Control device for an autonomous motor vehicle

Abstract

A control device for a motor vehicle comprises a longitudinal motion controller and a lateral motion controller (3, 8) of the vehicle, both controllers being able to generate command signals for actuators so that the vehicle follows a planned route in an assisted driving mode or in an autonomous driving mode, the output of the lateral controller being based on a minimization of the error between a desired yaw angular velocity obtained from the curvature of the road on the planned route and a current yaw angular velocity of the vehicle estimated by a dynamic behavior model of the vehicle based on a measured longitudinal speed and a measured steering angle, said device comprising a module (11) able to dynamically correct parameters of the model according to a comparison between the estimated yaw angular velocity value and the measured yaw angular velocity value in case of a deviation between the model and the actual dynamic behavior of the vehicle.

Description

TECHNICAL FIELD

[0001] The present invention relates to a control device for an autonomous vehicle.

[0002] The present invention applies to the field of automatic vehicle piloting, and more particularly to functions for keeping a vehicle in its lane, regulating the speed of the vehicle and steering the vehicle. The purpose of automatic vehicle piloting is notably to improve the safety and efficiency of movement. This relies in particular on active safety systems, which combine driving assistance systems adapted to modify the dynamic behavior of the vehicle in critical situations, such as an ESP (Electronic Stability Program), which notably implements a function for controlling the stability of the trajectory of a motor vehicle by braking action. For example, when a motor vehicle is turning at too high a longitudinal speed, it can be difficult to follow the curvature of the road and the motor vehicle can start to understeer. The ESP system then automatically intervenes to keep the vehicle on the trajectory expected by the driver. Generally, if the vehicle deviates from the trajectory expected by the driver, the ESP system sends an engine torque setpoint signal and / or a braking torque setpoint signal to correct the trajectory of the vehicle. BACKGROUND

[0003] For a vehicle control system like an ESP system, in order to be able to maintain the lateral stability of the vehicle, the yaw angular speed of the vehicle is a key parameter that needs to be known.

[0004] Indeed, the lateral stability of the vehicle is very important for the safety of the passengers in lateral maneuvers under extreme lateral maneuvers or unfavorable driving conditions, for example, on snow or ice, or in the case of a sudden loss of pressure in a tire or even a sudden crosswind. Therefore, the lateral stability of the vehicle under such unfavorable conditions is improved using a vehicle stability control system. To this end, as mentioned previously, the yaw angular speed is a necessary variable that needs to be known by the vehicle stability control system. This variable can be measured by a dedicated sensor embedded on the vehicle. This variable can also be estimated using other embedded sensors such as lateral accelerometers and wheel speed sensors. The vehicle stability control system then comprises a state observer so that the yaw angular speed information, which is not measured but necessary for the control, can be estimated. The state observer is constructed based on a model resulting from the modeling of the vehicle dynamics, which receives the vehicle speed and the lateral acceleration to estimate the yaw angular speed.

[0005] For the algorithms implemented in a vehicle stability control system to function correctly, the data received as input by the system must be correct, in particular so as to avoid any malfunction and instability of the system. It has now been seen that a certain number of data among these, including the yaw rate, are calculated by observers based on a dynamic model specific to the vehicle, which means that these observers should always function correctly, i.e. that the operating range of the vehicle should always lie within the response limits for which the vehicle model is valid. In other words, it is essential to always be able to determine whether the vehicle is still operating within the valid range of the model and thus whether the control system is still able to manage the vehicle in autonomous driving mode.

[0006] An autonomous vehicle therefore requires appropriate inputs in order to be able to control the vehicle correctly, but also to be able to detect critical situations in which the nominal behaviour of the control system can no longer be guaranteed.

[0007] The unpublished patent application filed in the name of the Applicant and with application number FR 1909681 is directed to the application to an autonomous vehicle, in which the control system of the vehicle is designed to react to unstable situations in which the physical limits of the vehicle can be reached. A typical example is a sharp turn, into which the vehicle can enter at a speed that is significantly too high, taking into account the physical limits caused by the grip between the tyres and the ground when turning. This document describes a system in which the vehicle model is able to predict the future position of the vehicle on all the routes located in front of it in autonomous mode, so as to be able to identify in advance the future positions of the vehicle corresponding to situations of violation of the driving limits of the vehicle, and thus to take decisions early in order to prevent these situations from occurring.

[0008] However, while this system effectively makes it possible to react early in order to prevent the vehicle from being in an uncontrollable situation that exceeds the driving limits of the vehicle, this system is not designed to react in real time to sudden and unpredictable changes in the driving conditions of the vehicle that can compromise the operation of the vehicle in autonomous driving mode. In particular, in certain driving situations, there can be a mismatch between the response of the vehicle model used by the lateral stability control system of the vehicle and the real behaviour of the vehicle, which can lead to a highly unstable state of the vehicle. Such a situation in which the vehicle is at risk of no longer being able to correct its trajectory in autonomous driving mode can occur, for example, when there is a sudden and unpredictable change in the nature of the tyre-road contact (for example, the presence of oil, sand or gravel on the road that can compromise the grip of the wheels), or even in the event of a sudden tyre burst. In these situations, the vehicle model used by the control system can no longer be valid, which represents a potential danger, since all the control logic of the vehicle stability control system relies on the use of this model.

[0009] Moreover, there is a need to enhance the robustness of the lateral stability control of the vehicle in autonomous driving mode in all driving conditions, including in the described situations where sudden and unpredictable changes occur in these driving conditions.

[0010] There is also a need to be able to detect in real time situations where the stability of the control can no longer be guaranteed due to a mismatch between the behavior of the vehicle and the response of the vehicle model. SUMMARY

[0011] To this end, the invention relates to a control device for an autonomously or assistedly driven motor vehicle, comprising a route planning module capable of storing information relating to a planned trajectory, a longitudinal motion controller of the vehicle capable of generating command signals as output to acceleration actuators and braking actuators, and a lateral motion controller of the vehicle capable of generating command signals as output to steering actuators, so that the vehicle follows the planned trajectory in an assisted driving mode or an autonomous driving mode of the vehicle, the output of the lateral controller being based on the minimization of the error between a desired yaw rate obtained from the curvature of the road on the planned trajectory and a current yaw rate of the vehicle estimated on the basis of a dynamic behavior model of the vehicle, the model being capable of providing to the lateral controller as input a yaw rate estimate based on a measured longitudinal speed and a measured steering angle of the vehicle, characterized in that the device comprises a module for compensating the lateral dynamics of the vehicle, the module being capable of dynamically correcting the parameters of the model according to a comparison between the estimated yaw rate value and a measured yaw rate value from embedded sensors in the event of a deviation between the model and the actual dynamic behavior of the vehicle, so that the estimate provided by the model to the lateral controller is corrected on the fly.

[0012] Advantageously, the compensation module is adapted to estimate a compensated steering angle by an adaptive algorithm taking into account the difference between the estimated yaw rate value and the measured yaw rate value, the output of the model being corrected on the basis of the compensated steering angle provided as input to the model.

[0013] Advantageously, the device comprises a safety module linked to the output of the module for compensating the lateral dynamics of the vehicle, said safety module being adapted to detect a compromised driving state in autonomous mode on the basis of the difference between the output of the corrected model and the actual dynamic behavior of the vehicle.

[0014] Advantageously, the corrected model is capable of providing an estimate of the linearized lateral forces exerted on the front and rear wheels of the vehicle, said safety module being capable of receiving said linearized lateral forces and comparing them with lateral forces calculated using data provided by sensors embedded in the vehicle.

[0015] Preferably, the safety module includes a calculation module that can calculate the lateral forces applied to the front and rear wheels based on the lateral acceleration, steering angle and yaw rate values ​​of the vehicle measured by these embedded sensors.

[0016] Preferably, the safety module includes a comparator module that can establish the difference between these linearized lateral forces and these calculated lateral forces, and activate a safety mode when the difference exceeds a predefined threshold.

[0017] Advantageously, the safety module is capable of generating vehicle safety command signals to the longitudinal controller and the lateral controller, wherein when the safety mode is activated, the safety command signals take precedence over the command signals in the automatic mode.

[0018] Preferably, the safety command signal is adapted to command the vehicle to stop.

[0019] Preferably, when the safety mode is activated, the safety module can generate an alarm signal to the vehicle's human-machine interface.

[0020] The present invention also relates to a motor vehicle, characterized in that the motor vehicle includes the control device described above. Attached Figure Description

[0021] Other features and advantages of the invention will become more apparent from the following description, which is given as an illustrative rather than limiting example and with reference to the accompanying drawings, in which:

[0022] [ Figure 1 [ ] is a diagram illustrating the architecture of the control device of the present invention;

[0023] [ Figure 2 [This is a graph showing the trend of yaw rate over time as measured by sensors embedded in the vehicle and calculated using a vehicle model under driving conditions corresponding to inclined roads;]

[0024] [ Figure 3 ] is with Figure 2 Similar graphs, but under different driving conditions corresponding to slippery roads;

[0025] [ Figure 4 [This is a demonstration] Figure 1 The diagram shown is a block diagram of the operation of a module used to compensate for vehicle lateral dynamics.

[0026] [ Figure 5 [This is a demonstration] Figure 1 A flowchart illustrating the operation of the security module. Detailed Implementation

[0027] refer toFigure 1 The control device 1 of the vehicle comprises an autonomous driving control module 2. This control module 2 comprises a first controller 3, called longitudinal controller, which receives as inputs the current speed value of the vehicle obtained from a speed sensor 4 embedded on the vehicle and a reference speed value obtained from a route planning module 5 which stores information related to the planned route of the vehicle, notably comprising reference speed values planned along the planned route. The longitudinal controller 3 is adapted to generate engine torque command signals and brake command signals 6, 7 to the corresponding acceleration and brake actuators of the vehicle in order to minimize the speed error between the current value and the reference value.

[0028] The control module 2 also comprises a second controller 8, called lateral controller, which receives as inputs a desired yaw rate value obtained from the information from the route planning module 5, including the curvature of the road, position information from a localization module 9 of the vehicle and a current yaw rate value of the vehicle corresponding to a calculated value 10 based on a model of the dynamic behavior of the vehicle which is able to provide an estimated value of the yaw rate and, according to the invention, dynamically corrected by a module 11 for compensating the lateral dynamics of the vehicle, designed to compensate for the errors of the nominal model of the vehicle in specific driving situations, as will be explained in more detail below. From these different inputs, the lateral controller 8 is adapted to generate a steering angle command signal 12 to the steering actuator of the vehicle, acting on the steering angle of the driven wheels of the vehicle, in order to minimize the yaw error between the desired yaw rate (obtained from the road profile information as a function of the curvature) and the current yaw rate obtained from the dynamically corrected model of the vehicle.

[0029] The action of the compensation module 11 aims at making it possible to provide the lateral controller 8 with the correct yaw rate value by dynamically compensating the vehicle model to take into account vehicle lateral dynamics which are not modeled in the nominal model, caused by unexpected situations which suddenly modify the vehicle driving conditions, such as the nature of the wheel-ground contact, and which can make the vehicle enter an operating range which is outside the response limits for which the nominal model of the vehicle is valid.

[0030] The lateral controller 8 of the vehicle can thus be provided with the output of the model properly compensated, so that the robustness of the control provided under all driving conditions, including under these unexpected conditions, can be improved. However, the compensation of the model providing the vehicle yaw rate corresponding to the actual value is independent of the potential saturation of the lateral force exerted on the vehicle, which can still cause an uncontrolled state of the vehicle. In other words, by virtue of the compensation imposed on the model, the lateral controller of the vehicle can be provided with the correct yaw rate value, but the vehicle can still be in an autonomous mode in which it is no longer able to correct its trajectory because the physical driving limits of the vehicle are exceeded. It is necessary to be able to detect these critical situations in which the nominal control ensuring the lateral stability of the vehicle can no longer be ensured, in order to be able to take measures to guarantee the safety of the passengers of the vehicle in these situations.

[0031] Moreover, after the first step of correction of the yaw rate implemented by the model compensation module 11 to provide the lateral controller 8 with the correct input, the second step implemented by the safety module 13 comprises detecting whether the physical driving limits of the vehicle are exceeded. When the maximum lateral capacity is reached, the behavior of the vehicle and of the model for the control is different, and therefore a deviation between the lateral force estimated by the model and the lateral force calculated using the data measured with the sensors embedded on the vehicle can be detected. The safety module 13 thus receives as input the lateral acceleration value, the steering angle value and the yaw rate value of the vehicle, measured respectively by the embedded sensors 14, 15, 16. The safety module 13 is also linked to the compensation module 11. The safety module 13 is thus designed to detect whether the physical limits of the vehicle are exceeded by comparing the linearized lateral force obtained from the corrected model at the output of the compensation module 11 with the lateral force calculated using the lateral acceleration value, the steering angle value and the yaw rate value measured by the sensors embedded on the vehicle. This comparison can accurately identify the saturation of the lateral force. The safety module 13 is connected at the output to the human-machine interface 17 of the vehicle. The safety module 13 thus commands the generation of an acoustic and / or visual alarm signal on the human-machine interface 14 of the vehicle if the result of the comparison exceeds a given threshold. The safety module 13 is also connected to the longitudinal controller 3 and to the lateral controller 8 of the vehicle. The safety module 13 can generate a safety command signal to the controllers, which act on the actuators of the vehicle, aiming at putting the vehicle in a safe state, for example by stopping the vehicle, to ensure the safety of the passengers in the event that the driver does not respond to the alarm signal.

[0032] In summary, the control device 1 of the vehicle is adapted, on the one hand, to provide correct estimates of the yaw rate and of the linearized lateral force based on the vehicle model, via the compensation module 11, by correcting the mismatch between the response of the vehicle model and the actual behavior of the vehicle, and, on the other hand, to detect impaired driving conditions in the automatic mode of the vehicle, via the safety module 13, which correspond to sudden driving situations in which the stability of the control can no longer be guaranteed, in order to apply preventive safety procedures, which take precedence over the nominal driving commands in the automatic mode, so as to make it possible to protect the vehicle, generally by stopping it.

[0033] A more detailed description of the respective operation of the compensation module 11 and of the safety module 13 now follows.

[0034] The compensation module 11 is adapted, on the one hand, to provide the lateral controller 8 with an appropriate yaw rate and, on the other hand, to provide the linearized lateral force intended to be compared in the safety module 13. The objective here is to provide the lateral controller and the safety module with correct inputs by correcting the difference between the nominal model and the actual vehicle.

[0035] A bicycle model, which is well known per se, will be used, which makes it possible to describe the dynamic behavior of the vehicle in terms of yaw and drift. Thus, the yaw rate and the lateral dynamics of the vehicle can be described by the following differential equations:

[0036]

[0037] m[a y ]=F f cos(S)+F r +gsin(θ)cos(φ)

[0038] where a, b are the distances of the center of gravity of the vehicle to the front and rear wheel axes, m is the weight of the vehicle, and lz is the moment of inertia around the vertical axis Z. ψ, θ, φ are the yaw angle of the vehicle, the inclination angle of the vehicle and the pitch angle of the vehicle, respectively. M z , ay and δ are the yaw moment, the lateral acceleration and the steering angle, respectively, applied by the dedicated actuators. Ff, Fr are the front and rear lateral forces applied on the front and rear wheels of the vehicle due to the wheel / ground contact and which allow the vehicle to turn. They depend on the steering angle δ, the slip angle and the speed of motion of the vehicle.

[0039] However, in order to control the lateral motion of the autonomous vehicle, the above model must be simplified, since the design of the lateral controller and the prediction of the motion use a linear vehicle model and rely only on signals that can be obtained with cheap sensors. The simplification used is obtained by first assuming that the lateral forces applied on the front and rear wheels are proportional to the lateral slip angle when the vehicle is using a linear range of forces applied on the front and rear wheels. Moreover, small steering angles are assumed to be defined such that: cos(5) = 1 and sin(5) = 5.

[0040] Let β be the angle between the total velocity vector of the vehicle, measured around the vehicle's center of gravity, and the longitudinal direction of the vehicle. The following applies:

[0041] i.e.,

[0042] where Vx and Vy are the velocities along the longitudinal and lateral axes of the vehicle.

[0043] As mentioned before, the yaw rate of the vehicle is a key variable for the lateral control of the autonomous vehicle. Therefore, this variable must be known accurately.

[0044] Figure 2 and Figure 3 are the measured yaw rates by the sensors embedded in the vehicle in the case of a steering angle δ measured in two different driving conditions, respectively on a sloped road (Fig. 1) and on a wet road (Fig. 2). Figure 2 and the calculated yaw rates using the above model and the calculated yaw rates using the above model are plotted in Figs. 1 and 2, respectively, as a function of time. The yaw rates are in degrees per second. Figure 2 The deviation between the measured and calculated yaw rate values shown in Figs. 1 and 2 is due to the fact that the model used does not take into account the effect of the slope or inclination angle. In Figure 3 , the data were collected on a flat but wet road, the deviation in this figure is caused by the saturation of the lateral forces. This deviation is particularly evident around the 45thsecond in Figure 3 These two examples, which exhibit a deviation between the measured and calculated yaw rate values, clearly show the need to compensate the vehicle model in order to take into account all the potential driving situations in the autonomous vehicle, so that the robustness of the autonomous vehicle and its operation safety can be improved.

[0045] In order to compensate this deviation, a module 11 for compensating the lateral dynamics of the vehicle is provided in order to correct the vehicle model in these particular driving situations where a deviation from the actual behavior of the vehicle occurs and thus to provide the lateral controller with the correct yaw rate values.

[0046] Figure 4is a block diagram illustrating the operation of the compensation module 11 which enables to obtain an accurate estimate of the yaw rate at the output of the vehicle model M in all driving conditions.

[0047] The module 11 for compensating the lateral dynamics of the vehicle comprises a compensator 110 which loops on the model M and is adapted to modify the measured steering angle δ to minimize the deviation between the yaw rate value measured by the yaw rate sensor 16 embedded on the vehicle and the yaw rate value calculated on the basis of the nominal model M of the vehicle.

[0048] More specifically, the compensation module 11 uses the measured yaw rate The kinematic speed of the vehicle is obtained from the embedded speed sensor 4 of the vehicle, as well as information on the road alignment (slope, inclination), provided by means 18 for storing information relating to the road alignment corresponding to the planned trajectory, as input. The yaw rate It is initially calculated using the model M, based on the longitudinal speed data of the vehicle and the steering angle measured, for example, by the wheel steering angle sensor, by prioritizing the road slope and inclination information.

[0049] To this end, the parameters of the vehicle model M comprise the front wheel lateral stiffness Cf, the rear wheel lateral stiffness Cr, the longitudinal distance a of the vehicle's center of gravity to the front wheels, the longitudinal distance b of the vehicle's center of gravity to the rear wheels, the vehicle weight, and the yaw moment of inertia lz of the vehicle.

[0050] The model compensator 110 takes into account the measured yaw rate and the yaw rate calculated using the model in order to provide a compensated steering angle δ 补偿 based on the comparison between these respective angular velocities, in particular, so as to minimize the deviation between the two angular velocities. To this end, the module 110 implements an adaptive parameter algorithm to obtain a compensation steering angle δ 补偿 of the vehicle dynamics not yet modeled by calculating

[0051]

[0052] where C(Q) is an adaptive controller based on adaptive parameters Q calculated online using a parameter adaptive algorithm (PAA).

[0053] The compensated steering angle is then provided to the vehicle model M so that the yaw rate calculated using this model converges towards the measured yaw rate Thus, the output of the model is corrected in real time by using the compensation module 11 and the lateral controller 8 therefore receives correct yaw rate data as input.

[0054] Once the yaw angular velocity is compensated, linearized lateral forces applied on the front and rear wheels of the vehicle can be estimated. These linearized lateral forces (front Ff_l and rear Fr_l, respectively) are estimated as follows:

[0055]

[0056] Therefore, the vehicle model M circulating through the model compensator 110 makes it possible to have a linearized system.

[0057] These properly estimated linearized lateral forces are provided as input to the safety module 13 by the module 11 for compensating the lateral dynamics of the vehicle, in which they are compared with the lateral forces calculated using the embedded sensors of the vehicle. As explained previously, the purpose of this comparison is to detect whether the physical driving limits of the vehicle are exceeded in the event of a discrepancy between the vehicle model and the actual behavior of the vehicle.

[0058] Figure 5 is a block diagram illustrating the operation of the safety module 13 that makes it possible to perform this comparison.

[0059] The safety module 13 comprises a calculation module 130 that is able to calculate the lateral forces applied on the front and rear wheels on the basis of the lateral acceleration values, the steering angle values and the yaw angular velocity values measured by the embedded sensors (lateral acceleration measurement sensor 14, steering angle measurement sensor 15 and yaw angular velocity measurement sensor 16, respectively). These lateral forces (front Ff and rear Fr, respectively) are estimated as follows:

[0060]

[0061] where a y corresponds to the measured lateral acceleration.

[0062] The lateral forces calculated by the calculation module 130 on the basis of the sensor data and the linearized lateral forces estimated by the compensation module 11 are provided as input to a comparator module 131 of the safety module 13, which is able to compare between these respective calculated lateral forces and the estimated lateral forces.

[0063] More specifically, the comparator module 131 establishes the difference between the linearized lateral force and the calculated lateral force and compares this difference to a predefined threshold value ε. When the difference is above the predefined threshold value, the comparator module infers therefrom that the impaired driving in the automatic mode of the vehicle reaches a degree where the stability of the control can no longer be guaranteed. Furthermore, the predefined threshold value ε being exceeded leads to the activation of a safety mode. This safety mode comprises on the one hand the generation of an alarm signal 132 on the human-machine interface 17 of the vehicle, the purpose of which is to inform the driver of the uncontrollable state of the vehicle. At the same time, the threshold value being exceeded triggers the generation of a safety command signal 133 and its transmission to the controller, which acts on the actuators of the vehicle, in particular the steering wheel actuator and the brake actuator, in order to bring the vehicle into a safe state, including stopping the vehicle in the event of no reaction by the driver.

Claims

1. A control device (1) for an autonomous or assisted driving motor vehicle, the control device comprising: The route planning module (5) can store information related to the planned trajectory; The vehicle has a longitudinal motion controller (3) that generates command signals (6, 7) as outputs to the accelerator and brake actuators; and a lateral motion controller (8) that generates a command signal (12) as an output to the steering actuator, causing the vehicle to follow the planned trajectory in the vehicle's assisted driving mode or autonomous driving mode. The output of the lateral motion controller (8) is the minimization of the error between the desired yaw rate obtained from the road curvature on the planned trajectory and the current yaw rate of the vehicle estimated from the vehicle's dynamic behavior model (M), which provides the lateral motion controller (8) with an estimate of the yaw rate based on the vehicle's measured longitudinal velocity and measured steering angle. As input, the control device is characterized by including a compensation module (11) for compensating for the lateral dynamics of the vehicle, which is capable of adjusting the yaw rate estimate based on the dynamic behavior model when there is a deviation between the dynamic behavior model and the actual dynamic behavior of the vehicle. The yaw rate value measured by the embedded sensor (16) The parameters of the dynamic behavior model (M) are dynamically corrected by comparing the values ​​between the two, so that the yaw rate estimate provided by the dynamic behavior model to the lateral motion controller is corrected in real time. The control device also includes a safety module (13) linked to the output of the compensation module (11). The safety module (13) is adapted to detect impaired driving conditions in automatic mode based on the difference between the output of the corrected dynamic behavior model and the actual dynamic behavior of the vehicle. The corrected dynamic behavior model provides linearized lateral forces (F) applied to the front and rear wheels of the vehicle. f_L F r_L The safety module (13) is capable of receiving the linearized lateral force and comparing the linearized lateral force with the lateral force (F) calculated using data provided by sensors (14, 15, 16) embedded in the vehicle. f F r This is compared to detect whether the vehicle's physical limits have been exceeded.

2. The control device as described in claim 1, characterized in that, The compensation module (11) is adapted to take into account the estimated yaw rate. With the measured yaw rate value An adaptive algorithm is used to estimate the compensated steering angle (δ) based on the difference between the two. 补偿 The output of the dynamic behavior model (M) is corrected based on the compensated steering angle provided as input to the dynamic behavior model.

3. The control device as described in claim 1, characterized in that, The safety module (13) includes a calculation module (130) that is capable of calculating the lateral forces (F) applied to the front and rear wheels based on the lateral acceleration, steering angle, and yaw rate values ​​of the vehicle measured by these embedded sensors. f F r ).

4. The control device as described in claim 1 or 3, characterized in that, The safety module (13) includes a comparator module (131) that is capable of establishing these linearized lateral forces (F). f_L F r_L ) and these calculated lateral forces (F f F r The difference between () and (), and when the difference exceeds a predefined threshold (ε), the safe mode is activated.

5. The control device as described in claim 4, characterized in that, The safety module (13) can generate vehicle safety command signals to the longitudinal motion controller and the lateral motion controller. When the safety mode is activated, the safety command signals take precedence over the driving command signals in the automatic mode.

6. The control device as described in claim 5, characterized in that, The safety command signal is suitable for commanding the vehicle to stop.

7. The control device as described in claim 4, characterized in that, When the safety mode is activated, the safety module (13) can generate an alarm signal to the vehicle's human-machine interface (17).

8. A motor vehicle, characterized in that, The motor vehicle includes control equipment (1) as described in any of the preceding claims.

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