Vehicle lateral motion control, autonomous driving controller, steering system, vehicle and storage medium

Abstract

The present application relates to a vehicle lateral motion control method and system, an automatic driving controller, a steering system, a vehicle, and a storage medium. The vehicle lateral motion control method includes: generating and outputting a steering control command according to a desired trajectory of the vehicle, wherein the vehicle moves along an actual trajectory according to the steering control command; determining a vehicle operating state, wherein the vehicle operating state is generated according to an error value between the desired trajectory and the actual trajectory; and determining whether to stop / limit outputting the steering control command according to the vehicle operating state. The lateral motion of the vehicle can be controlled according to the method.

Description

Technical Field

[0001] The present application relates to the field of vehicle control, and more specifically, to a vehicle lateral motion control method, a vehicle lateral motion control system, an automatic driving controller, a steering system, a vehicle, and a computer-readable storage medium. Background Art

[0002] At present, people have an increasingly strong demand for automatic / assisted driving, and research in this field is also being carried out from different dimensions. As an aspect of vehicle control safety, vehicle lateral motion control is crucial to vehicle driving safety. Traditional solutions use a method of limiting the steering change rate to avoid unexpected steering commands, but this method heavily relies on the initial setting of the judgment criteria for defining normal / abnormal steering commands. This method of setting standards in advance is relatively inflexible and often cannot truly reflect the actual situation of vehicle driving. On the other hand, the initial setting of the judgment criteria will limit the lateral movement of the vehicle, making it impossible to escape danger through lateral maneuvers in emergency situations. In view of this, a more flexible and efficient vehicle lateral motion control mechanism should be proposed. Summary of the invention

[0003] Embodiments of the present application provide a vehicle lateral motion control method, a vehicle lateral motion control system, an automatic driving controller, a steering system, a vehicle, and a computer-readable storage medium for controlling the lateral motion of a vehicle.

[0004] According to one aspect of the present application, a vehicle lateral motion control method is provided, comprising: generating and outputting a steering control command according to a desired trajectory of the vehicle, wherein the vehicle moves along an actual trajectory according to the steering control command; determining a vehicle operating state, wherein the vehicle operating state is generated according to an error value between the desired trajectory and the actual trajectory; and determining whether to stop / limit output of the steering control command according to the vehicle operating state.

[0005] In some embodiments of the present application, optionally, determining the vehicle operating state includes: determining an acceptable steering torque range of the vehicle at a current vehicle speed based on the error value.

[0006] In some embodiments of the present application, optionally, the vehicle operating state includes at least one of the following: a changing trend of the error value; whether the current steering torque is within the acceptable steering torque range; and the time that the current steering torque is outside the acceptable steering torque range.

[0007] In some embodiments of the present application, optionally, whether to stop / limit the output of the steering control command is determined according to the vehicle operating status: when the error value has an increasing trend, the current steering torque exceeds the acceptable steering torque range and / or the time when the current steering torque exceeds the acceptable steering torque range exceeds a preset time, the output of the steering control command is stopped / limited.

[0008] In some embodiments of the present application, optionally, if the continuous time that the current steering torque exceeds the acceptable steering torque range reaches a time threshold, it is determined that the time that the current steering torque exceeds the acceptable steering torque range exceeds a preset time; and / or when sampling continuously for a predetermined number of times at a predetermined time interval, if the count ratio of the current steering torque exceeding the acceptable steering torque range exceeds a proportion threshold, it is determined that the time that the current steering torque exceeds the acceptable steering torque range exceeds a preset time.

[0009] According to another aspect of the present application, a vehicle lateral motion control system is provided, comprising: a generation module, configured to generate and output a steering control command according to a desired trajectory of the vehicle, wherein the vehicle moves along the actual trajectory according to the steering control command; and a monitoring module, configured to determine a vehicle operating state, wherein the vehicle operating state is generated according to an error value between the desired trajectory and the actual trajectory, and whether to stop / limit the generation module from outputting the steering control command is determined according to the vehicle operating state.

[0010] In some embodiments of the present application, optionally, the monitoring module is configured to: determine an acceptable steering torque range of the vehicle corresponding to the error value at a current vehicle speed based on the error value.

[0011] In some embodiments of the present application, optionally, the vehicle operating state includes at least one of the following: a changing trend of the error value; whether the current steering torque is within the acceptable steering torque range; and the time that the current steering torque is outside the acceptable steering torque range.

[0012] In some embodiments of the present application, optionally, the monitoring module is configured to stop / limit the generation module from outputting the steering control command when the error value has an increasing trend, the current steering torque exceeds the acceptable steering torque range and / or the time when the current steering torque exceeds the acceptable steering torque range exceeds a preset time.

[0013] In some embodiments of the present application, optionally, the monitoring module is configured to: when it is determined that the continuous time for which the current steering torque exceeds the acceptable steering torque range reaches a time threshold, determine that the time for which the current steering torque exceeds the acceptable steering torque range exceeds a preset time; and / or when sampling continuously for a predetermined number of times at a predetermined time interval, if the count ratio of the current steering torque exceeding the acceptable steering torque range exceeds a proportion threshold, determine that the time for which the current steering torque exceeds the acceptable steering torque range exceeds a preset time.

[0014] According to another aspect of the present application, an automatic driving controller is provided, which includes any one of the vehicle lateral motion control systems described above.

[0015] According to another aspect of the present application, a steering system is provided, which includes any one of the vehicle lateral motion control systems described above, or any one of the automatic driving controllers described above; and a steering actuator configured to receive and execute the steering control command.

[0016] According to another aspect of the present application, a vehicle is provided, comprising any one of the vehicle lateral motion control systems described above, or any one of the automatic driving controllers described above, or any one of the steering systems described above.

[0017] According to another aspect of the present application, a computer-readable storage medium is provided, wherein instructions are stored in the computer-readable storage medium, and wherein when the instructions are executed by a processor, the processor is caused to execute any one of the methods described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and other objects and advantages of the present application will become more fully apparent from the following detailed description in conjunction with the accompanying drawings, wherein the same or similar elements are represented by the same reference numerals.

[0019] Figure 1 A vehicle lateral motion control method according to an embodiment of the present application is shown.

[0020] Figure 2 A vehicle lateral motion control system according to an embodiment of the present application is shown.

[0021] Figure 3 The principle of vehicle lateral motion control according to the prior art is shown. DETAILED DESCRIPTION

[0022] For the purpose of brevity and illustration, the principles of the present application are described herein mainly with reference to its exemplary embodiments. However, those skilled in the art will readily recognize that the same principles are equally applicable to all types of vehicle lateral motion control methods, vehicle lateral motion control systems, automatic driving controllers, steering systems, vehicles, and computer-readable storage media, and that these same or similar principles may be implemented therein, and any such changes do not depart from the true spirit and scope of the present application.

[0023] The trajectory in the context of the present invention refers to the set of positions of the vehicle as a mass point in the inertial coordinate system (excluding time or speed variables). For example, the expected trajectory refers to the set of positions where the vehicle is expected to travel as a mass point in the inertial coordinate system, and the actual trajectory refers to the set of positions where the vehicle actually travels. In some scenarios, if the selection of the coordinate system does not affect the complexity of the calculation, various trajectories can also be generated in other coordinate systems other than the vehicle coordinate system if feasible.

[0024] Figure 3 The principle of vehicle lateral motion control according to the prior art is shown. At present, in order to make the lateral motion control function such as autonomous driving meet the functional safety requirements of ASIL-D, the functional safety requirements of ASIL-D are usually assigned to the steering actuator for execution, so that the steering actuator can limit the lateral drive torque / angle request amplitude and change rate of the autonomous driving controller to below a certain value. This method is sufficient for a low-level autonomous driving function, which allows the steering actuator to monitor the autonomous driving controller. Even if the autonomous driving controller issues an unexpected steering command, the steering actuator's limitation on the steering command amplitude rate can ensure that the entire autonomous driving function does not violate the functional safety goals of the vehicle.

[0025] Although the steering actuator limits the lateral control input of the autopilot controller, this approach can only meet the performance requirements of low-level autopilot functions. For high-level autopilot functions, due to the need to cope with more complex vehicle operation scenarios, it is sometimes necessary to lift the restrictions on the steering actuator's requests to the autopilot controller. This goal is inconsistent with the original intention of using the steering actuator to limit the lateral control input of the autopilot controller.

[0026] According to one aspect of the present application, a vehicle lateral motion control method is provided. Figure 1As shown, a vehicle lateral motion control method 10 (referred to as method 10 or process 10 for short) includes the following steps: in step S102, a steering control command is generated and output according to a desired trajectory of the vehicle, and the vehicle moves along the actual trajectory according to the steering control command; in step S104, a vehicle operating state is determined according to an error value between the desired trajectory and the actual trajectory; in step S106, whether to stop / limit the output of the steering control command is determined according to the vehicle operating state.

[0027] In step S102, method 10 generates and outputs a steering control command according to the desired trajectory of the vehicle. In some examples of the present application, the steering control command is generated based on a steering demand, and the steering demand may be derived from the adjustment of the motion trajectory. For example, relative to the current trajectory, the desired (motion) trajectory is the trajectory that the vehicle is expected to be driven to travel, and the vehicle can be driven to the desired trajectory through a steering operation. For example, during the automatic driving process, the corresponding controller of the vehicle will continuously generate control quantities, such as steering control commands, to achieve the desired trajectory through control means (such as PID control, MPC control, etc.) based on the desired variables, feedback variables and certain disturbance inputs. The control process of generating a steering control command will be repeated throughout the automatic driving process.

[0028] However, due to the limitations of the accuracy of the calculation and the complexity of the vehicle conditions, even if the vehicle receives a steering control command that is expected to drive the vehicle to the desired trajectory and performs a steering operation according to the command, the vehicle may not strictly follow the desired trajectory, but may move on a motion trajectory that deviates from the desired trajectory. This motion trajectory is referred to as the actual trajectory in the context of this application. In other words, the steering control command is generated based on the desired trajectory, but when the actuator on the vehicle actually executes the steering control command (due to errors in the actuator itself and disturbances in the surrounding environment), the vehicle ultimately moves along an actual trajectory that deviates from the desired trajectory. Some examples of the present invention determine whether the vehicle is at risk of losing control (that is, violating the vehicle's safety metric for lateral control) based on the desired trajectory and the actual trajectory. The working principle will be described in detail below.

[0029] In step S104, method 10 determines the vehicle running state according to the error value between the expected trajectory and the actual trajectory. The vehicle is driven by the steering control command to run along the actual trajectory. In some cases, the deviation between the actual trajectory and the expected trajectory may be so small that it can be ignored; in other cases, the deviation between the actual trajectory and the expected trajectory may be so large that it affects the vehicle's control stability and even driving safety. In step S104, the error value between the expected trajectory and the actual trajectory can be evaluated to determine whether the vehicle running state generated according to the error value between the expected trajectory and the actual trajectory will affect the control stability and even driving safety, and active safety measures can be taken in subsequent steps according to the evaluation results.

[0030] In step S106, method 10 determines whether to stop / limit the output of the steering control command according to the vehicle operating state. For example, when the vehicle operating state is sufficient to affect the control and even driving safety, the output of the steering control command can be stopped or limited; otherwise, the steering control command can continue to be output. In some examples, if the output of the steering control command is stopped during the automatic driving process, a reminder can be issued to the driver so that the driver can take over the vehicle. In some examples, the output of the steering control command can be limited. For example, the amplitude, rate of change and other indicators of the steering torque / angle in the steering control command can be limited to below a predetermined value. In some examples, after stopping or limiting the output of the steering control command, the vehicle can be parked in a safe state according to an established procedure.

[0031] In some embodiments of the present application, in step S104, an acceptable steering torque range corresponding to the error value at the current vehicle speed is also determined, and the vehicle operating state is further determined based on the error value and / or the acceptable steering torque range.

[0032] In some examples, the error value between the expected trajectory and the actual trajectory is a distance value, for example, several centimeters. At this time, the error value can be used to measure the vehicle's operating state. In some examples, the acceptable steering torque range of the vehicle at the current speed can also be determined based on the error value. Generally speaking, the error value may cause the vehicle to be at risk of being uncontrolled, and the degree of uncontrollability varies with the current speed of the vehicle. In some examples, the relative relationship between the error value, the current speed, and the acceptable steering torque range of the vehicle can be calibrated according to the safety metric of the whole vehicle, and the safety metric may include the limit value of the lateral acceleration. The above calibration process can be completed in advance in an offline manner, and the calibration results can be stored in a table form. The stored table can be called in use, for example, the acceptable steering torque range of the vehicle can be derived by looking up the table based on the error value between the expected trajectory and the actual trajectory of the vehicle and the current speed.

[0033] In some embodiments of the present application, the vehicle operating status includes at least one of the following: a changing trend of the error value (for example, whether the error is getting larger or smaller); whether the current steering torque is within an acceptable steering torque range; and the time when the current steering torque is outside the acceptable steering torque range.

[0034] In some embodiments of the present application, in step S106, if the error value has an increasing trend (one of the characteristics of the vehicle being out of control risk), the current steering torque exceeds the acceptable steering torque range (one of the characteristics of the vehicle being out of control risk), and / or the time when the current steering torque exceeds the acceptable steering torque range exceeds the preset time (one of the characteristics of the vehicle being out of control risk), the output of the steering control command can be stopped / restricted; otherwise, the output of the steering control command can continue. At least one of the above three criteria for evaluating the characteristics of the vehicle being out of control risk can be selected for implementation as needed.

[0035] In some embodiments of the present application, if the current steering torque exceeds the acceptable steering torque range (greater than its upper limit or less than its lower limit) for a continuous time reaching a time threshold T th , it is determined that the current steering torque exceeds the acceptable steering torque range for a time period exceeding the preset time (also referred to as greater than the preset time). This process is also called the sliding time window measurement method. For example, if it is recorded that the current steering torque exceeds the acceptable steering torque range at time t1, and it is recorded that the current steering torque exceeds the acceptable steering torque range until the time T1 th If the current steering torque still exceeds the acceptable steering torque range at time t2, it can be determined that the time when the current steering torque exceeds the acceptable steering torque range exceeds the preset time (T th ), and can further determine that the vehicle is at risk of losing control.

[0036] In some embodiments of the present application, when sampling is performed continuously for a predetermined number of times at a predetermined time interval, if the proportion of the counts of the current steering torque exceeding the acceptable steering torque range exceeds a proportional threshold, it is determined that the time that the current steering torque exceeds the acceptable steering torque range exceeds a preset time. Sometimes, continuously examining the steering torque over a period of time requires high data processing. In this case, a sampling method can be used to infer whether the time that the current steering torque exceeds the acceptable steering torque range exceeds a preset time. For example, N consecutive samplings can be performed at a predetermined time interval Δt (for example, N = 20). If the collected data indicates that the proportion of the counts of the current steering torque exceeding the acceptable steering torque range exceeds 75% (for example, 0.75 *N = 15), then it is inferred that within this Δt * (N-1) time range (preset time), the current steering torque exceeds the acceptable steering torque range, and it can be further determined that the vehicle is at risk of losing control.

[0037] The above two methods of determining whether the time during which the current steering torque exceeds the acceptable steering torque range exceeds a preset time may be selected or used in combination.

[0038] According to another aspect of the present application, a vehicle lateral motion control system is provided. Figure 2 As shown, the vehicle lateral motion control system 20 (referred to as the system 20 for short) includes a generating module 202 and a monitoring module 204 .

[0039] The generation module 202 of the system 20 is configured to generate and output a steering control command according to the desired trajectory of the vehicle. In some examples of the present application, the steering control command is generated based on the steering demand, and the steering demand may be derived from the adjustment of the motion trajectory. For example, relative to the current trajectory, the desired (motion) trajectory is the trajectory that the vehicle is expected to drive, and the vehicle can be driven to the desired trajectory by a steering operation. However, limited by the accuracy of the calculation and the complexity of the vehicle condition, even if the vehicle receives a steering control command that is expected to drive the vehicle to the desired trajectory and performs a steering operation according to the command, the vehicle may not strictly follow the desired trajectory, but may travel on a motion trajectory that deviates from the desired trajectory, which is referred to as the actual trajectory in the context of the present application. In other words, the steering control command is generated according to the desired trajectory, but when the steering control command is actually executed, the vehicle is driven to the actual trajectory. Some of the present invention is based on the desired trajectory and the actual trajectory to determine whether the vehicle has a risk of losing control (that is, a vehicle safety metric that violates the lateral control of the vehicle), and its working principle will be described in detail below.

[0040] The monitoring module 204 of the system 20 is configured to generate a vehicle running state according to the error value between the expected trajectory and the actual trajectory, and determine whether to stop / limit the generation module 202 from outputting a steering control command according to the vehicle running state. The vehicle is driven by the steering control command to run along the actual trajectory. In some cases, the deviation between the actual trajectory and the expected trajectory may be so small that it can be ignored; in other cases, the deviation between the actual trajectory and the expected trajectory may be so large that it affects the vehicle control and even driving safety. The monitoring module 204 can evaluate the error value between the expected trajectory and the actual trajectory to determine whether the vehicle running state generated according to the error value between the expected trajectory and the actual trajectory will affect the control and even driving safety, and can take active safety measures according to the evaluation results.

[0041] For example, when the vehicle's operating state is sufficient to affect control and even driving safety, the monitoring module 204 can stop or limit the output of the steering control command; otherwise, the steering control command can continue to be output. In some examples, if the output of the steering control command is stopped during the automatic driving process, a reminder can be issued to the driver so that the driver can take over the vehicle. In some examples, the output of the steering control command can be limited. For example, the amplitude, rate of change and other indicators of the steering torque / angle in the steering control command can be limited to below a predetermined value. In some examples, after stopping or limiting the output of the steering control command, the vehicle can be parked in a safe state according to an established procedure.

[0042] In some embodiments of the present application, the monitoring module 204 is configured to determine an acceptable steering torque range corresponding to the error value at the current vehicle speed, and the monitoring module 204 is configured to further determine the vehicle operating state based on the error value and / or the acceptable steering torque range.

[0043] In some examples, the error value between the expected trajectory and the actual trajectory is a distance value, for example, several centimeters. At this time, the error value can be used to measure the vehicle's operating state. In some examples, the acceptable steering torque range of the vehicle at the current speed can also be determined based on the error value. Generally speaking, the error value may cause the vehicle to be at risk of being uncontrolled, and the degree of uncontrollability varies with the current speed of the vehicle. In some examples, the relative relationship between the error value, the current speed, and the acceptable steering torque range of the vehicle can be calibrated according to the safety metric of the whole vehicle, and the safety metric may include the limit value of the lateral acceleration. The above calibration process can be completed in advance in an offline manner, and the calibration results can be stored in a table form. The stored table can be called in use, for example, the acceptable steering torque range of the vehicle can be derived based on the error value between the expected trajectory and the actual trajectory of the vehicle and the current speed.

[0044] In some embodiments of the present application, the vehicle operating status includes at least one of the following: a changing trend of the error value (for example, whether the error is getting larger or smaller); whether the current steering torque is within an acceptable steering torque range; and the time when the current steering torque is outside the acceptable steering torque range.

[0045] In some embodiments of the present application, the monitoring module 204 is configured to stop / limit the generation module 202 from outputting the steering control command when the error value has an increasing trend (one of the characteristics of the vehicle being out of control risk), the current steering torque exceeds the acceptable steering torque range (one of the characteristics of the vehicle being out of control risk), and / or the time when the current steering torque exceeds the acceptable steering torque range exceeds the preset time (one of the characteristics of the vehicle being out of control risk); otherwise, the steering control command can continue to be output. The monitoring module 204 can select at least one of the above three criteria for evaluating the characteristics of the vehicle being out of control risk to implement as needed.

[0046] In some embodiments of the present application, the monitoring module 204 is configured to determine whether the continuous time of the current steering torque exceeding the acceptable steering torque range (greater than its upper limit or less than its lower limit) reaches the time threshold T th In the case of , it is determined that the current steering torque exceeds the acceptable steering torque range for a period of time exceeding the preset time. This process is also called the sliding time window measurement method. For example, if the monitoring module 204 records that the current steering torque exceeds the acceptable steering torque range at time t1, and records that the current steering torque exceeds the acceptable steering torque range until the time T1 is th If the current steering torque still exceeds the acceptable steering torque range at time t2, it can be determined that the time when the current steering torque exceeds the acceptable steering torque range exceeds the preset time (T th ), and can further determine that the vehicle is at risk of losing control.

[0047] The monitoring module 204 can also be configured to continuously sample a predetermined number of times at a predetermined time interval, and if the proportion of the counts of the current steering torque exceeding the acceptable steering torque range exceeds a proportional threshold, it is determined that the time that the current steering torque exceeds the acceptable steering torque range exceeds a preset time. Sometimes, continuously examining the steering torque within a period of time requires high data processing. At this time, a sampling method can be used to infer whether the time that the current steering torque exceeds the acceptable steering torque range exceeds a preset time. For example, the monitoring module 204 can continuously sample N times (for example, N = 20) at a predetermined time interval Δt. If the data collected by the monitoring module 204 shows that the proportion of the counts of the current steering torque exceeding the acceptable steering torque range exceeds 75% (for example, 0.75 * N = 15), then it is inferred that within this Δt * (N-1) time range (preset time), the current steering torque exceeds the acceptable steering torque range, and it can be further determined that the vehicle is at risk of losing control.

[0048] The above two methods of determining whether the time during which the current steering torque exceeds the acceptable steering torque range exceeds a preset time may be selected or used in combination.

[0049] According to another aspect of the present application, an automatic driving controller is provided, which includes any one of the vehicle lateral motion control systems described above.

[0050] According to another aspect of the present application, a steering system is provided, which includes any one of the vehicle lateral motion control systems described above, or any one of the automatic driving controllers described above; and a steering actuator configured to receive and execute the steering control command.

[0051] According to another aspect of the present application, a vehicle is provided, comprising any one of the vehicle lateral motion control systems described above, or any one of the automatic driving controllers described above, or any one of the steering systems described above.

[0052] According to another aspect of the present application, a computer-readable storage medium is provided, in which instructions are stored. When the instructions are executed by a processor, the processor executes any one of the vehicle lateral motion control methods described above. The computer-readable medium referred to in the present application includes various types of computer storage media, which can be any available medium that can be accessed by a general-purpose or special-purpose computer. For example, the computer-readable medium can include RAM, ROM, EPROM, EEPROM, etc. 2 PROM, register, hard disk, removable disk, CD-ROM or other optical disk storage, disk storage or other magnetic storage device, or can be used to carry or store the desired program code unit in the form of instruction or data structure and can be accessed by general or special purpose computer, or general or special purpose processor any other temporary or non-temporary medium. As used herein, the disk usually copies data magnetically, while the dish uses laser to optically copy data. The above combination should also be included in the protection scope of computer-readable medium. Exemplary storage medium is coupled to the processor so that the processor can read and write information from / to the storage medium. In an alternative solution, the storage medium can be integrated into the processor. The processor and the storage medium can reside in the ASIC. The ASIC can reside in the user terminal. In an alternative solution, the processor and the storage medium can reside in the user terminal as discrete components.

[0053] The above are only specific implementations of the present application, but the protection scope of the present application is not limited thereto. Those skilled in the art can think of other feasible changes or substitutions based on the technical scope disclosed in the present application, and such changes or substitutions are all included in the protection scope of the present application. In the absence of conflict, the implementation modes of the present application and the features in the implementation modes can also be combined with each other. The protection scope of the present application shall be subject to the description of the claims.

Claims

1. A vehicle lateral motion control method, comprising: Generate and output a steering control command according to a desired trajectory of the vehicle, wherein the vehicle moves along an actual trajectory according to the steering control command, wherein the desired trajectory refers to a set of positions where the vehicle is expected to travel as a mass point in an inertial coordinate system, and the actual trajectory refers to a set of positions where the vehicle actually travels; Determining a vehicle operating state, wherein the vehicle operating state is generated according to an error value between the desired trajectory and the actual trajectory, the vehicle operating state comprising at least one of: a changing trend of the error value; whether a current steering torque is within an acceptable steering torque range; and a time when the current steering torque is outside the acceptable steering torque range; and Determine whether to stop / limit output of the steering control command according to the vehicle running state, Wherein, determining the vehicle running state includes: determining an acceptable steering torque range of the vehicle at a current vehicle speed based on the error value, wherein the error value is a distance value.

2. The method according to claim 1, wherein: Determine whether to stop / limit the output of the steering control command based on the vehicle operating status: stop / limit the output of the steering control command when the error value has an increasing trend, the current steering torque exceeds the acceptable steering torque range and / or the time when the current steering torque exceeds the acceptable steering torque range exceeds a preset time.

3. The method according to claim 2, wherein: If the continuous time that the current steering torque exceeds the acceptable steering torque range reaches a time threshold, it is determined that the time that the current steering torque exceeds the acceptable steering torque range exceeds a preset time; and / or When sampling is performed continuously for a predetermined number of times at a predetermined time interval, if the count ratio of the current steering torque exceeding the acceptable steering torque range exceeds a proportional threshold, it is determined that the time for which the current steering torque exceeds the acceptable steering torque range exceeds a preset time.

4. A vehicle lateral motion control system, comprising: a generation module configured to generate and output a steering control command according to a desired trajectory of the vehicle, wherein the vehicle moves along an actual trajectory according to the steering control command, wherein the desired trajectory refers to a set of positions where the vehicle is expected to travel as a mass point in an inertial coordinate system, and the actual trajectory refers to a set of positions where the vehicle actually travels; and a monitoring module configured to determine a vehicle operating state, and determine whether to stop / limit the generation module from outputting the steering control command according to the vehicle operating state, wherein the vehicle operating state is generated according to an error value between the desired trajectory and the actual trajectory, and the vehicle operating state includes at least one of the following: a change trend of the error value; whether a current steering torque is within an acceptable steering torque range; and a time when the current steering torque is outside the acceptable steering torque range. The monitoring module is configured to determine an acceptable steering torque range of the vehicle corresponding to the error value at a current vehicle speed based on the error value, wherein the error value is a distance value.

5. The system according to claim 4, wherein: The monitoring module is configured to stop / limit the generating module from outputting the steering control command if the error value has an increasing trend, the current steering torque exceeds the acceptable steering torque range, and / or the time for which the current steering torque exceeds the acceptable steering torque range exceeds a preset time.

6. The system according to claim 5, wherein: The monitoring module is configured to: When it is determined that the continuous time for which the current steering torque exceeds the acceptable steering torque range reaches a time threshold, determining that the time for which the current steering torque exceeds the acceptable steering torque range exceeds a preset time; and / or When sampling is performed continuously for a predetermined number of times at a predetermined time interval, if the count ratio of the current steering torque exceeding the acceptable steering torque range exceeds a proportional threshold, it is determined that the time for which the current steering torque exceeds the acceptable steering torque range exceeds a preset time.

7. An automatic driving controller, comprising a vehicle lateral motion control system as described in any one of claims 4-6.

8. A steering system comprising the vehicle lateral motion control system according to any one of claims 4 to 6, or the automatic driving controller according to claim 7; and The steering actuator is configured to receive and execute the steering control command.

9. A vehicle comprising the vehicle lateral motion control system as claimed in any one of claims 4 to 6, or the automatic driving controller as claimed in claim 7, or the steering system as claimed in claim 8.

10. A computer-readable storage medium, wherein instructions are stored in the computer-readable storage medium, characterized in that: When the instructions are executed by a processor, the processor is caused to perform the method according to any one of claims 1 to 3.

11. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the method according to any one of claims 1 to 3 is implemented.

Images