EP3635499A1 - System for planning the trajectory of a motor vehicle - Google Patents

System for planning the trajectory of a motor vehicle

Info

Publication number
EP3635499A1
EP3635499A1 EP18726206.8A EP18726206A EP3635499A1 EP 3635499 A1 EP3635499 A1 EP 3635499A1 EP 18726206 A EP18726206 A EP 18726206A EP 3635499 A1 EP3635499 A1 EP 3635499A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
function
trajectory
signal
lane change
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP18726206.8A
Other languages
German (de)
French (fr)
Inventor
Sergey ABRASHOV
Francois Aioun
Franck Guillemard
Xavier Moreau
Rachid Malti
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Centre National de la Recherche Scientifique CNRS
Universite de Bordeaux
Institut Polytechnique de Bordeaux
PSA Automobiles SA
Original Assignee
Centre National de la Recherche Scientifique CNRS
Universite de Bordeaux
Institut Polytechnique de Bordeaux
PSA Automobiles SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Centre National de la Recherche Scientifique CNRS, Universite de Bordeaux, Institut Polytechnique de Bordeaux, PSA Automobiles SA filed Critical Centre National de la Recherche Scientifique CNRS
Publication of EP3635499A1 publication Critical patent/EP3635499A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
    • B60K35/20—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor
    • B60K35/28—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor characterised by the type of the output information, e.g. video entertainment or vehicle dynamics information; characterised by the purpose of the output information, e.g. for attracting the attention of the driver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/10—Path keeping
    • B60W30/12—Lane keeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B62D15/0255—Automatic changing of lane, e.g. for passing another vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K2360/00—Indexing scheme associated with groups B60K35/00 or B60K37/00 relating to details of instruments or dashboards
    • B60K2360/16—Type of output information
    • B60K2360/175—Autonomous driving
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
    • B60W2050/0011—Proportional Integral Differential [PID] controller
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions

Definitions

  • the invention relates to the field of motor vehicles equipped with autonomous or semi-autonomous driving system. More particularly, the invention relates to the field of trajectory planning systems for a motor vehicle in autonomous or semi-autonomous driving during a lane change.
  • Lateral trajectory regulators play a vital role in controlling the trajectory of motor vehicles. They intervene in particular to control and maintain the vehicle on a trajectory calculated by an external system.
  • Three cases usually occur. The first concerns the case where the curvature of the road varies. The vehicle must adjust its trajectory to align with the variation in the shape of the road, usually modeled by a clothoid curve.
  • the second case concerns in particular the disturbances of the trajectory, due for example to an involuntary manipulation of the steering wheel or to the meteorological conditions (wind). The vehicle must be able to quickly return to its original trajectory.
  • the third case concerns trajectory calculations where a lane change is planned. In order to preserve the stability of the vehicle and the comfort of the passenger, this change of lane must not lead to a sudden change of the trajectory.
  • published patent document US 8,428,843 B2 discloses a method requiring a complete modeling of the route taken by the vehicle. Once this estimate is made, a preferred trajectory is predictively generated, adapted to be smooth when changing lanes. The algorithm therefore relies on polynomial approximations requiring substantial computing power.
  • the lateral control method disclosed in the state of the art requires the analysis of a road horizon in order to plan in advance the trajectory of the vehicle over that horizon.
  • the object of the invention is to provide a method for autonomously controlling the steering of a motor vehicle, in the event of a lane change, which overcomes at least one disadvantage of the abovementioned prior art. More particularly, the invention aims to provide a method of autonomous control of the steering of a motor vehicle, in case of a lane change, requiring less computational capabilities than the methods of the state of the art.
  • the invention relates to a method for autonomously controlling the direction of a motor vehicle during a lane change, comprising the following steps: receiving a lane change signal to a target channel; and calculating a vehicle direction control signal based on the lane change signal; remarkable in that the calculation of the steering control signal comprises, upon reception of the lane change signal, the determination of a function of the lateral deviation of the vehicle with respect to the target lane and a smoothing of said function by means of a low-pass filter.
  • Autonomous control of the steering of a motor vehicle means an automated control of the direction of the vehicle with or without the supervision and / or intervention of the driver.
  • the target track is the path on which the vehicle must align its trajectory and continue its movement.
  • the target path may be changed depending on the planned trajectory calculations.
  • the calculation of the steering control signal further comprises a servocontrol loop of said control signal, with, as a reference, the function of the smoothed lateral deviation.
  • control loop comprises a regulator of the PID type.
  • servo control loop further comprises a function representative of the dynamics of the vehicle.
  • control loop further comprises a disturbance signal at the input of the function representative of the dynamics of the vehicle.
  • the disturbances acting on the servo system are therefore a component of the signal processed by the representative function of the dynamics of the vehicle.
  • the servo-control loop comprises a measurement of the lateral deviation of the vehicle relative to a reference track and the calculation of the difference between said measured difference and the smoothed lateral deviation.
  • the low-pass filter is executed by means of a transfer function F (s) of the second order which is stated:
  • the cutoff frequency is greater than or equal to 0.25 and / or less than or equal to 2.
  • the damping coefficient is greater than or equal to 0.85.
  • the invention also relates to a motor vehicle comprising an autonomous driving system with a power steering and a computer electrically connected to said direction, and wherein the computer is configured to perform the method described above according to the invention.
  • the measurements of the invention are interesting in that the method makes it possible to generate, in a simplified manner, the trajectory of the vehicle when it changes its lane.
  • This trajectory generation is simplified in that it is based on a smoothing of the function of the lateral deviation of the vehicle with respect to the target channel, this function forming, by its nature, a step.
  • This function is calculated from two external data, which correspond to the lateral distance of the vehicle relative to a reference path, as well as that relative to a target path.
  • the measures of the invention are interesting in that they make it possible to distinguish the different situations at the origin of a variation of the values of these lateral distances.
  • the reference generator makes it possible to distinguish the variations due to a movement of the vehicle following a spacing of its intended trajectory (turn, weather disturbance or involuntary handling of the steering wheel), those due to a change of target path.
  • a low-pass filter only the component of the function of the lateral deviation due to a change of lane is smoothed by a low-pass filter.
  • the method therefore makes it possible to adapt the effect of the lateral position regulator to each situation. If it is a separation of the vehicle from its trajectory, the loop of control acts so that the vehicle quickly returns to its position. If the target channel has changed, the vehicle then starts a smooth deflection, thanks to a damping of the instruction upstream of the command.
  • the measurements of the invention are interesting in that the degree of smoothing is adjustable, in particular by acting on the damping coefficient and the cut-off pulse of the filter placed upstream of the control loop.
  • FIG. 2 is a block diagram of the invention
  • FIG. 3 is a graph showing the setpoint variation during a lane change without signal processing
  • FIG. 4 is a block diagram of the reference generator, which contributes to the smoothing of the trajectory;
  • FIG. 5 is a block diagram of the control loop;
  • FIG. 6 is a graph of the reference trajectory as a function of the cut-off pulse of the filter.
  • Figure 1 models the differences between the different tracks and the vehicle.
  • Each of the paths is indexed i, and each of said deviations is denoted by.
  • a Frenet base (T, N) can be associated with the position of the vehicle at each moment, T being a vector tangent to the vehicle trajectory, and N a vector normal to T at the point modeling the position of the vehicle 1.
  • the index i then varies incrementally from 0, in the positive direction of the vector N.
  • the channel 0 therefore represents the furthest path situated to the right of the driver, according to the direction of advance of the vehicle 1.
  • the invention is implemented by a device as shown in Figure 2.
  • the vehicle is equipped with a positioning computer 2 of the vehicle on the road. It implements a decision algorithm that determines the trajectory of the vehicle, and therefore the way to follow at every moment. This path is called “target path” and is noted n.
  • the corresponding data is transformed into a signal 3 at the input of the reference generator 4.
  • the vehicle is also equipped with a positioning system 7, which generally includes position sensors and cameras to identify road features, such as the white side lines. These measured position data are sent to the input of the reference generator 4 by means of a control loop 8.
  • the device When a difference is found between the actual position of the vehicle and the target path, the device acts to cancel and reposition the vehicle on its calculated path. This adjustment is achieved by the step 40 of calculating a control signal of the direction of the vehicle, implementing the reference generator 4 and the lateral position controller 5.
  • the repositioning of the vehicle on its trajectory is therefore ensured by a control signal 51 emitted by the lateral position controller 5.
  • the repositioning trajectory of the vehicle is linked to the shape of the signal of the trajectory setpoint df n received by the lateral position regulator 5.
  • the position controller 5 converts the setpoint df n into a control 51 applied to the steering mechanism of the vehicle 6.
  • Figure 3 shows the variation of the reference reference ⁇ d n during a change of channel without signal processing. At the moment of the change, the distance between the vehicle and the middle of the target path varies abruptly, according to a spatial and temporal level.
  • the reference setpoint ⁇ d n is calculated from these variations of deviation.
  • FIG. 4 is a block diagram of the reference generator 4, which contributes to the smoothing of the trajectory.
  • the reference generator 4 comprises a selector 42, a subtractor 44, and a filter 46.
  • the selector 42 receives as input the number of the target channel n, transmitted by the decision-making calculator 2 (FIG. 2), as well as the differences of to all routes i.
  • the selector 42 emits at its output only the data of two deviations: d ° and d n .
  • the subtractor 44 calculates the difference between d n and d °, referred to as the reference reference ⁇ d n .
  • the advantage of this selection step 41 and then subtraction 43 lies in the fact that a lane change influences only the distance d n and not d °.
  • the reference setpoint ⁇ d n is processed by a low-pass filter 46 to emit at its output the filtered reference ⁇ df n , which constitutes the regulation setpoint.
  • trajectory error to be canceled by the lateral position regulator is induced at the output of the generator by means of a closed-loop control 8.a, and is obtained according to the following formula:
  • FIG. 5 is a block diagram of the control loop 8.b, including the lateral position regulator 5 and the function representative of the dynamics of the vehicle 6.
  • the servocontrol loop 8b makes it possible to provide the regulator with an error of position e (s) to be canceled, given by:
  • J ref.f (s) corresponds to a set value obtained by filtering a reference value y ref (s), thanks to the low-pass filter 46 of the transfer function F.
  • the equations (E1) and (E2) are therefore equivalent:
  • a disturbance signal is taken into account upstream of the function representative of the dynamics of the vehicle 6, which can advantageously be the steering mechanism.
  • the control loop 8.b makes it possible to bring the distance between the channel 0 and the vehicle - represented by the measured value noted y, - to equalize the target value noted y ref , which represents the distance between the channel 0 and the new target path n. It constitutes a reference value towards which the value of measurement must tend thanks to successive iterations of calculation.
  • ⁇ f makes it possible to impose the degree of "smoothing": for the pulsation values ⁇ f less than or equal to 0.35rad.s-1, the trajectory is smooth. For values greater than 0.35rad.s-1, switching from one channel to another becomes abrupt.
  • the marks associated with the vehicle 1 are given in FIG. 7.
  • the values of the deviations of are algebraic values, their sign depending on the position of the vehicle 1 with respect to each of the respective channels.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

The invention relates to a method for autonomous control of the steering of a motor vehicle during a lane change. The method uses a decision-making computer (2) determining the lane to be used, as well as a positioning system (7) for positioning the vehicle in relation to the various lanes. A reference generator (4) calculates a filtered reference signal (df n) from the error between a reference value and a measured value in order to make it possible to have a smoothed trajectory correction. The correction of this position error is obtained via a control loop (8), using a regulator (5). The latter outputs a control signal (51) which acts on the steering mechanism of the vehicle (6).

Description

SYSTEME DE PLANIFICATION DE TRAJECTOIRE DE VEHICULE AUTOMOBILE  MOTOR VEHICLE TRACK PLANNING SYSTEM
L'invention a trait au domaine des véhicules automobiles équipés de système de conduite autonome ou semi-autonome. Plus particulièrement, l'invention a trait au domaine des systèmes de planification de trajectoire pour un véhicule automobile en conduite autonome ou semi-autonome lors d'un changement de voie. The invention relates to the field of motor vehicles equipped with autonomous or semi-autonomous driving system. More particularly, the invention relates to the field of trajectory planning systems for a motor vehicle in autonomous or semi-autonomous driving during a lane change.
Les régulateurs latéraux de trajectoire jouent un rôle essentiel dans le contrôle de la trajectoire de véhicules automobiles. Ils interviennent notamment pour contrôler et maintenir le véhicule sur une trajectoire calculée par un système externe. Trois cas se présentent généralement. Le premier concerne le cas où la courbure de la route varie. Le véhicule doit ajuster sa trajectoire de façon à s'aligner sur la variation de la forme de la route, généralement modélisée par une courbe clothoïde. Le deuxième cas concerne notamment les perturbations de la trajectoire, dues par exemple à une manipulation involontaire du volant ou aux conditions météorologiques (vent). Le véhicule doit être capable de retourner rapidement sur sa trajectoire initiale. Le troisième cas concerne les calculs de trajectoire où un changement de voie est prévu. Afin de préserver la stabilité du véhicule et le confort du passager, ce changement de voie ne doit pas entraîner de variation brusque de la trajectoire. Lateral trajectory regulators play a vital role in controlling the trajectory of motor vehicles. They intervene in particular to control and maintain the vehicle on a trajectory calculated by an external system. Three cases usually occur. The first concerns the case where the curvature of the road varies. The vehicle must adjust its trajectory to align with the variation in the shape of the road, usually modeled by a clothoid curve. The second case concerns in particular the disturbances of the trajectory, due for example to an involuntary manipulation of the steering wheel or to the meteorological conditions (wind). The vehicle must be able to quickly return to its original trajectory. The third case concerns trajectory calculations where a lane change is planned. In order to preserve the stability of the vehicle and the comfort of the passenger, this change of lane must not lead to a sudden change of the trajectory.
En ce sens, le document de brevet publié US 8,428,843 B2 divulgue une méthode nécessitant une modélisation complète de la route empruntée par le véhicule. Une fois cette estimation réalisée, une trajectoire préférée est générée de façon prédictive, adaptée pour être lisse lors du changement de voie. L'algorithme repose donc sur des approximations polynômiales nécessitant des puissances de calcul conséquentes. In this sense, published patent document US 8,428,843 B2 discloses a method requiring a complete modeling of the route taken by the vehicle. Once this estimate is made, a preferred trajectory is predictively generated, adapted to be smooth when changing lanes. The algorithm therefore relies on polynomial approximations requiring substantial computing power.
La méthode de contrôle latéral divulguée dans l'état de l'art exige l'analyse d'un horizon de la route afin de planifier à l'avance la trajectoire du véhicule sur cet horizon. L'invention a pour objectif de proposer un procédé de commande autonome de la direction d'un véhicule automobile, en cas de changement de voie, palliant au moins un inconvénient de l'art antérieur susmentionné. Plus particulièrement, l'invention a pour objectif de proposer un procédé de commande autonome de la direction d'un véhicule automobile, en cas de changement de voie, nécessitant moins de capacités de calcul que les méthodes de l'état de l'art. L'invention a pour objet un procédé de commande autonome de la direction d'un véhicule automobile lors d'un changement de voie, comprenant les étapes suivantes : réception d'un signal de changement de voie vers une voie cible ; et calcul d'un signal de commande de la direction du véhicule sur base du signal de changement de voie; remarquable en ce que le calcul du signal de commande de la direction comprend, lors de la réception du signal de changement de voie, la détermination d'une fonction de l'écart latéral du véhicule par rapport à la voie cible et un lissage de ladite fonction au moyen d'un filtre passe-bas. The lateral control method disclosed in the state of the art requires the analysis of a road horizon in order to plan in advance the trajectory of the vehicle over that horizon. The object of the invention is to provide a method for autonomously controlling the steering of a motor vehicle, in the event of a lane change, which overcomes at least one disadvantage of the abovementioned prior art. More particularly, the invention aims to provide a method of autonomous control of the steering of a motor vehicle, in case of a lane change, requiring less computational capabilities than the methods of the state of the art. The invention relates to a method for autonomously controlling the direction of a motor vehicle during a lane change, comprising the following steps: receiving a lane change signal to a target channel; and calculating a vehicle direction control signal based on the lane change signal; remarkable in that the calculation of the steering control signal comprises, upon reception of the lane change signal, the determination of a function of the lateral deviation of the vehicle with respect to the target lane and a smoothing of said function by means of a low-pass filter.
Par commande autonome de la direction d'un véhicule automobile, on entend une commande automatisée de la direction du véhicule avec ou sans la surveillance et/ou l'intervention du conducteur. Autonomous control of the steering of a motor vehicle means an automated control of the direction of the vehicle with or without the supervision and / or intervention of the driver.
La voie cible est la voie sur laquelle le véhicule doit aligner sa trajectoire et poursuivre son mouvement. La voie cible peut être amenée à changer en fonction des calculs prévisionnels de trajectoire. Selon un mode avantageux de l'invention, le calcul du signal de commande de la direction comprend, en outre, une boucle d'asservissement dudit signal de commande, avec, pour consigne, la fonction de l'écart latéral cible lissée. The target track is the path on which the vehicle must align its trajectory and continue its movement. The target path may be changed depending on the planned trajectory calculations. According to an advantageous embodiment of the invention, the calculation of the steering control signal further comprises a servocontrol loop of said control signal, with, as a reference, the function of the smoothed lateral deviation.
Selon un mode avantageux de l'invention, la boucle d'asservissement comprend un régulateur du type PID. Selon un mode avantageux de l'invention, la boucle d'asservissement comprend, en outre, une fonction représentative de la dynamique du véhicule. According to an advantageous mode of the invention, the control loop comprises a regulator of the PID type. According to an advantageous embodiment of the invention, the servo control loop further comprises a function representative of the dynamics of the vehicle.
Selon un mode avantageux de l'invention, la boucle d'asservissement comprend, en outre, un signal de perturbation à l'entrée de la fonction représentative de la dynamique du véhicule. Les perturbations agissant sur le système d'asservissement sont donc une composante du signal traité par la fonction représentative de la dynamique du véhicule. According to an advantageous embodiment of the invention, the control loop further comprises a disturbance signal at the input of the function representative of the dynamics of the vehicle. The disturbances acting on the servo system are therefore a component of the signal processed by the representative function of the dynamics of the vehicle.
Selon un mode avantageux de l'invention, la boucle d'asservissement comprend une mesure de l'écart latéral du véhicule par rapport à une voie de référence et le calcul de la différence entre ledit écart mesuré et l'écart latéral cible lissé. Selon un mode avantageux de l'invention, le filtre passe-bas est exécuté au moyen d'une fonction de transfert F (s) du deuxième ordre qui s'énonce : According to an advantageous embodiment of the invention, the servo-control loop comprises a measurement of the lateral deviation of the vehicle relative to a reference track and the calculation of the difference between said measured difference and the smoothed lateral deviation. According to an advantageous embodiment of the invention, the low-pass filter is executed by means of a transfer function F (s) of the second order which is stated:
en fonction d'un opérateur de Laplace s, avec une fréquence de coupure et un coefficient d'amortissement ζf according to a Laplace s operator, with a cutoff frequency and a damping coefficient ζf
Selon un mode avantageux de l'invention, la fréquence de coupure est supérieure ou égale à 0.25 et/ou inférieure ou égale à 2. According to an advantageous embodiment of the invention, the cutoff frequency is greater than or equal to 0.25 and / or less than or equal to 2.
Selon un mode avantageux de l'invention, le coefficient d'amortissement est supérieur ou égal à 0.85. L'invention a également pour objet un véhicule automobile comprenant un système de conduite autonome avec une direction à commande électrique et un calculateur relié électriquement à ladite direction, et dans lequel le calculateur est configuré pour exécuter le procédé décrit précédemment selon l'invention. According to an advantageous embodiment of the invention, the damping coefficient is greater than or equal to 0.85. The invention also relates to a motor vehicle comprising an autonomous driving system with a power steering and a computer electrically connected to said direction, and wherein the computer is configured to perform the method described above according to the invention.
Les mesures de l'invention sont intéressantes en ce que le procédé permet de générer de manière simplifiée la trajectoire du véhicule lorsqu'il change de voie. Cette génération de trajectoire est simplifiée en ce qu'elle est basée sur un lissage de la fonction de l'écart latéral du véhicule par rapport à la voie cible, cette fonction formant, de par sa nature, un échelon. Cette fonction est calculée à partir de deux données externes, qui correspondent à la distance latérale du véhicule par rapport à une voie de référence, ainsi que celle par rapport à une voie cible. The measurements of the invention are interesting in that the method makes it possible to generate, in a simplified manner, the trajectory of the vehicle when it changes its lane. This trajectory generation is simplified in that it is based on a smoothing of the function of the lateral deviation of the vehicle with respect to the target channel, this function forming, by its nature, a step. This function is calculated from two external data, which correspond to the lateral distance of the vehicle relative to a reference path, as well as that relative to a target path.
Les mesures de l'invention sont intéressantes en ce qu'elles permettent de distinguer les différentes situations à l'origine d'une variation des valeurs de ces distances latérales. En effet, le générateur de référence permet de distinguer les variations dues à un mouvement du véhicule suite à un écartement de sa trajectoire prévue (virage, perturbation météorologique ou manipulation involontaire du volant), de celles dues à un changement de voie cible. Ainsi, seule la composante de la fonction de l'écart latéral due à un changement de voie est lissée par un filtre passe-bas. The measures of the invention are interesting in that they make it possible to distinguish the different situations at the origin of a variation of the values of these lateral distances. Indeed, the reference generator makes it possible to distinguish the variations due to a movement of the vehicle following a spacing of its intended trajectory (turn, weather disturbance or involuntary handling of the steering wheel), those due to a change of target path. Thus, only the component of the function of the lateral deviation due to a change of lane is smoothed by a low-pass filter.
La méthode permet donc d'adapter l'effet du régulateur de position latérale à chaque situation. S'il s'agit d'un écartement du véhicule de sa trajectoire, la boucle de régulation agit de façon à ce que le véhicule retourne rapidement à sa position. Si la voie cible a changé, le véhicule entame alors une déviation lisse, grâce à un amortissement de la consigne en amont de la commande. The method therefore makes it possible to adapt the effect of the lateral position regulator to each situation. If it is a separation of the vehicle from its trajectory, the loop of control acts so that the vehicle quickly returns to its position. If the target channel has changed, the vehicle then starts a smooth deflection, thanks to a damping of the instruction upstream of the command.
En outre, les mesures de l'invention sont intéressantes en ce que le degré de lissage est réglable, en agissant notamment sur le coefficient d'amortissement et la pulsation de coupure du filtre placé en amont de la boucle de régulation. In addition, the measurements of the invention are interesting in that the degree of smoothing is adjustable, in particular by acting on the damping coefficient and the cut-off pulse of the filter placed upstream of the control loop.
D'autres caractéristiques et avantages de la présente invention seront mieux compris à l'aide de la description et des dessins parmi lesquels : Other features and advantages of the present invention will be better understood from the description and the drawings, among which:
- La figure 1 modélise les écarts entre les voies et le véhicule ; - La figure 2 est un schéma fonctionnel de l'invention ; - Figure 1 models the differences between the tracks and the vehicle; FIG. 2 is a block diagram of the invention;
- La figure 3 est un graphique présentant la variation de consigne lors d'un changement de voie sans traitement de signal ; FIG. 3 is a graph showing the setpoint variation during a lane change without signal processing;
- La figure 4 est un schéma fonctionnel du générateur de référence, qui contribue au lissage de la trajectoire ; - La figure 5 est un schéma fonctionnel de la boucle d'asservissement ; FIG. 4 is a block diagram of the reference generator, which contributes to the smoothing of the trajectory; FIG. 5 is a block diagram of the control loop;
- La figure 6 est un graphique de la trajectoire de référence en fonction de la pulsation de coupure du filtre. FIG. 6 is a graph of the reference trajectory as a function of the cut-off pulse of the filter.
- La figure 7 illustre les repères associés au véhicule. - Figure 7 illustrates the marks associated with the vehicle.
La figure 1 modélise les écarts entre les différentes voies et le véhicule. Chacune des voies est indicée i, et chacun desdits écarts est noté d'. Une base de Frenet (T, N) peut être associée à la position du véhicule à chaque instant, T étant un vecteur tangent à la trajectoire du véhicule, et N un vecteur normal à T au point modélisant la position du véhicule 1 . L'indice i varie alors incrémentalement à partir de 0, selon le sens positif du vecteur N. La voie 0 représente donc la voie la plus éloignée située à la droite du conducteur, selon le sens d'avancement du véhicule 1 . Figure 1 models the differences between the different tracks and the vehicle. Each of the paths is indexed i, and each of said deviations is denoted by. A Frenet base (T, N) can be associated with the position of the vehicle at each moment, T being a vector tangent to the vehicle trajectory, and N a vector normal to T at the point modeling the position of the vehicle 1. The index i then varies incrementally from 0, in the positive direction of the vector N. The channel 0 therefore represents the furthest path situated to the right of the driver, according to the direction of advance of the vehicle 1.
L'invention est mise en œuvre par un dispositif tel qu'illustré par la figure 2. Le véhicule est équipé d'un calculateur de positionnement 2 du véhicule sur la route. Celui-ci met en œuvre un algorithme décisionnel qui détermine la trajectoire du véhicule, et donc la voie à suivre à chaque instant. Cette voie est dite « voie cible » et est notée n. La donnée correspondante est transformée en un signal 3 à l'entrée du générateur de référence 4. The invention is implemented by a device as shown in Figure 2. The vehicle is equipped with a positioning computer 2 of the vehicle on the road. It implements a decision algorithm that determines the trajectory of the vehicle, and therefore the way to follow at every moment. This path is called "target path" and is noted n. The corresponding data is transformed into a signal 3 at the input of the reference generator 4.
Afin de mettre en œuvre un tel dispositif, le véhicule est également équipé d'un système de positionnement 7, qui inclut généralement des capteurs de position et des caméras pour identifier des éléments caractéristiques de la route, tels que les lignes blanches latérales. Ces données de position mesurées sont envoyées à l'entrée du générateur de référence 4 grâce à une boucle d'asservissement 8. In order to implement such a device, the vehicle is also equipped with a positioning system 7, which generally includes position sensors and cameras to identify road features, such as the white side lines. These measured position data are sent to the input of the reference generator 4 by means of a control loop 8.
Dès lors qu'un écart est constaté entre la position réelle du véhicule et la voie cible, le dispositif agit de façon à l'annuler et repositionner le véhicule sur sa trajectoire calculée. Cet ajustement est réalisé grâce à l'étape 40 de calcul d'un signal de commande de la direction du véhicule, mettant en œuvre le générateur de référence 4 et le régulateur de position latérale 5. When a difference is found between the actual position of the vehicle and the target path, the device acts to cancel and reposition the vehicle on its calculated path. This adjustment is achieved by the step 40 of calculating a control signal of the direction of the vehicle, implementing the reference generator 4 and the lateral position controller 5.
Le repositionnement du véhicule sur sa trajectoire est donc assuré par un signal de commande 51 émis par le régulateur de position latérale 5. En cas d'écart, la trajectoire de repositionnement du véhicule est liée à la forme du signal de la consigne de trajectoire dfn reçue par le régulateur de position latérale 5. En effet, le régulateur de position 5 transforme la consigne dfn en une commande 51 appliquée au mécanisme de direction du véhicule 6. The repositioning of the vehicle on its trajectory is therefore ensured by a control signal 51 emitted by the lateral position controller 5. In case of deviation, the repositioning trajectory of the vehicle is linked to the shape of the signal of the trajectory setpoint df n received by the lateral position regulator 5. In fact, the position controller 5 converts the setpoint df n into a control 51 applied to the steering mechanism of the vehicle 6.
La figure 3 présente la variation de la consigne de référence Δdn lors d'un changement de voie sans traitement de signal. A l'instant du changement, la distance entre le véhicule et le milieu de la voie cible varie brusquement, selon un échelon spatial et temporel. La consigne de référence Δdn, telle qu'indiquée sur la figure, est calculée à partir de ces variations d'écart. Figure 3 shows the variation of the reference reference Δd n during a change of channel without signal processing. At the moment of the change, the distance between the vehicle and the middle of the target path varies abruptly, according to a spatial and temporal level. The reference setpoint Δd n , as indicated in the figure, is calculated from these variations of deviation.
La figure 4 est un schéma fonctionnel du générateur de référence 4, qui contribue au lissage de la trajectoire. Le générateur de référence 4 comprend un sélecteur 42, un soustracteur 44, et un filtre 46. Le sélecteur 42 reçoit en entrée le numéro de la voie cible n, émis par le calculateur décisionnel 2 (figure 2), ainsi que les écarts d' vers toutes les voies i. Le sélecteur 42 n'émet à sa sortie que la donnée de deux écarts : d° et dn. Le soustracteur 44 calcule la différence entre dn et d°, dite consigne de référence Δdn. L'intérêt de cette étape de sélection 41 puis soustraction 43 réside en le fait qu'un changement de voie influence seulement la distance dn et non pas d°. En cas de perturbation de la trajectoire, en revanche, le véhicule entre en mouvement, ce qui a pour conséquence la variation de d° et de dn à la fois. L'étape de soustraction 43 d'un écart l'un de l'autre permet de distinguer un cas de l'autre. Figure 4 is a block diagram of the reference generator 4, which contributes to the smoothing of the trajectory. The reference generator 4 comprises a selector 42, a subtractor 44, and a filter 46. The selector 42 receives as input the number of the target channel n, transmitted by the decision-making calculator 2 (FIG. 2), as well as the differences of to all routes i. The selector 42 emits at its output only the data of two deviations: d ° and d n . The subtractor 44 calculates the difference between d n and d °, referred to as the reference reference Δd n . The advantage of this selection step 41 and then subtraction 43 lies in the fact that a lane change influences only the distance d n and not d °. In the event of a disturbance of the trajectory, on the other hand, the vehicle starts moving, which results in the variation of d ° and d n at a time. The subtraction step 43 of a gap from one another makes it possible to distinguish one case from the other.
Il s'agit donc d'éliminer du signal la composante liée à une éventuelle perturbation, pour ne garder que la partie de la trajectoire liée au changement de voie cible : It is thus necessary to eliminate from the signal the component related to a possible disturbance, to keep only the part of the trajectory related to the change of target lane:
En effet, s'il n'y a pas de changement de voie, et en supposant que les tangentes respectives des voies sont parallèles à l'instant t, les variations des écarts d° et dn à cet instant sont égales, comme illustré par la proposition suivante : Indeed, if there is no change of lane, and assuming that the respective tangents of the lanes are parallel to the instant t, the variations of the differences d ° and d n at this instant are equal, as illustrated. by the following proposition:
Au cours de l'étape 45, la consigne de référence Δdn est traitée par un filtre passe- bas 46 pour émettre à sa sortie la référence filtrée Δdfn, qui constitue la consigne de régulation. During step 45, the reference setpoint Δd n is processed by a low-pass filter 46 to emit at its output the filtered reference Δdf n , which constitutes the regulation setpoint.
L'erreur de trajectoire à annuler par le régulateur de position latérale, dite consigne de trajectoire dfn, est induite à la sortie du générateur grâce à une commande en boucle fermée 8. a, et est obtenue selon la formule suivante : The trajectory error to be canceled by the lateral position regulator, said trajectory setpoint df n , is induced at the output of the generator by means of a closed-loop control 8.a, and is obtained according to the following formula:
En notant F la fonction de transfert du filtre, la consigne de régulation Δdfn est obtenue selon la relation suivante : By noting F the filter transfer function, the regulation setpoint Δdf n is obtained according to the following relation:
Où est l'opérateur de la transformée inverse de Laplace, * est l'opérateur de la convolution, s est un opérateur de Laplace, ωf est la pulsation de coupure du filtre et ζf est le coefficient d'amortissement du filtre. ζf est habituellement choisi supérieur à 0.85 pour éviter les oscillations. La figure 5 est un schéma fonctionnel de la boucle d'asservissement 8.b, incluant le régulateur de position latérale 5 et la fonction représentative de la dynamique du véhicule 6. La boucle d'asservissement 8.b permet de fournir au régulateur une erreur de position e(s) à annuler, donnée par : Where is the operator of the Laplace inverse transform, * is the convolution operator, s is a Laplace operator, ω f is the filter cutoff pulse, and ζ f is the damping coefficient of the filter. ζ f is usually chosen greater than 0.85 to avoid oscillations. FIG. 5 is a block diagram of the control loop 8.b, including the lateral position regulator 5 and the function representative of the dynamics of the vehicle 6. The servocontrol loop 8b makes it possible to provide the regulator with an error of position e (s) to be canceled, given by:
Jref.f (s) correspond à une valeur de consigne obtenue en filtrant une valeur de référence yref (s), grâce au filtre passe-bas 46 de fonction de transfert F. Les équations (E1 ) et (E2) sont donc équivalentes : J ref.f (s) corresponds to a set value obtained by filtering a reference value y ref (s), thanks to the low-pass filter 46 of the transfer function F. The equations (E1) and (E2) are therefore equivalent:
Un signal de perturbation est pris en compte en amont de la fonction représentative de la dynamique du véhicule 6, qui peut avantageusement être le mécanisme de direction.  A disturbance signal is taken into account upstream of the function representative of the dynamics of the vehicle 6, which can advantageously be the steering mechanism.
La boucle d'asservissement 8.b permet d'amener la distance entre la voie 0 et le véhicule - représentée par la valeur de mesure notée y, - à égaliser la valeur cible notée yref , qui représente la distance entre la voie 0 et la nouvelle voie cible n. Elle constitue une valeur de référence vers laquelle la valeur de mesure doit tendre grâce à des itérations de calcul successives. The control loop 8.b makes it possible to bring the distance between the channel 0 and the vehicle - represented by the measured value noted y, - to equalize the target value noted y ref , which represents the distance between the channel 0 and the new target path n. It constitutes a reference value towards which the value of measurement must tend thanks to successive iterations of calculation.
Comme illustré sur la figure 6, ωf permet d'imposer le degré de « lissage » : pour les valeurs de pulsation ωf inférieures ou égales à 0.35rad.s-1 , la trajectoire est lisse. Pour les valeurs supérieures à 0.35rad.s-1 , le passage d'une voie à une autre devient brusque. As illustrated in FIG. 6, ω f makes it possible to impose the degree of "smoothing": for the pulsation values ω f less than or equal to 0.35rad.s-1, the trajectory is smooth. For values greater than 0.35rad.s-1, switching from one channel to another becomes abrupt.
Les repères associés au véhicule 1 sont donnés par la figure 7. Les valeurs des écarts d' sont des valeurs algébriques, leur signe dépendant de la position du véhicule 1 par rapport à chacune des voies respectives. The marks associated with the vehicle 1 are given in FIG. 7. The values of the deviations of are algebraic values, their sign depending on the position of the vehicle 1 with respect to each of the respective channels.
Les signaux y et yref sont donnés par les formules suivantes : The signals y and y ref are given by the following formulas:
Permettant d'établir la relation de transfert entre la référence et la sortie : To establish the transfer relationship between the reference and the output:
Ainsi que le transfert entre la sortie et la perturbation p : As well as the transfer between the output and the perturbation p:

Claims

REVENDICATIONS. CLAIMS.
1 . Procédé de commande autonome de la direction d'un véhicule automobile (1 ) lors d'un changement de voie, comprenant les étapes suivantes : 1. A method of autonomously controlling the steering of a motor vehicle (1) during a lane change, comprising the following steps:
- réception d'un signal de changement de voie (3) vers une voie cible (n) ; - receiving a lane change signal (3) to a target channel (n);
- calcul (40) d'un signal de commande (51 ) de la direction du véhicule sur base du signal de changement de voie (3); calculating (40) a control signal (51) of the vehicle direction on the basis of the lane change signal (3);
caractérisé en ce que  characterized in that
le calcul du signal de commande de la direction comprend, lors de la réception du signal de changement de voie (3), la détermination d'une fonction (Δdn) de l'écart latéral du véhicule par rapport à la voie cible (n) et un lissage (45) de ladite fonction au moyen d'un filtre passe-bas (46). the calculation of the steering control signal comprises, upon reception of the lane change signal (3), determining a function (Δd n ) of the lateral deviation of the vehicle with respect to the target lane (n ) and smoothing (45) said function by means of a low-pass filter (46).
2. Procédé selon la revendication 1 , caractérisé en ce que le calcul du signal de commande de la direction (51 ) comprend, en outre, une boucle d'asservissement (8.b) dudit signal de commande, avec, pour consigne de régulation, la fonction de l'écart latéral cible lissée (Δdfn). 2. Method according to claim 1, characterized in that the calculation of the control signal of the direction (51) further comprises a control loop (8.b) of said control signal, with, for regulation setpoint , the function of the target lateral deviation smoothed (Δdf n ).
3. Procédé selon la revendication 2, caractérisé en ce que la boucle d'asservissement comprend un régulateur du type PID (5). 3. Method according to claim 2, characterized in that the control loop comprises a PID type regulator (5).
4. Procédé selon la revendication 3, caractérisé en ce que la boucle d'asservissement comprend, en outre, une fonction représentative de la dynamique du véhicule (6). 4. Method according to claim 3, characterized in that the control loop further comprises a function representative of the dynamics of the vehicle (6).
5. Procédé selon la revendication 4, caractérisé en ce que la boucle d'asservissement (8.b) comprend, en outre, un signal de perturbation à l'entrée de la fonction représentative de la dynamique du véhicule (6). 5. Method according to claim 4, characterized in that the control loop (8.b) further comprises a disturbance signal at the input of the function representative of the dynamics of the vehicle (6).
6. Procédé selon l'une des revendications 2 à 5, caractérisé en ce que la boucle d'asservissement (8.b) comprend la mesure (y) de l'écart latéral du véhicule par rapport à une voie de référence et le calcul de la différence entre ledit écart mesuré (y) et l'écart latéral cible lissé (Δdfn). 6. Method according to one of claims 2 to 5, characterized in that the servocontrol loop (8.b) comprises the measurement (y) of the lateral deviation of the vehicle relative to a reference channel and the calculation the difference between said measured difference (y) and the smoothed target lateral deviation (Δdf n ).
7. Procédé selon l'une des revendications 1 à 6, caractérisé en ce que le filtre passe-bas est exécuté (45) au moyen d'une fonction de transfert F(s) du deuxième ordre qui s'énonce : en fonction d'un opérateur 7. Method according to one of claims 1 to 6, characterized in that the low-pass filter is executed (45) by means of a transfer function F (s) of the second order: according to an operator
de Laplace s, avec une fréquence de coupure ωf et un coefficient d'amortissement ζf of Laplace s, with a cut-off frequency ω f and a damping coefficient ζf
8. Procédé selon la revendication 7, caractérisé en ce que la fréquence de coupure ωf est supérieure ou égale à 0.25 et/ou inférieure ou égale à 2. 8. The method of claim 7, characterized in that the cutoff frequency ω f is greater than or equal to 0.25 and / or less than or equal to 2.
9. Procédé selon l'une des revendications 7 ou 8, caractérisé en ce que le coefficient d'amortissement est supérieur ou égal à 0.85. 9. Method according to one of claims 7 or 8, characterized in that the damping coefficient is greater than or equal to 0.85.
1 0. Véhicule automobile (1 ) comprenant un système de conduite autonome avec une direction à commande électrique et un calculateur relié électriquement à ladite direction, caractérisé en ce que le calculateur est configuré pour exécuter le procédé selon l'une des revendications 1 à 9. Motor vehicle (1) comprising an autonomous driving system with a power steering and a computer electrically connected to said direction, characterized in that the computer is configured to execute the method according to one of claims 1 to 9. .
EP18726206.8A 2017-05-22 2018-04-24 System for planning the trajectory of a motor vehicle Withdrawn EP3635499A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1754502A FR3066627B1 (en) 2017-05-22 2017-05-22 MOTOR VEHICLE TRACK PLANNING SYSTEM
PCT/FR2018/051029 WO2018215709A1 (en) 2017-05-22 2018-04-24 System for planning the trajectory of a motor vehicle

Publications (1)

Publication Number Publication Date
EP3635499A1 true EP3635499A1 (en) 2020-04-15

Family

ID=61802000

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18726206.8A Withdrawn EP3635499A1 (en) 2017-05-22 2018-04-24 System for planning the trajectory of a motor vehicle

Country Status (3)

Country Link
EP (1) EP3635499A1 (en)
FR (1) FR3066627B1 (en)
WO (1) WO2018215709A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114877911B (en) * 2022-07-08 2022-10-04 小米汽车科技有限公司 Path planning method, device, vehicle and storage medium

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8428843B2 (en) * 2008-06-20 2013-04-23 GM Global Technology Operations LLC Method to adaptively control vehicle operation using an autonomic vehicle control system
US8849515B2 (en) * 2012-07-24 2014-09-30 GM Global Technology Operations LLC Steering assist in driver initiated collision avoidance maneuver

Also Published As

Publication number Publication date
FR3066627B1 (en) 2019-06-14
WO2018215709A1 (en) 2018-11-29
FR3066627A1 (en) 2018-11-23

Similar Documents

Publication Publication Date Title
US11794807B2 (en) Steering control apparatus
US10378890B2 (en) Apparatus and method for determining wheel alignment change of vehicle
CN106061814B (en) Advance alarm to the steering torque limit more than LCC
US10875531B2 (en) Vehicle lateral motion control
CN105774801B (en) Method and device for guiding a vehicle on a lane
US20150158524A1 (en) Algorithm for steering angle command to torque command conversion
US10427712B2 (en) Automatic driving system
CN109747645B (en) Driving assistance control system for vehicle
EP1600322A2 (en) Model predictive control apparatus
US11079761B2 (en) Vehicle path processing
EP2325069B1 (en) Method and system for controlling the lateral lane position of an automotive vehicle
EP3442840B1 (en) Device for tracking the path of a vehicle
CN114502450B (en) Dead time compensation technique in lateral and longitudinal guidance of motor vehicle
EP3589533A1 (en) Device for controlling the trajectory of a vehicle
CN104245463A (en) Method for correcting the course of a motor vehicle and associated motor vehicle course correction device
CN113661106A (en) Model-based predictive control to determine input variables for vehicle actuators
JP2016120882A (en) Vehicle motion parameter estimation system
FR3066627B1 (en) MOTOR VEHICLE TRACK PLANNING SYSTEM
CN112572460A (en) Method and apparatus for estimating yaw rate with high accuracy, and storage medium
JP2018084899A (en) Autonomous travel vehicle, controller, computer program, control method of autonomous travel vehicle
JP2001134320A (en) Lane follow-up controller
KR102101353B1 (en) Automated Guided Vehicle steering controller and control method thereof
EP3938259A1 (en) Method for autonomously controlling a mobility of an apparatus
FR3109360A1 (en) System and method for controlling a lateral control system of a motor vehicle based on a model of a wheel steering system
CN112550449B (en) Lateral control of vehicle wireless charging guidance

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20191203

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: CENTRE NATIONAL DE LA RECHERCHE SCIENTIFIQUE

Owner name: UNIVERSITE DE BORDEAUX

Owner name: INSTITUT POLYTECHNIQUE DE BORDEAUX

Owner name: PSA AUTOMOBILES SA

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

RIC1 Information provided on ipc code assigned before grant

Ipc: G05D 1/02 20200101AFI20210610BHEP

Ipc: B62D 15/02 20060101ALI20210610BHEP

Ipc: B60W 30/00 20060101ALI20210610BHEP

Ipc: B60W 10/20 20060101ALI20210610BHEP

Ipc: B60W 30/12 20200101ALI20210610BHEP

Ipc: B60W 50/00 20060101ALI20210610BHEP

INTG Intention to grant announced

Effective date: 20210706

GRAJ Information related to disapproval of communication of intention to grant by the applicant or resumption of examination proceedings by the epo deleted

Free format text: ORIGINAL CODE: EPIDOSDIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTC Intention to grant announced (deleted)
INTG Intention to grant announced

Effective date: 20211111

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20220322