A vehicle brake control method and related apparatus

Abstract

The application relates to a vehicle braking control method and related device, the method comprising generating a deceleration control instruction of a vehicle based on a target deceleration and a dynamic correction deceleration, wherein the dynamic correction deceleration is the difference between the target deceleration and the actual deceleration of the vehicle, the target deceleration is determined according to a calibrated parameter in a non-single-pedal mode and a regenerative braking deceleration in the single-pedal mode; and adjusting a braking control strategy of the vehicle according to the deceleration control instruction until the vehicle is stopped. Through the above method, at least the stable stopping of the vehicle can be realized.

Description

Technical Field

[0001] This application relates to the field of vehicle driving control, and more specifically, to a vehicle braking control method and a computer system, computer-readable storage medium, computer program product, and vehicle including the computer system. Background Technology

[0002] In terms of vehicle driving control, a single-pedal control method has emerged that executes vehicle acceleration and braking based on the driver's pressing and releasing of the accelerator pedal. However, during the vehicle braking and coming to a stop, it may be difficult to achieve smooth deceleration, which may not provide a comfortable experience for passengers.

[0003] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this application, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0004] In order to solve or at least alleviate one or more of the above problems, this application proposes an improved vehicle braking control method, a computer system for implementing the method, a computer-readable storage medium, a computer program product, and a vehicle.

[0005] According to one aspect of this application, a vehicle braking control method in one-pedal mode is provided, comprising: generating a deceleration control command for the vehicle based on a target deceleration and a dynamically corrected deceleration, wherein the dynamically corrected deceleration is the difference between the target deceleration and the actual deceleration of the vehicle, and the target deceleration is determined based on calibrated parameters in non-one-pedal mode and regenerative braking deceleration in one-pedal mode; adjusting the braking control strategy of the vehicle according to the deceleration control command until the vehicle comes to a stop.

[0006] As an alternative or supplement to the above solutions, in a method according to an embodiment of this application, the calibrated parameters in the non-single-pedal mode include: vehicle driving acceleration and vehicle creep acceleration.

[0007] As an alternative or supplement to the above solutions, in a method according to an embodiment of this application, the target deceleration is calculated according to the following formula: a tgt = a regen + (a road – a regen ) × (a m – a c ) ÷ (a road – a c ), a regen For regenerative braking deceleration, a roadFor road resistance deceleration, a m Let a be the driving acceleration of the vehicle. c Let be the vehicle's creep acceleration, where the vehicle acceleration corresponding to the current accelerator pedal opening is less than the road resistance deceleration.

[0008] As an alternative or supplement to the above solutions, in a method according to an embodiment of this application, the braking control strategy includes a braking force distribution based on regenerative braking and hydraulic braking, wherein the hydraulic braking is used to supplement braking force when it is determined that regenerative braking alone is insufficient to stop the vehicle.

[0009] As an alternative or supplement to the above solution, the method according to an embodiment of this application further includes estimating the slope of the ramp and calculating the ramp acceleration based on the slope; and generating a deceleration control command for the vehicle based on the ramp acceleration, the target deceleration, and the dynamically corrected deceleration.

[0010] According to another aspect of this application, a computer system is provided, comprising: at least one memory; at least one processor; and a computer program stored in the memory and executable on the processor, the execution of the computer program on the processor causing the following operations: generating a deceleration control command for a vehicle based on a target deceleration and a dynamically corrected deceleration, wherein the dynamically corrected deceleration is the difference between the target deceleration and the actual deceleration of the vehicle, the target deceleration being determined based on calibrated parameters in a non-one-pedal mode and regenerative braking deceleration in a one-pedal mode; and adjusting the braking control strategy of the vehicle according to the deceleration control command until the vehicle comes to a stop.

[0011] As an alternative or supplement to the above solutions, in a computer system according to an embodiment of this application, the calibrated parameters in the non-single-pedal mode include: vehicle driving acceleration and vehicle creep acceleration.

[0012] As an alternative or supplement to the above solutions, in a computer system according to an embodiment of this application, the target deceleration is calculated according to the following formula: a tgt = a regen + (a road – a regen ) × (a m – a c ) ÷ (a road – a c ), a regen For regenerative braking deceleration, a road For road resistance deceleration, a m Let a be the driving acceleration of the vehicle. cLet be the vehicle's creep acceleration, where the vehicle acceleration corresponding to the current accelerator pedal opening is less than the road resistance deceleration.

[0013] As an alternative or supplement to the above solutions, in a computer system according to an embodiment of this application, the braking control strategy includes a braking force distribution based on regenerative braking and hydraulic braking, wherein the hydraulic braking is used to supplement braking force when it is determined that regenerative braking alone is insufficient to stop the vehicle.

[0014] As an alternative or supplement to the above solutions, in a computer system according to an embodiment of this application, the execution of the computer program on the processor further results in the following operations: estimating the slope of the ramp and calculating the ramp acceleration based on the slope; generating a deceleration control command for the vehicle based on the ramp acceleration, the target deceleration, and the dynamically corrected deceleration.

[0015] According to another aspect of this application, a computer-readable storage medium is provided, wherein instructions are stored therein, which, when executed by a processor, cause any of the methods described above to be implemented.

[0016] According to another aspect of this application, a computer program product is provided, the computer program product including computer instructions that, when executed by a processor, implement any of the methods described above.

[0017] According to another aspect of this application, a vehicle is provided, the vehicle including any of the computer systems described above. Attached Figure Description

[0018] The above and other features, aspects, and advantages of this application will become better understood when the following detailed description is read with reference to the accompanying drawings, in which the same or similar elements are indicated by the same reference numerals. It should be noted that the drawings in this application are merely schematic and may not be drawn to scale or in specific quantities. In the drawings: Figure 1 This application illustrates a vehicle braking control method according to some embodiments; Figure 2 A computer system according to some embodiments of this application is shown. Detailed Implementation

[0019] The present application will now be described more fully with reference to the accompanying drawings, which illustrate illustrative embodiments thereof. In the following detailed description of the embodiments, numerous specific details are set forth in order to provide a more thorough understanding of the disclosures herein. However, in one or more embodiments, well-known features have not been described in detail to avoid unnecessarily complicating the description. Where applicable, embodiments of the present application and features thereof may be combined with each other.

[0020] In this application, terms such as “comprising,” “including,” and “having” indicate that, in addition to the units and steps that are directly and explicitly stated in the specification and claims, the technical solution described in this application may also include other units and steps that are not directly or explicitly stated.

[0021] Unless otherwise specified, terms such as “first” and “second” do not indicate the order of the elements they modify in terms of time, space, size, etc., nor are they intended to limit any element to a single element, but are merely used to distinguish the elements.

[0022] In this application, when using "single-pedal mode" to control the vehicle, the driver can use a portion of the accelerator pedal travel (e.g., no greater than a threshold pedal opening (e.g., 20%)) as the brake pedal, and control the vehicle braking only within that portion of the accelerator pedal travel by pressing the accelerator pedal to a certain opening (e.g., to 5%, 10%, 15%, etc.) or releasing the accelerator pedal to a certain opening (e.g., 15%, 10%, 5%, etc.). "Non-single-pedal modes" include three-pedal modes that require operation of the clutch pedal, accelerator pedal, and brake pedal during normal driving, and two-pedal modes that require operation of at least the accelerator pedal and brake pedal. By switching from non-single-pedal mode to single-pedal mode, switching between the accelerator and brake pedals can be avoided or at least reduced, thereby alleviating driver fatigue.

[0023] In this application, the direction of acceleration (e.g., ramp acceleration due to gravity on a slope) may be the same as or opposite to the direction of vehicle travel, depending on the specific context.

[0024] Figure 1 A vehicle braking control method 100 according to some embodiments of this application is shown. The method includes steps 110 and 120.

[0025] In step 110, a deceleration control command for the vehicle can be generated based on the target deceleration and dynamically adjusted deceleration. More specifically, in one-pedal mode, when the driver lifts the accelerator pedal to fully release it (i.e., pedal opening is 0%), a closed-loop control strategy for vehicle deceleration can be employed. For example, the target deceleration required to achieve a smooth stop (e.g., the vehicle's speed change is consistent with the speed change when an experienced driver brakes the vehicle) can be estimated based on the current road resistance (e.g., calculated based on a driving resistance dynamics model).

[0026] In this closed-loop control strategy, PID control can be used to dynamically correct the difference between the target deceleration and the real-time measured vehicle deceleration (i.e., the actual deceleration) as the correction amount (which can be referred to as the dynamic correction deceleration in this paper), so that the actual braking process is consistent with the preset target braking process.

[0027] In some embodiments, the target deceleration used to control vehicle braking in one-pedal mode can also be determined based on calibrated parameters in non-one-pedal mode. Regarding vehicle calibration, various parameters are typically calibrated for different driving styles (e.g., Comfort, Sport, Eco, Standard, etc.) in non-one-pedal mode. For example, when a vehicle is traveling on a flat road, it needs to overcome the deceleration caused by road resistance (which can be simply referred to as road resistance deceleration, denoted as a). road This deceleration is a calibrated value. Additionally, the vehicle's driving acceleration a in non-one-pedal mode... m Both the accelerator pedal opening and the corresponding accelerator pedal opening are calibrated values, and the vehicle's creep acceleration 'a' is the acceleration of the vehicle when it is creeping (i.e., the vehicle is moving slowly forward with the accelerator pedal opening at 0%). c It is also a calibrated value.

[0028] For one-pedal driving mode, if speed and vehicle acceleration are calibrated separately for each driving style, similar to non-one-pedal driving mode, and the smooth braking of the vehicle is controlled based on these calibrations, the workload and resource consumption will increase significantly. Therefore, this application proposes to calibrate the vehicle deceleration only when the accelerator pedal opening is 0% in one-pedal driving mode (in this calibration, the braking force is generated by the electric motor braking energy recovery system, so this deceleration can also be called regenerative braking deceleration a). regen The target deceleration 'a' in single-pedal mode is determined by interpolation using these calibrated values ​​and other calibrated parameters mentioned above in non-single-pedal mode, along with the corresponding speed. tgt .

[0029] More specifically, in one-pedal mode, the vehicle acceleration corresponding to the current accelerator pedal opening is less than a. road (i.e., when the driver intends to slow down the vehicle), according to a tgt = a regen The target deceleration is calculated by adding a1 × a2 ÷ a3 (the target deceleration can be calibrated to correspond to the current accelerator pedal opening when braking the vehicle in one-pedal mode), where a1 = a road –a regen a2 = a m – a c a3 = a road – a c Accordingly, in one-pedal mode, the vehicle acceleration corresponding to the current accelerator pedal opening can be greater than a. roadWhen the driver intends to accelerate the vehicle, the system switches from single-pedal mode to non-single-pedal mode and uses the vehicle acceleration corresponding to the current accelerator pedal opening in non-single-pedal mode as the target acceleration.

[0030] The method described above for determining the target deceleration using calibrated parameters in non-single-pedal mode does not require repeating the relevant calibration in single-pedal mode, thus saving development costs.

[0031] In some embodiments, a deceleration control command for the vehicle can be generated when a slope exists in the vehicle's braking path. First, the slope of the slope can be estimated, and the slope acceleration can be calculated based on the slope. The slope estimation can be performed using acceleration sensor data, wheel angle deceleration data, and suspension displacement sensor data, etc., and is not limited thereto. Next, a deceleration control command for the vehicle can be generated based on the calculated slope acceleration, combined with the aforementioned target deceleration and dynamically corrected deceleration, to control the actual deceleration of the vehicle.

[0032] More specifically, in one-pedal mode, when the driver fully releases the accelerator pedal (e.g., without applying any pressure) to decelerate the vehicle and bring it to a stop on a slope, the vehicle's acceleration gradually decreases to 0 and then increases in the opposite direction. The actual deceleration of the vehicle can be controlled by generating deceleration control commands through feedforward acceleration (as the initial acceleration value at the start of braking), slope-compensated acceleration, and dynamically corrected deceleration, thereby controlling the vehicle's braking torque (e.g., the aforementioned regenerative braking and hydraulic braking).

[0033] In one-pedal mode, when the driver fully releases the accelerator pedal to stop the vehicle on a slope, the aforementioned feedforward acceleration can be the sum of the target deceleration corresponding to the current accelerator pedal opening in one-pedal mode and the slope compensation correction acceleration in one-pedal mode. The slope compensation acceleration has the same value as the current slope acceleration but is in the opposite direction. The slope compensation correction acceleration in one-pedal mode is related to the vehicle speed, the slope acceleration, and the slope compensation coefficient in one-pedal mode.

[0034] More specifically, when a driver fully releases the accelerator pedal to apply regenerative braking while the vehicle is going uphill, the motor suddenly switches from forward drive to reverse regenerative braking, causing a sudden change in vehicle acceleration that can easily lead to discomfort for passengers. Hill-compensated acceleration is used to suppress this sudden change in vehicle acceleration during regenerative braking. It can be calculated based on the vehicle's current speed, hill acceleration, and hill compensation coefficient. For example, a baseline value for the hill-compensated acceleration corresponding to the current speed and hill acceleration can be found in a hill acceleration-speed calibration table, and the corrected hill-compensated acceleration can be determined by multiplying this baseline value by a hill compensation coefficient that can be adjusted based on actual testing. Similarly, for downhill driving in one-pedal mode, when releasing the accelerator pedal to brake the vehicle, the vehicle braking control strategy can be adjusted based on a comparison between regenerative braking deceleration and hill-compensated acceleration. Advantageously, introducing hill-compensated acceleration in one-pedal mode provides dynamic correction to the vehicle's braking torque, reducing the jerkiness during braking and achieving smooth stopping on inclines.

[0035] Furthermore, in single-pedal mode, during the process of the driver braking the vehicle on a slope by depressing the accelerator pedal to a certain opening (e.g., not greater than the threshold pedal opening, such as 5%, 10%, 15%, etc.) or releasing the accelerator pedal from a certain opening (e.g., releasing to an opening of 15%, 10%, 5%, etc.) within a certain accelerator pedal travel defined by the threshold pedal opening, the aforementioned feedforward acceleration can be based on the slope acceleration a. ramp In single-pedal and non-single-pedal modes, the target deceleration 'a' corresponds to the current accelerator pedal opening. tgt With vehicle driving acceleration a m The slope compensation coefficient K is determined separately using an interpolation algorithm. More specifically, the feedforward acceleration can be calculated using the following formula: a ff = (a ramp - a m ) / (a ramp - a tgt ) / (a tgt + Ka ramp In some embodiments, the deceleration control command described above may also be generated based on an open-loop control strategy for motor torque control. More specifically, in single-pedal mode, when the driver depresses the accelerator pedal to a certain degree or releases the accelerator pedal from a certain degree of opening within a certain accelerator pedal travel defined by a threshold pedal opening, the motor regenerative braking system provides different braking forces corresponding to different pedal openings to smoothly decelerate at higher vehicle speeds (e.g., greater than 40 km / h).

[0036] In step 120, the vehicle's braking control strategy can be adjusted according to the deceleration control command generated in step 110 until the vehicle comes to a complete stop. More specifically, this deceleration control command can be transmitted to the motor controller. When the braking force provided by the motor braking energy recovery system is sufficient to stop the vehicle, the braking force required to stop the vehicle can be provided entirely by motor torque braking (also known as regenerative braking). When it is determined that the vehicle cannot be stopped by motor torque braking alone, hydraulic braking can be introduced to supplement the braking force, wherein the hydraulic braking force can be dynamically adjusted according to the closed-loop control strategy.

[0037] In some embodiments, hydraulic parking can also be requested when the vehicle approaches a complete stop (e.g., at a speed less than 0.5 km / h) or comes to a complete stop. When using hydraulic parking, the hydraulic braking force can be adjusted according to the gradient of the slope, with steeper gradients requiring higher hydraulic braking forces.

[0038] In some embodiments, if the driver leaves the vehicle or the hydraulic parking brake is stopped for more than a threshold time (e.g., more than 300 seconds), the pressure can be automatically released and the Electronic Parking Brake (EPB) system can be requested to perform a static parking operation to ensure parking safety.

[0039] In some embodiments, for the automatic braking function in one-pedal mode described above, a status check when the function is activated and continuous safety monitoring under this function are also introduced. More specifically, when the vehicle's automatic braking function is activated, the following conditions can be checked one by one: driver enabling condition (automatic braking function is selected and in the correct gear), fault-free condition (no faults in drive, braking, EPB, or communication, etc.), and vehicle enabling condition (driving mode and vehicle status are normal, driver presence is confirmed, etc.). When the automatic braking function is activated, if a fault is detected in drive, braking, EPB, or communication that cannot ensure driving safety, the driver can be notified and the function can be automatically deactivated. In addition, throughout the entire life cycle of vehicle operation, the automatic braking function can be monitored by cloud-based big data, and its health status can be analyzed through real-time data, such as the rationality analysis and performance level analysis of activating the function. By taking comprehensive factors such as environmental factors and driving factors as input, self-learning and adaptive parameter optimization can be performed to continuously improve the performance of automatic braking.

[0040] Although Figure 1 The steps described herein are presented and described sequentially, but those skilled in the art will appreciate that some or all of the steps may be performed in a different order, may be combined or omitted, and some or all of the steps may be performed in parallel, and additional steps may be performed further. Therefore, the scope of this disclosure should not be considered limited to Figure 1 The specific arrangement of the steps shown.

[0041] Figure 2 This is a schematic block diagram of a computer system. For example... Figure 2 As shown, computer system 200 includes at least one memory 210 (e.g., non-volatile memory such as flash memory, ROM, hard disk drive, magnetic disk, optical disk, etc.), at least one processor 220, and computer program 230. Memory 210 stores the computer program 230, which can be executed by processor 220. Processor 220 is configured to run the computer program 230 stored on memory 210. The above-described method can be achieved by running the computer program stored on one or more memories on one or more processors (e.g., in a multi-processor cooperative manner or a single processor running the computer program independently). Figure 1 The method includes one or more steps or operations.

[0042] According to another aspect of this application, a computer-readable storage medium is also provided, on which instructions are stored, which, when executed by a processor, can realize the above-mentioned functions. Figure 1 The method includes one or more steps or operations.

[0043] According to another aspect of this application, a computer program product is also provided, the computer program product comprising computer instructions, which, when executed by a processor, can implement the above-mentioned... Figure 1 The method includes one or more steps or operations.

[0044] According to another aspect of this application, a vehicle is also provided, the vehicle including the computer system 200 as described above. This application does not limit the vehicle's drive mechanism (e.g., wheeled vehicle, tracked vehicle, etc.) nor the source of the vehicle's driving force (e.g., electric vehicle, hybrid vehicle, fuel-powered vehicle, gas-powered vehicle, etc.).

[0045] The processor mentioned in this application can be an integrated circuit chip with signal processing capabilities. In the implementation process, the above utilizes... Figure 1 One or more steps or operations included in the method can be implemented by integrated logic circuitry in the processor hardware or by instructions in software form. The processor described above can be a general-purpose processor, a digital signal processor, an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. The general-purpose processor can be a microprocessor or any conventional processor.

[0046] The term "computer-readable storage medium" as used in this application includes various types of computer storage media, and can be any available medium accessible to a general-purpose or special-purpose computer. For example, a computer-readable storage medium may include RAM, ROM, EPROM, E2PROM, registers, hard disk, removable disk, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage device, or any other temporary or non-temporary medium capable of carrying or storing desired program code units in the form of instructions or data structures and accessible by a general-purpose or special-purpose computer, or a general-purpose or special-purpose processor. Combinations of the above should also be included within the scope of protection of computer-readable storage media. An exemplary storage medium is coupled to a processor so that the processor can read and write information from / to the storage medium. In an alternative, the storage medium may be integrated into the processor.

[0047] The relevant user personal information that may be involved in the various embodiments of this application is processed in strict accordance with the requirements of laws and regulations, following the principles of legality, legitimacy, and necessity, based on the reasonable purpose of the business scenario, and includes personal information that users actively provide or that is generated as a result of using the product / service, as well as personal information obtained with user authorization.

[0048] The personal information processed in this application will vary depending on the specific product / service scenario and will be based on the specific scenario in which the user uses the product / service. This may involve the user's account information, device information, driving information, vehicle information, or other related information. The applicant will treat the user's personal information and its processing with the utmost diligence.

[0049] This application attaches great importance to the security of users' personal information and has taken reasonable and feasible security protection measures that comply with industry standards to protect users' information and prevent unauthorized access, disclosure, use, modification, damage or loss of personal information.

[0050] The embodiments described in this application are intended to make the disclosure herein comprehensive and complete, and are not intended to limit the scope of the claimed subject matter. Those skilled in the art will conceive of other possible variations or substitutions based on the technical scope disclosed in this application, and such variations or substitutions are all covered within the protection scope of this application. Those skilled in the art will understand that the above descriptions and examples are provided for ease of illustration and example only, and are not intended to cover all aspects of this application or to limit this application to the precise form disclosed. The technical solutions described in this application can be implemented in different forms without departing from the spirit and scope of this application.

Claims

1. A vehicle braking control method in one-pedal mode, comprising: The vehicle deceleration control command is generated based on the target deceleration and the dynamically corrected deceleration, wherein the dynamically corrected deceleration is the difference between the target deceleration and the actual deceleration of the vehicle, and the target deceleration is determined based on the calibrated parameters in the non-single-pedal mode and the regenerative braking deceleration in the single-pedal mode. The braking control strategy of the vehicle is adjusted according to the deceleration control command until the vehicle comes to a complete stop.

2. The vehicle braking control method as described in claim 1, wherein, The calibrated parameters in the non-single-pedal mode include: vehicle driving acceleration and vehicle creep acceleration.

3. The vehicle braking control method as described in claim 2, wherein, The target deceleration is calculated according to the following formula: a tgt = a regen + (a road – a regen ) × (a m – a c ) ÷ (a road – a c ), a regen For regenerative braking deceleration, a road For road resistance deceleration, a m Let a be the driving acceleration of the vehicle. c Let be the vehicle's creep acceleration, where the vehicle acceleration corresponding to the current accelerator pedal opening is less than the road resistance deceleration.

4. The vehicle braking control method as described in claim 1, wherein, The braking control strategy includes a braking force distribution based on regenerative braking and hydraulic braking, wherein the hydraulic braking is used to supplement braking force when it is determined that regenerative braking alone is insufficient to stop the vehicle.

5. The vehicle braking control method as described in claim 1, further comprising: Estimate the slope of the ramp and calculate the ramp acceleration based on the slope. The deceleration control command for the vehicle is generated based on the ramp acceleration, the target deceleration, and the dynamically corrected deceleration.

6. A computer system, comprising: At least one memory; At least one processor; as well as A computer program stored in the memory and executable on the processor, the execution of which causes the following operations: The vehicle deceleration control command is generated based on the target deceleration and the dynamically corrected deceleration, wherein the dynamically corrected deceleration is the difference between the target deceleration and the actual deceleration of the vehicle, and the target deceleration is determined based on the calibrated parameters in the non-single-pedal mode and the regenerative braking deceleration in the single-pedal mode. The braking control strategy of the vehicle is adjusted according to the deceleration control command until the vehicle comes to a complete stop.

7. The computer system as claimed in claim 6, wherein, The calibrated parameters in the non-single-pedal mode include: vehicle driving acceleration and vehicle creep acceleration.

8. The computer system as claimed in claim 7, wherein, The target deceleration is calculated according to the following formula: a tgt = a regen + (a road – a regen ) × (a m – a c ) ÷ (a road – a c ), a regen For regenerative braking deceleration, a road For road resistance deceleration, a m Let a be the driving acceleration of the vehicle. c Let be the vehicle's creep acceleration, where the vehicle acceleration corresponding to the current accelerator pedal opening is less than the road resistance deceleration.

9. The computer system as claimed in claim 6, wherein, The braking control strategy includes a braking force distribution based on regenerative braking and hydraulic braking, wherein the hydraulic braking is used to supplement braking force when it is determined that regenerative braking alone is insufficient to stop the vehicle.

10. The computer system of claim 6, wherein, The execution of the computer program on the processor further results in the following operations: Estimate the slope of the ramp and calculate the ramp acceleration based on the slope. The deceleration control command for the vehicle is generated based on the ramp acceleration, the target deceleration, and the dynamically corrected deceleration.

11. A computer-readable storage medium storing instructions, characterized in that, When executed by a processor, the instructions cause the method described in any one of claims 1 to 5 to be implemented.

12. A computer program product, the computer program product comprising computer instructions, characterized in that, The computer instructions, when executed by a processor, implement the method as described in any one of claims 1 to 5.

13. A vehicle, characterized in that, The vehicle includes the computer system as described in any one of claims 6 to 10.

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