Vehicle variant independent lane centering control

Abstract

The invention relates to vehicle variant independent lane centering control. Examples provide a system for performing lane centering control of a vehicle. The system includes a set of vehicle sensors configured to measure a speed of the vehicle, to measure a yaw rate of the vehicle, and to measure a lateral acceleration of the vehicle. The system also includes a lane centering controller configured to receive the requested lateral acceleration, determine a target lateral acceleration based on the requested lateral acceleration and the lateral acceleration, determine a target motor torque based on the target lateral acceleration, and determine whether a control override condition is satisfied. In response to determining that the control override condition is not satisfied, the lane centering controller controls a motor of the vehicle in accordance with the target motor torque. The target motor torque is a motor torque required to achieve the target lateral acceleration.

Description

Technical Field

[0001] The embodiments, examples, and aspects described herein relate, inter alia, to systems and methods for lane centering control of a vehicle. Background Art

[0002] Conventionally, in an open-loop vehicle calibration, engineers use a trajectory-based calibration to calibrate lane centering control in a vehicle. Based on the calculated trajectory, the vehicle's electronic control unit ("ECU") determines a torque request and sends the torque request to the vehicle's electric power steering ("EPS") system. A controller for the EPS system determines a characteristic curve for the vehicle and calculates the resulting motor torque based on the torque request and the characteristic curve. The characteristic curve is unique for each vehicle (or vehicle variant) and, therefore, needs to be adjusted for each variant (e.g., summer tires, all-season tires, air suspension, shock absorbers, etc.). Calibration engineers must change the calibration for each variant, which can be time consuming and expensive. In addition, lane centering control is typically performed by controlling the steering angle of the vehicle and based on a calibration lookup table. Therefore, aspects disclosed herein provide, among other things, systems and methods for performing closed-loop vehicle variant independent lane centering control. Summary of the invention

[0003] One example provides a system for performing lane centering control of a vehicle. The system includes a set of vehicle sensors configured to: measure the speed of the vehicle and output the measured vehicle speed, measure the yaw rate of the vehicle and output the measured yaw rate, and measure the lateral acceleration of the vehicle and output the measured lateral acceleration. The system also includes a lane centering controller configured to: receive a requested lateral acceleration, determine a target lateral acceleration based on the requested lateral acceleration and the measured lateral acceleration, determine a target motor torque based on the target lateral acceleration, determine whether a control override condition is satisfied, and in response to determining that the control override condition is not satisfied, control a motor according to the target motor torque, wherein the target motor torque is the motor torque required to achieve the target lateral acceleration.

[0004] In some aspects, the lane centering controller is configured to determine a lateral acceleration error based on a difference between the target lateral acceleration and the measured lateral acceleration.

[0005] In some aspects, the lane centering controller is configured to determine the target lateral acceleration and the target motor torque using a PID controller included in the lane centering controller, and the PID controller is configured to: receive the lateral acceleration error and use the lateral acceleration error to determine the target motor torque.

[0006] In some aspects, the lane centering controller is further configured to control the motor torque to 0 Newton-meters (Nm) in response to determining that the control override condition is satisfied.

[0007] In some aspects, the control override condition includes determining, by the lane centering controller, that the vehicle is understeering or oversteering.

[0008] In some aspects, the set of vehicle sensors is further configured to measure a torsion bar torque of the vehicle and output the measured torsion bar torque, and the control override condition includes determining, by the lane centering controller, that the measured torsion bar torque exceeds a calibrated threshold.

[0009] In some aspects, the system also includes a rack position controller configured to control the motor based on a steering rack position of the vehicle; wherein the lane centering controller is further configured to: limit control of the motor by the rack position controller in response to determining that at least one selected from the group consisting of the measured lateral acceleration and the measured yaw rate exceeds a corresponding threshold.

[0010] Another example provides a method for performing lane centering control of a vehicle, the vehicle including a set of sensors and a lane centering controller. The method includes: measuring a speed of the vehicle and outputting a measured vehicle speed; measuring a yaw rate of the vehicle and outputting a measured yaw rate; measuring a lateral acceleration of the vehicle and outputting a measured lateral acceleration; receiving a requested lateral acceleration; determining a target lateral acceleration based on the requested lateral acceleration and the measured lateral acceleration; determining a target motor torque based on the target lateral acceleration; determining whether a control override condition is satisfied; and in response to determining that the control override condition is not satisfied, controlling a motor according to the target motor torque. The target motor torque is the motor torque required to achieve the target lateral acceleration.

[0011] In some aspects, the method further includes determining a lateral acceleration error based on a difference between the target lateral acceleration and the measured lateral acceleration.

[0012] In some aspects, determining the target lateral acceleration and the target motor torque includes receiving the lateral acceleration error using a PID controller, and determining the target motor torque using the lateral acceleration error using the PID controller.

[0013] In some aspects, the method further includes controlling the motor torque to 0 Newton-meters (Nm) in response to determining that the control override condition is satisfied.

[0014] In some aspects, the control override condition includes determining that the vehicle is understeering or oversteering.

[0015] In some aspects, the method further comprises measuring a torsion bar torque of the vehicle and outputting the measured torsion bar torque, wherein

[0016] The control override condition includes a determination that the measured torsion bar torque exceeds a calibrated threshold.

[0017] In some aspects, the method further includes controlling the motor based on a steering rack position of the vehicle using a rack position controller; and limiting control of the motor by the rack position controller in response to determining that at least one selected from the group consisting of the measured lateral acceleration and the measured yaw rate exceeds a corresponding threshold.

[0018] Another example provides a non-transitory computer readable medium storing a program for performing lane centering control of a vehicle. The program, when executed by an electronic processor in the vehicle, causes the electronic processor to: receive a requested lateral acceleration; determine a target lateral acceleration based on the requested lateral acceleration and a measured lateral acceleration; determine a target motor torque based on the target lateral acceleration; determine whether a control override condition is satisfied; and in response to determining that the control override condition is not satisfied, control a motor according to the target motor torque, wherein the target motor torque is a motor torque required to achieve the target lateral acceleration. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A vehicle according to some aspects is schematically illustrated.

[0020] Figure 2 An electronic controller for a vehicle according to some aspects is schematically illustrated.

[0021] Figure 3 A control diagram for performing lane centering control according to some aspects is illustrated.

[0022] Figure 4 A flow chart for performing lane centering control according to some aspects is illustrated.

[0023] Figure 5 A flow chart for controlling a rack position controller according to some aspects is illustrated. DETAILED DESCRIPTION

[0024] Before explaining any aspect, feature or example in detail, it is to be understood that these aspects, features or examples are not limited in their application to the details of construction and the arrangement of components set forth in the following description or illustrated in the following drawings. Other situations are possible and can be practiced or carried out in various ways.

[0025] Furthermore, it is to be understood that the words and terminology used herein are for descriptive purposes and should not be considered limiting. The terms "mounted," "connected," and "coupled" are used broadly and encompass both direct and indirect mountings, connections, and couplings. Furthermore, "connected" and "coupled" are not limited to physical or mechanical connections or couplings, and may include electrical connections or couplings, whether direct or indirect. Furthermore, electronic communications and notifications may be performed using any known means, including wired connections, wireless connections, and the like.

[0026] Unless the context of their use clearly indicates otherwise, the articles "a", "an" and "the" should not be construed as meaning "one" or "only one". Instead, these articles should be construed as meaning "at least one" or "one or more". Similarly, when the terms "the" or "the" are used to refer to a noun preceded by the indefinite article "a" or "an", "the" and "the" mean "at least one" or "one or more" unless the use clearly indicates otherwise.

[0027] It should also be understood that although some of the drawings illustrate hardware and software located within a particular device, these depictions are for illustrative purposes only. In some embodiments, the components shown may be combined or divided into separate software, firmware, and / or hardware. For example, logic and processing may be distributed among multiple electronic processors rather than being located within and executed by a single electronic processor. Regardless of how they are combined or divided, the hardware and software components may be located on the same computing device, or may be distributed among different computing devices connected by one or more networks or other suitable communication links.

[0028] Thus, in the claims, if a device or system is claimed to include an electronic processor or other element configured in a certain manner, such as to make a plurality of determinations, the claim or claim element should be interpreted to mean one or more electronic processors (or other elements), any one of which is configured as required, such as to make some or all of the plurality of determinations. Again, these electronic processors and processing may be distributed.

[0029] For ease of description, some or all of the exemplary systems presented herein are illustrated with a single example of each of their components. Some examples may not describe or illustrate all of the components of the system. Other examples may include more or less of each of the components shown, may combine certain components, or may include additional or alternative components.

[0030] Figure 1 A vehicle 10 is schematically illustrated according to some aspects. In some cases, the vehicle 10 is an autonomous vehicle. The term "autonomous vehicle" is used in an inclusive manner to refer to autonomous or partially autonomous vehicles with varying degrees of automation (i.e., the vehicle is configured to drive itself with limited input from the driver or, in some cases, no input from the driver). The term "driver" as used herein generally refers to an occupant of the vehicle who operates the vehicle's controls or provides control inputs to the vehicle to affect the operation of the vehicle. However, in some cases, the vehicle 10 is not an autonomous vehicle.

[0031] In the example shown, the vehicle 10 includes an EPS controller 14, a vehicle control system 18, a motor 20, a plurality of sensors 22 mounted on the vehicle 10, a steering rack 24 for steering one or more wheels of the vehicle 10, a rack position controller 26, and a driver input interface 28. The components of the vehicle 10 and various other modules and components are electrically and communicatively coupled to each other via direct connection or by means of or through one or more control or data buses (e.g., bus 30), which enables communication therebetween. In view of the invention described herein, the use of control and data buses for interconnection and communication between the various modules and components will be known to those skilled in the art. In some cases, the bus 30 is a controller area network (CAN) bus. In some cases, the bus 30 is an automotive Ethernet, FlexRay or a CAN bus. TM In some cases, some or all of the components of the vehicle 10 may use a suitable wireless format (e.g., Bluetooth TM or near field communication connection) to be communicatively coupled.

[0032] EPS controller 14 (hereinafter referred to as Figure 2The EPS controller 14 is implemented in the vehicle's EPS system (described in more detail) and communicates with the vehicle control system 18 and the sensor 22. The EPS controller 14 may receive sensor data from the sensor 22 and determine control commands for the vehicle 10. The EPS controller 14 transmits the control commands to the vehicle control system 18, etc. to operate or assist in operating the vehicle 10 (for example, by generating a braking signal, an acceleration signal, a steering signal). In some cases, the EPS controller 14 is part of one or more vehicle controllers that implement autonomous or partially autonomous control of the vehicle 10. The EPS controller 14 may be located at one or more suitable locations in the vehicle 10. The EPS controller 14 may be further referred to herein as a steering controller 14 and / or a lane centering controller 14.

[0033] The vehicle control system 18 may include controllers, actuators, etc., for controlling various aspects of the operation of the vehicle 10 (e.g., acceleration, braking, shifting, etc.). The vehicle control system 18 communicates with the EPS controller 14 via a bus 30. The motor 20 may be an EPS motor 20 configured to receive a motor torque command from, for example, the EPS controller 14.

[0034] The sensors 22 measure one or more properties of the vehicle 10 and the environment surrounding the vehicle 10 and communicate information about those properties to other components of the vehicle 10, for example, using messages transmitted on the bus 30. For example, the sensors 22 may include sensors that detect accelerator pedal position and brake pedal position, wheel speed sensors, steering angle sensors, vehicle speed sensors, yaw, pitch and roll sensors, Hall effect sensors, force sensors, torque sensors, rotor position sensors, acceleration sensors (e.g., forward / reverse acceleration sensors, lateral acceleration sensors, Z-axis acceleration sensors, etc.), image sensors (e.g., cameras), and vehicle proximity sensors (e.g., ultrasonic). In some cases, the sensors 22 are similar to the sensor groups used in electronic stability control (ESC) systems and similar vehicle control systems.

[0035] A rack position controller 26 is electrically connected to the steering rack 24 , the motor 20 , and the driver input interface 28 and other components of the vehicle 10 to control the motor based on measurements associated with the steering rack 24 (eg, rack position, rack speed, and requested rack position).

[0036] In some cases, the EPS controller 14 controls various aspects of the vehicle 10 based on commands received from the driver input interface 28. The driver input interface 28 provides an interface between components of the vehicle 10 and the occupants of the vehicle 10 (e.g., the driver). The driver input interface 28 is configured to receive inputs from the driver (e.g., brake inputs, steering inputs, etc.), receive indications of vehicle status from the controller of the system (e.g., the EPS controller 14), and provide information to the driver based on the received indications. The driver input interface 28 provides visual outputs, such as graphic indicators (e.g., fixed icons or animated icons), lights, colors, texts, images, combinations of the foregoing, etc. The driver input interface 28 includes a suitable display mechanism for displaying visual outputs, such as a liquid crystal display (LCD) touch screen, an organic light emitting diode (OLED) touch screen, or other suitable mechanisms. In some cases, the driver input interface 28 displays a graphical user interface (GUI) (e.g., generated by the EPS controller 14 and presented on a display screen) that enables the driver or passenger to interact with the vehicle 10. The driver input interface 28 may also provide audio output to the driver via a bell, buzzer, speaker, or other suitable device included in or separate from the driver input interface 28. In some cases, the driver input interface 28 provides tactile output to the driver by vibrating one or more vehicle components (e.g., the vehicle's steering wheel and seats), for example, using a vibration motor. In some cases, the driver input interface 28 provides a combination of visual, audio, and tactile output.

[0037] Figure 2 An example of an EPS controller 14 is illustrated, which includes an electronic processor 34 (e.g., a microprocessor, an application specific integrated circuit, etc.), a memory 36, an input / output interface 38, and a proportional integral derivative ("PID") controller 40. The memory 36 may be composed of one or more non-transitory computer-readable media and include at least a program storage area and a data storage area. The program storage area and the data storage area may include a combination of different types of memory, such as a read-only memory ("ROM"), a random access memory ("RAM"), an electrically erasable programmable read-only memory ("EEPROM"), a flash memory, or other suitable memory devices. The electronic processor 34 is coupled to the memory 36 and the input / output interface 38. The electronic processor 34 sends and receives information (e.g., from the memory 36 and / or the input / output interface 38) and processes the information by executing one or more software instructions or modules that can be stored in the memory 36 or another non-transitory computer-readable medium. The software may include firmware, one or more applications, program data, filters, rules, one or more program modules, and other executable instructions.

[0038] The electronic processor 34 is configured to retrieve from the memory 36 and execute software for performing the methods described herein, among other things. In the example shown, the memory 36 stores, among other things, a lane centering control function 42 for performing lane centering control of the vehicle 10. The input / output interface 38 transmits and receives information from devices external to the EPS controller 14 (e.g., components of the vehicle 10 via the bus 30). It should be understood that the EPS controller 14 may be configured to communicate with the vehicle 10 via the bus 30. Figure 2 Additional components may be included beyond those shown in and in various configurations. For example, in some examples, EPS controller 14 includes multiple electronic processors 34, multiple memory modules 36, multiple input / output interfaces 38, or combinations thereof.

[0039] Figure 3 An exemplary control method 100 for performing lane centering control according to some aspects is illustrated. Although the method 100 is described herein with a specific number of steps and a specific order, it should be understood that the steps of the method 100 may include more or fewer steps, and the steps may be performed in a different order. In addition, two or more steps of the method 100 may be performed in parallel with each other.

[0040] Some or all of the steps of method 100 may be implemented by EPS controller 14. However, one or more steps may be implemented by another electronic controller in vehicle 10 (e.g., another controller included in vehicle control system 18). Method 100 includes receiving (e.g., using a controller included in vehicle control system 18) sensor data from sensor 22 related to the environment surrounding vehicle 10 (at block 104). For example, the sensor data includes image data from one or more cameras mounted, for example, on a front portion of vehicle 10. Method 100 includes determining (e.g., using a controller included in vehicle control system 18) a trajectory of vehicle 10 based on the sensor data (at block 108), and determining a requested lateral acceleration for vehicle 10 to achieve the trajectory based on the trajectory (at block 112).

[0041] The method 100 includes utilizing the EPS controller 14 to perform a closed loop lane centering control ("LCC") function for controlling the lateral acceleration of the vehicle 10 based at least in part on the requested lateral acceleration (at block 116). Figure 4 The LCC function is described in more detail. The method 100 also includes controlling the torque of the motor 20 using the EPS controller 14 according to the LCC function (at block 120).

[0042] Figure 4An exemplary control method 200 for performing a closed-loop LCC function implemented by the EPS controller 14 according to some aspects is illustrated. Although the method 200 is described herein with a specific number of steps and a specific order, it should be understood that the steps of the method 200 may include more or fewer steps, and the steps may be performed in a different order. In addition, two or more steps of the method 200 may be performed in parallel with each other.

[0043] The method 200 includes determining a lateral acceleration error (at block 204) based on a difference between a measured or actual lateral acceleration of the vehicle 10 and a requested lateral acceleration determined at block 112 of the method 100. In some cases, the EPS controller 14 receives the measured lateral acceleration directly from the sensor 22 (e.g., from a dedicated lateral acceleration sensor). However, in some cases, the EPS controller 14 or another controller calculates the measured lateral acceleration using other sensor data (e.g., based on a measured yaw rate measured by a yaw rate sensor).

[0044] The lateral acceleration error is received by the PID controller 40, and the PID controller 40 determines a target motor torque based on the lateral acceleration error (at block 208). The PID controller 40 calculates the target motor torque, for example, by calculating a target lateral acceleration based on the lateral acceleration error. The target lateral acceleration is the lateral acceleration of the vehicle 10 required to reduce the lateral acceleration error, and the target motor torque is the motor torque required to achieve the target lateral acceleration.

[0045] The method 200 also includes monitoring a measured torsion bar torque of a torsion bar included in the vehicle 10 to determine whether the measured torsion bar torque exceeds a calibrated threshold (at block 212). To detect a potential oversteer or understeer event, the EPS controller 14 also monitors a measured yaw rate and a measured lateral acceleration of the vehicle 10. For example, the EPS controller 14 may determine that the measured lateral acceleration is approximately 0 meters per second squared (m / s 2 ) and the absolute value of the measured yaw rate is greater than zero degrees per second to determine whether the vehicle 10 is in oversteering or understeering.

[0046] Based on the measured torsion bar torque, the measured yaw rate, and the measured lateral acceleration, the EPS controller 14 determines whether at least one override condition is satisfied (at block 220). For example, the at least one override condition may include the measured torsion bar torque exceeding a calibrated threshold. The at least one override condition may also include determining by the EPS controller 14 that the vehicle 10 is in oversteer or understeer.

[0047] Method 200 includes determining whether to transmit a target motor torque command to motor 20 for controlling motor 20 according to the target motor torque, or to transmit a motor torque override command for controlling the motor to 0 Newton meters ("Nm") (at block 224). EPS controller 14 determines whether to transmit a target motor torque command or a motor torque override command (at block 220) based on determining whether at least one override condition is satisfied. For example, in response to determining that at least one override condition is satisfied, EPS controller 14 transmits the motor torque override command to motor 20 (at block 228). In response to determining that the override condition is not satisfied, EPS controller 14 transmits the target motor torque command to motor 20 (at block 228).

[0048] The EPS controller 14 monitors the lateral acceleration response of the vehicle 10 (at block 232 ), and this lateral acceleration response is used as a measured lateral acceleration input for a subsequent iteration of the closed-loop LCC function (at block 204 of method 200 ).

[0049] Figure 5 An exemplary control method 300 for performing rack position control according to some aspects is illustrated. Although the method 300 is described herein with a specific number of steps and a specific order, it should be understood that the steps of the method 200 may include more or fewer steps and the steps may be performed in a different order. In addition, two or more steps of the method 300 may be performed in parallel with each other. Some or all of the steps of the method 300 may be implemented by the EPS controller 14. However, one or more steps of the method 300 may be implemented using the rack position controller 26.

[0050] The method 300 includes using the rack position controller 26 to perform rack position and rack speed control of the vehicle 10 (at block 204). For example, the rack position controller 26 receives a requested rack position (e.g., requested by a user via the driver input interface 28), a measured or “actual” rack position of the steering rack 24 (e.g., measured by a rack position sensor included in the sensor 22), and a measured or “actual” rack speed of the steering rack 24. Based on the requested rack position, the measured rack position, and the measured rack speed, the rack position controller 26 determines a motor torque request, which is transmitted to the motor 20 for use in achieving the requested rack position.

[0051] The method 300 also includes monitoring the measured yaw rate, the measured lateral acceleration, and the measured vehicle speed using the EPS controller 14 (e.g., using the LCC function 42). When the measured yaw rate exceeds a yaw rate threshold, the measured lateral acceleration exceeds a lateral acceleration threshold, and / or the vehicle speed exceeds a vehicle speed threshold, the EPS controller 14 transmits a rack position control ("RPC") override command to the rack position controller 26. The RPC override command limits or otherwise disables the control of the motor 20 by the rack position controller 26. For example, the RPC override command limits the amount of motor torque that the rack position controller 26 can request from the motor 20.

[0052] Thus, aspects herein provide, among other things, systems and methods for vehicle variant independent lane centering control.

Claims

1. A system for performing lane centering control of a vehicle, the system comprising: A set of vehicle sensors, the set of vehicle sensors being configured to: measuring the speed of the vehicle and outputting the measured vehicle speed, measuring a yaw rate of the vehicle and outputting the measured yaw rate, and measuring a lateral acceleration of the vehicle and outputting the measured lateral acceleration; and a lane centering controller configured to: Receive request for lateral acceleration, determining a target lateral acceleration based on the requested lateral acceleration and the measured lateral acceleration, determining a target motor torque based on the target lateral acceleration, Determine if control override conditions are met, and In response to determining that the control override condition is not satisfied, the motor is controlled according to the target motor torque, wherein the target motor torque is a motor torque required to achieve the target lateral acceleration.

2. The system according to claim 1, wherein: The lane centering controller is configured to determine a lateral acceleration error based on a difference between the target lateral acceleration and the measured lateral acceleration.

3. The system according to claim 2, wherein: The lane centering controller is configured to determine the target lateral acceleration and the target motor torque using a PID controller included in the lane centering controller, and the PID controller is configured to: receiving the lateral acceleration error, The target motor torque is determined using the lateral acceleration error.

4. The system according to claim 1, wherein: The lane centering controller is further configured to control the motor torque to 0 Newton-meters (Nm) in response to determining that the control override condition is satisfied.

5. The system according to claim 4, wherein: The control override condition includes a determination by the lane centering controller that the vehicle is understeering or oversteering.

6. The system according to claim 1, wherein: The set of vehicle sensors is further configured to measure a torsion bar torque of the vehicle and output the measured torsion bar torque, and The control override condition includes a determination by the lane centering controller that the measured torsion bar torque exceeds a calibrated threshold.

7. The system of claim 1, further comprising: a rack position controller configured to control the motor based on a steering rack position of the vehicle; Wherein, the lane centering controller is further configured to: In response to determining that at least one selected from the group consisting of the measured lateral acceleration and the measured yaw rate exceeds a corresponding threshold, control of the motor by the rack position controller is limited.

8. A method for performing lane centering control of a vehicle, the vehicle comprising a set of sensors and a lane centering controller, the method comprising: measuring a speed of the vehicle and outputting the measured vehicle speed; measuring a yaw rate of the vehicle and outputting the measured yaw rate; measuring a lateral acceleration of the vehicle and outputting the measured lateral acceleration; receiving a requested lateral acceleration; determining a target lateral acceleration based on the requested lateral acceleration and the measured lateral acceleration; determining a target motor torque based on the target lateral acceleration; Determine whether control override conditions are met; as well as In response to determining that the control override condition is not satisfied, the motor is controlled according to the target motor torque, wherein the target motor torque is a motor torque required to achieve the target lateral acceleration.

9. The method according to claim 8, further comprising: A lateral acceleration error is determined based on a difference between the target lateral acceleration and the measured lateral acceleration.

10. The method according to claim 9, wherein: Determining the target lateral acceleration and the target motor torque includes: Using a PID controller to receive the lateral acceleration error, and The target motor torque is determined using the PID controller using the lateral acceleration error.

11. The method according to claim 8, further comprising: In response to determining that the control override condition is satisfied, the motor torque is controlled to 0 Newton-meters (Nm).

12. The method according to claim 11, wherein: The control override condition includes determining that the vehicle is understeering or oversteering.

13. The method according to claim 8, further comprising: The torsion bar torque of the vehicle is measured and the measured torsion bar torque is output, wherein: The control override condition includes a determination that the measured torsion bar torque exceeds a calibrated threshold.

14. The method according to claim 8, further comprising: controlling the motor based on a steering rack position of the vehicle using a rack position controller; as well as In response to determining that at least one selected from the group consisting of the measured lateral acceleration and the measured yaw rate exceeds a corresponding threshold, control of the motor by the rack position controller is limited.

15. A non-transitory computer readable medium storing a program for performing lane centering control of a vehicle, the program, when executed by an electronic processor in the vehicle, causing the electronic processor to: receiving a requested lateral acceleration; determining a target lateral acceleration based on the requested lateral acceleration and the measured lateral acceleration; determining a target motor torque based on the target lateral acceleration; Determine whether control override conditions are met; and In response to determining that the control override condition is not satisfied, controlling the motor according to the target motor torque, wherein: The target motor torque is the motor torque required to achieve the target lateral acceleration.

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