Control method for controlling the motion of an autonomous motor vehicle

Abstract

The present invention relates to a control method for controlling the movement of an autonomous motor vehicle (10) along a reference path (T). The control method involves controlling a desired yaw speed (W) as a function of a reference distance (L). des ) and a step (E6) of determining the yaw error. The reference distance (L) is selected in such a way that the yaw error is less than or equal to a predetermined yaw error threshold (S1).

Description

[Technical Field]

[0001] The present invention relates to a control method for controlling the motion of an autonomous motor vehicle, a control device for controlling such motion, a computer program product including program instructions that can be operated by the control device, and an autonomous motor vehicle including the control device. [Background technology]

[0002] In recent years, advances in driver assistance systems for motor vehicles have contributed significantly to improvements in road safety. The challenge for the future is to design autonomous motor vehicles. Autonomous motor vehicles are motor vehicles adapted to travel on passable roads with little to no driver intervention. The concept ultimately aims to develop and produce vehicles that can travel completely safely on public roads, regardless of traffic generated by other vehicles or obstacles (people, animals, trees, etc.) present on the road. The concept of autonomous motor vehicles here extends to fully autonomous motor vehicles, in which human operator intervention is not required for the operation of the vehicle. This concept further extends to so-called "semi-autonomous" motor vehicles with automated driver assistance systems, but in these "semi-autonomous" motor vehicles, human operator intervention remains important overall.

[0003] The operation of an autonomous motor vehicle is generally governed jointly by an embedded navigation device and a device that defines a reference trajectory. The embedded navigation device is designed to program a route on a large scale, i.e., on the scale of a road network. This route includes a series of consecutive road segments that are adapted to link a starting point to a destination. This series of road segments is dynamically variable, possibly as a function of detected traffic conditions or predetermined motion constraints on the road network (e.g., the closure of a given section for ongoing work).

[0004] The reference track defining device is designed to automatically handle vehicle displacement trajectories on a local scale of several tens or hundreds of meters. This reference track defining device is adapted to realize a route programmed by a navigation system. This realization is achieved by determining the vehicle's position, direction, and speed over time as a function of motion constraints such as the motor vehicle's dynamic constraints (maximum speed, longitudinal acceleration, steering wheel angle, etc.), environmental constraints (obstacles on the road, etc.), or optimization constraints (e.g., minimizing the motor vehicle's lateral acceleration).

[0005] In the context of autonomous driving, a motor vehicle is configured to follow a predetermined urban or out-of-city route by traveling through a series of road sections determined by an embedded navigation device. The reference trajectory is variable in time and is defined by Cartesian coordinates calculated in real time as a function of the road sections through which the predetermined route is reached and environmental parameters. This calculation can be achieved using road marking recognition devices, radar or laser detection means, obstacle recognition devices, etc. While traveling, the motor vehicle follows an actual trajectory that may differ from the reference trajectory. Furthermore, while traveling, the motor vehicle experiences a predetermined number of constraints (wheel pressure, road level differences, wind force, etc.) that may not be accounted for by the reference trajectory defining device. As a result, there may be a lateral deviation between this actual trajectory and the reference trajectory, which should be minimized. Lateral deviation is understood to mean a non-zero distance between the actual trajectory and the reference trajectory, measured with respect to an axis normal to the reference trajectory. This deviation can be corrected by proper control of the lateral control system, which is used to correct the steering angle of the motor vehicle.

[0006] The document, U.S. Patent Application Publication No. 2016107682, discloses a method for controlling the steering of an autonomous motor vehicle. In this method, a point on a reference trajectory is selected by anticipation. A reference distance is determined at time t between the autonomous motor vehicle and the selected point on the reference trajectory. The steering of the vehicle is then controlled from this reference distance.

[0007] The method disclosed in the document, U.S. Patent Application Publication No. 2016107682, improves the control of a vehicle's steering, but the method does not prevent discomfort for the occupants, even the problem of instability, which is associated with the phenomenon of fluctuations in the actual trajectory around a reference trajectory. These discomforts become increasingly greater at high speeds and / or when a failure occurs in the control system (sensor failure, map initialization).

[0008] Therefore, there is a need to propose a control method for controlling the steering of an autonomous motor vehicle that is easy and practical to implement, and that can improve the perception of comfort by the occupants of the autonomous vehicle. [Overview of the Initiative]

[0009] The present invention aims to at least partially alleviate this need.

[0010] More specifically, the present invention aims to improve the occupant experience inside an autonomous vehicle.

[0011] The first object of the present invention relates to a control method for controlling the motion of an autonomous motor vehicle along a reference track. This control method is - A step of determining a desired yaw speed of an autonomous motor vehicle, wherein the desired yaw speed is a function of the reference distance between the vehicle and the reference track at time t. - Determining a yaw error corresponding to a comparison of a desired yaw speed with an actual yaw speed of an autonomous motor vehicle - Transmitting a steering wheel angular acceleration to an actuator, the steering wheel angular acceleration being determined from the yaw error comprising The reference distance is selected such that the yaw error is below a predetermined yaw error threshold.

[0012] Thus, the present invention requires that an autonomous motor vehicle maintain a low yaw error. More specifically, the control method selects, at time t, an ideal point in the form of a polynomial among the points of the reference trajectory in order to minimize this yaw error. More specifically, the method selects a reference distance between the position of the vehicle and this ideal point in order to minimize the yaw error. As a result, the risk of jerk in realizing the tracking of the actual trajectory is significantly limited, and this is so regardless of the speed of the autonomous motor vehicle or the possible presence of a fault in said vehicle. The passenger experience is thus improved.

[0013] In an individual embodiment, the yaw error is maintained below the yaw error threshold when the lateral error y

[0014] , , , , L , x ,

[0013] , L , L , , , ,

[0012] , , ,

[0015] is above a predetermined lateral error threshold, and the lateral error y L is determined from the reference trajectory and the position of the vehicle at the reference distance L.

[0014] In an individual embodiment, the yaw error is maintained below the yaw error threshold when the speed of the autonomous vehicle is greater than a predetermined speed.

[0015] In an individual embodiment, the desired yaw speed is determined according to the formula: TIFF0007850723000001.tif8170, where y L is the lateral error at the reference distance L and v xThis is the speed of the autonomous motor vehicle.

[0016] In individual embodiments, the reference distance is given by the formula: Determined according to TIFF0007850723000002.tif5170, K LAS is the control function, where p is the vehicle speed v x , lateral error y L The parameter is dependent on the reference distance L' determined at time t-1, and δ°° is the steering wheel angular acceleration.

[0017] In individual embodiments, the control method is adapted to control the lateral motion of the motor vehicle.

[0018] Another object of the present invention is a control device for controlling the motion of an autonomous motor vehicle along a reference track using an actuator, - A lateral controller adapted to supply steering wheel angular acceleration to the actuator, wherein the steering wheel angular acceleration is determined from a yaw error corresponding to a comparison between a desired yaw speed and the actual yaw speed of the autonomous motor vehicle, - A smart reference optimizer adapted to a controller to supply a desired yaw speed, wherein the desired yaw speed is a function of a reference distance between the autonomous motor vehicle and the reference track at time t, and the reference distance is selected such that the yaw error is less than or equal to a predetermined yaw error threshold. This includes control devices.

[0019] The control device can be adapted to the dynamic model of the autonomous motor vehicle and to any type of lateral controller used. The autonomous motor vehicle then automatically adapts to the different situations it must face.

[0020] Another subject of the present invention relates to a computer program product that includes program instructions that can be operated by a control device of the prior subject, and which, when executed or interpreted by the control device, trigger the realization of a control method of another prior subject in an autonomous motor vehicle.

[0021] The present invention is presented as a non-limiting example and will be better understood by reading the detailed description of embodiments illustrated by the accompanying drawings. [Brief explanation of the drawing]

[0022] [Figure 1] This is a schematic diagram illustrating an autonomous motor vehicle according to the present invention. [Figure 2] This diagram illustrates an autonomous motor vehicle on a road, as shown in Figure 1. [Figure 3] Figures 1 and 2 illustrate control devices for controlling the motion of autonomous motor vehicles. [Figure 4] Figure 3 is a diagram that explains in detail the contents of the smart reference optimizer module of the control device. [Figure 5] This diagram provides a detailed explanation of the lateral control module of the control device shown in Figure 3. [Figure 6] Figures 1 and 2 illustrate the various steps of the control device for controlling the motion of the motor vehicle. [Figure 7] This figure provides a comparison of the response of the autonomous motor vehicle shown in Figures 1 and 2 with that of a conventional vehicle. [Modes for carrying out the invention]

[0023] The present invention is not limited to the embodiments and modifications presented, and other embodiments and modifications will become apparent to those skilled in the art.

[0024] Elements that are identical or similar in different diagrams bear the same reference numeral.

[0025] Figure 1 schematically shows a top view of a motor vehicle 10 according to the present invention. This motor vehicle 10 includes a front vehicle section, a rear vehicle section, a vehicle roof, a vehicle interior, and steering means (not shown). The motor vehicle further includes a chassis and one or more body structure panels mounted or fixed on the chassis.

[0026] Motorized vehicle 10 is an autonomous vehicle in this context. An autonomous vehicle is understood to be either fully autonomous or semi-autonomous. In reality, several levels of autonomy exist within motorized vehicles.

[0027] In the first level, known as Level 1, the motor vehicle is responsible for a limited number of driving operations associated with the motor vehicle. The driver, therefore, remains responsible for most of the driving control operations. In Level 1, acceleration and / or braking control operations (speed regulator, etc.) are controlled by the motor vehicle. This Level 1 corresponds to the driver assistance level.

[0028] At the second level, known as Level 2, the motor vehicle is adapted to collect information about the external environment (roads, carriageways, road traffic, and surrounding conditions around the motor vehicle) (e.g., through one or more driver assistance systems, sensors, etc.). At this Level 2, the autonomous vehicle is adapted to use the collected information to control predetermined driving actions (e.g., steering, acceleration, and / or braking). This Level 2 is a level of partial automation for the motor vehicle. It should be noted that for Levels 1 and 2, the driver must maintain full supervision of the driving actions performed by the autonomous motor vehicle.

[0029] In a third level, known as Level 3, the driver relies entirely on the motor vehicle for all driving operations, except when the motor vehicle requests the driver to act or intervene to control one or more of these driving operations. This Level 3 is a level of conditional automation.

[0030] At the fourth level, known as Level 4, the driver no longer controls any driving actions. The motor vehicle itself controls all driving actions, including when the driver does not respond to requests for intervention. Level 4 is a highly automated level.

[0031] At the fifth level, known as Level 5, the motor vehicle controls all driving operations. The motor vehicle thus monitors road traffic, actors (people, animals) moving on the road, stationary obstacles on the road, and the roadway while driving. At this Level 5, no interaction with a human driver is required. Level 5 is a completely automated level. It should be noted that for Levels 3 through 5, the motor vehicle is adapted to monitor driving operations and the environment outside the motor vehicle.

[0032] In order to perform various driving operations at these different levels of autonomy, the motor vehicle 10 is configured to: - Forward radar 11A, 11B, - Rear radar 12A, 12B, - Ultrasonic sensor 13, - Video camera 14, - LIDAR15, - GPS antenna 16 It includes a predetermined number of sensors, such as those mentioned above.

[0033] The forward radar includes two forward radar elements 11A and 11B positioned on the forward vehicle portion on both sides of the symmetrical axis of the motor vehicle 10. The forward radar has a detection area 111 in front of the motor vehicle. The forward radar is thus suitable for detecting the position of surrounding objects. The forward radar makes it possible to measure the speed of the motor vehicle. The information collected by the forward radars 11A and 11B is particularly useful for realizing predetermined driving actions, such as emergency braking or preventing crossing the median strip.

[0034] The rear radar includes two rear radar elements 12A and 12B positioned on the rear vehicle portion on both sides of the symmetrical axis of the motor vehicle 10. The rear radar has a detection area 112 behind the motor vehicle. The rear radar is thus suitable for detecting the position of surrounding objects. The rear radar makes it possible to measure the speed of other motor vehicles following the motor vehicle 10. The information collected by the rear radars 12A and 12B is particularly useful for performing predetermined driving actions, such as emergency braking or preventing crossing the median strip.

[0035] The ultrasonic sensor 13 is positioned on the front portion of the vehicle, between the two forward radar elements 11A and 11B. The ultrasonic sensor 13 has a detection area 113 that is much smaller than the detection area 111 of the forward radars 11A and 11B. This ultrasonic sensor 13 is thus suitable for detecting obstacles at very close range. The information collected is useful in realizing driving actions, such as maintaining a safe distance from another motor vehicle directly in front of the motor vehicle 10.

[0036] The video camera 14 is mounted behind the rearview mirror. The information collected by this video camera 14 is particularly useful for performing predetermined driving actions, such as decoding traffic signal panels, identifying road shoulders and median strips, and detecting actors (people, animals) moving on the road.

[0037] The LIDAR 15 ("light detection and ranging") is a sensor mounted on the roof of the motor vehicle 10. The LIDAR 15 enables laser telemetry. Laser telemetry is a distance measurement technique based on the analysis of the properties of a light beam, which is returned to its emitter. The LIDAR has a fairly large detection area 115, for example, about 50 meters in diameter. The LIDAR allows for continuous 360° scanning of the environment to create a 3D map of that environment. The information collected by the LIDAR 15 is useful for realizing predetermined driving operations, such as obstacle detection, including at night.

[0038] The GPS 16 is mounted on the rear portion of the motor vehicle 10. The GPS 16 enables the reception of GPS ("Global Positioning System") signals. Navigation data can then be updated in the motor vehicle 10 using these GPS signals.

[0039] The motor vehicle further includes a central computer 17 suitable for processing various data from sensors 11A, 11B, 12A, 12B, 13, 14, and 15. The central computer 17 and sensors 11A, 11B, 12A, 12B, 13, 14, and 15 are linked within the motor vehicle by one or more networks (not shown) of the CAN ("Controller Area Network") bus type to transfer the data from the sensors.

[0040] Figure 2 illustrates the autonomous motor vehicle 10 of Figure 1 on road 20. This autonomous motor vehicle 10 includes a center of gravity 23. For simplicity, sensors 11A, 11B, 12A, 12B, 13, 14, 15, and 16 are not shown in Figure 2. Road 24 is demarcated by two boundaries 21. Road 24 is further divided into two lanes separated by multiple median strips 22. In Figure 2, the vehicle is traveling in the right lane following its real-world trajectory. This real-world trajectory is deviated by a lateral displacement D between the center of gravity and the reference trajectory T. This reference trajectory is pre-calculated by the motor vehicle 10's navigation system, which is noteworthy for data from GPS signals received by the GPS antenna 16. This reference trajectory T extends over an intermediate distance between the boundaries 21 and the median strips 22. The reference trajectory T is formed by multiple points A0, ..., Ai, ... An.

[0041] The objective of the present invention is to minimize lateral displacement D. To this end, the motor vehicle 10 includes a control device 20 which will select an ideal point Ai from a set of points forming a reference trajectory T. This ideal point Ai will correspond to a pre-emptive point. A reference distance L is then determined between the center of gravity 23 and the pre-emptive point Ai. Depending on external constraints around the autonomous vehicle, such as environmental or traffic constraints, the control device 20 will select a pre-emptive point Ai that is either farther from or not farther from the center of gravity 23. Thus, if the external environment is simple and traffic is minimal, the control device will select a pre-emptive point that is farther from the center of gravity 23. The reference distance L will therefore be substantial. This makes it possible to compensate for lateral displacement so as to gradually guide the autonomous motor vehicle onto the reference trajectory T while limiting jerks. Conversely, if the external environment is complex (rainfall, etc.) and / or traffic is heavy, the control device will select an advance point close to the center of gravity 23 to force the autonomous motor vehicle to rapidly return to the reference track T. In a preferred embodiment, this control device 20 is directly integrated into the central computer 17 of the motor vehicle in Figure 1. Thus, in a preferred embodiment, the control device 20 makes it possible to control the lateral motion of the autonomous motor vehicle 10.

[0042] Figure 3 illustrates a control device 20 for controlling the motion of an autonomous motor vehicle 10.

[0043] The control device 20 is - Speed ​​Blocks 201, - Reference track block 202, - Vehicle position block 203, - Yaw Speed ​​Block 204, - Smart standard optimizer module 205, - Lateral control module 206, - Steering wheel angular acceleration block 207 Includes.

[0044] The speed block 201 is adapted to measure the speed v of the motor vehicle 10. x It is adapted to do so.

[0045] The reference trajectory block 202 is adapted to store data of the reference trajectory T of the motor vehicle 10.

[0046] The vehicle position block 203 is adapted to determine the position P of the vehicle at any point in time t.

[0047] The yaw speed block 204 is adapted to determine the actual yaw speed W of the motor vehicle.

[0048] The smart reference optimizer module 205 is adapted to determine the desired yaw speed W from the speed v x from the data of the reference trajectory T, from the position P of the vehicle, and from the steering wheel angular acceleration δ°°. des It is adapted to do so.

[0049] The lateral control module 206 is adapted to supply the lateral control command K from the desired yaw speed W des and from the actual yaw speed W. lat It is adapted to do so.

[0050] The steering wheel angular acceleration block 207 is adapted to supply the steering wheel angular acceleration δ°° from the lateral control command K lat It is adapted to do so.

[0051] Figure 4 details the content of the smart reference optimizer module 205. This module 205 includes - a lateral error block 2051, - a control function block 2052, - a reference distance block 2053, - a desired yaw speed block 2054 It includes them.

[0052] The lateral error block 2051 is adapted to receive the reference track T, the vehicle position P, and the reference distance L' determined at time t-1. This lateral error block 2051 is adapted to receive the lateral error y L Send it out.

[0053] The control function block 2052 controls the speed v of vehicle 10. x Lateral error y L It is adapted to receive the reference distance L' and the steering wheel angular acceleration δ°°. This block 2052 is adapted to send out the reference distance L determined at time t, a transverse function K LAS Includes.

[0054] The reference distance block 2053 is adapted to receive a reference distance L determined at time t. This block 2053 sends this reference distance L to the desired yaw speed block 2054. Block 2053 further sends the reference distance L' determined at time t-1 to the lateral error block 2051 and the control function block 2052.

[0055] The desired yaw speed block 2054 receives a reference distance L determined at time t. The desired yaw speed block 2054 outputs the desired yaw speed W des Send it out.

[0056] Figure 5 illustrates the lateral control module 206 in detail. This module 206 is, - Yaw error block 2061, - Lateral control block 2062, - Steering wheel angular velocity block 2063, - Differentiator block 2064 Includes.

[0057] Yaw error block 2061 is the desired yaw speed W desThis can be adapted to compare with the actual yaw speed W. This yaw block 2061 has a yaw error Err Lacet It supplies the yaw error Err. Lacet This is less than or equal to a predetermined yaw error threshold S1. Preferably, this yaw error threshold S1 is less than or equal to the desired yaw speed W des This corresponds to 10% of that.

[0058] The lateral control block 2062 controls the yaw error Err Lacet It is adapted to receive and determine the steering wheel angular velocity δ°.

[0059] The steering wheel angular velocity block 2063 is adapted to receive the steering wheel angular velocity δ° and to supply this steering wheel angular velocity to the differentiator block 2064.

[0060] A control method for controlling the motion of the autonomous motor vehicle 10 is described below with reference to Figures 1 to 5 and Figure 6.

[0061] In Figure 6, in decision step E1, the speed v of vehicle 10 x The input data handling the reference track T and the vehicle's position P is determined.

[0062] In step E2, block 2051 of module 205 calculates the lateral error y from the reference track T, the vehicle position P, and the reference distance L' determined at time t-1. L To decide.

[0063] In step E3, block 2052 of module 205 has a speed v of vehicle 10. x Therefore, lateral error y L The reference distance L at time t is determined from the reference distance L' determined at time t-1 and from the steering wheel angular acceleration δ°°. In a preferred embodiment, the following equation: TIFF0007850723000003.tif5170 is applied, and as a reminder, K LAS ρ is the control function, where ρ is the vehicle speed v x , lateral error y L The parameter is dependent on the reference distance L' determined at time t-1, and δ°° is the steering wheel angular acceleration.

[0064] In step E4, block 2053 of module 205 transmits a reference distance L' to blocks 2051 and 2052. In step E4, block 2053 also transmits a reference distance L determined at time t.

[0065] In step E5, block 2054 is configured to achieve the desired yaw speed W des Determine the desired yaw speed W des is a function of the reference distance L between the vehicle and the reference track at time t. In individual embodiments, the desired yaw speed W is des The formula is: Determined according to TIFF0007850723000004.tif8170, and as a reminder, y L This is the lateral error at the reference distance L, and v x This is the speed of the autonomous motor vehicle.

[0066] In step E6, block 2061 of module 206 has a yaw error Err lacet Determine this yaw error Err lacet The actual yaw speed W of the motor vehicle and the desired yaw speed W des It corresponds to comparison.

[0067] In step E7, block 2062 of module 206 has a yaw error Err lacet The steering wheel angular velocity δ° is determined from this.

[0068] In step E8, block 2064 of module 206 determines and transmits the steering wheel angular acceleration δ°° for an actuator that is adapted to control an autonomous motor vehicle. This steering wheel angular acceleration is therefore used in steps E7 and E8 to determine the yaw error Err Lacet It is determined from the following. An actuator is, for example, the steering column of an autonomous motor vehicle.

[0069] It should be noted that the yaw error is kept below the yaw error threshold S1 when the lateral error is above a predetermined lateral error threshold S2.

[0070] In an alternative embodiment, the yaw error is the speed v of the autonomous vehicle. x When the speed is greater than a predetermined speed, for example, 80 km / h, it is maintained below the yaw error threshold S1.

[0071] The associated control method and control device 20 were validated on the Satory test circuit in a mixed section including straight lines and curves. Figure 7 allows for a comparison between the first trajectory 31 and the second trajectory 32 during a rapid change in the reference trajectory T. The first trajectory 31 represents the response of a conventional autonomous vehicle. This response oscillates around the reference trajectory. The second trajectory 32 represents the response of an autonomous motor vehicle 10 according to the present invention. This response exhibits less oscillation. The actual trajectory of the autonomous vehicle thus "sticks" to the reference trajectory T much more rapidly.

[0072] A control method for controlling the motion of an autonomous motor vehicle, and an associated control device 20, and so on, - To find the optimal point for advancement in the reference orbit for supplying to the lateral controller, - To provide a control device that can be applied to any autonomous lateral steering (lane changes, dynamic changes, parking maneuvers, etc.), - To provide a control device that is compatible with any orbital navigation system and can be connected to any ADAS / AD lateral controller. - In critical situations where the desired trajectory is contradictory and may even be impossible to realize, considering the vehicle's capabilities, the autonomous vehicle will have human-type driving capabilities. - To enable flexible vehicle operation in cases of considerable noise or errors caused by sensor or road conditions. - In cases of significant initial lateral error, this may lead to the provision of a control device that can be used to initiate autonomous mode. - To provide a control device that enables verification of the desired steering wheel angular acceleration as a function of the actuator's state and capability. This will become possible.

[0073] The present invention further relates to a computer program product that includes program instructions that can be operated by a control device 20, and which, when executed or interpreted by the control device 20, trigger the realization of a control method as described in Figure 5.

[0074] The present invention further relates to an autonomous motor vehicle 10 including a control device 20. This autonomous motor vehicle is a private passenger vehicle as shown in Figure 1 and Figure 2. In a modified example, the motor vehicle is any other vehicle such as a bus or a truck.

[0075] The present invention is not limited to the embodiments and modifications presented, and other embodiments and modifications will be clearly apparent to those skilled in the art.

Claims

1. A control method for controlling the motion of an autonomous motor vehicle (10) along a reference track (T), - Desired yaw speed (W) of the autonomous motor vehicle ｄｅｓ Step (E5) to determine the desired yaw speed (W ｄｅｓ The desired yaw speed (W) is a function of the reference distance (L) between the autonomous motor vehicle and the reference track (T) at time t. ｄｅｓ Step (E5) to determine - The yaw error (Err) corresponding to the comparison of the desired yaw speed (Wdes) of the autonomous motor vehicle with the actual yaw speed (W) ｌａｃｅｔ Step (E6) to determine - Step (E7) of transmitting the steering wheel angular acceleration (δ°°) to an actuator suitable for controlling the autonomous motor vehicle, wherein the steering wheel angular acceleration is the yaw error (Err Ｌａｃｅｔ Step (E7) transmits the steering wheel angular acceleration (δ°°) determined from ). Includes, The reference distance (L) is selected such that the yaw error is less than or equal to a predetermined yaw error threshold (S1). The aforementioned reference distance is given by the formula: A control method characterized in that it is determined according to the formula, where K LAS is a control function, ρ is a parameter that depends on the speed v x of the autonomous motor vehicle, the lateral error y L, and the reference distance L' determined at time t-1, and δ°° is the steering wheel angular acceleration.

2. The aforementioned yaw error (Err ｌａｃｅｔ ) is the lateral error (y Ｌ When the yaw error (y) is above a predetermined lateral error threshold (S2), it is maintained below the yaw error threshold (S1), and the lateral error (y) is maintained below the yaw error threshold (S1). Ｌ The control method according to claim 1, wherein the reference distance (L) is determined from the reference trajectory (T) and the position (P) of the autonomous motor vehicle (10).

3. The yaw error (Err ｌａｃｅｔ ) is maintained below the yaw error threshold (S1) when the speed (v ｘ ) of the self-driving motor vehicle is greater than a predetermined speed. The control method according to claim 1 or 2

4. The desired yaw speed (W ｄｅｓ ) is the formula: Determined according to, in the formula, y Ｌ This is the lateral error at the reference distance (L), and v ｘ The control method according to any one of claims 1 to 3, wherein is the speed of the autonomous motor vehicle.

5. The control method according to any one of claims 1 to 4, wherein the control method is adapted to control the lateral motion of the autonomous motor vehicle.

6. A control device for controlling the motion of an autonomous motor vehicle along a reference track using an actuator, - A lateral controller (206) suitable for providing the actuator with a steering wheel angular acceleration (δ°°), wherein the steering wheel angular acceleration (δ°°) is the desired yaw speed (W) of the autonomous motor vehicle (10). ｄｅｓ The yaw error (Err) corresponds to the comparison between the actual yaw speed (W) and the actual yaw speed (W). ｌａｃｅｔ The horizontal controller (206) is determined from the above. - The controller is configured to set the desired yaw speed (W ｄｅｓ A smart reference optimizer (205) suitable for supplying the desired yaw speed (W ｄｅｓ ) is a function of the reference distance (L) between the autonomous motor vehicle and the reference track at time t, and the reference distance (L) is the yaw error (Err ｌａｃｅｔ A smart criterion optimizer (205) is selected such that the value is less than or equal to a predetermined yaw error threshold (S1). Includes, The aforementioned reference distance is given by the formula: The control device is determined according to the formula, where K LAS is the control function, ρ is a parameter that depends on the speed v x of the autonomous motor vehicle, the lateral error y L, and the reference distance L' determined at time t-1, and δ°° is the steering wheel angular acceleration.

7. A computer program product comprising program instructions that can be operated by a control device (20) according to claim 6, wherein when the program instructions are executed or interpreted by the control device (20), the computer program product triggers the implementation of the control method according to any one of claims 1 to 5 in an autonomous motor vehicle (10).

8. An autonomous motor vehicle comprising the control device (20) described in claim 6.

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