may include additional or alternative components besides those shown and described. Alternatively, some of the components shown above may be reduced.

[0331] like Figure 15As shown, vehicle 100 can interact with external sensors, other vehicles, other computer systems or users through peripheral device 140; wherein peripheral device 140 may include wireless communication system 141, on-board computer 142, microphone 143 and / or speaker 144.

[0332] In some embodiments, peripheral device 140 may provide a means for vehicle 100 to interact with user interface 170. For example, on-board computer 142 may provide information to users of vehicle 100. User interface 116 may also operate on-board computer 142 to receive user input; on-board computer 142 may be operated via touchscreen. In other cases, peripheral device 140 may provide a means for vehicle 100 to communicate with other devices located within the vehicle. For example, microphone 143 may receive audio (e.g., voice commands or other audio input) from users of vehicle 100. Similarly, speaker 144 may output audio to users of vehicle 100.

[0333] like Figure 15 As shown, the wireless communication system 141 can communicate wirelessly with one or more devices directly or via a communication network. For example, the wireless communication system 141 can use 3G cellular communication; such as code division multiple access (CDMA), EVDO, Global System for Mobile Communications (GSM) / General Packet Radio Service (GPRS), or 4G cellular communication, such as long term evolution (LTE); or 5G cellular communication. The wireless communication system 141 can also communicate using Wi-Fi and wireless local area networks (WLANs).

[0334] In some embodiments, the wireless communication system 141 may communicate directly with the device using an infrared link, Bluetooth, or ZigBee protocol; other wireless protocols, such as various vehicle communication systems, may also be used. For example, the wireless communication system 141 may include one or more dedicated short range communications (DSRC) devices, which may include public and / or private data communications between the vehicle and / or roadside stations.

[0335] like Figure 15As shown, power source 160 can provide power to various components of vehicle 100. In one embodiment, power source 160 can be a rechargeable lithium-ion battery or a lead-acid battery. One or more battery packs of such a battery can be configured as a power source to provide power to various components of vehicle 100. In some embodiments, power source 160 and energy source 113 can be implemented together, such as in some all-electric vehicles.

[0336] By way of example, portions or all of the functionality of vehicle 100 can be controlled by computer system 150, which can include at least one processor 151 that executes instructions 153 stored in non-transitory computer readable media, such as memory 152. Computer system 150 can also be a plurality of computing devices that control individual components or subsystems of vehicle 100 in a distributed manner.

[0337] Processor 151 can be any conventional processor, such as a central processing unit (CPU) commercially available from Intel® Corporation, Santa Clara, California, by way of example.

[0338] Alternatively, the processor can be a dedicated device such as an application specific integrated circuit (ASIC) or other hardware-based processor. Although Figure 15 Although the processor, memory, and other elements of the computer are functionally illustrated as being within the same block, it should be understood that the processor, computer, or memory can actually comprise multiple processors, computers, or memories that can or can not be stored within the same physical housing. For example, memory can be a hard drive or other storage medium located in a housing different from that of the computer. Reference to the processor or computer shall thus be understood to encompass reference to a collection of processors or computers or memories that can or can not operate in parallel, and that can be physically co-located or distributed across a variety of different physical locations. Rather than using a single processor to perform the steps described herein, such as some of the components of the steering assembly and the deceleration assembly, each can have its own processor that performs only the computations related to the functionality specific to that component.

[0339] In various aspects described herein, the processor can 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 the necessary steps to perform a single maneuver.

[0340] In some embodiments, memory 152 may contain instructions 153 (e.g., program logic) that can 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 instructions for sending data to, receiving data from, interacting with, and / or controlling one or more of the mobility system 110, sensing system 120, control system 130, and peripheral devices 140.

[0341] For example, in addition to instruction 153, memory 152 may also store data, such as road maps, route information, vehicle position, direction, speed, and other such vehicle data, as well as other information. This information can be used by vehicle 100 and computer system 150 during operation of vehicle 100 in autonomous, semi-autonomous, and / or manual modes.

[0342] like Figure 15 As shown, the user interface 170 can be used to provide information to or receive information from a user of the vehicle 100. Optionally, the user interface 170 may include one or more input / output devices within a set of peripheral devices 140, such as a wireless communication system 141, an on-board computer 142, a microphone 143, and a speaker 144.

[0343] In embodiments of this application, computer system 150 can control the functions of vehicle 100 based on input received from various subsystems (e.g., mobility system 110, sensing system 120, and control system 130) and from user interface 170. For example, computer system 150 can utilize input from control system 130 to control braking unit 133 to avoid obstacles detected by sensing system 120 and obstacle avoidance system 136. In some embodiments, computer system 150 is operable to provide control over many aspects of vehicle 100 and its subsystems.

[0344] Alternatively, one or more of these components may be installed separately from or associated with vehicle 100. For example, memory 152 may exist partially or completely separately from vehicle 100. The components may be communicatively coupled together in a wired and / or wireless manner.

[0345] Optionally, the components described above are merely examples. In actual applications, components in each of the above modules may be added or removed as needed. Figure 15 This should not be construed as a limitation on the embodiments of this application.

[0346] Optionally, the vehicle 100 can be an autonomous vehicle traveling on a roadway that can identify objects within its surrounding environment to determine adjustments to a current speed. The objects can be other vehicles, traffic control devices, or other types of objects. In some examples, each identified object can be considered independently and based on the respective characteristics of the object, such as its current speed, acceleration, spacing from the vehicle, etc., can be used to determine a speed at which the autonomous vehicle is to adjust.

[0347] Optionally, the vehicle 100 or a computing device associated with the vehicle 100 (e.g., the computer system 150, the computer vision system 134, the memory 152) can predict the behavior of the identified object based on the characteristics of the identified object and the state of the surrounding environment (e.g., traffic, rain, ice on the roadway, etc.). Figure 15

[0348] Optionally, each identified object can rely on the behavior of the other identified objects, and thus, all of the identified objects can be considered together to predict the behavior of a single identified object. The vehicle 100 can adjust its speed based on the predicted behavior of the identified object. In other words, the autonomous vehicle can determine a stable state to which the vehicle will need to adjust (e.g., accelerate, decelerate, or stop) based on the predicted behavior of the object. Other factors can also be considered in determining the speed of the vehicle 100 during this process, such as the lateral position of the vehicle 100 in the roadway on which it is traveling, the curvature of the roadway, the proximity of static and dynamic objects, etc.

[0349] In addition to providing instructions to adjust the speed of the autonomous vehicle, the computing device can also provide instructions to modify the steering angle of the vehicle 100 to cause the autonomous vehicle to follow a given trajectory and / or maintain a safe lateral and longitudinal distance from objects in the vicinity of the autonomous vehicle (e.g., a car in an adjacent lane on the roadway).

[0350] The vehicle 100 described above can be a car, a truck, a motorcycle, a bus, a boat, an airplane, a helicopter, a lawnmower, an amusement park vehicle, a construction device, a trolley, a golf cart, a train, a handcart, etc., and the embodiments of the present application are not particularly limited.

[0351] In one possible implementation, the vehicle 100 described above can be an autonomous vehicle, and the autonomous system is described in detail as follows. Figure 15 The vehicle 100 shown in FIG. 1 can be an autonomous vehicle, and the autonomous system is described in detail as follows.

[0352] Figure 16 is an example diagram of an autonomous system to which embodiments of the present application are applicable. As shown in FIG. 2, the autonomous system can include a vehicle 100, a computer system 150, a computer vision system 134, a memory 152, and a communication system 154. Figure 16 ​The illustrated autonomous driving system includes a computer system 201, which includes a processor 203 coupled with a system bus 205. The processor 203 can be one or more processors, each of which can include one or more processor cores. A video adapter 207 can drive a display 209 coupled to the system bus 205 via the video adapter 207. The system bus 205 can be coupled with a bus bridge 211 and an input / output (I / O) bus 213 to which are coupled I / O devices 215, such as input devices 217 (e.g., keyboard, mouse, touchscreen, etc.), a media tray 221 (e.g., CD-ROM, DVD, etc.), and a transceiver 223 that can send and / or receive radio communication information. A camera 255 can capture still and dynamic digital video images. The interface to the I / O devices 215 can be a USB port 225.

[0353] The processor 203 can be any conventional processor, such as a reduced instruction set computer (RISC) processor, a complex instruction set computer (CISC) processor, or a combination of such processors.

[0354] Alternatively, the processor 203 can be a special purpose device such as an application specific integrated circuit (ASIC), a neural network processor, or a combination of such conventional processors and neural network processors.

[0355] Alternatively, in some embodiments, the computer system 201 can be located remotely from the autonomous vehicle and can communicate wirelessly with the autonomous vehicle. In other aspects, some of the processes described herein are performed on a processor disposed within the autonomous vehicle, and others are performed by a remote processor, including taking the actions required to perform a single maneuver.

[0356] The computer system 201 can communicate with a software deployment server 249 via a network interface 229. The network interface 229 can be a hardware network interface, such as a network card. The network 227 can be an external network, such as the Internet, or an internal network, such as an Ethernet or virtual private network (VPN). Alternatively, the network 227 can be a wireless network, such as a WiFi network, a cellular network, or the like.

[0357] As Figure 16As shown, the hard drive interface and the system bus 205 are coupled, and the hardware drive interface 231 can be connected with a hard drive 233, and the system memory 235 is coupled with the system bus 205. The data running in the system memory 235 can include an operating system 237 and an application program 243. The operating system 237 can include a shell 239 and a 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, such as waiting for the user's input, explaining the user's input to the operating system, and processing various outputs of the operating system. The kernel 241 can be composed of those parts of the operating system used to manage memory, files, peripherals, and system resources. Directly interacting with hardware, the operating system kernel usually runs processes and provides communication between processes, provides CPU time slice management, interrupts, memory management, IO management, and the like. The application program 243 includes programs related to controlling the automatic driving of the vehicle, such as programs for managing the interaction between the automatic driving vehicle and the obstacles on the road, programs for controlling the route or speed of the automatic driving vehicle, programs for controlling the interaction between the automatic driving vehicle and other automatic driving vehicles on the road. The application program 243 also exists on the system of the software deployment server 249. In one embodiment, when the automatic driving related program 247 needs to be executed, the computer system 201 can download the application program from the software deployment server 249.

[0358] For example, the application program 243 can also be a program for interacting between the automatic driving vehicle and the lane line on the road, that is, a program for tracking the lane line in real time.

[0359] For example, the application program 243 can also be a program for controlling the automatic driving vehicle to automatically park.

[0360] Exemplarily, the sensor 253 can be associated with the computer system 201, and the sensor 253 can be used to detect the environment around the computer 201.

[0361] For example, the sensor 253 can detect the lane on the road, such as detecting the lane line, and can track the lane line change within a certain range in front of the vehicle in real time during the movement (such as driving) of the vehicle. For another example, the sensor 253 can detect animals, cars, obstacles, and crosswalks, and further the sensor can detect the environment around the above-mentioned animals, cars, obstacles, and crosswalks, such as the environment around the animals, for example, other animals appearing around the animals, weather conditions, brightness of the surrounding environment, and the like.

[0362] Optionally, if the computer 201 is located on an autonomous vehicle, the sensors can be cameras, infrared sensors, chemical detectors, microphones, etc.

[0363] Illustratively, in the context of lane tracking, the sensors 253 can be used to detect lane lines in front of the vehicle, thereby enabling the vehicle to perceive changes in the lane during travel, to plan and adjust the vehicle's travel in real time accordingly.

[0364] Illustratively, in the context of automatic parking, the sensors 253 can be used to detect the size or location of parking spaces and surrounding obstacles around the vehicle, thereby enabling the vehicle to perceive the distance to the parking spaces and surrounding obstacles, to perform collision detection during parking, and to prevent the vehicle from colliding with the obstacles.

[0365] In one example, Figure 15 The illustrated computer system 150 can also receive information from or transfer information to other computer systems. Alternatively, sensor data collected from the sensing system 120 of the vehicle 100 can be transferred to another computer for processing of the data, as described below with Figure 17 reference to FIG. 3.

[0366] Figure 17 is an example diagram of an application of the cloud-side instructions to an autonomous vehicle. As Figure 17 shown, data from the computer system 312 can be transmitted via a network to a server 320 at the cloud-side for further processing. The network and intermediate nodes can include a wide variety of configurations and protocols, including the Internet, World Wide Web, intranets, virtual private networks, wide area networks, local networks, private networks using a company's proprietary communication protocol, Ethernet, WiFi and HTTP, and various combinations of the foregoing; such communication can be enabled by any device, including a modem and wireless interface, capable of transmitting and receiving data over a network.

[0367] In one example, the server 320 can include a server having multiple computers, such as a load-balanced server farm, that exchanges information with different nodes of the network for the purposes of receiving, processing, and transmitting data to and from the computer system 312. The server can be configured similarly to the computer system 312, with a processor 330, a memory 340, instructions 350, and data 360.

[0368] Illustratively, the data 360 of the server 320 can include information related to road conditions around the vehicle. For example, the server 320 can receive, detect, store, update, and transmit information related to road conditions of the vehicle.

[0369] For example, the relevant information of the road situation around the vehicle includes other vehicle information and obstacle information around the vehicle.

[0370] Those skilled in the art can clearly understand that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be realized by electronic hardware or a combination of computer software and electronic hardware. Whether the functions are realized in hardware or software depends on the specific application and design constraints of the technical solution. A person skilled in the art can use different methods to realize the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0371] Those skilled in the art can clearly understand that, for the convenience and brevity of the description, the specific working processes of the above-described system, device and unit can refer to the corresponding processes in the foregoing method embodiments, which will not be repeated here.

[0372] In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented in other ways. For example, the above-described device embodiments are only schematic, for example, the division of the units is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interface, device or unit, and can be electrical, mechanical or other forms.

[0373] The units described as separate components can or can not be physically separated, and the components shown as units can or can not be physical units, that is, they can be located in one place, or can be distributed on a plurality of network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment.

[0374] In addition, each functional unit in each embodiment of the present application can be integrated into a processing unit, or each unit can exist physically, or two or more units can be integrated into one unit.

[0375] If the functions are implemented in the form of software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application or the parts of the technical solutions that essentially contribute to the prior art or the parts of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a plurality of instructions for causing a computer device (which can 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 a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various media that can store program codes.

[0376] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A control method of a vehicle, characterized by, 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 simultaneously, and in the non-achievable working area, the longitudinal moment demand and the yaw moment demand of the vehicle cannot be satisfied simultaneously; The method comprises: According to the relative steering characteristics of the vehicle, the longitudinal moment demand and the yaw moment demand in the first area are corrected to the achievable working area, wherein the first area is one or more areas in the non-achievable working area, the relative steering characteristics include relative under-steering and relative over-steering, the relative steering characteristics of the vehicle are determined according to the yaw angular velocity and the yaw moment demand of the vehicle, the achievable working area and the non-achievable working area are located in a rectangular coordinate system, the coordinate axes of the rectangular coordinate system include a horizontal axis and a vertical axis, the horizontal axis corresponds to the longitudinal moment, the vertical axis corresponds to the yaw moment, the achievable area includes a vertex, the boundary line of the achievable working area intersects the coordinate axes to form intersection points, the achievable working area is distributed on both the positive half-axis and the negative half-axis of the horizontal axis, and when the vehicle has a yaw moment, the achievable working area is a non-rectangular quadrilateral, and the non-achievable working area is a relative steering characteristic-based non-achievable working area, the relative steering characteristic-based non-achievable working area includes an upper half area and a lower half area, the upper half area is located in the upper half plane of the rectangular coordinate system, and the lower half area is located in the lower half plane of the rectangular coordinate system, in the upper half area, the yaw angular velocity of the vehicle and the yaw moment demand have the same sign, corresponding to relative under-steering, and in the lower half area, the yaw angular velocity of the vehicle and the yaw moment demand have opposite signs, corresponding to relative over-steering; The vehicle is controlled according to the corrected longitudinal moment demand and the yaw moment demand.

2. The control method according to claim 1, characterized by, The relative steering characteristics of the vehicle are determined according to the yaw angular velocity and the yaw moment demand of the vehicle, and satisfy the following relationship: If the yaw angular velocity and the yaw moment demand have the same sign, the relative steering characteristics of the vehicle are relative under-steering; or If the yaw angular velocity and the yaw moment demand have opposite signs, the relative steering characteristics of the vehicle are relative over-steering.

3. The control method according to claim 1 or 2, characterized by, The relative steering characteristics of the vehicle are determined according to the yaw angular velocity and the yaw moment demand of the vehicle, and satisfy the following relationship: where γ is the yaw angular velocity, M Z,Dem is the yaw moment demand.

4. The control method according to claim 2 or 3, characterized by, The method further comprises: According to the relative steering characteristics, the yaw moment demand is converted into a relative steering characteristic-based yaw moment demand.

5. The control method according to claim 4, characterized by The conversion of the yaw moment demand into the relative steering characteristic-based yaw moment demand according to the relative steering characteristics satisfies the following relationship: where γ is the yaw rate, M Z,Dem is the yaw moment demand, is the yaw moment demand based on the relative steering behavior.

6. The control method according to claim 1, characterized by, The first area includes a first side, the first side is parallel to the vertical axis and passes through one vertex of the achievable working area; The correction of the longitudinal moment demand and the yaw moment demand in the first area to the achievable working area comprises: The longitudinal moment demand and the yaw moment demand in the first area are corrected to the vertex of the achievable working area.

7. The control method according to claim 1, characterized by, The first region comprises a first side parallel to a boundary line of the achievable working region and a second side parallel to the transverse axis or to the longitudinal axis, and the intersection of the first side and the second side falls on the achievable working region; The correcting the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region comprises: correcting the longitudinal moment demand and the yaw moment demand in the first region to the vertex of the achievable working region, or correcting the longitudinal moment demand and the yaw moment demand in the first region to the intersection of the achievable working region and the coordinate axis.

8. The control method according to claim 1, characterized by, The first region comprises a first side and a second side, both of which are parallel to a boundary line of the achievable working region; The correcting the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region comprises: correcting the longitudinal moment demand and the yaw moment demand in the first region to the boundary line of the achievable working region.

9. The control method according to claim 1, characterized by, The first region comprises a first side parallel to a boundary line of the achievable working region and a second side parallel to the transverse axis or to the longitudinal axis, and the intersection of the first side and the second side falls on the achievable working region; The correcting the longitudinal moment demand and the yaw moment demand in the first region to the achievable working region comprises: correcting the longitudinal moment demand and the yaw moment demand in the first region to the boundary line of the achievable working region.

10. The control method according to any one of claims 1 to 9, characterized by, The method further comprises: correcting the longitudinal moment demand in the second region to the achievable working region while keeping the yaw moment demand in the second region, wherein the second region is one region or multiple regions in the non-achievable working region.

11. The control method according to any one of claims 1 to 10, characterized by, The method further comprises: correcting the yaw moment demand in the third region to the achievable working region while keeping the longitudinal moment demand in the third region, wherein the third region is one region or multiple regions in the non-achievable working region.

12. A control device of a vehicle characterized by comprising: The working region of the vehicle comprises an achievable working region and a non-achievable working region, wherein in the achievable working region, the longitudinal moment demand and the yaw moment demand of the vehicle 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 device comprises a processing unit for: correcting the longitudinal moment demand and the yaw moment demand in a first region to the achievable working region according to a relative steering characteristic of the vehicle, the relative steering characteristic including relative under-steering and relative over-steering, wherein the first region is one or more regions in the unachievable working region, the relative steering characteristic of the vehicle is determined according to a yaw angular velocity and a yaw moment demand of the vehicle, the achievable working region and the unachievable working region are located in a rectangular coordinate system, coordinate axes of the rectangular coordinate system include a horizontal axis and a vertical axis, the horizontal axis corresponds to the longitudinal moment, the vertical axis corresponds to the yaw moment, the achievable region includes a vertex, a boundary line of the achievable working region intersects the coordinate axes to form intersection points, the achievable working region is distributed on both positive and negative half axes of the horizontal axis, and when the vehicle has a yaw moment, the achievable working region is a non-rectangular quadrilateral, the unachievable working region is a relative steering characteristic-based unachievable working region, the relative steering characteristic-based unachievable working region includes an upper half region and a lower half region, the upper half region is located in an upper half plane of the rectangular coordinate system, and the lower half region is located in a lower half plane of the rectangular coordinate system, in the upper half region, the yaw angular velocity of the vehicle and the yaw moment demand have the same sign, corresponding to relative under-steering; in the lower half region, the yaw angular velocity of the vehicle and the yaw moment demand have opposite signs, corresponding to relative over-steering; controlling the vehicle according to the corrected longitudinal moment demand and the yaw moment demand.

13. The control device of claim 12, wherein, The relative steering characteristic of the vehicle is determined according to the yaw angular velocity and the yaw moment demand of the vehicle, including: if the yaw angular velocity and the yaw moment demand have the same sign, the relative steering characteristic of the vehicle is relative under-steering; or if the yaw angular velocity and the yaw moment demand have opposite signs, the relative steering characteristic of the vehicle is relative over-steering.

14. The control device according to claim 12 or 13, characterized in that, The relative steering characteristic of the vehicle is determined according to the yaw angular velocity and the yaw moment demand of the vehicle, satisfying the following relationship: where γ is the yaw rate, M Z,Dem is the yaw moment demand.

15. The control device according to claim 13 or 14, characterized in that The processing unit is further configured to: convert the yaw moment demand into a relative steering characteristic-based yaw moment demand according to the relative steering characteristic.

16. The control device of claim 15, wherein The conversion of the yaw moment demand into the relative steering characteristic-based yaw moment demand according to the relative steering characteristic satisfies the following relationship: where γ is the yaw rate, M Z,Dem is the yaw moment demand, is the yaw moment demand based on the relative steering behavior.

17. The control device of claim 12, wherein, The first region includes a first edge, the first edge is parallel to the vertical axis and passes through one vertex of the achievable working region; The processing unit is further configured to: correct the longitudinal moment demand and the yaw moment demand in a first region to the vertex of the achievable working region.

18. The control device of claim 12, wherein, The first region includes a first edge and a second edge, the first edge is parallel to a boundary line of the achievable working region, the second edge is parallel to the horizontal axis or the vertical axis, and the intersection point of the first edge and the second edge falls on the achievable working region; The processing unit is further configured to: correcting the longitudinal moment demand and the yaw moment demand in the first region to a vertex of the achievable working region, or correcting the longitudinal moment demand and the yaw moment demand in the first region to an intersection of the achievable working region and the coordinate axis.

19. The control device of claim 12, wherein, the first region comprises a first side and a second side, and the first side and the second side are both parallel to a boundary line in the achievable working region; the processing unit is further configured to: correct the longitudinal moment demand and the yaw moment demand in the first region to a boundary line of the achievable working region.

20. The control device of claim 12, wherein, the first region comprises a first side and a second side, and the first side is parallel to a boundary line in the achievable working region, and the second side is parallel to the longitudinal axis, and an intersection of the first side and the second side does not coincide with the achievable working region; the processing unit is further configured to: correct the longitudinal moment demand and the yaw moment demand in the first region to a boundary line of the achievable working region.

21. The control device according to any one of claims 12 to 20, characterized by the processing unit is further configured to: correct the longitudinal moment demand in the second region to the achievable working region while keeping the yaw moment demand in the second region, wherein the second region is one or more regions in the non-achievable working region.

22. The control device according to any one of claims 12 to 21, characterized by the processing unit is further configured to: correct the yaw moment demand in the third region to the achievable working region while keeping the longitudinal moment demand in the third region, wherein the third region is one or more regions in the non-achievable working region.

23. A computing device, comprising: comprise: at least one processor and a memory, the at least one processor coupled with the memory and configured to read and execute instructions in the memory to perform the control method according to any one of claims 1 to 11.

24. A computer readable medium characterized by The computer readable medium stores program codes which, when executed on a computer, cause the computer to perform the control method according to any one of claims 1 to 11.

25. A vehicle characterized by comprise various modules for performing the control method according to any one of claims 1 to 11.

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