Methods for automating vehicle guidance, driving control units, and vehicles

Abstract

This invention relates to a method for automatically guiding a vehicle (1) along a predetermined target trajectory, the target trajectory being characterized by geometric trajectory parameters. The method comprises at least the following steps: - knowing the actual deviation between the vehicle (1) and the target trajectory; - generating adjustment parameters based on the known actual deviation, such that the vehicle (1) approaches the target trajectory during automated drive control based on the generated adjustment parameters; - knowing whether there is an undesirable driving state at the current time point and / or future time point when the vehicle (1) approaches the target trajectory based on the generated adjustment parameters, wherein the undesirable driving state is known from the predetermined target trajectory based on the geometric trajectory parameters; and - when it is confirmed that there is an undesirable driving state at the current time point and / or future time point, - automatically driving the vehicle based on the generated stability parameters, and / or - adjusting the target trajectory.

Description

TECHNICAL FIELD

[0001] The present invention relates to a method for automated guiding of a vehicle, to a driving control unit executing the method and to a vehicle. BACKGROUND

[0002] It is known from the prior art that an automated driving vehicle has a "virtual driver" which is implemented by an electronic VD unit and in which an objective trajectory is automatically specified along which the vehicle shall be automatically moved. Here, it is monitored by means of an external environment detection whether the vehicle is actually moved along the objective trajectory. When there is an actual deviation between the current position of the vehicle and the objective trajectory, based thereon a regulation variable is known within a first movement regulation unit by means of which the respective actuators of the drive system and / or brake system and / or steering system are automatically controlled such that the vehicle position again approaches the objective trajectory. For this purpose, the first movement regulation unit provides a model of the vehicle, parameters and measured variables as well as regulation-technical measures.

[0003] The problem here is that the actuators can only ensure the stability of the vehicle when they are controlled by means of the regulation variable in the case of a low actual speed of the vehicle and in the case of a high friction coefficient of the lane. However, an automated driving vehicle, for example a commercial vehicle or a bus, which is controlled in accordance with an automation level according to SAE between level 3 and 5, is also operated in the case of a high actual speed and in the case of a low friction coefficient of the lane. Thus, with such a first movement regulation unit it is not possible to ensure a stable driving state in every automated driving situation, so that undesired driving states can occur.

[0004] It is furthermore known that stability regulation systems provide support for a manual driver by automatically intervening in the drive system and / or brake system and / or steering system in the event of a critical stability situation, wherein this is described, for example, in WO 2017 / 102682 A1 or CN 109017758 A. However, such stability regulation systems are coordinated with the behavior of the manual driver, so that they are not available in every automated driving situation with an automatically specified objective trajectory. The difference here is that the reaction of the driver cannot be predicted, however, he can continue to monitor the driving and respond to the system reaction.

[0005] It is furthermore provided in EP 2261093 A1 that the yaw rate of the future path of the vehicle is monitored depending on the behavior of the driver. Here, a simulated trajectory along which the driver can manually guide the vehicle is known in combination with current state parameters and the lane curve. Depending on this, an assessment of the driving state in relation to the yaw rate is carried out. In US 2007185638 A, CN 109050658 A and CN 109552312 A, a manually controlled vehicle is controlled depending on the yaw rate in the range of an assistance function in order to set a stable driving state.

[0006] In DE 102 016 005 966 A1, DE 102 014 008 199 A1 and US 2015105990 A a yaw rate monitoring is also provided, in which a correction angle is set in order to maintain the vehicle stability. In US 2007008090 A a rollover prevention is also provided by predictive knowledge of a trajectory manually predetermined by the driver.

[0007] In US 2018297587 A1 it is provided that at the current point in time and at a future point in time an ideal state vector is known according to an automated predetermined requirement of the drive system and / or brake system and / or steering system (also at the current point in time and / or at the future point in time). Then, a target yaw moment is known according to the ideal state vector and provided to a stability regulation, which in turn automatically influences the vehicle dynamics in order to avoid instability. Thus, the driving state in combination with the automated predetermined target requirement knows and performs a stability regulation related to the yaw moment. SUMMARY

[0008] It is the task of the present invention to specify a method for automated guiding of a vehicle which ensures a safe and reliable operation of the vehicle. It is also the task to specify a driving control unit and a vehicle.

[0009] The task is solved by the method, the driving control unit and the vehicle according to the present invention.

[0010] Accordingly, it is provided according to the present invention a method for automated guiding of a vehicle along a predetermined target trajectory at an actual speed, wherein the target trajectory is characterized by geometric or kinematic trajectory parameters, the method having at least the following steps:

[0011] - knowing, preferably within a VD unit, an actual deviation of the vehicle from the target trajectory at the current point in time and / or at a future point in time within a determined time interval;

[0012] - outputting the known actual deviation to a first motion regulation unit and generating a regulation parameter depending on the known actual deviation, so that in case of an automated driving of the drive system and / or brake system and / or steering system of the vehicle, the vehicle approaches the target trajectory depending on the generated regulation parameter at the current point in time and / or at a future point in time within a determined time interval, when the vehicle deviates from the target trajectory,

[0013] - knowing (within a second motion regulation unit) whether an undesired driving state exists at the current point in time and / or at the future point in time, when the vehicle approaches the target trajectory depending on the generated regulation parameter, wherein the undesired driving state is known depending on the geometric trajectory parameters from the predetermined target trajectory, which characterizes the target trajectory; and

[0014] When it is confirmed that an unwanted driving condition exists at the current time and / or a future time,

[0015] --Automated vehicle control based on generated stability parameters; and / or

[0016] --Adjust the target trajectory.

[0017] Here, when an undesirable driving state exists, the adjustment parameter is overridden by the stability parameter, or consequently, the adjustment parameter is adjusted based on the stability parameter to respond to the undesirable driving state. The vehicle's automated drive control can be adjusted based on the known driving state. Instead of relying on the stability parameter for adjustment, or in addition to adjustments relying on the stability parameter, the target trajectory can be directly adjusted, thus pre-determining the adjusted target trajectory for the motion controller and no longer requiring adjustments relying on the stability parameter. The vehicle automatically moves along the predetermined path, on which the currently known undesirable driving state no longer occurs or only occurs in a weakened manner. This adjusted target trajectory can be provided again as a "predetermined trajectory" to the method according to the invention.

[0018] This is achieved advantageously by directly checking, in conjunction with the target trajectory (preferably geometrically described by the various target positions and associated target rotations of the vehicle, and the path the automatically driven vehicle should traverse in the future), whether the vehicle has a tendency towards unstable or undesirable driving states in the present or future. This eliminates the need for corresponding inaccurate analysis of the processed and output requirements, allowing the path predetermined by the virtual driver to be directly considered for stability assessment. This enables more accurate and independent detection of undesirable driving states before outputting requirements to the drive, braking, or steering systems, regardless of the applied actuators or preprocessing. This improves flexibility. In summary, the goal of this method is to support the "virtual driver" under identical conditions, for example, when lateral dynamics are high or the coefficient of friction is low, instead of supporting a human driver, while traversing the target trajectory (target position and target rotation) predetermined by the "virtual driver." The "virtual driver" is implemented here in the automatically controlled vehicle via an electronic VD unit. Here, the target trajectory along which the vehicle should move automatically is specified in the VD unit.

[0019] Preferably, in the method according to the invention...

[0020] -Execute in the VD unit: Determine the actual deviation between the vehicle and the target trajectory;

[0021] -Executed in the first motion control unit: generating control parameters based on the known actual deviation; and

[0022] - Performed in the second motion adjustment unit: Determining whether an unwanted driving state exists at the current time point and / or future time points, wherein,

[0023] - The generation of adjustment parameters in the first motion adjustment unit is performed independently of the determination of an undesirable driving state in the second motion adjustment unit; and / or

[0024] - The actual deviation is known in the VD unit and the undesirable driving state is known in the second motion adjustment unit.

[0025] This advantageously provides the possibility of easily extending an existing automated control system within a vehicle having a "virtual driver" (with its automated predetermined target trajectory) and a first motion control unit that automatically achieves motion along the target trajectory, wherein the extension can be used to add states that avoid critical stability. Thus, simple retrofitting of the method or device according to the invention in a vehicle with an automated control system (which does not have automated stability control) is provided, because the second motion control unit connects to the existing system only through a corresponding interface.

[0026] In a favorable manner, to avoid critical stability conditions, a standalone solution can be provided during automated driving, which can be designed independently of the vehicle's traditional automated systems (which include a virtual driver and a primary motion control unit). Vehicle manufacturers can design and implement automated systems independently of the systems responsible for stability during automated driving. This simplifies costs for each vehicle manufacturer. However, in principle, if there is no need to modify or expand existing systems, the individual components used for stability can also be integrated into the overall automated system.

[0027] In an advantageous manner, it is also configured to rely on vehicle information and / or the actual dynamics of the vehicle and / or the target requirements for the automated drive system and / or braking system and / or steering system to ascertain whether undesirable driving conditions exist at the current and / or future points in time. This allows for advantageously precise comparisons: the extent of deviation between the vehicle's actual characteristics and target characteristics, and the degree of instability that this deviation might result in. Other coefficients affecting stability can also be considered by additionally taking into account vehicle parameters. Consideration of target requirements also results in the inclusion of target dynamics in response to the current target trajectory, when there is a deviation. This can, in particular, include the currently "required" target yaw rate.

[0028] Preferably, the target requirement is determined based on the actual deviation, wherein the longitudinal target requirement corrects for the vehicle's position and / or actual rotation deviating from the target trajectory (target position and target rotation) in the vehicle's direction of travel, and the lateral target requirement corrects for the vehicle's position and / or actual rotation deviating from the target trajectory (target position and target rotation) perpendicular to the direction of travel. This advantageously allows for targeted division into lateral and longitudinal motion components, simplifying subsequent analysis and adjustment of control signals in unstable conditions. When only the lateral motion component involves instability, it can be adjusted simply without forcibly and significantly altering the longitudinal motion component, and vice versa.

[0029] Relatedly, it is also preferable to use drive adjustment parameters and / or braking adjustment parameters and / or steering adjustment parameters as adjustment parameters, based on actual deviations. The vehicle's drive system can be automatically controlled based on the drive adjustment parameters, the vehicle's braking system can be automatically controlled based on the braking adjustment parameters, and the vehicle's steering system can be automatically controlled based on the steering adjustment parameters, so that the vehicle's position and / or actual rotation approximate the target trajectory (target position and target rotation). Accordingly, independent adjustment parameters can be obtained for each system; these adjustment parameters can be adjusted independently of the driving state or independently of the stability parameters. This provides greater flexibility.

[0030] Accordingly, it is preferably configured that when the vehicle is determined to be unstable at the current time point and / or face an unstable state at a future time point based on geometric trajectory parameters from a predetermined target trajectory, it is known that an undesirable driving state exists. According to one embodiment, it is configured that when the yaw rate deviation between the target yaw rate and the actual yaw rate exceeds a deviation boundary value at the current time point and / or a future time point, it is known that an undesirable driving state exists, wherein the target yaw rate is obtained indirectly or directly from the predetermined target trajectory based on geometric trajectory parameters at the current time point and / or a future time point. Advantageously, the instability can be known by combining the vehicle's yaw characteristics derived from the geometric target trajectory.

[0031] Determining the target yaw rate directly from a predetermined target trajectory is understood here as knowing the target yaw rate in terms of time, based on the target position and target rotation. When determining the target yaw rate indirectly from a predetermined target trajectory, for example, target requirements obtained directly from the target trajectory can be used. These target requirements allow consideration of the actual current target dynamics based on the deviation from the target trajectory.

[0032] Therefore, a preferred setting is to generate and output the deviation based on the yaw rate when the deviation boundary value is exceeded.

[0033] - The first drive stability parameter used to limit the actual speed of the vehicle and / or

[0034] - The primary braking stability parameter used to reduce the actual speed of the vehicle

[0035] As a stability parameter, it ensures that when the vehicle is automatically driven and controlled based on a first drive stability parameter and / or a first braking stability parameter, the actual speed of the vehicle does not exceed a predetermined boundary speed. The respective adjustment parameters for the drive or brakes can be specifically adjusted based on the yaw rate deviation, which in this case is implemented simply by changing the longitudinal motion (adjusting the speed), thereby enabling effective response, for example, to understeer or oversteer.

[0036] Alternatively, lateral motion intervention can be performed on the vehicle, specifically, when the deviation boundary value is exceeded, depending on the yaw rate deviation generation and output.

[0037] - A second braking stability parameter used to decelerate the vehicle due to wheel displacement and / or

[0038] - The first steering stability parameter used for steering vehicles

[0039] As a stability parameter, it ensures that when the vehicle is automatically driven and controlled relying on a second braking stability parameter and / or a first steering stability parameter, the actual yaw rate is close to the target yaw rate. This allows for a targeted counteraction to yaw motions that may or may cause instability, without forcibly altering the vehicle's longitudinal motion.

[0040] In all cases, it is also preferable to configure the system to generate a first driving stability parameter and / or a first braking stability parameter and / or a second braking stability parameter and / or a first steering stability parameter based on changes in the yaw rate deviation, in addition to relying on or instead relying on the yaw rate deviation, wherein the changes in the yaw rate deviation describe how the yaw rate deviation has changed since the current point in time. Therefore, changes under motion adjustment conditions can also be included to allow for a sufficient response to special driving conditions.

[0041] Preferably, a second steering stability parameter can also be generated and output to prevent undesirable driving conditions, wherein the second steering stability parameter...

[0042] -Generated based on the vehicle's actual speed and / or the target turning radius derived from the target trajectory, and / or

[0043] - It depends on the braking yaw moment, which is determined by the wheel slippage acting on each side of the vehicle's wheels, and / or

[0044] - It is generated based on the vehicle's tilt angle relative to the lane, taking into account the current vehicle mass.

[0045] This allows for more precise monitoring of current vehicle dynamics, particularly regarding vehicle self-steering characteristics, μ-split-Bremsung braking under varying lateral friction coefficients on the ground, and vehicle tilt characteristics, all of which affect the vehicle's lateral movement. Correspondingly, steering stability parameters can be used to intervene with counter-steering stability to keep the vehicle stable on a predetermined target trajectory. The required parameters (target turning radius, wheel slip, tilt angle) are provided to the system via an in-vehicle interface, as they are already detected and output in other vehicle stability adjustments. Therefore, no additional components are required.

[0046] Preferably, when the vehicle's lateral acceleration exceeds a boundary lateral acceleration at the current time point and / or a future time point, it is determined that an undesirable driving state exists, wherein the lateral acceleration is measured at the current time point and / or estimated from a predetermined target trajectory based on geometric trajectory parameters. This allows for the use of appropriate interventions to address such critical stability states along the lateral direction within the scope of the method.

[0047] Therefore, a preferred configuration is to generate and output a second driving stability parameter and / or a third braking stability parameter as stability parameters when the lateral acceleration exceeds the boundary at the current time point and / or a future time point. This ensures that when the vehicle is automatically driven and controlled based on the third braking stability parameter and / or the second driving stability parameter, the vehicle's lateral acceleration decreases to or below the boundary lateral acceleration. This allows for targeted adjustment of the vehicle's longitudinal motion to avoid excessive lateral acceleration.

[0048] Preferably, the system further includes adjusting the target trajectory based on a stability indicator, wherein the stability indicator depends on the current actual vehicle dynamics and the probability of an undesirable driving state at a time point between the current time and a future time point based on the current target trajectory. Advantageously, undesirable driving states are quantitatively assessed through feature parameters, thereby allowing the target trajectory to be adjusted so that the undesirable driving states are avoided as much as possible when driving through the adjusted target trajectory, and other corrective interventions dependent on the stability parameters are eliminated or at least minimized.

[0049] For this purpose, it is preferable that the stability indicator is formed based on at least one feature selected from the group consisting of:

[0050] The following parameters are considered: the deviation between the actual and target bending angles; the deviation between the actual and target yaw rates; the lateral acceleration exceeding the boundary; wheel slippage of each wheel of the vehicle; the presence of ABS intervention; the presence of ESC intervention; and / or loading information. All these parameters, and perhaps other parameters available within the vehicle, can be considered here for quantitative assessment of undesirable driving conditions.

[0051] The invention also includes a driving control unit for executing the method according to the invention, wherein the driving control unit has at least:

[0052] - The VD unit is used to determine the target trajectory, which is characterized by geometric trajectory parameters. The VD unit is also used to output the actual deviation when the vehicle deviates from the target trajectory.

[0053] - A first motion adjustment unit, wherein the first motion adjustment unit is configured to generate adjustment parameters based on actual deviations, such that when the vehicle deviates from the target trajectory, under the condition of automated drive system and / or braking system and / or steering system of the vehicle, the vehicle approaches the target trajectory based on the generated adjustment parameters.

[0054] - A second motion control unit, wherein the second motion control unit is configured to know whether an undesirable driving state exists at the current time point and / or future time point when the vehicle approaches the target trajectory based on the generated control parameters, wherein the undesirable driving state can be known from a predetermined target trajectory based on geometric trajectory parameters, wherein...

[0055] - At least one computing unit is also provided, wherein the at least one computing unit is configured to generate and output computing signals for the drive system and / or braking system and / or steering system of the automatically driven vehicle, wherein, when an undesirable driving state exists, the computing signals can be generated and output based on the generated stability parameters, and / or

[0056] --The VD unit is configured to adjust the target trajectory when there are undesirable driving conditions.

[0057] Therefore, according to the present invention, a retrofittable driving control unit is described, which can be easily integrated into the existing infrastructure within a vehicle, for example, by connecting to a corresponding existing interface within the vehicle, such as a CAN data bus. Here, the driving control unit can, for example, be a component of an electronic braking system, in which various parameters are known and applied. This results in simple retrofitability.

[0058] Here, the first and / or second motion control unit can also be integrated into the VD unit that has a predetermined target trajectory. A combination of the first and second motion control units can also be provided. For maximum flexibility, it is advantageous, however, to provide the two control units separately, so that vehicle manufacturers can, for example, simply add the second motion control unit (which identifies and responds to unwanted driving conditions) to the existing first motion control unit. The functionality of the first motion control unit used in stable driving can thus be extended by a simple modification of the second motion control unit. For this purpose, it can be connected to a corresponding existing interface within the vehicle.

[0059] Preferably, the drive system and / or braking system and / or steering system are each equipped with a computing unit. The drive system can be automatically controlled using drive computing signals, the braking system can be automatically controlled using braking computing signals, and the steering system can be automatically controlled using steering computing signals. Here, each computing signal can be obtained through the system logic in its respective computing unit, so that the vehicle can be controlled according to stability parameters in undesirable driving conditions; that is, the adjustment parameters can be adjusted using only or based on the generated stability parameters. This provides greater flexibility because the system logic can independently determine how to respond to instability or how the vehicle moves relative to the target trajectory for each lateral or longitudinal adjustment component.

[0060] Preferably, the second motion adjustment unit also includes a yaw rate regulator, wherein the yaw rate regulator is configured to infer the existence of an undesirable driving state based on a known yaw rate deviation and respond to the undesirable driving state by knowing and outputting a corresponding stability parameter. Furthermore, the second motion adjustment unit may also include an RSC unit, wherein the RSC unit is configured to infer the existence of an undesirable driving state based on an excess lateral acceleration and respond to the undesirable driving state by knowing and outputting a corresponding stability parameter.

[0061] Furthermore, the second motion control unit may also include a stability monitor, which is configured to generate a stability indicator based on the current actual vehicle dynamics and the current target trajectory. This stability indicator, with respect to time, indicates the probability of an undesirable driving state at a point in time between the current point and a future point in time. This allows for a quantitative assessment of undesirable driving states, which the VD unit can then use to adjust the target trajectory.

[0062] According to the invention, a vehicle is also provided having a driving control unit according to the invention, which is used to automatically guide the vehicle along a predetermined target trajectory or an adjusted target trajectory. Attached Figure Description

[0063] The present invention will be further illustrated below with reference to embodiments. In the figures:

[0064] Figure 1 A schematic diagram of a vehicle capable of automated drive control is shown;

[0065] Figure 1a Example target trajectory is shown;

[0066] Figure 2 Showing according to Figure 1 Detailed images of the vehicle;

[0067] Figure 3 According to another implementation scheme Figure 1 Detailed images of the vehicle;

[0068] Figure 4 , Figure 5 A flowchart of the method according to the present invention is shown. Detailed Implementation Plan

[0069] Figure 1 The diagram schematically shows vehicle 1 moving in lane 2. Vehicle 1 can be partially or partially constructed (i.e., consisting of a tractor unit 1a and a trailer unit 1b), such as a commercial vehicle or a bus. Vehicle 1 can be automatically driven with the assistance of a driving control device 3, wherein the level of automation is set according to SAE levels 3 to 5. Figure 2 and Figure 3 Two driving control devices 3 are shown as an example.

[0070] The driving control device 3 correspondingly includes a VD unit 3a (virtual driver), which, in conjunction with criteria such as the detected road direction or the current environment U around the vehicle 1, specifies the target trajectory TS that the vehicle 1 should follow in its automated movement in the future. Here, the target trajectory TS is the future path that should be traversed by the drive system 6 and / or braking system 7 and / or steering system 8 within the automated driving control vehicle 1. The target trajectory TS is here characterized by the kinematic trajectory parameter kG, so that the planned movement or future path of the vehicle 1 is described only in geometric form; that is, there exists a geometrically described target trajectory TS.

[0071] according to Figure 1a For example, the target position PSoll (requested position) described by the preferred Cartesian coordinate system x-coordinates x and y-coordinates y, and the target rotation PhiSoll of vehicle 1 at the corresponding time points t0, t1, and t2, are used as kinematic trajectory parameters kG. Here, the target rotation PhiSoll describes how vehicle 1 is oriented at its respective target position PSoll. The target position PSoll and the target rotation PhiSoll can be described relatively (i.e., with respect to the previous state) or absolutely (i.e., with respect to the starting point).

[0072] The following can be performed via the driving control device 3. Figure 4 The method shown in the example:

[0073] VD unit 3a first evaluates the sensor signal S4 of sensor 4 of environmental detection system 5 to determine in the first step ST1 whether vehicle 1 is also actually moving along the geometrically defined target trajectory TS. For this purpose, the actual deviation dTS between vehicle 1 and the target trajectory TS is determined, i.e., the deviation between the current position P1 and actual rotation PhiIst of vehicle 1 and the geometric trajectory parameters kG (PSoll, PhiSoll) defined in the target trajectory TS. Accordingly, the actual deviation dTS can be described geometrically by the x-direction deviation dx, the y-direction deviation dy (the deviation between P1 and PSoll), and the rotational deviation dPhi. Based on the actual deviation dTS, it can be inferred which motion changes are necessary or how to drive vehicle 1 so that it continues to move along the geometrically defined target trajectory TS in the future.

[0074] Not only the target trajectory TS, but also the actual deviation dTS (or related parameters) is transmitted by the VD unit 3a in the form of a trajectory signal S3a. The trajectory signal S3a is transmitted not only to the predetermined unit 3b (motion control) but also to the second motion adjustment unit 20, the function of which will be further explained later. Transmission can also be carried out in the same manner in the form of separate signals.

[0075] Based on the actual deviation dTS, in the second step ST2, within a predetermined unit 3b, the target velocity vSoll and / or target acceleration aSoll (positive or negative) are obtained as longitudinal target requirements AS11, relating to the expected future longitudinal motion of vehicle 1, and the target turning radius RSoll or the change in target turning radius dRSoll is obtained as lateral target requirements AS12, relating to the expected future lateral motion of vehicle 1. This information enables vehicle 1 to reapproach the prescribed target trajectory TS (i.e., target position PSoll and target rotation PhiSoll) again, depending on the target requirements AS11 and AS12, with the help of the drive system 6 and / or braking system 7 and / or steering system 8. The target requirements AS11 and AS12 are output via a predetermined signal S3b.

[0076] Next, in the third step ST3, the target requirements AS11 and AS12, representing the desired future motion of vehicle 1, are transmitted to the first motion adjustment unit 10 and the second motion adjustment unit 20. According to... Figure 2In the implementation, the first motion adjustment unit 10 and the second motion adjustment unit 20 are separate from each other. The second motion adjustment unit 20 can be designed and operated completely independently of the first motion adjustment unit 10, thus providing the system with variability and scalability. Figure 3 In the implementation scheme, these two adjustment units 10 and 20 can also be combined within the total motion adjustment unit 30.

[0077] The first motion adjustment unit 10 is divided into a longitudinal adjuster 11 and a lateral adjuster 12. The longitudinal target requirement AS11, relating to the longitudinal movement of the vehicle 1, is processed in the longitudinal adjuster 11, and the lateral target requirement AS12, relating to the lateral movement of the vehicle 1, is processed in the lateral adjuster 12. Similarly, the predetermined unit 3b can be integrated into the first motion adjuster 10, and the corresponding target requirements AS11 and AS12 are directly sent to their respective adjusters 11 and 12 and also to the second motion adjustment unit 20 in other signal forms.

[0078] In the first sub-step ST3.1, the longitudinal adjuster 11 learns the drive adjustment parameter GA10 (e.g., drive force or related parameter) and the braking adjustment parameter GB10 (e.g., braking force or related parameter) based on the longitudinal target requirement AS11. The drive adjustment parameter GA10 or the braking adjustment parameter GB10 here refers to the adjustment parameters of the various relevant actuators (preferably drive motors, service brakes, pausing brakes, etc.) in the vehicle 1 by means of their drive control, in order to achieve the longitudinal target requirement AS11.

[0079] Furthermore, in the second sub-step ST3.2, the steering adjustment parameter GL10, such as the steering angle or related parameters, is obtained from the lateral adjuster 12 based on the lateral target requirement AS12. Here, the steering adjustment parameter GL10 describes the adjustment parameters of the respective actuators of the vehicle 1, preferably the servo motors of the steering system 8, to achieve the lateral component of the target requirement AS12.

[0080] The obtained adjustment parameters GA10, GB10, and GL10 are output in the fourth step ST4 via the first drive adjustment signal SA10, the first brake adjustment signal SB10, or the first steering adjustment signal SL10. The first drive adjustment signal SA10 is transmitted to the first input terminal 13A1 of the drive operation unit 13A, the first brake adjustment signal SB10 is transmitted to the first input terminal 13B1 of the brake operation unit 13B, and the first steering adjustment signal SL10 is transmitted to the first input terminal 13L1 of the steering operation unit 13L.

[0081] Here, each of the arithmetic units 13A, 13B, and 13L can send arithmetic signals SVA, SVB, and SVL based on the signals present at their input terminals 13A1, 13A2, 13A3, 13B1, 13B2, 13B3, 13L1, 13L2, and 13L3. Then, the drive control unit 6a of the drive system 6, the brake control unit 7a of the braking system 7, or the steering control unit 8a of the steering system 8 are controlled based on the respective arithmetic signals SVA, SVB, and SVL. How the arithmetic signals SVA, SVB, and SVL are obtained within each of the arithmetic units 13A, 13B, and 13L depends on the control logic stored therein.

[0082] When the control logic executed therein by the respective arithmetic units 13A, 13B, and 13L transmits the first drive adjustment signal SA10, the first brake adjustment signal SB10, or the first steering adjustment signal SL10 as arithmetic signals SVA, SVB, and SVL to the corresponding control units 6a, 7a, and 8a in the fifth step ST5, they can correspondingly drive and control the respective actuators of the drive system 6 (i.e., for example, the drive motor of vehicle 1), the respective actuators of the braking system 7 (i.e., for example, the service brake and / or the pausing brake), or the respective actuators of the steering system 8 (i.e., the servo motor). This allows the target requirements AS11 and AS12 to be achieved based on the confirmed actual deviation dTS output, so that the position P1 and actual rotation PhiIst of vehicle 1 will approach the target trajectory TS in the future.

[0083] To ensure stable driving even under automated control of vehicle 1, a second motion adjustment unit 20 is provided. This second motion adjustment unit 20 preferably intervenes only when an undesirable driving state Z1u already exists at the current time point t0, such as a critical stability driving state, or when an undesirable driving state Z1u is highly likely to occur within a predetermined time range between the current time point t0 and a future time point tZ. To achieve this, the second motion adjustment unit 20 is configured to combine a predetermined target trajectory TS via trajectory signal S3a and target requirements AS11, AS12 output via predetermined signal S3b, and additionally, vehicle information IF (vehicle type) and actual vehicle dynamics FDIst (its own motion), to assess the stability of vehicle 1 and, based on this, to selectively influence the motion of vehicle 1.

[0084] Therefore, the second motion adjustment unit 20 learns the driving state Z1 in multiple stability steps, and adjusts the adjustment parameters GA10, GB10, and GL10 obtained from the target requirements AS11 and AS12 accordingly. The driving state Z1 can be, for example, an undesirable driving state Z1u, in which the vehicle 1 is unstable at the current time t0 and / or faces instability in the future within a specified time range dt.

[0085] Here, the second motion adjustment unit 20 continues and according to Figure 4 The method steps executed by the first motion adjustment unit 10 are performed in parallel with the following method steps (see Figure 5 Therefore, the second motion adjustment unit 20 can specifically adjust the aforementioned control of the vehicle 1 through the first motion adjustment unit 10 in the event of an undesirable driving state Z1u. Here, the second motion adjustment unit 20 has access to any interface within the vehicle 1, so that the second motion adjustment unit 20 can read the vehicle information IF and / or the actual vehicle dynamics FDIst in the first stability step STS1.

[0086] Here, information concerning vehicle 1 that pertains to vehicle 1 itself rather than its driving dynamics is understood as vehicle information IF. This includes configured vehicle parameters, such as the wheelbase A, track width W, or permissible gross vehicle weight zGM1, as well as vehicle parameters that may change during operation, such as the current gross vehicle weight M1, maximum acceleration aMax (positive or negative), or brake pad wear BV, which are measured, estimated, or observed during operation. Additionally, information such as whether vehicle 1 has a attached trailer 1b or the vehicle height FH of vehicle 1 can also be processed.

[0087] The longitudinal motion of vehicle 1 parallel to the direction of travel FR is specifically understood as the vehicle's actual dynamic FDIst, which can be described, for example, by the actual velocity vIst, the actual acceleration aIst, and the actual distance DIst relative to the object in the direction of travel FR. Furthermore, the vehicle's actual dynamic FDIst is also given by parameters describing the orientation of vehicle 1, such as the actual yaw rate GIst, the tilt angle NIst relative to lane 2, the relative orientation ARel of vehicle 1 relative to the direction of travel FR, or the actual bending angle KWIst between tractor 1a and trailer 1b. Therefore, the position and orientation (attitude, Pose) of vehicle 1, according to the six degrees of freedom, can be known from the vehicle's actual dynamic FDIst and its changes can be obtained through their respective derivatives.

[0088] The actual vehicle dynamics (FDIst) can be obtained from sensor signals that measure or characterize the motion of vehicle 1, such as the wheel speed signal S1c from wheel speed sensor 1c on wheel 1f within vehicle 1, the acceleration signal S1d from acceleration sensor 1d (for lateral and longitudinal measurements) within vehicle 1, and the yaw rate signal S1e from yaw rate sensor 1e within vehicle 1. These sensors 1c, 1d, and 1e are sensors that are already present in the partially electrically operated braking system 7, such as EBS (Electronic Braking System), and can be accessed via a corresponding interface 1g, such as a CAN interface. Additionally, other sensors can be installed within vehicle 1, through which, for example, the low actual speed vIst, the direction of travel FR, or the actual bending angle KWIst between tractor 1a and trailer 1b can be obtained, so that information about the actual vehicle dynamics (FDIst) can also be accessed. Here, the sensor signals from the various sensors can also be fused to obtain higher accuracy and / or detect reliability.

[0089] Based on vehicle information IF and / or actual vehicle dynamics FDIst, the second motion adjustment unit 20 can evaluate in multiple stability steps whether the target requirements AS11, AS12 output by the predetermined unit 3b will or have caused instability when there is an actual deviation dTS for the specified target trajectory TS, or whether an undesirable driving state Z1u will or has been obtained as a result, and respond accordingly.

[0090] Therefore, in the second stability step STS2, the second motion adjustment unit 20 performs yaw rate monitoring via the yaw rate regulator 21. Here, the yaw rate regulator 21 is configured to analyze the target trajectory TS output by the VD unit 3a, thereby calculating the target driving dynamic FDSoll at time point t within a predetermined time range dt up to a future time point tZ (e.g., up to t0+10s) from the current time point t0. Here, the yaw rate regulator 21 utilizes the geometric trajectory parameter kG, which represents the characteristics of the future driving route or target trajectory TS, to estimate the target driving dynamic FDSoll. Therefore, the requirements for systems 6, 7, and 8 within vehicle 1 are not evaluated; instead, the target trajectory TS predetermined by the "virtual driver" (VD unit 3a) is directly evaluated.

[0091] To this end, the target yaw rate GSoll can be obtained from the geometric information (PSoll, PhiSoll) in the target trajectory TS, especially at the current time point t0, for example, through a single-track model. This target yaw rate GSoll can be compared with the existing actual yaw rate GIst, obtained from the transmitted vehicle dynamics FDIst. Specifically, for example, the yaw rate deviation dG between the actual yaw rate GIst and the target yaw rate GSoll can be determined. The driving state Z1 can then be derived based on the yaw rate deviation dG.

[0092] It can be configured to immediately output the undesired driving state Z1u (see dGW=0) in the event of any non-zero yaw rate deviation dG. However, it can also be configured to allow a certain deviation from the target yaw rate GSoll and only output the undesired driving state Z1u when, for example, the yaw rate deviation dG exceeds the specified deviation boundary value dGW.

[0093] Alternatively, target requirements AS11 and AS12 output by predetermined unit 3b can be considered, which depend on the formation of geometric target trajectory TS, so as to take into account the driving state of vehicle 1 in subsequent requirements when the target yaw rate GSoll is known.

[0094] Based on the derived driving state Z1 and consequently the yaw rate deviation dG, the actual vehicle speed vIst can be limited to a boundary speed vGrenz in the first sub-step STS2.1. For this purpose, the yaw rate regulator 21 sends a first drive stability signal SA21, containing a first drive stability parameter GA21 (e.g., drive force limit), to the second input 13A2 of the drive operation unit 13A. Based on this, the drive operation unit 13A sends a drive operation signal SVA, ensuring that the vehicle 1 does not exceed a predetermined boundary speed vGrenz associated with the drive limit when driving the drive motor, which acts as the actuator of the drive system 6. In the event of an undesirable driving state Z1u, the drive adjustment parameter GA10 on the first input 13A1 of the drive operation unit 13A is adjusted.

[0095] When the boundary speed vGrenz has been exceeded, the yaw rate regulator 21 sends a first braking stability signal SB21, which includes a first braking stability parameter GB21 (e.g., braking force), to the second input terminal 13B2 of the braking calculation unit 13B. Based on this, the braking calculation unit 13B sends a braking calculation signal SVB, which, when driving the brakes and / or easing brakes that act as actuators of the braking system 7, decelerates the vehicle 1 so that the vehicle 1 reaches or at least does not exceed the predetermined boundary speed vGrenz. Thus, the braking adjustment parameter GB10, obtained from the longitudinal target requirement AS11, is adjusted specifically depending on the driving state Z1 or an undesirable driving state Z1u.

[0096] In the second sub-step STS2.2, a target yaw moment JSoll can be pre-determined, either alternatively or supplementarily, to compensate for the yaw rate deviation dG, depending on the driving state Z1. The target yaw moment JSoll can be achieved, for example, through wheel-specific drive control of the braking system 7 to achieve steering braking. For this purpose, a second braking stability signal SBL, including a second braking stability parameter GBL (e.g., wheel-specific braking force), can be sent by the yaw rate adjuster 21 to the braking control device 7a of the braking system 7, which performs wheel-specific drive control of the brakes, thereby compensating for the yaw rate deviation dG. Consequently, the braking adjustment parameter GB10, obtained according to the longitudinal target requirement AS11, can also be adjusted selectively depending on the driving state Z1 or an undesirable driving state Z1u, because the braking force distribution on each wheel is different, and the total braking force is also adjusted if necessary.

[0097] Alternatively or additionally, the target yaw moment JSoll can also be achieved through the drive-controlled steering system 8 to induce reverse steering. It is thus conceivable that, through the second braking stability signal SBL or the second braking stability parameter GBL, the braking force used for steering braking can, on the one hand, be increased unrestricted at each wheel, and on the other hand, result in an overall decrease in total braking force and consequently an increase in braking distance each time the braking force at each wheel is reduced. To obtain this independent or at least supported reverse steering through the steering system 8, the yaw rate adjuster 21 generates a first steering stability signal SL21 containing a first steering stability parameter GL21 (e.g., steering angle), which can be used to fully or at least partially (when combined with steering braking) achieve the target yaw moment JSoll.

[0098] Next, the first steering stability signal SL21 is sent to the second input terminal 13L2 of the steering calculation unit 13L. Based on this, the steering calculation unit 13L sends a steering calculation signal SVL. When the steering system 8 is driven, for example, by a servo motor acting as an actuator of the steering system 8, the vehicle 1 uses the steering calculation signal SVL to steer, thereby fully or at least partially achieving the target yaw moment JSoll. Depending on the driving state, the steering calculation unit 13L can at least partially superimpose the first steering stability signal SL21 onto the existing steering (steering adjustment signal SL10). Thus, the steering adjustment parameter GL10 obtained according to the lateral target requirement AS11 is also adjusted specifically depending on the driving state Z1 or an undesirable driving state Z1u.

[0099] The monitoring of the yaw rate deviation dG can also be extended to other time points t within the specified time range between t0 and dt. Here, the target trajectory TS described in geometry can be pre-estimated: how the actual yaw rate GIst will behave in the future relative to the target yaw rate GSoll derived from the target trajectory TS, or how the yaw rate deviation dG changes over time. Thus, by analyzing the change in yaw rate deviation dGC, initial understeer or oversteer, or following the target trajectory TS, can be identified, for example, by simply using a significantly increased steering angle. Combined with the geometric target trajectory TS, it can be pre-determined whether there is a higher probability of an undesirable driving state Z1u regarding the yaw characteristics of vehicle 1 when, for example, the target turning radius RSoll of the target trajectory TS further decreases, or whether an undesirable driving state Z1u can be avoided when the target turning radius RSoll further increases. This can also be adequately addressed through stability steps STS2, STS2.1, and STS2.2.

[0100] Steering angle correction can be performed in the third stability step STS3, which is performed in correction unit 22. When the actual speed vIst of vehicle 1 is low and it is driving stably on lane 2 with a high coefficient of friction, the steering adjustment parameter GL10, as specified by the lateral target requirement AS12, mainly follows the vehicle geometry, i.e., such as wheelbase A, track width W, actual camber angle KWIst, etc., taking into account minor corrections. However, when there are more complex dynamics or higher actual speed vIst and / or lane 2 with a lower coefficient of friction, further corrections are required. The driving state Z1 without such further corrections may be evaluated as an undesirable driving state Z1u, and thus corrections are performed by correction unit 22 as follows:

[0101] In one variant (STS3.1), the steering characteristics of vehicle 1 can be considered according to a "linear bicycle model." The correction unit 22 outputs a second steering stability parameter GLK, such as the steering angle, via a second steering stability signal SLK, which is transmitted to the third input terminal 13L3 of the steering calculation unit 13L. Here, the second steering stability parameter GLK is obtained based on the current actual vehicle dynamics FDIst and also on the vehicle information IF. Using these, the "linear bicycle model" can determine how to adjust the steering angle or steering adjustment parameter GL10 based on the actual speed vIst of vehicle 1 and / or the target turning radius derived from the target trajectory TS, in order to avoid or stop undesirable driving states Z1u. Here, the target turning radius RSoll is preferably obtained based on the lateral target requirement AS12, obtained by the predetermined unit 3b and also transmitted to the second motion adjustment unit 20. The steering calculation unit 13L can adjust the lateral target requirement AS12 or the steering adjustment parameter GL10 based on the second steering stability parameter GLK in a corresponding manner through control logic executed within it, thus sending the corresponding steering calculation signal SVL.

[0102] Furthermore, within the correction unit 22, the characteristics of vehicle 1 on the friction coefficient-split lane 2 (μ-split) can be determined through a dynamic model based on the actual vehicle dynamics FDIst (STS3.2). The applied braking yaw moment JB may lead to an undesirable driving state Z1u. For this purpose, wheel slips s1f of vehicle 1's wheels 1f can be used, obtained via wheel speed signals S1c from wheel speed sensors 1c. Based on these slips, the actual yaw rate GIst of vehicle 1 can be determined and compared with the target yaw rate GSoll obtained from the target trajectory TS or lateral target requirement AS12. Based on the resulting yaw rate deviation dG, the correction unit 22 can also determine the second steering stability parameter GLK, which indicates which braking yaw moment JB is compensated for by steering based on braking on the friction coefficient-split lane 2, in order to continue ensuring stable driving and eliminate the undesirable driving state Z1u. When the steering adjustment parameter GL10 is corrected or adjusted in the steering calculation unit 13L by means of the second steering stability parameter GLK, the braking yaw torque JB can be compensated when the steering system 8 is driven and controlled by the corresponding steering calculation signal SVL.

[0103] The correction unit 22 can also consider the tilt angle NIst (STS3.3) of vehicle 1 relative to lane 2. A higher tilt angle NIst is compensated for by steering to maintain a stable driving state or avoid an undesirable driving state Z1u. For this purpose, a mode can be assumed in the correction unit 22 in which the tilt or tilt angle NIst of vehicle 1 and the current vehicle mass M1 are applied to obtain the second steering stability parameter GLK. When the steering adjustment parameter GL10 is corrected in the steering calculation unit 13L using the second steering stability parameter GLK, tilt correction can be performed when the steering system 8 is driven by the corresponding steering calculation signal SVL.

[0104] In addition to the aforementioned correction, other corrections can also be implemented by the correction unit 22 in order to respond to undesirable driving conditions Z1u.

[0105] In addition to the yaw rate adjuster 21 and the correction unit 22, an RSC unit 23 (RSC, roll stability control) is also provided in the second motion adjustment unit 20. This unit can prevent the vehicle 1 from overturning in the undesirable driving state Z1u during the fourth stability step STS4. Here, the RSC unit 23 specifically monitors the lateral acceleration aq of the vehicle 1 at the current time point t0, which is obtained, for example, from the acceleration signal S1d of the acceleration sensor 1d.

[0106] When the lateral acceleration aq exceeds the boundary lateral acceleration aqG, the undesirable driving state Z1u is inferred by the RSC unit 23. It then outputs a second drive stability parameter GA23 (e.g., braking force limit) and / or a third braking stability parameter GB23 (e.g., braking force), which are output through corresponding signals SA23 and SB23 on the third input terminals 13A3 and 13B3 of the drive operation unit 13A or the braking operation unit 13B. Corresponding operation signals SVA and SVB are generated in the operation units 13A and 13B to control the drive system 6 or braking system 7 and decelerate the vehicle 1, thereby reducing the lateral acceleration aq back to or below the boundary lateral acceleration aqG and overcoming the undesirable driving state Z1u.

[0107] Furthermore, the RSC unit 23 can also utilize the geometric or kinematic trajectory parameter kG of the future motion of vehicle 1 via the target trajectory TS to evaluate whether the lateral acceleration aq exceeds the boundary lateral acceleration aqG between the current time point t0 and the future time point tZ when vehicle 1 continues to move, for example, at the current actual speed vIst. The RSC unit 23 can also pre-output the third braking stability parameter GB23 and / or the second driving stability parameter GA23 to the braking calculation unit 13B or the driving calculation unit 13A to ensure that the boundary lateral acceleration aqG is not exceeded. This allows for the identification of undesirable future driving states Z1u and the ability to respond to them in advance.

[0108] In the fifth stability step STS5, a return signal SR can be generated in the stability monitor 24 and transmitted to the VD unit 3a. Here, the return signal SR depends on the current and / or future driving characteristics of the vehicle 1 or the current and / or future driving state Z1 continuously known in the corresponding units 21, 22, and 23. The current or future driving state Z1 can therefore be obtained, for example, from the following characteristics:

[0109] - Yaw rate deviation dG, for example, as described in the second stability step STS2, and / or

[0110] - Vehicle 1 exceeds the lateral acceleration aq and faces rollover, for example, as described in the fourth stability step STS4, and / or

[0111] - The deflection dKW between the current actual deflection angle KWIst and the target deflection angle KWSoll, which can be estimated from the target trajectory TS, and / or

[0112] - Wheel slip s1f of each wheel 1f of vehicle 1, and / or

[0113] - The presence of ABS intervention (EABS) or ESC intervention (EESC), and / or

[0114] - Loading information BI, such as shaft load information, center of gravity information, or load sway information, etc. The changes of the above parameters with respect to time can also be taken into account in the return signal SR.

[0115] The return signal SR may, for example, include a time-dependent stability indicator SI, which is obtained by the stability monitor 24 in conjunction with the current actual vehicle dynamics FDIst and the target trajectory TS, and thus uses enumerated parameters to evaluate the current and / or future driving state Z1. The stability indicator SI may, for example, be a value between 0% and 100% or between 0 and 1, indicating the time-dependent probability of an unstable or undesirable driving state Z1u at a given time point t between the current time point t0 and the future time point tZ.

[0116] VD unit 3a can use the return signal SR or stability indicator SI to adjust the current target trajectory TS or trajectory parameters kG (PSoll(x,y), PhiSoll). VD unit 3a can know and output the adjusted actual deviation dTSa at the current time point t0 based on the adjusted target trajectory TSa, which is also described only by geometric parameters (PSoll(x,y), PhiSoll), taking into account the known current and / or future driving state Z1. The stability indicator SI also changes accordingly with respect to the adjusted target trajectory TSa. Based on the adjusted actual deviation dTSa, the target requirements AS11 and AS12 of the pre-determining unit 3b are known and output, which take into account the current and / or future driving state Z1. Thus, the adjustment parameters GA10, GB10, and GL10 are adjusted almost in advance based on the known driving state Z1.

[0117] Therefore, the stability intervention of the second motion adjustment unit 20 is prevented by pre-judging, based on the geometrically predetermined target trajectory TS, whether maintaining the target trajectory TS will lead to an unstable or undesirable driving state Z1u. The virtual driver implemented by the VD unit 3a can adjust its planned driving characteristics accordingly, specifically by selecting and outputting the adjusted target trajectory TSa. This allows for adjustments to boundary values ​​that may remain unstable from that point onwards, as the judgment is performed in advance. Furthermore, other parameters can be considered.

[0118] Accordingly, in stability steps STS2, STS3, STS4, and STS5, the motion of the vehicle 1 initially predetermined by the first motion adjustment unit 10 (adjustment parameters GA10, GB10, GL10) is adjusted locally or in advance based on the driving state Z1 to prevent or avoid undesirable driving states Z1u, such as known or impending instability. Here, each stability step STS2, STS3, STS4, and STS5 is executed in parallel with each other.

[0119] List of reference numerals in attached figures (instruction manual section)

[0120] 1 vehicle

[0121] 1a Tractor

[0122] 1b Trailer

[0123] 1c wheel speed sensor

[0124] 1D accelerometer

[0125] 1e Yaw rate sensor

[0126] 1f Wheels of vehicle 1

[0127] 1G interface, such as CAN interface

[0128] 2 lanes

[0129] 3. Driving control device

[0130] 3a VD Unit (Virtual Driver)

[0131] 3b Preset Unit (Motion Control)

[0132] 4 sensors

[0133] 5. Environmental Monitoring System

[0134] 6. Drive System

[0135] 6a Drive Control Unit

[0136] 7. Braking System

[0137] 7a Brake Control Unit

[0138] 8. Steering System

[0139] 8a Steering Control Unit

[0140] 10 First Motion Adjustment Unit

[0141] 11. Longitudinal Adjuster

[0142] 12 Lateral Adjusters

[0143] 13A Driven Computing Unit

[0144] The input terminals of the 13A1, 13A2, and 13A3 drive arithmetic units

[0145] 13B Braking Operation Unit

[0146] Input terminals of braking arithmetic units 13B1, 13B2, and 13B3

[0147] 13L Steering Calculation Unit

[0148] Input terminals of steering operation units 13L1, 13L2, and 13L3

[0149] 20 Second Motion Adjustment Unit

[0150] 21 Yaw rate regulator

[0151] 22 Correction Units

[0152] 23 RSC Units

[0153] 24 Stability Monitor

[0154] aIst actual acceleration

[0155] aMax maximum acceleration performance

[0156] aq lateral acceleration

[0157] aqG boundary lateral acceleration

[0158] aSoll target acceleration

[0159] A. Wheelbase

[0160] Relative orientation of ARel vehicle 1

[0161] AS11 Vertical Target Requirements

[0162] AS12 Lateral Target Requirements

[0163] BI Loading Information

[0164] BV Brake Wear

[0165] dt time range

[0166] dG yaw rate deviation

[0167] dGC yaw rate deviation change

[0168] dGW deviation boundary value

[0169] dPhi rotational deviation

[0170] dKW bending angle deviation

[0171] dRSoll Target turning radius change

[0172] dTS actual deviation

[0173] dTSa Adjusted actual deviation

[0174] DIst actual spacing

[0175] EABS ABS intervention

[0176] EESC ESC intervention

[0177] FDIst Vehicle Actual Dynamics

[0178] FDSoll Vehicle Target Dynamics

[0179] FR driving direction

[0180] GA10 drive adjustment parameters

[0181] GA21 First Drive Stability Parameter

[0182] GA23 Second Drive Stability Parameters

[0183] GB10 Braking Adjustment Parameters

[0184] GB21 First Braking Stability Parameter

[0185] GB23 Third Braking Stability Parameter

[0186] GBL Second Braking Stability Parameter

[0187] GIst actual yaw rate

[0188] GSoll target yaw rate

[0189] GL10 Steering Adjustment Parameters

[0190] GL21 First Steering Stability Parameter

[0191] GLK Second Steering Stability Parameter

[0192] IF Vehicle Information

[0193] JB Braking Yaw Moment

[0194] JSoll Target Yaw Moment

[0195] kG trajectory parameters

[0196] KWIst actual bending angle

[0197] KWSoll Target Bending Angle

[0198] M1 Current gross mass of vehicle 1

[0199] NIst tilt angle

[0200] Position of vehicle 1, P1

[0201] PhiIst Vehicle 1's actual rotation

[0202] PhiSoll vehicle 1 target rotation

[0203] Target location of PSoll vehicle 1

[0204] RSoll Target Turning Radius

[0205] s1f wheel slippage

[0206] S1c wheel speed signal

[0207] S1d acceleration signal

[0208] S1e yaw rate signal

[0209] S3a trajectory signal

[0210] S3b Pre-order signal

[0211] S4 sensor signal

[0212] SA10 drive adjustment signal

[0213] SA21 First Drive Stability Signal

[0214] SA23 Second Drive Stability Signal

[0215] SB10 Brake Adjustment Signal

[0216] SB21 First Braking Stability Signal

[0217] SB23 Third Braking Stability Signal

[0218] SBL Second Braking Stability Signal

[0219] SL10 Steering Adjustment Signal

[0220] SL21 First Steering Stability Signal

[0221] SLK Second Steering Stability Signal

[0222] SI Stability Indicator

[0223] SR return signal

[0224] SVA drive operation signal

[0225] SVB braking operation signal

[0226] SVL steering operation signal

[0227] t time point

[0228] t0 Current time point

[0229] tZ Future Time Point

[0230] TS target trajectory

[0231] TSa Adjusted Target Trajectory

[0232] U Environment

[0233] vIst actual speed

[0234] vSoll target velocity

[0235] W wheelbase

[0236] xx coordinates

[0237] yy coordinates

[0238] zGM1 Permissible gross mass of vehicle 1

[0239] Z1 Driving Status

[0240] Z1u Undesirable driving conditions

Claims

1. Method for automated guiding of a vehicle (1) along a predetermined target trajectory (TS) at an actual speed (vIst), wherein The target trajectory (TS) is characterized by a geometric trajectory variable (kG), the method having at least the following steps: - acquiring an actual deviation (dTS) of the vehicle (1) from the target trajectory (TS) (ST1); - outputting the acquired actual deviation (dTS) to a motion control unit (10, 20, 30) and generating a control variable (GA10, GB10, GL10) in the motion control unit (10, 20, 30) in dependence on the acquired actual deviation (dTS) (ST3), such that, when the vehicle (1) deviates from the target trajectory (TS), the vehicle (1) is brought closer to the target trajectory (TS) in dependence on the generated control variable (GA10, GB10, GL10) in the automated driving of a drive system (6) and / or a brake system (7) and / or a steering system (8) of the vehicle (1), characterized in that it further has the following steps: - acquiring in the motion control unit (10, 20, 30) whether an undesirable driving state (Z1u) for stability exists at a future point in time (tZ) when the vehicle (1) is brought closer to the target trajectory (TS) in dependence on the generated control variable (GA10, GB10, GL10), wherein the undesirable driving state (Z1u) is acquired from the predetermined target trajectory (TS) in dependence on the geometric trajectory variable (kG) (STS2, STS3, STS4, STS5); and - when it is ascertained that the undesirable driving state (Z1u) exists at the future point in time (tZ), - automatically driving the vehicle (1) in dependence on a stability variable (GA21, GA23, GB21, GB23, GBL, GL21, GLK) generated in the motion control unit (10, 20, 30) (ST5) and / or - adjusting the target trajectory (TS) (STS5).

2. The method of claim 1, wherein, The acquisition of whether the undesirable driving state (Z1u) exists at the future point in time (tZ) is also made in dependence on vehicle information (IF) about the vehicle (1) and / or a vehicle actual dynamics (FDIst) of the vehicle (1) and / or a target requirement (AS11, AS12) for driving the drive system (6) and / or the brake system (7) and / or the steering system (8).

3. The method of claim 2, wherein, The target requirement (AS11, AS12) is acquired in dependence on the actual deviation (dTS), wherein - a longitudinal target requirement (AS11) is used to correct a position (P1) of the vehicle (1) from the target trajectory (TS) in the driving direction (FR) of the vehicle (1) and / or an actual rotation (PhiIst), and - a transverse target requirement (AS12) is used to correct a position (P1) of the vehicle (1) from the target trajectory (TS) perpendicular to the driving direction (FR) and / or an actual rotation (PhiIst).

4. The method of claim 1, wherein, - a driving adjustment variable (GA10) and / or a braking adjustment variable (GB10) and / or a steering adjustment variable (GL10) are ascertained as adjustment variables (GA10, GB10, GL10) in dependence on the actual deviation (dTS), wherein - a driving system (6) of the vehicle (1) is able to be automatedly actuated in dependence on the driving adjustment variable (GA10), - a braking system (7) of the vehicle (1) is able to be automatedly actuated in dependence on the braking adjustment variable (GB10), - a steering system (8) of the vehicle (1) is able to be automatedly actuated in dependence on the steering adjustment variable (GL10), in order to bring the position (PI) and / or the actual rotation (PhiIst) of the vehicle (1) closer to the target trajectory (TS).

5. The method of claim 1, wherein, - an undesired driving state (Z1u) is ascertained when, in dependence on the geometric trajectory variable (kG), it is derived from a predetermined target trajectory (TS) that the vehicle (1) faces an unstable state at a future point in time (tZ).

6. The method of claim 1, wherein, - an undesired driving state (Z1u) is ascertained when a yaw rate deviation (dG) between a target yaw rate (GSoll) and an actual yaw rate (GIst) exceeds a deviation boundary value (dGw) at a future point in time (tZ), wherein the target yaw rate (GSoll) is derived indirectly or directly from a predetermined target trajectory (TS) in dependence on the geometric trajectory variable (kG) for the future point in time (tZ).

7. The method of claim 6, wherein, - a first driving stability variable (GA21) for limiting an actual speed (vIst) of the vehicle (1) and / or - a first braking stability variable (GB21) for reducing an actual speed (vIst) of the vehicle (1) as stability variables (GA21, GB21) such that, in the event of automated actuation of the vehicle (1) (ST5) in dependence on the first driving stability variable (GA21) and / or the first braking stability variable (GB21), the actual speed (vIst) of the vehicle (1) does not exceed a predetermined boundary speed (vGrenz) (STS2.1). - a second braking stability variable (GBL) for decelerating the vehicle (1) in a wheel-specific manner and / or 8. The method of claim 6, wherein, - a first steering stability variable (GL21) for steering the vehicle (1) as stability variables (GBL, GL21) such that, in the event of automated actuation of the vehicle (1) (ST5) in dependence on the second braking stability variable (GBL) and / or the first steering stability variable (GL21), the actual yaw rate (GIst) approaches the target yaw rate (GSoll) (STS2.2). - a second steering stability variable (GLK) is ascertained and output in order to counteract an undesired driving state (Z1u), wherein the second steering stability variable (GLK) ​ 9. The method of claim 1, wherein, ​ - is generated (STS3.1) in dependence on an actual speed (vIst) of the vehicle (1) and / or a target turning radius (RSoll) derived from the target trajectory (TS), and / or - is generated (STS3.2) in dependence on a braking yaw moment (JB), wherein the braking yaw moment (JB) is ascertained in dependence on laterally different acting wheel slips (s1f) on the wheels (1f) of the vehicle (1), and / or - is generated (STS3.3) in dependence on a tilt angle (NIst) of the vehicle (1) relative to the lane (2) taking into account a current vehicle mass (M1).

10. The method of claim 1, wherein, An undesired driving state (Z1u) is ascertained (STS4) when a lateral acceleration (aq) of the vehicle (1) exceeds a boundary lateral acceleration (aqG) at a future point in time (tZ).

11. The method of claim 10, wherein, The lateral acceleration (aq) is estimated for a future point in time (tZ) in dependence on the geometric trajectory parameter (kG) from a predetermined target trajectory (TS).

12. The method of claim 10, wherein, A second drive stability parameter (GA23) and / or a third brake stability parameter (GB23) are generated and output as stability parameters (GA23, GB23) when the boundary lateral acceleration (aqG) is exceeded at the future point in time (tZ), such that in the event of an automated driving control of the vehicle (1) (ST5) in dependence on the third brake stability parameter (GB23) and / or the second drive stability parameter (GA23), the lateral acceleration (aq) of the vehicle (1) falls to or below the boundary lateral acceleration (aqG).

13. The method of claim 1, wherein, The target trajectory (TS) is adjusted in dependence on a stability indicator (SI), wherein the stability indicator (SI) is dependent on a current vehicle actual dynamics (FDIst) and on how probable an undesired driving state (Z1u) at a point in time (t) between a current point in time (t0) and a future point in time (tZ) is described by a current target trajectory (TS).

14. The method of claim 13, wherein, The stability indicator (SI) is formed in dependence on at least one feature selected from the group comprising: a cornering angle deviation (dKW) between a current actual cornering angle (KWIst) and a target cornering angle (KWSoll), a yaw rate deviation (dG) between an actual yaw rate (GIst) and a target yaw rate (GSoll), an exceeded boundary lateral acceleration (aqG), wheel slips (s1f) of individual wheels (1f) of the vehicle (1), an ABS intervention (EABS) being present, an ESC intervention (EESC) being present and / or a loading information (BI).

15. The method of claim 1, wherein, The automated driving control (ST5) of the vehicle (1) is implemented in dependence on the generated stability parameters (GA21, GA23, GB21, GB23, GBL, GL21, GLK) such that the drive system (6) and / or the brake system (7) and / or the steering system (8) of the vehicle (1) - exclusively by means of the generated stability variable (GA21, GA23, GB21, GB23, GBL, GL21, GLK), or - the adjustment variable (GA10, GB10, GL10) is adjusted in dependence on the generated stability variable (GA21, GA23, GB21, GB23, GBL, GL21, GLK).

16. The method of claim 1, wherein, The target trajectory (TS) is characterized by a target position (PSoll) and a target rotation (PhiSoll) as geometric trajectory variables (kG).

17. The method according to claim 1, characterized in that - in a VD unit (3a) the actual deviation (dTS) of the vehicle (1) from the target trajectory (TS) is ascertained (ST1), - in a first motion adjustment unit (10) an adjustment variable (GA10, GB10, GL10) is generated in dependence on the ascertained actual deviation (dTS) (ST3), and - in a second motion adjustment unit (20) it is ascertained whether an undesired driving state (Z1u) exists at a future point in time (tZ) (STS2, STS3, STS4, STS5), wherein - the generation of the adjustment variable (GA10, GB10, GL10) in the first motion adjustment unit (10) is performed independently of the ascertainment of the undesired driving state (Z1u) in the second motion adjustment unit (20), and / or - the ascertainment of the actual deviation (dTS) in the VD unit (3a) is performed independently of the ascertainment of the undesired driving state (Z1u) in the second motion adjustment unit (20).

18. A drive control unit (3) for carrying out the method according to one of claims 1 to 17, wherein The driving control unit (3) has at least - a VD unit (3a) for specifying a target trajectory (TS), wherein the target trajectory (TS) is characterized by geometric trajectory variables (kG) and the VD unit is for outputting an actual deviation (dTS) when the vehicle (1) deviates from the target trajectory (TS), - a first motion adjustment unit (10), wherein the first motion adjustment unit is configured to generate an adjustment variable (GA10, GB10, GL10) in dependence on the actual deviation (dTS) such that, when the vehicle (1) deviates from the target trajectory (TS), the vehicle (1) is brought closer to the target trajectory (TS) in dependence on the generated adjustment variable (GA10, GB10, GL10) in the automated driving control of a drive system (6) and / or a brake system (7) and / or a steering system (8) of the vehicle (1), - a second motion adjustment unit (20), wherein the second motion adjustment unit (20) is configured to ascertain whether an undesired driving state (Z1u) exists at a future point in time (tZ) when the vehicle (1) is brought closer to the target trajectory (TS) in dependence on the generated adjustment variable (GA10, GB10, GL10), wherein the undesired driving state (Z1u) can be ascertained from a predetermined target trajectory (TS) in dependence on the geometric trajectory variables (kG), wherein -- at least one arithmetic unit (13A, 13B, 13L) is also provided, wherein the at least one arithmetic unit (13A, 13B, 13L) is configured to generate and output an arithmetic signal (SVA, SVB, SVL) for automated driving control of the drive system (6) and / or the brake system (7) and / or the steering system (8) of the vehicle (1), wherein the arithmetic signal (SVA, SVB, SVL) can be generated and output in dependence on the generated stability variable (GA21, GA23, GB21, GB23, GBL, GL21, GLK) when an undesired driving state (Z1u) is present, and / or -- the VD unit (3a) is also configured to adapt the target trajectory (TS) when an undesired driving state (Z1u) is present.

19. The travel control unit (3) according to claim 18, characterized by An arithmetic unit (13A, 13B, 13L) is assigned to the drive system (6) and / or the brake system (7) and / or the steering system (8), respectively, wherein the drive system (6) can be automatically controlled by means of a drive arithmetic signal (SVA), the brake system (7) can be automatically controlled by means of a brake arithmetic signal (SVB) and the steering system (8) can be automatically controlled by means of a steering arithmetic signal (SVL).

20. The driving control unit (3) according to claim 18, characterized in that - the first motion control unit (10) and / or the second motion control unit (20) are integrated in the VD unit (3a); and / or - the first motion control unit (10) and the second motion control unit (20) are combined; or - at least the second motion control unit (20) is implemented separately from the VD unit (3a) and from the first motion control unit (10).

21. The travel control unit (3) according to claim 18, characterized by The second motion control unit (20) has a yaw rate regulator (21), wherein the yaw rate regulator (21) is configured to - infer the presence of an undesired driving state (Z1u) when a yaw rate deviation (dG) between a target yaw rate (GSoll) and an actual yaw rate (GIst) exceeds a deviation boundary value (dGw) at a future point in time (tZ), wherein the target yaw rate (GSoll) is derived from a predetermined target trajectory (TS) in dependence on the geometric trajectory variable (kG) for the future point in time (tZ), and - ascertain and output a stability variable (GA21, GB21, GBL, GL21) in dependence on the yaw rate deviation (dG) when the deviation boundary value (dGw) is exceeded.

22. The travel control unit (3) according to claim 18, characterized by The second motion control unit (20) has an RSC unit (23), wherein the RSC unit (23) is configured to - infer the presence of an undesired driving state (Z1u) when a lateral acceleration (aq) of the vehicle (1) exceeds a boundary lateral acceleration (aqG) at a future point in time (tZ), and - ascertain and output a stability variable (GA23, GB23) when the boundary lateral acceleration (aqG) is exceeded.

23. The travel control unit (3) according to claim 18, characterized by The second motion regulation unit (20) comprises a stability monitor (24), wherein the stability monitor (24) forms a stability indicator (SI) in dependence on the current vehicle actual dynamics (FDIst) and the current target trajectory (TS), wherein the stability indicator (SI) describes how probable an undesired driving state (Z1u) at a point in time (t) between a current point in time (t0) and a future point in time (tZ) is in relation to time.

24. The travel control unit (3) according to claim 23, characterized by The VD unit (3a) is configured to adjust the target trajectory (TS) in dependence on the formed stability indicator (SI).

25. Vehicle (1) with a driving control unit (3) according to one of claims 18 to 24 for automated guiding of the vehicle (1) along a predetermined target trajectory (TS) or an adjusted target trajectory (TSa).

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