Motion control system for determining longitudinal acceleration command for vehicle

Abstract

A motion control system for a vehicle includes one or more controllers. The one or more controllers include one or more processors that execute instructions to: receive a current longitudinal vehicle speed and an autonomous acceleration command; determining a predicted longitudinal speed of the vehicle based on the current longitudinal vehicle speed and the autonomous acceleration command; and determining a predicted lateral acceleration of the vehicle based on the predicted longitudinal velocity of the vehicle, and determining an allowable longitudinal acceleration of the vehicle based on the predicted lateral acceleration of the vehicle and the current longitudinal vehicle velocity. The one or more controllers determine a longitudinal acceleration command based on the allowed longitudinal acceleration and the current longitudinal vehicle speed, and instruct a prime mover of the vehicle to limit the speed of the vehicle based on the longitudinal acceleration command.

Description

Technical Field

[0001] This disclosure relates to a motion control system that limits the speed of a vehicle based on a longitudinal acceleration command when the vehicle is traveling along a road through a curve. The motion control system determines the longitudinal acceleration command based on a predicted lateral acceleration. Background Technology

[0002] Many vehicles today are equipped with motion control systems to enhance driver control. For example, Adaptive Cruise Control (ACC) is an advanced driver assistance system (ADAS) that frees the driver from conventional longitudinal vehicle control by ensuring the vehicle is within an acceptable distance from the vehicle immediately in front. Motion control systems such as adaptive cruise control maintain a preset vehicle speed that can be pre-selected by the driver. However, sometimes the preset speed may be too high to maintain occupant comfort as defined by lateral acceleration limits while navigating curves on the road. Lateral acceleration limits are calibration values, and their typical value is usually around three meters per square second.

[0003] Therefore, while current motion control systems achieve their intended purpose, there is a need in the art for an improved approach to navigate curves along a road while maintaining occupant comfort. Summary of the Invention

[0004] According to several aspects, a motion control system for a vehicle is disclosed, the vehicle including a prime mover. The motion control system includes one or more controllers in electronic communication with the prime mover. The one or more controllers include one or more processors that execute instructions to receive a current longitudinal vehicle speed and an autonomous acceleration command, and to determine a predicted longitudinal speed of the vehicle based on the current longitudinal vehicle speed and the autonomous acceleration command. The one or more controllers determine a predicted lateral acceleration of the vehicle based on the predicted longitudinal speed, and determine a permissible longitudinal acceleration of the vehicle based on the predicted lateral acceleration and the current longitudinal vehicle speed. The one or more controllers determine a longitudinal acceleration command based on the permissible longitudinal acceleration and the current longitudinal vehicle speed, and instruct the prime mover of the vehicle to limit the speed of the vehicle based on the longitudinal acceleration command.

[0005] On the other hand, one or more controllers determine the longitudinal acceleration command as:

[0006]

[0007] Among them, A xc K represents the longitudinal acceleration command. i The control gain, A, represents the integral error. xERR K represents the error term based on acceleration. P1 K represents the first proportional control gain.P2 A represents the proportional gain. xA This indicates that longitudinal acceleration is allowed, and V xERR This represents the error term based on speed.

[0008] On the other hand, the longitudinal acceleration command of the vehicle includes an acceleration-based error component and a velocity-based error component, wherein the acceleration-based error component is based on an acceleration-based error term, and the velocity-based error component is based on a velocity-based error term.

[0009] On one hand, one or more controllers limit the velocity-based error component of the vehicle's longitudinal acceleration command.

[0010] On the other hand, one or more controllers determine the longitudinal acceleration command based on a two-dimensional lookup table.

[0011] In another aspect, determining the vehicle's predicted lateral acceleration includes: determining the vehicle's predicted yaw rate based on the vehicle's predicted longitudinal velocity; and multiplying the vehicle's predicted yaw rate by the current longitudinal vehicle velocity, where it is assumed that the derivative of the current lateral vehicle velocity is zero.

[0012] On the one hand, the predicted yaw rate was determined as:

[0013]

[0014] in, The predicted yaw rate is represented by δ, the predicted road wheel angle is represented by L, and K represents the vehicle's wheelbase. us This represents the understeer coefficient, and V xP This indicates the predicted longitudinal velocity.

[0015] On the one hand, the understeer coefficient takes into account the vehicle weight and the presence of a trailer.

[0016] On the other hand, one or more controllers determine the vehicle’s permissible longitudinal acceleration based on a two-dimensional lookup table that provides the vehicle’s permissible longitudinal acceleration based on the predicted lateral acceleration and the current longitudinal vehicle speed.

[0017] On the other hand, one or more controllers determine the permissible longitudinal acceleration of the vehicle as follows:

[0018]

[0019] Among them, A xA K represents the permissible longitudinal acceleration of the vehicle. vx Let A represent a velocity-based constant, and A yP This indicates the predicted lateral acceleration.

[0020] On one hand, the predicted longitudinal velocity is determined as:

[0021] V xP =V x +A xC T P

[0022] Among them, V xP V represents the predicted longitudinal velocity. x A represents the current longitudinal vehicle speed. xC This indicates an autonomous acceleration command, and T P Indicates the predicted time.

[0023] On the other hand, the prediction time represents a calibration parameter determined based on the reaction time of the vehicle's propulsion system.

[0024] On the other hand, the motion control system is an advanced driver assistance system (ADAS).

[0025] On one hand, the motion control system is an adaptive cruise control system (ACC).

[0026] On the other hand, a method for limiting vehicle speed via a motion control system is provided. The method includes receiving a current longitudinal vehicle speed and an autonomous acceleration command via one or more controllers. The method further includes determining a predicted longitudinal speed of the vehicle based on the current longitudinal vehicle speed and the autonomous acceleration command via the one or more controllers, and determining a predicted lateral acceleration of the vehicle based on the predicted longitudinal speed. The method also includes determining a permissible longitudinal acceleration of the vehicle based on the predicted lateral acceleration and the current longitudinal vehicle speed, and determining a longitudinal acceleration command based on the permissible longitudinal acceleration and the current longitudinal vehicle speed. The method further includes instructing the vehicle's prime mover to limit the vehicle speed based on the longitudinal acceleration command.

[0027] In another aspect, the method also includes determining the longitudinal acceleration command as:

[0028] A xc =K i ∫A xERR +K P1 A xERR +min(K P2 V xERR A xA )

[0029] Among them, A xC K represents the longitudinal acceleration command. i The control gain, A, represents the integral error. xERR K represents the error term based on acceleration. P1 K represents the first proportional control gain. P2 A represents the proportional gain. xAThis indicates that longitudinal acceleration is allowed, and V xERR This represents the error term based on speed.

[0030] In one aspect, the method also includes limiting the velocity-based error component of the vehicle's longitudinal acceleration command.

[0031] On the other hand, the method also includes determining the longitudinal acceleration command based on a two-dimensional lookup table.

[0032] On the other hand, the method also includes determining the predicted yaw rate of the vehicle by determining the predicted yaw rate of the vehicle based on the predicted longitudinal speed of the vehicle and multiplying the predicted yaw rate of the vehicle by the current longitudinal vehicle speed to determine the predicted lateral acceleration of the vehicle, wherein it is assumed that the derivative of the current lateral vehicle speed is zero.

[0033] In another aspect, a motion control system for a vehicle is disclosed, the vehicle including a prime mover. The motion control system includes one or more controllers in electronic communication with the prime mover, wherein the one or more controllers include one or more processors that execute instructions to receive a current longitudinal vehicle speed and an autonomous acceleration command. The one or more controllers determine a predicted longitudinal speed of the vehicle based on the current longitudinal vehicle speed and the autonomous acceleration command, and determine a predicted lateral acceleration of the vehicle based on the predicted longitudinal speed. The one or more controllers determine a permissible longitudinal acceleration of the vehicle based on the predicted lateral acceleration and the current longitudinal vehicle speed, and determine a longitudinal acceleration command based on the permissible longitudinal acceleration and the current longitudinal vehicle speed, wherein the longitudinal acceleration command includes an acceleration-based error component and a speed-based error component, the acceleration-based error component being based on an acceleration-based error term, and the speed-based error component being based on a speed-based error term. The one or more controllers limit the speed-based error component of the longitudinal acceleration command of the vehicle, and instruct the prime mover of the vehicle to limit the speed of the vehicle based on the longitudinal acceleration command.

[0034] Further areas of application will become apparent from the description provided herein. It should be understood that these descriptions and specific examples are for illustrative purposes only and are not intended to limit the scope of this disclosure. Attached Figure Description

[0035] The accompanying drawings described herein are for illustrative purposes only and are not intended to limit the scope of this disclosure in any way.

[0036] Figure 1 This is a schematic diagram of a vehicle according to an exemplary embodiment, the vehicle including the disclosed motion control system having one or more controllers that communicate electronically with a prime mover;

[0037] Figure 2 This is according to an exemplary embodiment. Figure 1The diagram shown depicts vehicles navigating a curve; and

[0038] Figure 3 This is illustrated according to an exemplary embodiment for determining based on predicted lateral acceleration. Figure 1 The flowchart shows the process of processing the longitudinal acceleration command of the vehicle shown. Detailed Implementation

[0039] The following description is merely exemplary in nature and is not intended to limit this disclosure, its application, or its uses.

[0040] refer to Figure 1 A schematic diagram of an exemplary motion control system 10 for vehicle 12 is shown. It should be understood that vehicle 12 can be any type of vehicle, such as, but not limited to, a sedan, truck, SUV, van, or motorhome. In one embodiment, motion control system 10 is part of a semi-autonomous system that controls the speed of vehicle 12 when a driver is driving it, such as an advanced driver assistance system (ADAS). A specific example of an ADAS that controls the speed of vehicle 12 is an adaptive cruise control system (ACC). Although a semi-autonomous system has been described, it should be understood that motion control system 10 can also be a fully autonomous driving system, such as an automated driving system (ADS); however, instead of utilizing steering wheel input generated by the driver, motion control system 10 utilizes steering wheel input generated by the ADS.

[0041] The motion control system 10 of vehicle 12 includes one or more controllers 20. In one embodiment, the one or more controllers 20 are proportional-integral (PI) controllers. The one or more controllers 20 communicate electronically with a prime mover 22 and a braking system 24. The prime mover 22 represents a power source for propelling vehicle 12 and includes an internal combustion engine, one or more electric motors, or a combination of an internal combustion engine and one or more electric motors. The braking system 24 includes a set of brakes corresponding to each wheel 14 of vehicle 12. The one or more controllers 20 also receive multiple sensor inputs 26 and multiple autonomous commands 28 from one or more systems 30 that are part of vehicle 12. The multiple sensor inputs 26 include the current longitudinal vehicle speed V. x Current lateral vehicle speed V y And the road wheel angle. Multiple autonomous commands 28 include autonomous acceleration command A. xC .

[0042] As explained below, one or more controllers 20 are based on the current longitudinal vehicle speed V x and autonomous acceleration command A xC To determine the predicted longitudinal velocity V of vehicle 12 xP Then, one or more controllers 20 determine the predicted longitudinal speed V of the vehicle 12.xP And the predicted yaw rate of vehicle 12 To determine the predicted lateral acceleration A of vehicle 12 yP Then, one or more controllers 20 determine the current longitudinal vehicle speed V. x And predicted lateral acceleration A yP To determine the permissible longitudinal acceleration A of vehicle 12 xA Then, one or more controllers 20, based on the allowed longitudinal acceleration A xA Determine longitudinal acceleration command A xC It should be understood that the longitudinal acceleration command A xC It was determined by modeling vehicle 12 based on a bicycle kinematics model.

[0043] Figure 2 This is a diagram showing vehicle 12 passing through curve 40 along road 42. As vehicle 12 passes through curve 40 in road 42 based on occupant comfort parameters, one or more controllers 20 of the motion control system 10 instruct the prime mover 22 of vehicle 12 based on longitudinal acceleration command A. xC The speed of vehicle 12 is limited. Specifically, when vehicle 12 begins to enter the starting point 44 of curve 40, the disclosed motion control system 10 reduces the longitudinal acceleration and thus reduces the speed of vehicle 12. Furthermore, it should be understood that the longitudinal acceleration command A... xC It can be negative to further reduce the longitudinal velocity of vehicle 12, which in turn improves the control of lateral acceleration. Negative longitudinal acceleration command A xC This can be accomplished by more than one actuator that is part of the vehicle 12, such as the prime mover 22 (i.e., an electric motor or engine) and the braking system 24. Then, as the vehicle 12 travels around the curve 40, the motion control system 10 can command A with a longitudinal acceleration close to zero. xC To maintain the longitudinal speed of vehicle 12, and as vehicle 12 approaches the end of curve 40 48, command A to increase the longitudinal acceleration. xC To increase longitudinal speed. When vehicle 12 passes through curve 40, the longitudinal speed of vehicle 12 results in maintaining or meeting occupant comfort parameters. Occupant comfort parameters are selected to reduce unwanted acceleration and jerking that may cause discomfort to the occupants of vehicle 12 when passing through curve 40. In one example, occupant comfort parameters include less than approximately 2 m / s². 2 The acceleration limit is less than approximately 0.2 meters per second (m / s²). 3 The abrupt change limit is specified; however, it should be understood that both the acceleration limit and the abrupt change limit are calibrable values. This is achieved by limiting the longitudinal acceleration command A. xC This controls the longitudinal speed of vehicle 12. Specifically, the longitudinal acceleration command A... xCThe value results in negative longitudinal acceleration at the starting point 44 of curve 40, zero longitudinal acceleration while traveling around curve 40, and positive longitudinal acceleration at the ending point 48 of curve 40.

[0044] refer to Figure 1 One or more controllers 20 first base their data on the current longitudinal vehicle speed V. x Autonomous acceleration command A xC and prediction time T P To determine the predicted longitudinal velocity V of vehicle 12 xP Predicted time T P This represents a calibration parameter determined based on the reaction time of the propulsion system (i.e., prime mover 22) of vehicle 12, and is used to estimate the speed of vehicle 12 at a future time. In one embodiment, the predicted time T... P The range is from about 0.5 seconds to about 1 second; however, it should be understood that other values ​​may also be used.

[0045] Specifically, the predicted longitudinal velocity V of vehicle 12 xP This is expressed in Formula 1 as:

[0046] V xP =V x +A xC T P Formula 1

[0047] Then, one or more controllers 20 are based on the predicted longitudinal speed V of the vehicle 12. xP To determine the predicted lateral acceleration a of vehicle 12 yP Specifically, one or more controllers 20 first determine the longitudinal speed V of the vehicle 12 based on the predicted longitudinal speed V. xP Determine the predicted yaw rate of vehicle 12 Then the predicted yaw rate of vehicle 12 Multiplied by the current longitudinal vehicle speed V x To determine the predicted lateral acceleration A of vehicle 12 yP ,or It should be understood that it is assumed that the derivative of the current lateral vehicle speed is zero, or Specifically, the predicted yaw rate of vehicle 12 Based on Formula 2, it is determined as follows:

[0048]

[0049] Where δ represents the predicted road wheel angle of vehicle 12, and it is the derivative of the road wheel angle multiplied by the time-based parameter K. The sum of the products, or L represents the wheelbase of vehicle 12, and K usThis represents the understeer coefficient. The time-based parameter K ranges from approximately zero to approximately 0.5 seconds. It should be understood that the understeer coefficient K... us The vehicle weight and the presence of a trailer were taken into account.

[0050] Then, one or more controllers 20 can, based on the predicted lateral acceleration A of vehicle 12 yP and the current longitudinal vehicle speed V x To determine the permissible longitudinal acceleration A of vehicle 12 xA Specifically, in a non-limiting embodiment, one or more controllers 20 determine the permissible longitudinal acceleration A of the vehicle 12 based on a two-dimensional lookup table 50. xA The two-dimensional lookup table 50 is stored in memory or in a database that is wirelessly connected to one or more controllers 20. The two-dimensional lookup table 50 is based on the predicted lateral acceleration A of the vehicle 12. yP and the current longitudinal vehicle speed V x Provides the permissible longitudinal acceleration A for vehicle 12 xA Alternatively, in another embodiment, the permissible longitudinal acceleration A of vehicle 12 is... xA K is a constant based on velocity. vx With predicted lateral acceleration A yP The square root of the difference between squares is expressed in Formula 3 as:

[0051]

[0052] Among them, the constant K is based on velocity. vx It is the current longitudinal vehicle speed V x The function. In one embodiment, one or more controllers 20 may determine the speed-based constant K based on a one-dimensional lookup table 52. vx The one-dimensional lookup table 52 is stored in memory or in a database that is wirelessly connected to one or more controllers 20.

[0053] Then, one or more controllers 20 are based on the allowed longitudinal acceleration A xA and the current longitudinal vehicle speed V x Determine longitudinal acceleration command A xC Then, one or more controllers 20 can, based on longitudinal acceleration command A xC The prime mover 22 of vehicle 12 is instructed to limit the speed of vehicle 12. In a non-limiting embodiment, one or more controllers 20 determine the longitudinal acceleration command A based on a two-dimensional lookup table 54. xC The two-dimensional lookup table 54 is stored in memory or in a database that is wirelessly connected to one or more controllers 20. The two-dimensional table 54 is based on the allowable longitudinal acceleration A. xAand the current longitudinal vehicle speed V x Provide longitudinal acceleration command A for vehicle 12 xC The value of . Alternatively, in another embodiment, one or more controllers 20 are based on the allowed longitudinal acceleration A xA and the current longitudinal vehicle speed V x Command A to calculate the longitudinal acceleration of vehicle 12 xC As shown in Formula 4:

[0054] A xC =K i ∫A xERR +K P1 A xERR +min(K P2 V xERR A xA ) Formula 4

[0055] Among them, K i The control gain, A, represents the integral error. xERR K represents the error term based on acceleration. P1 K represents the proportional control gain. P2 V represents the proportional gain, and V xERR This represents the error term based on velocity. The error term V is based on acceleration. xERR Indicates the actual longitudinal acceleration A x With predicted longitudinal acceleration A xP The difference between them, and the error term based on speed represents the current longitudinal vehicle speed V. x The requested longitudinal speed V of vehicle 12 xREQ The difference between them.

[0056] As shown in Formula 4 above, the longitudinal acceleration command A of vehicle 12 is... xC This includes an acceleration-based error component and a velocity-based error component, where the acceleration-based error component is based on the acceleration-based error term (i.e., K). i ∫A xERR +K P1 A xERR ), and the speed-based error component is based on the speed-based error term (i.e., min(K)). P2 V xERR A xA In one embodiment, one or more controllers 20 limit the overall longitudinal acceleration command A of the vehicle 12. xC (That is, both the error component based on acceleration and the error component based on velocity). Alternatively, in another embodiment, one or more controllers 20 limit the longitudinal acceleration command A of the vehicle 12. xCThe error component is based on velocity. It should be understood that Equation 4 above defines the longitudinal acceleration command A for vehicle 12. xC The speed-based error component. Furthermore, the longitudinal acceleration command A of vehicle 12. xC The acceleration-based error term takes into account external disturbances, such as load changes and slope changes, and should not be reduced based on lateral acceleration.

[0057] Figure 3 This shows command A for determining the longitudinal acceleration of vehicle 12. xC Method 300 process flowchart. Overall reference. Figures 1 to 3 Method 300 may begin at decision box 302. In decision box 302, one or more controllers 20 continue to monitor one or more systems 30 of vehicle 12 until the current longitudinal vehicle speed V is received. x Current lateral vehicle speed V y Road wheel angle and autonomous acceleration command A xC Method 300 then leads to box 304.

[0058] In box 304, one or more controllers 20 are based on the current longitudinal vehicle speed V. x Autonomous acceleration command A xC and prediction time T P To determine the predicted longitudinal velocity V of vehicle 12 xP As shown in Formula 1 above. Method 300 can then proceed to box 306.

[0059] In box 306, one or more controllers 20 are based on the predicted longitudinal speed V of vehicle 12. xP To determine the predicted lateral acceleration A of vehicle 12 yP Specifically, one or more controllers 20 first determine the longitudinal speed V of the vehicle 12 based on the predicted longitudinal speed V. xP Determine the predicted yaw rate of vehicle 12 Then the predicted yaw rate of vehicle 12 Multiplied by the current longitudinal vehicle speed V x To determine the predicted lateral acceleration A of vehicle 12 yP ,or Method 300 can then proceed to box 308.

[0060] In box 308, one or more controllers 20 are based on the predicted lateral acceleration A of vehicle 12. yP and the current longitudinal vehicle speed V x To determine the permissible longitudinal acceleration A of vehicle 12 xAAs described above, in a non-limiting embodiment, one or more controllers 20 determine the permissible longitudinal acceleration A of the vehicle 12 based on a two-dimensional lookup table 50. xA Alternatively, in another embodiment, the permissible longitudinal acceleration A of vehicle 12 is... xA K is a constant based on velocity. vx With predicted lateral acceleration A yP The square root of the difference between the squares is expressed in Formula 3 above. Method 300 can then proceed to box 310.

[0061] In box 310, one or more controllers 20 are based on the allowed longitudinal acceleration A xA and the current longitudinal vehicle speed V x Determine longitudinal acceleration command A xC As described above, in one embodiment, one or more controllers 20 determine the longitudinal acceleration command A based on a two-dimensional lookup table 54. xC Or, in another embodiment, one or more controllers 20 are based on allowing longitudinal acceleration A xA and the current longitudinal vehicle speed V x Command A to calculate the longitudinal acceleration of vehicle 12 xC As explained in Formula 4 above. Method 300 can then proceed to box 312.

[0062] In box 312, when vehicle 12 passes through curve 40 in road 42 ( Figure 2 One or more controllers 20 can then be based on longitudinal acceleration command A xC The prime mover 22 of vehicle 12 is instructed to limit the speed of vehicle 12. Method 300 can then be terminated.

[0063] Referring generally to the accompanying drawings, the disclosed motion control system provides various technical effects and benefits. Specifically, the disclosed motion control system provides a method for limiting vehicle speed when the vehicle passes through a curve in a road, thereby meeting occupant comfort parameters. The disclosed motion control system also provides a method for predicting vehicle state and limiting the longitudinal acceleration command of the vehicle based on the predicted vehicle state. The disclosed motion control system can be applied to vehicles of different sizes and also takes into account the presence of trailers.

[0064] A controller can refer to or be a part of: electronic circuitry, combinational logic circuitry, a field-programmable gate array (FPGA), a processor (shared, dedicated, or grouped) that executes code, or a combination or all of the above components, such as in a system-on-a-chip. Alternatively, the controller can be microprocessor-based, such as a computer having at least one processor, memory (RAM and / or ROM), and associated input and output buses. The processor can operate under the control of an operating system residing in memory. The operating system can manage computer resources so that computer program code embodied as one or more computer software applications (e.g., applications residing in memory) can have instructions that are executed by the processor. In alternative embodiments, the processor can directly execute the application, in which case the operating system can be omitted.

[0065] The descriptions in this disclosure are merely exemplary in nature, and variations thereof that do not depart from the spirit and scope of this disclosure are intended to fall within its scope. Such variations should not be considered as departing from the spirit and scope of this disclosure.

Claims

1. A motion control system for a vehicle, the vehicle including a prime mover, the motion control system comprising: One or more controllers that communicate electronically with the prime mover, wherein the one or more controllers include one or more processors that execute instructions to: Receive current longitudinal vehicle speed and autonomous acceleration commands; The predicted longitudinal speed of the vehicle is determined based on the current longitudinal vehicle speed and the autonomous acceleration command; The predicted lateral acceleration of the vehicle is determined based on the predicted longitudinal velocity of the vehicle. The permissible longitudinal acceleration of the vehicle is determined based on the predicted lateral acceleration of the vehicle and the current longitudinal vehicle speed. The longitudinal acceleration command is determined based on the allowed longitudinal acceleration and the current longitudinal vehicle speed; as well as The longitudinal acceleration command instructs the prime mover of the vehicle to limit the vehicle's speed.

2. The motion control system according to claim 1, wherein, The one or more controllers determine the longitudinal acceleration command as follows: And xC =K i ∫A xERR +K P1 And xERR +min(K P2 In xERR ,A xA ) Among them, A xC K represents the longitudinal acceleration command. i The control gain, A, represents the integral error. xERR K represents the error term based on acceleration. P1 K represents the first proportional control gain. P2 A represents the proportional gain. xA This indicates the allowed longitudinal acceleration, and V xETR This represents the error term based on speed.

3. The motion control system according to claim 1, wherein, The longitudinal acceleration command of the vehicle includes an acceleration-based error component and a velocity-based error component, wherein the acceleration-based error component is based on an acceleration-based error term, and the velocity-based error component is based on a velocity-based error term.

4. The motion control system according to claim 3, wherein, The one or more controllers limit the velocity-based error component of the longitudinal acceleration command of the vehicle.

5. The motion control system according to claim 1, wherein, The one or more controllers determine the longitudinal acceleration command based on a two-dimensional lookup table.

6. The motion control system according to claim 1, wherein, Determining the predicted lateral acceleration of the vehicle includes: The predicted yaw rate of the vehicle is determined based on the predicted longitudinal velocity of the vehicle; and Multiply the predicted yaw rate of the vehicle by the current longitudinal vehicle speed, assuming that the derivative of the current lateral vehicle speed is zero.

7. The motion control system according to claim 6, wherein, The predicted yaw rate is determined as follows: in, The predicted yaw rate is represented by δ, the predicted road wheel angle of the vehicle is represented by L, and K represents the wheelbase of the vehicle. us This represents the understeer coefficient, and V xP This indicates the predicted longitudinal velocity.

8. The motion control system according to claim 7, wherein, The understeer coefficient takes into account the vehicle weight and the presence of a trailer.

9. The motion control system according to claim 1, wherein, The one or more controllers determine the permissible longitudinal acceleration of the vehicle based on a two-dimensional lookup table, which provides the permissible longitudinal acceleration of the vehicle based on the predicted lateral acceleration and the current longitudinal vehicle speed.

10. The motion control system according to claim 1, wherein, The one or more controllers determine the permissible longitudinal acceleration of the vehicle as: Among them, A xA K represents the permissible longitudinal acceleration of the vehicle. vx Let A represent a velocity-based constant, and A uP This represents the predicted lateral acceleration.

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