阅读说明：本技术 用于自动驾驶机动车辆的汽车电子横向动力学控制系统 (Automotive electronic lateral dynamics control system for autonomous motor vehicles ) 是由 恩里科·拉福内 克劳迪奥·雷伊 于 2019-12-27 设计创作，主要内容包括：一种自主机动车辆的汽车电子横向动力学控制系统(1),包括：横向行驶路径规划器(4),其被设计为规划自主机动车辆的并由自主机动车辆的参考曲率(ρ-(ref))限定的横向行驶路径；汽车电子行驶稳定性控制系统(2),其被设计为控制汽车制动系统向自主机动车辆施加横摆扭矩以防止自主机动车辆的行驶不稳定状况；以及汽车电子转向控制系统(3),其被设计为控制汽车转向系统向自主机动车辆施加转向角度或扭矩以使自主机动车辆遵循由横向行驶路径规划器(4)规划的横向行驶路径。汽车电子横向动力学控制系统(1)被设计为使汽车电子转向控制系统(3)的干预考虑到汽车电子行驶稳定性控制系统(2)的干预。(Automotive electronic lateral dynamics control system (1) of an autonomous motor vehicle, comprising: a transverse travel path planner (4) designed to plan and be referenced by the autonomous motor vehicleCurvature (p) ref ) A defined lateral travel path; automotive electronic driving stability control system (2) designed to control an automotive braking system to apply a yaw torque to an autonomous motor vehicle To prevent an unstable condition of travel of the autonomous motor vehicle; and an automotive electronic steering control system (3) designed to control the automotive steering system to apply a steering angle or torque to the autonomous motor vehicle So that the autonomous motor vehicle follows a transverse travel path planned by a transverse travel path planner (4). The electronic lateral dynamics control system (1) of the motor vehicle is designed in such a way that the intervention of the electronic steering control system (3) of the motor vehicle takes into account the intervention of the electronic driving stability control system (2) of the motor vehicle.)

1. An automotive electronic lateral dynamics control system (1) of an autonomous motor vehicle, comprising:

-a lateral travel path planner (4) designed to plan a reference curvature (p) of and by the autonomous motor vehicle_ref) A defined lateral travel path;

-an automotive electronic driving stability control system (2) designed to control an automotive braking system to apply a yaw torque to said autonomous motor vehicleTo prevent an unstable driving situation of the autonomous motor vehicle: and

-an automotive electronic steering control system (3) designed to control an automotive steering system to apply a steering angle or a steering torque to the autonomous motor vehicleTo cause the autonomous motor vehicle to follow the transverse travel path planned by the transverse travel path planner (4);

characterized in that the vehicle electronic lateral dynamics control system (1) is designed in such a way that the intervention of the vehicle electronic steering control system (3) takes into account the intervention of the vehicle electronic driving stability control system (2).

2. The automotive electronic lateral dynamics control system (1) according to claim 1, the automotive electronic lateral dynamics control system (1) being further designed to calculate a steering angle or a steering torque to be applied by the automotive steering system to the autonomous motor vehicle to follow a driving path planned by the lateral driving path planner (4) as a function of a measured vehicle quantity or a vehicle quantity calculated on the basis of a measured vehicle quantityAnd indicates that:

-a road curvature (p) and heading (e) and a lateral position (y) of the autonomous motor vehicle and of the autonomous motor vehicle_l) A defined current travel path, an

-yaw rate of said autonomous motor vehicleLateral acceleration (a)_y) Longitudinal speed (V)_x) And steering angle (delta)_sw) A defined current dynamic state.

3. The automotive electronic lateral dynamics control system (1) of claim 2, the automotive electronic lateral dynamics control system (1) being further designed to perform the following calculations:

-calculating a planned lateral travel path of the autonomous motor vehicle based on car quantities defining the current lateral travel path and the current dynamic state of the autonomous motor vehicle; and

-calculating a steering angle or a steering torque to be applied by the car steering system to the autonomous motor vehicle to follow the planned lateral travel path, based on a car quantity defining the planned lateral travel path of the autonomous motor vehicle

4. The automotive electronic lateral dynamics control system (1) of claim 3, said automotive electronic lateral dynamics control system (1) being further designed such that a yaw torque is calculated by said automotive electronic driving stability control system (2)And calculating steering angle or steering torque in different vehicle systems

5. The automotive electronic lateral dynamics control system (1) of claim 3, the automotive electronic lateral dynamics control system (1) being further designed such that a steering angle or a steering torque is calculated by the automotive electronic driving stability control system (2)And yaw torque

6. The automotive electronic lateral dynamics control system (1) of any one of claims 3 to 5, the automotive electronic lateral dynamics control system (1) being further designed to perform the following calculations:

-the reference curvature (p) based on the planned lateral driving path_ref) And the longitudinal speed (V) of the autonomous motor vehicle_x) To calculate a reference yaw rateAnd

-further based on the reference yaw rateCalculating a steering angle or torque of the planned lateral travel path to be applied by the automotive steering system onto the autonomous motor vehicle for following

7. The automotive electronic lateral dynamics control system (1) of claim 3, further designed to perform the following calculations:

-calculating, by means of a state observer (61), an observed automobile quantity comprising an observed heading of the autonomous motor vehicleObserved lateral positionObserved yaw rateAnd observed lateral velocityThe observed vehicle quantity is either calculated by filtering or estimated based on the respective quantities as follows: a measured heading (∈), a road curvature (ρ) ahead of the autonomous motor vehicle, a lateral position (y) of the autonomous motor vehicle_l) Yaw rateLongitudinal speed (V) of the autonomous motor vehicle_x) And a steering angle or torque to be applied by the automotive steering system to the autonomous motor vehicle to cause it to follow the planned lateral travel pathWherein the measured heading (∈), the curvature of the road ahead of the autonomous motor vehicle (ρ), the lateral position of the autonomous motor vehicle (y)_l) Defining a current travel path of the autonomous motor vehicle;

based on a reference yaw rateAnd an observed yaw rate of the autonomous motor vehicleCalculating yaw rate error

Based on a reference heading (∈ C)_ref) And observed heading of the autonomous motor vehicleTo calculate a heading error e_err)；

Based on a reference lateral positionAnd observed lateral position of the autonomous motor vehicleTo calculate the lateral position error

-by means of a state feedback controller (65), based on the yaw rate error, the heading error and the lateral position errorAnd based on observed lateral velocity of the autonomous motor vehicleTo calculate the angle of steeringContribution of closed loop

-by means of an open loop state controller (66), based on saidPlanning a reference curvature (p) of a lateral driving path_ref) And the longitudinal speed (V) of the autonomous motor vehicle_x) To calculate a reference steering angleContribution of open loopAnd

based on a reference steering angleClosed loop and open loop contributions ofTo calculate the reference steering angle

8. The automotive electronic lateral dynamics control system (1) of claim 7, wherein the state observer (61) and/or the state feedback controller (65) are time-varying.

9. An autonomous motor vehicle comprising an automotive electronic lateral dynamics control system (1) according to any of the previous claims.

10. Software loadable into one or more automotive electronic control units of an automotive electronic lateral dynamics control system (1) of an autonomous motor vehicle, the software being designed to cause, when run, the automotive electronic lateral dynamics control system (1) of the autonomous motor vehicle to become configured as claimed in any one of claims 1 to 8.

Technical Field

The present invention relates generally to automotive electronic active safety systems for autonomous motor vehicles, and more particularly to automotive electronic lateral dynamics control systems for autonomous motor vehicles.

The invention is applicable to any type of road motor vehicle, whether it be a road motor vehicle for transporting persons, such as a car, bus, camper or the like, or a road motor vehicle for transporting goods, such as an industrial vehicle or a light or medium-heavy commercial vehicle (van, land-bound van, etc.).

Background

As is well known, in recent years automotive manufacturers have invested considerable resources into the study of automotive Advanced Driver Assistance Systems (ADAS) to improve driving safety and comfort. For this reason, and as it will help achieve the goal of reduced road accidents set by the european union, ADAS is one of the fastest growing market segments in the automotive industry and will certainly become more and more popular in the coming years.

The ADAS safety function is intended to avoid collisions and accidents by providing a technique to warn drivers of potential problems, or to avoid collisions by implementing protective measures and controlling the motor vehicle. The adaptive function may automatically illuminate, provide adaptive cruise control, automatically brake, incorporate GPS/traffic signals, connect a smartphone, alert drivers of other motor vehicles to danger, keep drivers on the right lane, or display blind spots.

ADAS technology is based on vision/camera systems, sensing systems, automotive data networks, vehicle-to-vehicle (V2V) or vehicle-to-infrastructure (V2I) communication systems. The next generation ADAS systems will increasingly utilize wireless connections to provide added value for V2V or V2I communications.

According to studies of german underwriters' association (GDV) accident investigations, it has been shown that in fact only lane departure warning systems can prevent up to 15% of road traffic accidents, while the assistance of crossroads can avoid up to 35% of road accidents.

Technological developments such as radar and camera integration, and data fusion of sensory data from multiple applications are expected to bring motor vehicles in the next 20 years with more significant changes than those that occurred in the first 130 years since the production of the motor vehicle.

The end of these technological developments are generally defined as autonomous, unmanned or autonomous motor vehicles. These terms are most often used interchangeably as in this discussion, and in some professional environments, the use of these terms is different to make a subtle distinction.

In particular, the term "autonomous motor vehicle" is used to denote a motor vehicle similar to today's motor vehicles, i.e. with a forward facing seat and steering wheel, in which the driver is only deprived of driving tasks in certain situations, such as automatic parking or automatic braking, or adaptive cruise control to adjust the speed in order to maintain a safe distance from the vehicle in front. In the near future, autonomous motor vehicles may have full control over driving in busy traffic or on highways.

The term "autonomous or unmanned motor vehicle" has been used to denote those motor vehicles which are considered to represent a step forward step compared to an autonomous motor vehicle, i.e. a motor vehicle in which the steering wheel will disappear completely, which will complete the entire driving process using the same sensing system as used by the autonomous motor vehicle.

Ignoring this subtle distinction, the real distinction is between driver-assisted cars, where the motor vehicle "assists" the driver (and thus the driver is not paying attention) by: braking the vehicle if the vehicle is braked ahead, decelerating the vehicle if needed, etc., in an automatically or automatically driven motor vehicle, unlike in previous cars, the motor vehicle is driven completely automatically without the driver's attention.

An example of such a term distinction is given in the wooded (Wood) et al (2012), where the author writes: "the term 'autonomous' (autonomous) is used generally herein rather than the term 'automated' (automated). The word ' autonomous ' was chosen ' because it is the more widely used term (and therefore more familiar to the public) at the present time. However, the term 'automated' may be said to be more accurate, as it means controlled or operated by a machine, whereas 'autonomous' means functioning alone or independently. Currently, most vehicles (vehicles are unaware of the presence of a person in the seat) use communication with the cloud or other vehicle and do not enter the destination independently. This is why the term 'automation' is more appropriate for describing this vehicle concept ".

In 2014, international SAE (society of automotive engineers) is a standardization body in the aerospace, automotive and vehicle industries, working on developing and specifying engineering standards for various engine-equipped vehicles, including cars, trucks, boats and aircraft, which promulgates a new international standard J3016, specifying six different levels for autopilot. This classification is based on the degree of driver intervention in the motor vehicle, and not on the capabilities of the motor vehicle.

The six levels of automatic driving are:

level 0-no autonomy: the driver must be responsible for all driving aspects, without electronic support;

level 1-driver assistance: the driver must be responsible for all driving aspects, but is supported by information (in the form of visual or audible alerts) provided by an electronic system that can signal a dangerous condition or adverse condition. At this level, the car is simply analyzing and representing the situation; therefore, the driver is responsible for driving the vehicle;

level 2-partial automation: the driver is responsible for driving, but there is a first driving integration. At this level, the motor vehicle intervenes in acceleration and braking, such as brake assistance and crash emergency braking, by means of the safety system. Direction and traffic control is still controlled by the driver, although in some cases road markings are clearly visible, it may be in a partially automated way (called lane keeping aid system, depending on the car brand, its most complete name being traffic jam aid, automatic steering, road aid systems);

level 3-condition automation: motor vehicles are able to manage driving, acceleration, braking and direction under ordinary environmental conditions, while the driver intervenes in problematic situations such as the occurrence of system requests or the driver verifying himself an adverse situation;

level 4-highly automated: autonomous driving systems can cope with any possible situation, but must not be activated in extreme driving conditions (such as severe weather conditions);

level 5-fully automated: the automatic driving system is able to manage all the situations that can be managed by human beings without any human intervention.

In the context of classifying these new technologies, the United Nations European economic Commission (UN/ECE) also acted upon by regulation No.79dE/ECE/324/Rev.1/Add.78/Rev.3-E/ECE/TRANS/505/Rev.1/add.78/Rev.3 entitled "ingredient registration the addition of the coordinated Technical United Nations Regulation for Wheeled Vehicles," Equipment and Parts of the country Cann fixed and/or of the Used of the coordinated Technical and scientific Regulations of the coordinated Granted United SAE on the Basis of the national Regulations of the coordinated national Regulations of the approved United states Regulation of the coordinated United states of the Vehicles ", and the increase in the use of the Equipment added by the Parts of the United states of the Vehicles and/or the Parts of the coordinated vehicle by the national Commission No. 11 and the Parts of the coordinated International Regulations, and the increase in the United states of the Parts of the Vehicles and the Parts of the other countries by the national Regulations No. 11, unified regulations are enacted regarding the configuration and operation of road vehicle steering systems.

In fact, up to now, the main requirement for a steering system has been the presence of a positive mechanical connection between the steering control (usually consisting of a steering wheel) and the wheels to determine the path of the vehicle. Large mechanical connections are not considered to fail.

Technological advances, the desire to improve occupant safety by eliminating mechanical steering columns, and the production advantages associated with easier transfer of steering control between left-hand and right-hand drive vehicles have brought an examination of conventional approaches. Thus, with the regulations revised in view of the new technology, there will probably be no mechanical connection between the steering control and the wheels of the motor vehicle in the steering system from now on.

Systems in which the driver retains primary control over the motor vehicle but can assist by generating signals on the motor vehicle that affect the steering system are referred to as "advanced driver assisted steering systems".

Such systems may include, for example, "automated command steering functionality" that uses passive infrastructure elements to assist the driver in maintaining the motor vehicle on a desired path (lane guidance, lane keeping, heading control), performing low speed maneuvers in narrow spaces, or stopping the motor vehicle at a predetermined point (bus stop guidance).

Advanced driver-assisted steering systems may also include "corrective steering functionality," for example, alerting the driver when the vehicle leaves the lane ("lane departure warning"), correcting the steering angle to prevent the vehicle from leaving the lane ("lane departure avoidance"), or correcting the steering angle of one or more wheels to improve the dynamic behavior or stability of the motor vehicle.

With any advanced driver assisted steering system, the driver can at any time decide to intentionally switch off the assistance function, for example to avoid obstacles on the road.

This technology also makes it possible to influence or control the steering, engine and braking systems by means of signals generated by sensors and by elements on or outside the motor vehicle, such as signals transmitted by transponders placed along the road or by active elements inserted into the road surface. These systems, which do not require the presence of a driver on the vehicle, are known as "autonomous steering systems".

US2005/246101a1 discloses a car stability control system for road vehicles comprising a limit management assistance controller that uses video to detect lane measurements in conjunction with vehicle dynamics information. These include inertial brakes and steering measurements to control the EPS and VSC automotive systems to assist the driver in stabilizing the motor vehicle and correcting any lane departure before and/or during understeer, oversteer, asymmetric or split friction (split mu frictions), and heavy braking conditions and lane changes.

US2006/100766a1 discloses a method for improving the driving stability of a motor vehicle during braking, in which a compensating steering angle of an adjusted and/or controlled steering system is calculated as a function of various input parameters, in order to improve the driving stability of the motor vehicle by means of a steering intervention. During a steering intervention, at least two interference compensation portions for compensating the steering angle are considered to achieve a more comfortable control; one of the interference compensation portions is calculated based on the path of the motor vehicle.

US2011/098886a1 discloses a motor vehicle control architecture designed based on a top-down approach with abstraction and modularity. The control architecture includes: a vehicle/environment detection and perception processor that processes signals from the sensors; and a motion planning processor providing lane center path planning and tracking, lane change path planning and tracking, and target and round trip speed control. The architecture also includes a driver control interpreter that interprets driver controls and a control integration processor that provides reference power for lateral, roll, and longitudinal power of the vehicle. The architecture also includes a supervisory and control integrated controller that provides control integration and generates integrated longitudinal force control signals, integrated lateral force control signals, integrated yaw moment control signals, and steering torque control signals for use by the longitudinal and lateral motor vehicle controllers.

Disclosure of Invention

The invention aims to provide an automotive electronic lateral dynamics control system for an autonomous driving motor vehicle.

According to the present invention, as set forth in the appended claims, there is provided an automotive electronic lateral dynamics control system for an autonomous motor vehicle.

Drawings

Fig. 1 shows a high-level architectural block diagram of an automotive advanced electronic system for controlling the driving stability of an autonomous motor vehicle according to a first embodiment of the present invention.

Fig. 2 shows a detailed block diagram of the advanced electronic control system of the automobile shown in fig. 1.

Fig. 3 shows a high-level architectural block diagram of an automotive advanced electronic system for controlling the driving stability of an autonomous motor vehicle according to a second embodiment of the present invention.

Fig. 4 shows a detailed block diagram of the advanced electronic control system of the vehicle shown in fig. 3.

Detailed Description

The present invention will now be described in detail with reference to the drawings, to enable one skilled in the art to make and use the invention. Various modifications to the described embodiments will be readily apparent to those skilled in the art, and the general principles described herein may be applied to other embodiments and applications without departing from the scope of the present invention as defined in the appended claims. Therefore, the invention should not be considered as being limited to the described and illustrated embodiments; but rather should be accorded the widest scope consistent with the features described and claimed.

Briefly, the present invention essentially provides for coordinating the operation of an automotive electronic steering control system (hereinafter referred to as an EPS (electric Power steering) system for brevity) with the operation of an automotive electronic driving stability control system (hereinafter referred to as an ESC (electronic stability control) system for brevity), such that the ESC and EPS systems cooperate to create an integrated automotive electronic control system for controlling the lateral dynamics of an autonomous motor vehicle, wherein the intervention of the EPS system takes into account the intervention of the ESC system with the motor vehicle.

It is known, in fact, that ESC systems for manually driving motor vehicles are designed to detect the occurrence of an unstable-running condition of the motor vehicle and, upon detection, to calculate a yaw torque to be applied to the motor vehicle to prevent the unstable-running condition of the motor vehicleAnd correspondingly controlling the braking system of the automobile to make the yaw torqueTo motor vehicles to prevent driving instability of the motor vehicle.

An EPS system for autonomously or manually driving a motor vehicle is designed to receive steering instructions for an automotive steering system in the form of: steering angle that a wheel or steering column of a motor vehicle must followOr a steering torque to be applied to a steering column of a motor vehicle to cause the motor vehicle to follow a planned lateral travel pathAnd correspondingly controlling the automobile steering system according to the steering command to enable the steering angleOr steering torqueTo the wheels or steering columns of the motor vehicle to cause the motor vehicle to travel in a planned lateral travel path.

In the first embodiment shown in fig. 1 and 2, the intervention of the ESC and EPS systems is coordinated, and the logical architecture of the ESC system is not changed, but only acts on the logical architecture of the EPS system, so that the intervention of the EPS system takes into account the intervention of the ESC system, and therefore, the incremental improvement of the ESC system is basically embodied.

In a second, more advanced embodiment of the present invention, illustrated in fig. 3 and 4, the intervention of both the ESC and EPS systems is coordinated by changing their logical architecture, thus embodying a renewed thinking of their logical architecture.

With reference to a first embodiment of the invention, fig. 1 shows a block diagram of an integrated automotive electronic control system for controlling the lateral dynamics of an autonomous motor vehicle, indicated as a whole with the reference number 1. In particular, fig. 1 shows the domain of the ESC system, indicated with reference number 2, the domain of the EPS system, indicated with reference number 3, and the domain of the autonomous driving system, referred to as ADS for the sake of brevity, which is designed to calculate a reference steering angle of the EPS system 3, indicated with reference number 4, and referred to below for simplicity

As shown in fig. 1, the ESC system 2 receives a series of vehicle quantities measured by the vehicle sensing system or otherwise calculated based on the measured quantities, hereinafter referred to for convenience as measured vehicle quantities. The measured vehicle quantity includes, inter alia, yaw rateLateral acceleration a_yAngular velocity omega of wheel_wheelSteering angle delta_swAnd steering speedAnd the like.

Based on the received measured vehicle quantity, the ESC system 2 is designed to calculate the brake pressure P_wheelA brake command of the type of brake pressure P for a vehicle brake system_wheelWill be applied to the brake calipers to cause a corresponding yaw torque to be applied to the autonomous motor vehicle

The ADS system 4 receives the measured vehicle quantitya_y、V_x、δ_sw、ρ、∈、y_lWhere e is the heading of the motor vehicle relative to the longitudinal axis of the motor vehicle, p is the curvature of the road ahead of the motor vehicle, y_lIs the transverse position of the motor vehicle relative to the planned driving path of the motor vehicle, wherein the last three measured vehicle quantities together define the position of the motor vehicle in the reference frame of the motor vehicle, and V_xIs based on omega_wheelThe calculated longitudinal speed of the motor vehicle.

Based on the received measured vehicle quantity, the ADAS system 4 calculates the steering angle of the EPS system 3Such that the autonomous motor vehicle follows the planned lateral travel path.

EPS system 3 receives the calculated reference steering angleMeasured steering angle delta_swAnd measured steering speedAnd based on these vehicle quantities, the EPS system 3 calculates the current i_swA steering command in the form of a current i_swElectric actuator to be provided to a steering system of an automobile to apply steering torque to an autonomous motor vehicleOn the steering column of a vehicle, so that the latter achieves a corresponding steering angleWhich in turn causes the autonomous motor vehicle to follow the planned lateral travel path.

In particular, the ESC system 2 is designed to:

based ona_y、δ_sw、The occurrence of an unstable condition of the autonomous motor vehicle is detected (block 10),

-calculating a yaw torque to be applied to the autonomous motor vehicle and to be followed as described below, when the occurrence of an unstable condition of the autonomous motor vehicle is detected(block 20) of the process of the present invention,

-calculating the longitudinal force that the wheel of the autonomous motor vehicle must exert on the ground and the associated target wheel rotation σ_ref(block 30) and

-calculating the brake pressure P_wheelAnd applying a braking pressure P to each wheel_wheelTo achieve a correlation σ_ref(block 40).

The ADS system 4 is designed to:

based ona_y、V_x、δ_sw、ρ、∈、y_lCalculating a planned lateral travel path to be followed by the autonomous motor vehicle and defined by a plurality of car quantities including a reference curvature ρ_refThe reference course belongs to_refAnd a reference lateral position(block 50) of the process of the present invention,

-calculating a steering angle based on a car quantity defining a planned driving path of the autonomous motor vehicle(block 60).

In particular, in autonomous motor vehicles, the planned transverse travel path is calculated by a transverse travel path planner, which is part of the autonomous driving system of the autonomous motor vehicle and operates on the basis of proprietary transverse travel path planning algorithms, which are developed in particular by the car manufacturer, so that the algorithms of different car manufacturers are usually different.

The EPS system 3 is designed to:

based on steering angleCalculating a steering column to be applied to an autonomous motor vehicle to achieve the steering angleSteering torque of(block 70).

-calculating and supplying a current i to a steering system of a motor vehicle_swA steering command of the form, the current i_swIs required for executing the calculated steering command.

Fig. 2 shows a detailed functional block diagram of the functional blocks within the dashed area of the first embodiment of the present invention shown in fig. 1, and the blocks therein are to be considered as merely representative of the functions performed and are not limited to a particular circuit configuration.

In particular, as mentioned above, the ESC system 2 is designed to:

-receivinga_y、ω_wheel、δ_sw、

-detecting the occurrence of an unstable condition of the autonomous motor vehicle based on the received quantity of cars, and

-calculating, based on the received vehicle quantity, when an unstable condition of the autonomous motor vehicle is detected

Steering angleThe calculation block 60 includes:

a state observer 61, conveniently a time-varying state observer, configured to receive p, e, y_l、V_xAndor alternatively, δ_swAnd outputs the observed vehicle quantityWhereinWhich are the lateral velocities of the autonomous motor vehicle, these observed car quantities can be calculated by filtering the corresponding measured car quantities, or can be estimated from other measured car quantities, and can also be phased with respect to each other, i.e. correlated and in line with each other,

a yaw rate reference generator 62 configured to receive p_ref e V_xAnd based on rho_ref，e V_xAnd model calculation known in literature and output reference yaw rateThe simplest of which is represented by_refAnd V_xThe product of (a) represents the sum of,

a first subtractor 63 configured to receiveAndand subtracted from each other to output a yaw rate error

A second subtractor 64 configured to receive e_ref eAndeand subtracted from each other to output the associated heading and lateral position error e of the autonomous motor vehicle_err e

A state feedback controller 65 configured to receive∈_err、And based on∈_err、And state model calculation known in literature and output to steering angleContribution of closed loopThe simplest of which is∈_err、Appropriate gain vectors for linear combinationRepresents;

an open-loop controller 66 configured to receive p_refAnd V_xAnd based on rho_refAnd V_xAnd one of the models known in the literature calculates and outputs a steering angle pairAll open loop or feed forward contributionsTo speed up the time response of the control logic and to improve the compensation capability of p, an

A summing unit 67 configured to receiveAndand toAndis summed to output

Referring to the second embodiment of the present invention, fig. 3 shows domains of the ESC system 2, the EPS system 3, and the ADS system 4 from an architectural perspective.

A comparison between the architectures shown in fig. 1 and 3 shows that the second embodiment of the invention differs from the first embodiment shown in fig. 1 in that the yaw torque isAnd steering angleInstead of being calculated separately in the ESC system 2 and the ADS system 4, respectively, but rather being calculated in the ESC system 2 (block 70), the ESC system 2 becomes a controller for both the braking system and the steering system of the autonomous motor vehicle.

Additionally, in a second embodiment of the present invention, the ESC system 2 receivesa_y、ω_wheel、δ_sw、ρ、∈、y_lAnd ADS system 4 receivesa_y、V_x、δ_sw、ρ、∈、y_l。

The logical architecture of the first embodiment of the invention shown in fig. 2 is thus transformed into the logical architecture shown in fig. 4, wherein the state feedback controller 65 integrates the functions of block 10 and block 20.

As shown in FIG. 4, the state feedback controller 65 is designed in addition to∈_err、In addition, delta is received_sw、a_y、V_xTo detect the occurrence of an unstable condition of the autonomous motor vehicle, and when such a condition is detected, to calculate the yaw torqueThis torque is also input to the state observer 61 to allow calculation thereof

In this embodiment, the state feedback controller 65 may conveniently be time-varying and need to receive V for this purpose_xThe state feedback controller 65 is designed to calculate and output:

-based on a gain vector that varies according to whether an occurrence of an unstable condition of the autonomous motor vehicle is detectedAnda gain matrix selected between, and

-based on detecting the occurrence of an unstable condition of the autonomous motor vehicle at two different gain vectorsAnda gain matrix selected between.