Collaborative vehicle lateral guidance adjustment, computer program product and controller for motor vehicle

Abstract

The invention relates generally to an adjustment method, a computer program product and a controller (28) for a motor vehicle (24). The adjustment method is designed to perform cooperative vehicle transverse guidance of a motor vehicle (24) with respect to a reference trajectory by means of a total adjustment circuit (12) of a vehicle adjustment unit (26). The main control circuit (12) has a first control module (18) and a second control module (20). The first adjustment module (18) has a dynamic pre-adjustment device (14) with a virtual adjustment circuit (22), which is designed to take into account a steering wheel state that is based on a manual steering input for influencing the transverse guidance of the vehicle. The second control module (20) has a non-linear, adaptive, model-predictive controller which is designed to compensate for at least one unknown estimated disturbance state which is based on at least one disturbance variable which causes a deviation of the transverse guidance of the vehicle from the reference trajectory.

Description

Technical Field

[0001] The invention generally relates to a regulating method, a computer program product and a control unit for a motor vehicle. Background Art

[0002] Modern steering systems, such as steer-by-wire systems, have control mechanisms to enable automated steering interventions by driver assistance systems, such as automated lane changes for lane change assistants. Automated steering interventions are performed with respect to a reference trajectory.

[0003] In previous control methods, driver interventions that influence the steering movement by modifying the steering angle as a function of a manual steering input are understood as interfering interventions in the underlying control method with respect to deviations from a reference trajectory. As a result, previous control methods compensate for manual steering interventions. This limits the functionality of such steering systems, in particular with respect to manual steering interventions during the execution of automated steering movements.

[0004] There is therefore a need to be able to regulate a steering system in such a way that a coordinated lateral guidance of the vehicle is possible, ie a true coexistence between the steering control by the vehicle regulating unit and the driver. Summary of the invention

[0005] The object is achieved by the subject matter of the independent claims. Advantageous embodiments are given in the dependent claims and in the subsequent description, each of which can constitute aspects of the disclosure by itself or in a (sub)combination. Some aspects are explained with reference to different variants. However, the features can be used interchangeably.

[0006] According to one aspect, the invention relates to a control method which is designed for coordinated vehicle transverse guidance of motor vehicles with the aid of an overall control loop of a vehicle control unit with respect to a reference trajectory. The overall control loop has at least a first control module and a second control module.

[0007] The first control module has a dynamic pre-control device including a virtual control loop. The dynamic pre-control device is designed to take into account a steering wheel state that is based on a manual steering input for influencing the transverse guidance of the vehicle. In particular, the virtual control loop is designed for a desired disturbance transmission characteristic relative to the manual steering input for influencing the transverse guidance of the vehicle.

[0008] The second control module has a nonlinear, adaptive, model-predictive controller (MPC) designed to compensate for at least one unknown estimated disturbance state based on at least one disturbance variable that causes a deviation of the transverse guidance of the vehicle from a reference trajectory.

[0009] By means of a first control module with a specially configured dynamic presetting device, manual steering inputs can be taken into account exclusively. This means that manual steering inputs are no longer understood as (unknown) interference states or interference interventions in the automated steering process. In this way, compensation of manual steering inputs can be prevented despite manual steering interventions by the driver for intentional deviations from the trajectory established by the automated steering process (without manual steering inputs). Thus, truly cooperative lateral guidance of the vehicle can be achieved, wherein steering interventions can be achieved equally by the driver assistance system and the driver. The control method thus ensures an increased functionality of the underlying steering system compared to previously known methods and systems.

[0010] In particular, the control method also enables low-intensity, gentle manual steering interventions, since the coordinated vehicle lateral guidance enables a seamless transition between automated vehicle lateral guidance and manual steering intervention. The control method is carried out without a special blending process ("blending") between the steering modifications (automated / manual). The control method also does not require an adaptation of the gain factor ("gain scheduling"), which would also hinder seamless control. In addition, saturation of the regulator output of the underlying control unit is also not required, which would also hinder seamless transitions.

[0011] In the present case, a virtual control loop is understood to be a control loop that is implemented in software.

[0012] Optionally, the virtual control loop is designed for a certain disturbance behavior of the vehicle transverse control in relation to the driver's steering input. In other words, the virtual control loop is designed specifically to modify the effects that, with previous control methods, lead to a manual steering input by the driver. The modification is carried out in this case in such a way that a seamless, coordinated vehicle transverse control can be achieved.

[0013] Preferably, the virtual control loop can be designed for a predefined value range of the driver's manual steering input.

[0014] Alternatively or cumulatively, the virtual control loop is coordinated with the topology of the rest of the overall control loop in order, in particular, to implement manual steering inputs of the driver in such a way as to control them in such a way that they are not compensated.

[0015] Nonlinear, adaptive MPC provides a control mechanism that automatically adapts to changes in the dynamic characteristics of a section of road that are related to the speed of the vehicle. The closed-loop and open-loop control loops therefore have the same dynamic characteristics independently of the vehicle speed. Different from many existing measures, "gain planning" is not required here. The evaluation of performance and the stability analysis of regulation are simplified by adaptability. In some embodiments, the nonlinear, adaptive MPC has a disturbance parameter observer that reconstructs unknown disturbance parameters and compensates for them by disturbance feedforward. Unknown disturbance parameters can, for example, include at least one of road camber, crosswind, lane inclination, lane turn, weight distribution of motor vehicles and / or model errors. It is thus possible to coordinate the lateral guidance of the vehicle with respect to different external influences on the vehicle in order to compensate for such influences. In this way, the lateral guidance of the vehicle is less susceptible to interference.

[0016] Preferably, the disturbance variable can also include a plurality of components which are based on the mentioned influences.

[0017] The at least one disturbance variable can be detected by means of at least one sensor of the vehicle. Of course, a plurality of identical and / or different sensors can also be used to detect the corresponding disturbance variable. The detected disturbance variable is then provided to the vehicle control unit.

[0018] Optionally, the steering wheel state is determined by a steering wheel angle and / or a steering wheel torque. The steering wheel angle introduced by the driver at the steering wheel forms the input variable of the virtual control loop. In this case, the steering wheel angle can be determined relative to a reference position of the steering wheel. The steering wheel torque can be used as a measure of the deflection speed of the steering wheel. In other words, the steering wheel torque describes the strength of the manual steering input.

[0019] In order to detect the state of the steering wheel, a sensor of the vehicle can be utilized. In particular, the sensor can be assigned to the steering wheel of the vehicle.

[0020] In some embodiments, the virtual control loop is calculated on a server that communicates with the vehicle control unit. For example, modern communication protocols such as 5G or 6G can be used for this purpose. This means that the vehicle control unit can have an internal communication device or can be coupled to an external communication device in such a way that the vehicle control unit can communicate with the server. As a result, the software on which the first control module is based does not need to be present in each vehicle control unit. This simplifies the modification of the software on which the virtual control loop is based, for example, in terms of updates. In addition, the requirements for the hardware of the vehicle control unit are reduced in this way, because the calculation-intensive processes are transferred to the external server.

[0021] Preferably, the virtual control loop determines a manipulated variable, which is provided as an input variable to the second control module. Thus, the consideration of manual steering inputs in the second control module is simplified by the first control module with the aid of the virtual control loop. In this regard, the determined manipulated variable can be designed to prevent the manual steering input from being interpreted as a disturbance variable and being compensated.

[0022] In addition, the virtual control loop preferably determines a virtual system state, which is provided as an input variable to the second control module. As a result, the virtual system state associated with the manual steering input can be additionally taken into account in a targeted manner. In this way, coordination of the control is achieved. In some embodiments, the second control module includes a state estimation module, which is designed to determine an estimated system state of the system, from which the virtual system state is deducted. The estimated system state of the system here means the state of the system including the manual steering input.

[0023] The estimated system state determined by the state estimation module can thus be put into relation with the virtual system state determined by the virtual control loop. As a result, the effect of the manual steering input can be concealed relative to the nonlinear, adaptive MPC control of the second control module.

[0024] Optionally, the steering wheel state, the unknown estimated disturbance state and the deviation state describing the deviation of the vehicle's center of gravity from the reference trajectory are input variables of the state estimation module. All decisive parameters are thus known, which describe the state of the vehicle with respect to the reference trajectory and internal and external influences. This makes it possible to increase the accuracy of the determination of the system state.

[0025] A reinitialization interface for the state estimation module and the virtual control loop is preferred. This reinitialization interface enables an offset correction of the lateral deviation state in the case of a lane change. Thus, in the coordinated driving mode, a seamless transition is achieved when changing lanes. In addition, the same reinitialization interface can be used for the functional integration of the control and trajectory planner.

[0026] The reference trajectory can preferably be determined by a lane marking or a sequence of lane markings. Since lane markings are very common, a corresponding reference trajectory can be ensured for practically every lane.

[0027] Optionally, the virtual control loop includes a state controller. This makes it possible to stabilize the controlled system for the transverse guidance of the vehicle. For example, the state controller can be designed based on characteristic value regulations. The position of the dual integrator characteristic value of the controlled system can then be influenced in a targeted manner. Optionally, the control method is designed as a computer-implemented method. This means that important control mechanisms can be implemented with the help of one or more data processing devices.

[0028] According to another aspect, the invention also relates to a computer program product, which includes instructions which, when the program is executed by a computer, cause the computer to perform the control method as described herein. The advantages achieved by the control method described herein are also achieved in a corresponding manner by the computer program product.

[0029] According to an additional aspect, the invention also relates to a computer-readable storage medium, which includes instructions that, when the program is executed by a computer, cause the computer to perform the regulation method as described herein. The advantages achieved by the regulation method described herein are also obtained in a corresponding manner by the computer-readable storage medium.

[0030] According to another aspect, the invention also relates to a control unit for a motor vehicle. The control unit is designed to implement a control method as described here. The control unit can in particular have a vehicle control unit. The advantages achieved by the control method described here are also achieved in a corresponding manner by the control unit.

[0031] Preferably, the controller may be specially designed for lateral guidance of the vehicle.

[0032] In an alternative, the control unit can also be part of a higher-level vehicle control unit.

[0033] According to another aspect, the invention also relates to an assembly comprising an electronic steering system and a control unit for a motor vehicle as described above and assigned to the steering system. The control unit is designed to carry out a control method as described here. The advantages achieved by the control method described here are also achieved in a corresponding manner by the assembly.

[0034] The steering system can be designed as a so-called EPS steering system (Electric Power Steering system) or as a steer-by-wire system.

[0035] According to yet another aspect, the invention also relates to a motor vehicle having a control unit as described above. The advantages achieved by the control method described here are also achieved in a corresponding manner by the motor vehicle.

[0036] The motor vehicle preferably comprises an electronic steering system, for example a so-called EPS steering system or a steer-by-wire system.

[0037] Optionally, the motor vehicle may include, in particular, a road vehicle. Alternatively, the transport means may also include other transport means types, such as an airplane, a ship, a two-wheeled vehicle, a motorcycle, etc. In general, a transport means is currently understood to be a device that is configured to transport objects, goods or people between different targets. Examples for transport means are land transport means (such as motor vehicles, electric vehicles, hybrid vehicles, etc.), rail transport means, aircraft or water transport means. Preferably, the transport means can be regarded as a road-bound transport means in this article, such as a car, a truck, a bus, etc.

[0038] All features described in connection with different aspects can be combined with other aspects individually or in (sub)combinations. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Next, the present disclosure and other advantageous embodiments and further designs of the present disclosure will be further described and explained with reference to the examples shown in the drawings. Among them:

[0040] Figure 1 A simplified schematic diagram showing an overview of the overall control loop for the control method based on the transverse guidance of the cooperating means of transport according to one embodiment of the invention;

[0041] Figure 2 a simplified schematic diagram showing the deviation of a motor vehicle from a reference trajectory;

[0042] Figure 3 A simplified schematic diagram of a first control module of an overall control loop for a control method according to one embodiment of the present invention is shown;

[0043] Figure 4 Another simplified schematic diagram showing an overview of the overall control loop for the control method based on which the transverse guidance of the vehicle is based, taking into account a reinitialization interface, according to one embodiment of the invention; and

[0044] Figure 5 A simplified schematic diagram of a motor vehicle with a control unit according to one specific embodiment of the present invention is shown. DETAILED DESCRIPTION

[0045] All features disclosed below with reference to the embodiments and / or drawings may be combined with features of various aspects of the present disclosure (including features of preferred embodiments) individually or in any subcombination, as long as the resulting feature combination makes sense for a person skilled in the art.

[0046] Figure 1 A simplified schematic diagram shows an overview of a complete control loop 12 for a control method based on which the transverse guidance of a cooperating vehicle is based according to one embodiment of the invention.

[0047] The overall control loop 12 comprises a first control module 18 and a second control module 20 .

[0048] The first control module 18 has a dynamic precontrol device 14 with a virtual control loop 22 .

[0049] The second control module 20 has a nonlinear, adaptive, model-predictive controller (MPC, feedback controller 16 ).

[0050] The dynamic presetting device 14 receives a command from the driver of the motor vehicle 24 in the form The manual steering input represented by As external disturbances are perceived and generally compensated, especially for steering inputs of small magnitude. Therefore, a seamless transition between automated vehicle transverse guidance and manual transverse guidance has been impeded until now, especially for steering inputs of small magnitude.

[0051] The overall control loop 12 is designed to execute a control method for taking into account the manual steering input of the driver. In this regard, Figure 2 A simplified schematic diagram shows the deviation of motor vehicle 24 from a reference trajectory Γ.

[0052] The nonlinear mathematical model on which the overall control loop 12 is based is explained below by way of example for a front axle actuator for steering angle control.

[0053] The main dynamics of the steering angle regulation of the front axle actuator are determined by the dominant pole pair. Therefore, the transmission characteristic can be approximated by a second-order delay term with Butterworth decay D and natural circuit frequency ω0:

[0054]

[0055]

[0056] Here, is the steering angle and Ω PN is the steering angle velocity, ie the steering angle and the steering angle velocity which the steering actuator of the underlying steering system imparts to the motor vehicle 24 for transverse guidance of the vehicle. is the reference steering angle, ie, the final manipulated variable of the overall control loop 12 , in order to adapt the actual trajectory of the motor vehicle 24 to the reference trajectory Γ.

[0057] To describe the lateral movement of vehicle 24 , a nonlinear dynamic single-track model of vehicle 24 is used. This model can be derived from the balance of forces and torques in the mass center of gravity of vehicle 24 , wherein a constant speed v=constant of vehicle 24 is assumed.

[0058] The following nonlinear differential equation is obtained, with the steering angle and the external, time-dependent transverse force F y,d (t) (used in a corresponding manner for F according to the position of the coordinate system x,d (t)) and torque T z,d (t) as disturbance variable (caused, for example, by side wind):

[0059]

[0060]

[0061] Here, β is the slip angle of the motor vehicle 24, l f is the distance between the front axle and the mass center of gravity of the motor vehicle 24, l r is the distance between the rear axle and the mass center of gravity of the motor vehicle 24, i S is the steering gear ratio, F f is the lateral force on the front axle, F r is the lateral force on the rear axle and m is the mass of the motor vehicle 24 .

[0062] The lateral stiffness can be adapted to the current driving situation. Any suitable mathematical tire model can be used here, for example the Pacejka model:

[0063] F f =D f sin[C f arctan(B f tan(α f )-E f (B f tan(α f )-arctan(B f tan(α f )))))]

[0064] F r =D r sin[C r arctan(B r tan(α r )-E r (B r tan(α r )-arctan(B r tan(α r )))))]

[0065]

[0066]

[0067] In order to describe the movement of the vehicle 24, the model equation (2) is extended by an error equation. The error equation includes the lateral position error y about the point on the reference trajectory Γ that has the smallest distance to the vehicle 24. CG And the sideslip angle error Δψ=ψ-ψ ref , see Figure 2 .

[0068] It is assumed here that the reference trajectory Γ can be locally passed through a trajectory with curvature κ ref =1 / R ref The arc is approximated by R ref is the radius of the corresponding arc.

[0069] Assuming that the sideslip angle error is small, we can get

[0070]

[0071]

[0072] The combination of equations (1), (2) and (3) results in a nonlinear controlled system model 44 for the lateral dynamic behavior of the vehicle 24, see Figure 1 .

[0073] The overall control loop 12 is implemented at least partially in a vehicle control unit 26 of a motor vehicle 24 . The vehicle control unit 26 can be part of a control unit 28 .

[0074] Typically, the vehicle regulating unit 26 is designed to at least partially automatically control, in particular fully automatically control, at least one lateral movement (ie, transverse movement) of the motor vehicle 24 .

[0075] The first regulating module 18 has a generated controlled system 30, which Figure 3 , which shows a simplified schematic representation of a first control module 18 of an overall control loop 12 for a control method according to one embodiment of the present invention.

[0076] The second regulating module 20 includes a second controlled system 32 .

[0077] The first controlled system 30 comprises a feedback controller 34 with state feedback. As a result, the virtual control loop 22 is stabilized in terms of the control behavior. The feedback controller 34 is currently designed based on an eigenvalue specification. This is established in that the virtual control loop 22 forms a fifth-order system in the solution of the time-discrete residual system model, the eigenvalues ​​of which are given by the prefilter 38, the wire-controlled front axle actuator steering control and the error equation relative to the reference trajectory Γ. Since the error equation is in z 2 = 1, a double integrator characteristic value is introduced, so the resulting system model is unstable and cannot be used for dynamic pre-regulation. Therefore, it is necessary to stabilize by feedback in the virtual control loop 22, which therefore has a feedback controller 34. Therefore, a fully feedback controller (feedback controller 34) is synthesized based on the characteristic value distribution. In this case, the position of the original characteristic value is maintained and only the integrator characteristic value is distributed to the appropriate location.

[0078] The second controlled system 32 includes the motor vehicle 24 and an underlying steering system 36 of the motor vehicle, in particular (electro)mechanical components such as a steering actuator.

[0079] Here and in the following, without limiting the generality, it is assumed that the motor vehicle 24 has a steer-by-wire system 36. This means that there is no mechanically effective connection between the steering wheel and the gear rack.

[0080] The virtual control loop 22 determines In addition, the virtual control loop 22 determines the virtual system state This virtual system state takes into account manual steering input Effect on the state of the system.

[0081] According to the present embodiment, the manipulated variable is determined online via the virtual control loop 22 and virtual system status For this purpose, the vehicle control unit 26 is coupled to a server.

[0082] The manipulated variable determined by the virtual control loop 22 of the first control module 18 and the determined virtual system state The second control module 20 is provided with input variables.

[0083] By setting the manipulated variable determined by the first regulating module 18 The manual steering input is fed to the actual system as part of the second regulation module 20. Propagates within the second controlled system 32 of the second regulating module 20 .

[0084] By setting the manipulated variable determined by the first regulating module 18 The disturbance behavior of the virtual control loop 22 in relation to the driver's steering input is transmitted to the real system as part of the second control module 20 .

[0085] The second regulation module 20 also has a pre-filter 38, an inversion unit 40 (“Inverse Nonlinearity Control”, INL), a digital-to-analog converter 42 (DAC), a nonlinear controlled system model 44, an analog-to-digital converter 46 (ADC), a state estimator 48 (state estimation module) and an optimization unit 50 in the second controlled system 32.

[0086] The state estimator 48 determines an estimated system state based on various input variables. The input variables used for the state estimator 48 are the manipulated variable u(k) determined by the second control module 20, the manual steering input Optionally unknown known disturbance variable d ref (k) and the measured lateral deviation y r (k).

[0087] In this case, the time-continuous measured variable y is detected at time intervals. r (t), for example, detected by a sensor and subsequently converted into a time-discrete measurement variable y by means of an ADC 46 r (k)

[0088] Manual steering input is prevented by an additional control input of the state estimator 48 is part of the disturbance variable estimation by the state estimator 48, on which the manual steering input is provided The integrated control action of the overall control loop 12 thus allows the driver to intervene. In this way, the driver can over-regulate the active control and seamlessly change the lateral vehicle trajectory.

[0089] The known disturbance parameter k ref (k) corresponds to the curvature of the reference trajectory Γ. The virtual disturbance parameter d ref (k) corresponds to the curvature of the reference trajectory Γ, which is then simply multiplied by the square of the speed v of the motor vehicle 24:

[0090] d ref (k) = k ref (k)v 2 .

[0091] Interference κ ref (k) Here, the trajectory is planned at the prediction level n p Therefore, the future change process of the interference parameter

[0092]

[0093] can be taken into account in the MPC controller in a predictive form.

[0094] Unknown estimated disturbance parameter (e.g. side wind, inclined roadway, model errors) are assumed to be constant at the prediction level. The disturbance variable is thus matched to the unit vector of length Multiply and add to the disturbance variable of the future measurement In the combining unit 52, the interference sequence is obtained.

[0095] Interference sequence It is multiplied by the first system matrix E and supplied to the optimization unit 50 .

[0096] From the estimated system state Subtract the virtual system state determined by the first adjustment module 18

[0097]

[0098] This makes it possible to determine an estimated system state in the second controlled system 32 of the second regulation module 20 Compensation for manual steering input In other words, by estimating the system state Minus virtual system state The effects of the driver intervention are concealed relative to the nonlinear, adaptive MPC control 16 of the second control module 20 .

[0099] The resulting system state after deduction It is multiplied by the second system matrix F and is likewise supplied to the optimization unit 50 .

[0100] The temporary manipulated variable u(k−1) determined in the last iteration is provided via a delay term 54 , multiplied by the third system matrix G and supplied to the optimization unit 50 .

[0101] The optimization unit 50 determines the optimized temporary manipulated variable u(k) by solving a quadratic optimization problem under constraints.

[0102] For this purpose, the following cost function J is defined:

[0103]

[0104] Here, Q * and r *is a weighting matrix which “penalizes” the lateral position error, the lateral error velocity and the change of the temporary control variable, ie it increases the value of the cost function J.

[0105] The cost function J is minimized with respect to Δu under the following constraints:

[0106] u min ≤u(k+i)≤u max ,i=0,…,n c -1.

[0107] Here, The constraints describe, for example, the mechanical limits of the steering angle, ie, the maximum rotation of the wheels of motor vehicle 24 .

[0108] In order to balance the detection of the deviation of the actual trajectory from the reference trajectory Γ (typically T S ≈0.05s) and steering angle adjustment (typically T S ≈0.001 s), a prefilter 38 is provided between the first control module 18 and the second control module 20 .

[0109] The prefilter 38 is configured to have a cutoff frequency ω, for example. F A low pass filter.

[0110] The manipulated variable determined by the first control module 18 In the combination unit 56, it is combined with the optimized temporary manipulated variable u(k) determined by the optimization unit 50. As a result, the optimized temporary steering angle is determined by the combination unit 56.

[0111] Optimized temporary steering angle It is then fed to the inversion unit 40. The inversion unit 40 is designed to invert the speed dependency of the second controlled system 32 in real time by means of a virtual control loop and feedback linearization in order to compensate for the speed dependency of the second controlled system 32.

[0112] In this case, the reversing unit 40 is designed based on the speed-dependent part. In this way, the time-dependent optimized steering angle is obtained by using the subsequent DAC 42.

[0113] Time-dependent optimized steering angle The time-dependent known measured disturbance variable k is supplied to the nonlinear system model 44. ref Furthermore, an external, time-dependent transverse force F is taken into account as a disturbance variable in the nonlinear system model 44. y,d(t) (used in a corresponding manner for F according to the position of the coordinate system x,d (t)) and torque T z,d (t).

[0114] Figure 4 The following diagram shows a method for reinitializing interface y according to one embodiment of the present invention. reinit Another simplified schematic diagram of an overview of the overall control loop 12 for the control method based on the lateral guidance of the vehicle in the case of (k). Only the differences with respect to the present embodiment of the overall control loop 12 are explained here.

[0115] Reinitialize interface y reinit (k) as input variables into the dynamic pre-control device 14 of the first control module 18 and the state estimator 48 of the second control module 20. The reinitialization interface enables an offset correction of the lateral deviation state in the case of a lane change. Thus, a seamless transition is achieved during a lane change in the cooperative driving mode.

[0116] The other state variables of the overall control loop 12 continue to develop over time and therefore remain unchanged. Since the generated system model is implemented in the form of state changes in the dynamic cooperative presetting device of the first control module 18 and the extended optimized state estimator 48, the corresponding states are directly accessible for reinitialization. The same reinitialization interface can also be used for functional integration with external trajectory planners.

[0117] Figure 5 A simplified schematic diagram of a motor vehicle 24 with a control unit 28 according to one specific embodiment of the present invention is shown.

[0118] The motor vehicle 24 has front wheels 58, which are coupled to an electronic steering system 36 for transverse guidance of the vehicle. The electronic steering system 36 is coupled to the control unit 28. The control unit 28 has at least one data processing device 60, which is designed to execute the overall control loop 12. The control unit 28 and the electronic steering system 36 are part of a component 62.

[0119] The component 62 also has a communication device 64 which is coupled to the control device 28 or alternatively can be part of the control device.

[0120] The control unit 28 can communicate with the server 66 by means of the communication device 64. Parts of the overall control loop 12, for example the virtual control loop 22, can then be determined online.

Claims

1. A method for controlling the coordinated transverse guidance of a motor vehicle (24) with respect to a reference trajectory by means of an overall control loop (12) of a vehicle control unit (26), wherein: The overall control loop (12) has at least one first control module (18) and a second control module (20). The first control module (18) has a dynamic precontrol device (14) with a virtual control loop (22) which is designed to take into account a steering wheel state which is based on a manual steering input for influencing the transverse guidance of the vehicle, and The second control module (20) has a nonlinear, adaptive, model-predictive controller which is designed to compensate for at least one unknown estimated disturbance state which is based on at least one disturbance variable which causes a deviation of the transverse guidance of the vehicle from the reference trajectory.

2. The adjustment method according to claim 1, characterized in that: The at least one disturbance variable is a road curvature, a crosswind, a roadway inclination, a roadway curve, a weight distribution of the motor vehicle and / or a model error.

3. The adjustment method according to claim 1 or 2, characterized in that: The steering wheel state is determined by a steering wheel angle and is an input variable of the virtual control loop (22).

4. The adjustment method according to any one of the preceding claims, characterized in that The virtual control loop (22) is calculated on a server (66) which communicates with the vehicle control unit (26).

5. The adjustment method according to any one of the preceding claims, characterized in that The virtual control loop (22) determines a manipulated variable which is provided as an input variable to the second control module (20).

6. The adjustment method according to any one of the preceding claims, characterized in that The virtual control loop (22) determines a virtual system state which is provided as an input variable to the second control module (20).

7. The adjustment method according to claim 6, characterized in that: The second regulation module (20) comprises a state estimation module (48) which is designed to determine an estimated system state of the system, from which the virtual system state is deducted.

8. The adjustment method according to claim 7, characterized in that: The steering wheel state, the unknown estimated disturbance state and a deviation state describing the deviation of the center of gravity of the motor vehicle from the reference trajectory are input variables of the state estimation module (48).

9. The adjustment method according to claim 7 or 8, characterized in that: A reinitialization interface is an input variable of the state estimation module (48) and the virtual control loop (22), wherein the reinitialization interface ensures an offset correction of the lateral deviation state for a lane change.

10. The adjustment method according to any one of the preceding claims, characterized in that The virtual control loop (22) comprises a feedback regulator (34).

11. The adjustment method according to any one of the preceding claims, characterized in that The unknown estimated disturbance state is assumed to be constant at the prediction level.

12. The adjustment method according to any one of the preceding claims, characterized in that The regulating method is configured as a computer-implemented method.

13. A computer program product comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method according to one of the preceding claims.

14. A controller (28) for a motor vehicle (24), wherein: The control unit (28) is designed to carry out a regulating method according to one of claims 1 to 12.

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