WO2014016487A2

WO2014016487A2 - Lane changing support system for vehicles

Info

Publication number: WO2014016487A2
Application number: PCT/FR2013/051535
Authority: WO
Inventors: Vincent DESCHAMPS
Original assignee: Peugeot Citroen Automobiles Sa
Priority date: 2012-07-25
Filing date: 2013-07-01
Publication date: 2014-01-30
Also published as: CN104736391B; FR2993845B1; EP2877371A2; CN104736391A; FR2993845A1; WO2014016487A3

Abstract

The invention relates to a lane changing support system for a vehicle, comprising a side sensor (C1, C2) for determining the presence of a target vehicle in a side zone of the vehicle, radar means (7) for determining the presence of the target vehicle in a blind spot zone of the vehicle, and signalling means (9) for signalling the presence of the target vehicle to the driver of the vehicle. The support system is characterised in that it is configured to: prevent the activation of the signalling means (9) when they have not been activated and when it is determined that the target vehicle is simultaneously present in the size zone of the vehicle and in the blind sport zone of the vehicle; and deactivate the signalling means (9) when they have been activated and when it is determined that the target vehicle is simultaneously present in the side zone of the vehicle and in the blind spot of the vehicle.

Description

SYSTEM ASSISTANCE TO THE CHANNEL S TATE OF THE PO U R

A VEHICLE

The present invention generally relates to a driving assistance system for a vehicle and more particularly to a lane-assisting system for a motor vehicle.

A system implementing the Lane Change Assisf (LCA) feature currently offered on a number of vehicles uses two radars on the left rear and the right rear of the vehicle. behind the bumper. The radars make it possible to "see" on the adjacent lanes up to 70m behind the vehicle, and to position the vehicles detected in the horizontal plane in X and Y.

In addition, the system implements two sub-functions:

(i) a 'Dead Angle Surveillance' (SAM) function which warns the driver of the presence of a vehicle in the blind spot zone in the event that the vehicle carrying the system is overtaken by a target vehicle, and in the case of where the vehicle carrying the system exceeds a target vehicle with a speed differential below a certain threshold (typically 10km / h); and

(ii) a 'Closing Vehicle Warning' (CVW) function which warns the driver of the presence of a vehicle in an adjacent lane when collision time TTC (English) , 'Time To Collision') becomes lower than a threshold to be set (typically 4 seconds). The time before collision TTC is defined as the time taken by the target vehicle to arrive at the level of the rear bumper of the carrier vehicle in the event that the speeds of one and the other would remain constant. It is therefore the distance between the two vehicles that divides the relative speed between the two vehicles.

The radar coverage area needed in a straight line is typically the following (same left-right coverage areas):

- In the SAM zone, the radar shall cover, in the lateral direction, with respect to the side of the vehicle, 0 at a distance of the order of 4 to 5 meters, and longitudinally over an area between the rear view mirror line and up to a distance of about 4 to 5 meters behind the rear bumper;

- In the CVW zone, the radar shall cover, in lateral relation to the side of the vehicle, 0 at a distance of the order of 4 to 5 meters, and longitudinally over an area between the end of the SAM zone and up to 70 meters behind the rear bumper of the vehicle.

Figure 1 illustrates a zone 1 typically covered by a radar 2 for the sub-function SAM. In the case where the carrier vehicle 3 doubles a vehicle, a warning light comes on when the rear of the doubled vehicle enters the zone 1 of coverage of the radars, which in the case of a heavy weight for example, induced that it has a lighting indicator while the driver still visually sees much of the front of the truck. In this case, the lighting of the warning light distracts the driver unnecessarily.

In addition, in the case where the carrier vehicle 3 doubles a vehicle, the indicator light does not come on immediately when the rear of the doubled vehicle enters the zone 1 coverage radar. Indeed, the system needs several cycles of time, in particular to confirm that (i) it is a vehicle (and not safety rails) that is present in the track identified as adjacent, and (ii) the differential speed with this vehicle is below the speed threshold of 10km / h below which an alert is requested. The consequence of this is that when the alert is raised to the driver, the front of the target vehicle is already typically (in the case a sedan) at the rear bumper, an effect all the more pronounced that the speed differential will be close to the differential of 10km / h.

In the case where the carrier vehicle 3 is overtaken by a vehicle, the warning light turns off when the rear of the vehicle leaves the zone 1 radar coverage (Figure 1), which in the case of a heavy weight, for example, induces that one still has a lighting of the light while the driver sees directly a large part of the front of the heavy weight. In this case, the driver is also distracted unnecessarily by the lighting of the warning light.

US2006009910A discloses a vehicle having rear and side sensors for detecting the presence of a vehicle in a rear area or in a side area.

US20101 17813A discloses a vehicle having sensors in the lateral rear and front lateral area. The vehicle signals the passage of a target vehicle in these different areas.

An object of the present invention is to meet the drawbacks mentioned above and in particular to propose a lane-assisting system which provides a relevant signaling of the presence of a target vehicle when a vehicle is overtaken. or when the vehicle doubles another vehicle.

For this purpose, a first aspect of the invention relates to a lane departure assistance system for a vehicle comprising:

a side sensor for determining the presence of a target vehicle in a side area of the vehicle;

radar means for determining the presence of the target vehicle in a blind spot area of the vehicle;

signaling means for signaling the presence of the target vehicle to the driver of the vehicle; characterized in that it is configured to prevent the activation of the signaling means when they are not activated and when it determines that the target vehicle is simultaneously present in the lateral area of the vehicle and in the blind spot area of the vehicle , and that it is configured to deactivate the signaling means when they are activated and when it determines that the target vehicle is simultaneously present in the lateral zone of the vehicle and in the dead angle zone of the vehicle.

Such a system prevents unnecessary signaling of a target vehicle to the driver of the vehicle thus allowing the driver to focus on other alerts such as a light signaling the presence of a target vehicle in another adjacent lane.

Very advantageously, it further comprises a stopwatch and is configured to start the stopwatch when it receives a signal from the side sensor indicating the entry of the target vehicle into the side area and to stop the stopwatch when it receives a signal radar means indicating the entry of the target vehicle into the blind area to measure a time differential.

A particularly interesting embodiment consists in that it comprises storage means including a predetermined value representative of a distance between the beginning of the lateral zone and the beginning of the dead angle zone, and in that the system is configured to calculate a speed differential between the vehicle and the target vehicle by dividing the predetermined value by the measured time differential.

Advantageously, it is further configured to signal the presence of the target vehicle to the driver when he determines that the target vehicle is no longer present in the side area of the vehicle but present in the blind spot area and the speed differential between the vehicle and the target vehicle is below a predetermined threshold.

Advantageously, the lateral sensor is an ultrasonic sensor. Very advantageously, it comprises a first lateral sensor positioned on the left side and at the front of the vehicle and a second lateral sensor positioned on the right side and at the front of the vehicle, and in that the radar means comprise a first radar positioned at the rear left of the vehicle to cover a blind spot area on the left side of the vehicle and a second radar positioned at the right rear of the vehicle to cover a blind spot area on the right side of the vehicle.

According to a second aspect, the present invention relates to a method of assisting the driving of a vehicle comprising steps which consist in:

- determine if a target vehicle is in a blind spot area of the vehicle;

- determine if a target vehicle is in a side area of the vehicle; and

- to prevent a signaling of the presence of the target vehicle to the driver or to deactivate a signaling of the presence of the target vehicle to the driver when the target vehicle is simultaneously present in the lateral zone of the vehicle and in the blind spot area of the vehicle.

In a very advantageous manner, it further comprises the steps of:

- start a timer when it receives a signal indicating the entry of the target vehicle in the lateral zone;

- stop the timer when it receives a signal indicating the entry of the target vehicle in the blind spot zone in order to measure a time differential between the vehicle and the target vehicle;

calculating a speed differential between the vehicle and the target vehicle by dividing a predetermined value representative of a distance between the beginning of the lateral zone and the beginning of the blind spot zone by the measured time differential. According to a third aspect, the present invention relates to a motor vehicle comprising a system as defined above.

Other features and advantages of the present invention will appear more clearly on reading the following detailed description of an embodiment of the invention given by way of non-limiting example and illustrated by the appended drawings, in which:

FIG. 1 illustrates a zone typically covered by a radar comprising the SAM zone;

Figure 2 illustrates a lane assist system according to the present invention;

- Figure 3 illustrates a vehicle comprising the lane assist system according to the present invention;

Figures 4a-4d illustrate the case where a vehicle comprising the lane-assisting system according to the present invention doubles a target vehicle;

FIGS. 5a to 5b illustrate the case where a vehicle comprising the lane-assisting system according to the present invention is doubled by a vehicle.

Figure 2 illustrates a lane assist system according to the present invention. The system 5 comprises radar means 7 for determining the presence of a target vehicle in a dead-angle zone of the vehicle 3, a first lateral sensor C1 for determining the presence of a target vehicle in a lateral zone on the left-hand side of the vehicle, a second lateral sensor C2 for determining the presence of a target vehicle in a lateral zone on the right side of the vehicle, means 9 for signaling the presence of a target vehicle and a central computer 1 1.

The radar means 7 for determining the presence of a target vehicle in a blind spot zone of the vehicle 3 comprise a computer 13 and two radars R1, R2. The first radar R1 and the second radar R2 are connected to the computer 13.

The first radar R1 is positioned at the rear left of the vehicle (Figure 3) and covers a blind spot area on the left side of the vehicle 3 to detect a target vehicle in the previously mentioned 'Dead Angle Surveillance' (SAM) area on the side. left of the vehicle 3.

The second radar R2 is positioned at the right rear of the vehicle (Figure 3) and covers a blind spot area on the right side of the vehicle 3 to detect a target vehicle in the SAM zone on the right side of the vehicle 3.

The first radar R1 is configured to detect the presence of a target vehicle in the blind spot area of the left side of the vehicle 3, by measuring the relative distance and the relative angle of the target vehicle. It is configured to provide a signal indicating the presence of a target vehicle in the blind spot area to the computer 13 each time it detects the presence of a target vehicle in that area.

The second radar R2 is configured to detect the presence of a target vehicle in the blind spot area of the right side of the vehicle 3, by measuring the relative distance and the relative angle of the target vehicle. It is configured to provide a signal indicating the presence of a target vehicle in the blind spot area to the computer 13 each time it detects the presence of a target vehicle in that area.

The computer 13 is configured to receive the signal indicating the presence of a vehicle in the blind spot zone of the first radar R1 and configured to transmit a signal S1 indicating the presence of a vehicle in the blind spot area of the left side of the vehicle 3 to the central calculator 1 1.

The computer 13 is further configured to receive the signal indicating the presence of a vehicle in the blind spot zone of the second radar R2 and configured to transmit a signal S2 indicating the presence from a vehicle in the blind spot area on the right side of vehicle 3 to the central computer 1 1.

The first radar R1 and the second radar R2 are each configured to measure a relative distance and a relative angle of a target vehicle relative to the carrier vehicle as well as the relative speed of the vehicles. The values of the relative distance and the relative angle make it possible to place a target vehicle relative to the carrier vehicle. The computer 13 is configured to receive these values measured by the radars.

In a variant of the present invention, the first radar R1 and the second radar R2 are furthermore capable of respectively covering the CVW zone (mentioned above) on the left side and the right side of the vehicle 3 in order to detect a target vehicle in this zone. .

The first lateral sensor C1 and the second lateral sensor C2 are ultrasonic sensors.

The first lateral sensor C1 is positioned on the left side of the vehicle (Figure 3) and at the front of the vehicle. The first lateral sensor C1 covers lateral to the side of the vehicle, from 0 to a distance of the order of 4 to 5 meters, and longitudinally, an area between the rear view mirror line and up to a distance of 0.5 to 2 meters in front of the front bumper.

The second lateral sensor C2 is positioned on the right side of the vehicle (Figure 3) and at the front of the vehicle. The second lateral sensor C2 covers lateral to the side of the vehicle, from 0 to a distance of the order of 4 to 5 meters, and longitudinally, an area between the rear view mirror line and up to a distance of 0.5 to 2 meters in front of the front bumper.

The sensors C1 and C2 are configured to emit ultrasonic waves in this zone and to capture the reflection of the wave to determine the presence of a target vehicle in this lateral zone. For example, the sensors C1 and C2 are the front side ultrasonic sensors which are further configured to perform the 'available space measurement' (MPD) function.

The sensors C1 and C2 are connected to the central computer 1 1. The sensor C1 is able to send a signal S5 indicating the presence of an object (vehicle) in a lateral zone on the left side of the vehicle 3 to the central computer 1 1. The sensor C2 is able to send a signal S6 indicating the presence of an object (vehicle) in a lateral zone on the right side of the vehicle 3 to the central computer 1 1.

The means 9 for signaling the presence of a target vehicle comprise, for example, a light on the dashboard or the side mirror which is lit when an activation signal is received from the central computer 1 1 and which is off when a deactivation signal is received from the central computer 1 1. The central computer 1 1 of the system 5 is connected to the computer 13, the means 9 to signal the presence of the target vehicle and the sensors C1 and C2.

The central computer 11 includes a timer 15 and storage means 17, such as a flash memory, including software for operating the lane assist system.

The central computer 1 1 is able to receive a signal S5 from the sensor C1 indicating the presence of an object (vehicle) in a lateral zone on the left side of the vehicle 3, and to receive a signal S6 from the sensor C2 indicating the presence of an object (vehicle) in a side area on the right side of the vehicle 3.

The central computer 1 1 is further adapted to receive a signal S1 from the computer 13 indicating the presence of a vehicle in the blind spot zone on the left side of the vehicle 3. The central computer 1 1 is furthermore able to receive a signal S 2 the computer 13 indicating the presence of a vehicle in the blind spot area of the right side of the vehicle 3. The central computer 11 is configured to start the timer 15 when it first receives the signal S5 (at a time t1) and to stop the timer 15 when it receives the second signal S1 (at a time t2) to determine the time differential t2-t1. The time differential t2-t1 is the time between the moment when a target vehicle is first detected by the sensor C1 in a lateral zone on the left side of the vehicle 3 and the moment when the target vehicle is secondly detected by the radar R1 in a blind spot area on the left side of the vehicle 3.

The central computer 11 is furthermore configured to start the stopwatch 15 when it first receives the signal S6 (at a time t1) and to stop the stopwatch 15 when it receives the signal S2 secondly (at a time t2) so that determining the time difference t2-t1 The time differential t2-t1 is the time between the moment when a target vehicle is first detected by the sensor C2 in a lateral zone on the right side of the vehicle 3 and the moment when the vehicle target is secondly detected by the radar R2 in a blind spot area on the right side of the vehicle 3.

The storage means 17 include a predetermined value D (FIG. 4b) representative of the distance between the beginning of the front detection zone of the sensor C1 (or C2) and the beginning of the detection zone of the radar R1 (or R2). The central computer 11 is configured to calculate the speed differential between the vehicle 3 and the target vehicle by dividing the predetermined value D by the measured time differential t2-t1.

The central computer 1 1 is further configured to calculate a time before collision (English, 'Time To Collision') TTC between the vehicle 3 and a target vehicle using the relative distance and the relative speed sent by the computer 13.

The central computer 11 is configured to determine that the system 5 is in an initial state when the sensors C1 and C2 do not detect any object and the radars R1 and R2 detect no object on the adjacent channel. When the central computer 1 1 determines that the system 5 is in an initial state and it receives a signal S5 (S6) of the sensor C1 (C2) and it does not receive a signal S1 (S2) of the radar R1 (R2) by the intermediate computer 13, the central computer 1 1 is configured not to transmit an activation signal to the means 9. This corresponds to the case where the vehicle 3 doubles a target vehicle.

When the central computer 11 then always receives the signal S5 (S6) from the sensor C1 (C2) and receives a signal S1 (S2) from the radar R1 (R2) via the computer 13, the central computer 11 is configured to prevent activation of the means 9. In addition, the central computer 1 1 calculates the speed differential between the vehicle 3 and the target vehicle.

When the central computer 11 then no longer receives the signal S5 (S6) from the sensor C1 (C2) and receives a signal S1 (S2) from the radar R1 (R2) via the computer 13, the central computer 1 1 is configured to transmit an activation signal to the means 9 if it determines that the calculated speed differential is less than a predetermined threshold (stored in the storage means 17), for example, 10km / h.

When then the central computer 1 1 no longer receives the signal S5 (S6) of the sensor C1 (C2) and no longer receives the signal S1 (S2) from the radar R1 (R2) via the computer 13, the computer central 1 1 is configured to transmit a deactivation signal to the means 9.

When the central computer 1 1 determines that the system 5 is in an initial state and it receives a signal S1 (S2) of the radar R1 (R2) via the computer 13, and it does not receive a signal S5 (S6) C1 sensor (C2), the central computer 1 1 is configured to transmit an activation signal to the means 9 to signal the presence of a target vehicle. This corresponds to the case where a target vehicle doubles the vehicle 3.

When then the central computer 1 1 always receives the signal S1 (S2) from the radar R1 (R2) via the computer 13 and receives a signal S5 (S6) from the sensor C1 (C2), the central computer 1 1 is configured to deactivate the means 9 by stopping transmitting an activation signal to the means 9.

The operation of the system 5 according to the present invention will now be described for the case where the vehicle 3 doubles a target vehicle (FIGS. 4a to 4d).

When the system 5 is in an initial state and the central computer 11 receives a signal S5 (S6) of the sensor C1 (C2) indicating the presence of a target vehicle VC in the lateral zone ZL of the left (right) side of the vehicle 3 and it does not receive a signal S1 (S2) of the radar R1 (R2) indicating that the target vehicle is not in the blind spot zone ZSAM on the left (right) side of the vehicle 3 (Figure 4a), the central computer 1 1 does not transmit an activation signal to the means 9 and an indicator to indicate the presence of the target vehicle is not lit. When the central computer 1 1 receives the signal S5 (S6) of the sensor C1 (C2) indicating the presence of a target vehicle VC in the lateral zone ZL of the vehicle 3, the stopwatch 15 is started.

When then the central computer 1 1 always receives the signal S5 (S6) of the sensor C1 (C2) indicating the presence of the target vehicle VC in the lateral zone ZL of the vehicle 3 and it receives a signal S1 (S2) of the radar R1 ( R2) indicating that the target vehicle entered the blind spot zone ZSAM on the left (right) side of the vehicle 3 (FIG. 4b), the central computer 1 1 still does not transmit an activation signal to the means 9. When the central computer 1 1 receives the signal S1 (S2) of the radar R1 (R2) indicating that the target vehicle has entered the blind spot zone ZSAM, the stopwatch 15 is stopped and the speed differential between the vehicle 3 and the target vehicle VC is calculated .

When then the central computer 1 1 no longer receives the signal S5 (S6) of the sensor C1 (C2) indicating that the target vehicle VC is no longer in the lateral zone ZL of the vehicle 3 and still receives a signal S1 (S2 ) of the radar R1 (R2) indicating that the target vehicle is still in the blind spot zone ZSAM (Figure 4c), the central computer 1 1 transmits an activation signal to turn on the light when the calculated speed differential is below a predetermined threshold, for example, 10km / h.

When then the central computer 1 1 no longer receives the signal S5 (S6) of the sensor C1 (C2) indicating that the target vehicle VC is no longer in the lateral zone ZL of the vehicle 3 on the left (right) side of the vehicle 3 and it no longer receives the signal S1 (S2) of the radar R1 (R2) indicating that the target vehicle is no longer in the blind spot zone ZSAM on the left (right) side of the vehicle 3 (Figure 4d), the central computer 1 1 transmits a deactivation signal to extinguish the means indicator 9.

The operation of the system 5 according to the present invention will now be described for the case where the vehicle 3 is overtaken by a target vehicle VC (Figures 5a to 5b).

When the system 5 is in an initial state and the central computer 11 receives a signal S1 (S2) of the radar R1 (R2) indicating that a target vehicle is in the blind spot zone ZSAM of the left (right) side of the vehicle 3 (Figure 5a) and the central computer 1 1 does not receive a signal S5 (S6) of the sensor C1 (C2) indicating that the target vehicle VC is not in a lateral zone ZL of the vehicle 3, the central computer 1 1 transmits an activation signal to turn on the light and signal the presence of the target vehicle VC.

When then the central computer 11 always receives the signal S1 (S2) of the radar R1 (R2) indicating that the target vehicle VC is still in the blind spot zone ZSAM of the left (right) side of the vehicle 3 and receives a signal S5 (S6) of the sensor C1 (C2) indicating that the target vehicle VC has entered the lateral zone ZL of the left (right) side of the vehicle 3, the central computer 1 1 transmits a deactivation signal to the means 9 to turn off the light .

In the case where the vehicle 3 doubles a vehicle, the present invention makes it possible to turn on the light only when the front of the target vehicle arrives at the rear-view mirror line. In addition, the present invention makes it possible never to light a light on a safety rail, since:

(i) When the rail enters the area of sensors C1, C2, the light remains off (since the rail is not in the area covered by radar R1, R2);

(ii) When the rail enters the zone of the radars R1, R2, the indicator remains off, since the rail is still in the zone of the sensor C1, C2. The relative speed of the object, namely the safety rail, is very quickly estimated and this relative speed is equal to the absolute speed of the vehicle 3, so much greater than 10km / h (it is assumed that the SAM function is active only for a speed greater than at least 10km / h, and the relative speed threshold which requires a lighting indicator is greater than this activation speed, which is the case of all SAM functions);

(iii) When the rail "exits" from the zone of the sensors C1, C2, then one could have a warning light, but as the estimated speed differential is higher than the threshold of speed requiring a flashing light, then one does not have warning light.

In addition, the present invention makes it possible to estimate the speed differential more rapidly because:

(a) this differential is estimated on the basis of tops triggered by the entry into areas of coverage of sensors C1, C2 and radars R1, R2, whereas in the case of the use of radars alone, the radars must to estimate a speed by estimating the evolution of the position of the object, which is all the more difficult as the angular resolution is important;

(b) This differential is available as soon as the rear of the target vehicle enters the coverage area of the radar, while in the case of radar use, the system still has no until the rear of the target vehicle has returned to the radar coverage area.

Consequently, the present invention makes it possible to have a return of ignition of the light at the "right moment", with a delay time that is almost zero.

In the case where the vehicle 3 is doubled by a vehicle, the warning light goes off when the target vehicle enters the coverage area of the sensors C1, C2. In the case of a heavy truck for example, the light is no longer lit when the driver sees directly the front of the truck.

It will be understood that various modifications and / or improvements obvious to those skilled in the art can be made to the various embodiments of the invention described in the present description without departing from the scope of the invention defined by the appended claims.

Claims

R EV IN DI CATI ON S

1. Lane guidance system (5) for a vehicle (3) comprising:

a lateral sensor (C1, C2) for determining the presence of a target vehicle in a lateral zone (ZL) of the vehicle (3);

radar means (7) for determining the presence of the target vehicle in a blind spot zone (ZSAM) of the vehicle (3);

signaling means (9) for signaling the presence of the target vehicle to the driver of the vehicle (3);

characterized in that it is configured to prevent the activation of the signaling means (9) when they are not activated and when it determines that the target vehicle is simultaneously present in the lateral area (ZL) of the vehicle (3 ) and in the blind spot area (ZSAM) of the vehicle (3), and in that it is configured to deactivate the signaling means (9) when they are activated and when it determines that the target vehicle is simultaneously present in the lateral zone (ZL) of the vehicle (3) and in the blind spot zone (ZSAM) of the vehicle (3).

2. System (5) according to claim 1, characterized in that it further comprises a stopwatch (15), and in that it is configured to start the stopwatch (15) when it receives a signal (S5, S6) of the lateral sensor (C1, C2) indicating the entry of the target vehicle into the lateral zone (ZL) and to stop the stopwatch (15) when it receives a signal (S1, S2) from the radar means (7) indicating entering the target vehicle in the blind spot area (ZSAM) to measure a time differential between the vehicle (3) and the target vehicle.

3. System (5) according to claim 2, characterized in that it comprises storage means (17) including a predetermined value (D) representative of a distance between the beginning of the lateral zone (ZL) and the beginning blind spot area (ZSAM), and that the system (5) is configured to calculate a speed differential between the vehicle (3) and the target vehicle by dividing the predetermined value (D) by the measured time differential.

4. System (5) according to claim 3, characterized in that it is further configured to signal the presence of the target vehicle to the driver when he determines that the target vehicle is no longer present in the lateral zone (ZL) of the vehicle (3) but present in the blind spot area (ZSAM) and the speed differential between the vehicle (3) and the target vehicle is less than a predetermined threshold.

5. System (5) according to any one of the preceding claims, characterized in that the lateral sensor (C1, C2) is an ultrasonic sensor.

6. System (5) according to any one of the preceding claims, characterized in that it comprises a first lateral sensor (C1) positioned on the left side and at the front of the vehicle (3) and a second lateral sensor (C2 ) positioned on the right side and at the front of the vehicle (3), and in that the radar means (7) comprise a first radar (R1) positioned at the rear left of the vehicle to cover a blind spot area on the left side of the vehicle (3) and a second radar (R2) positioned at the right rear of the vehicle to cover a blind spot area on the right side of the vehicle (3).

A method of assisting driving a vehicle (3) comprising steps of:

determining whether a target vehicle is in a blind spot zone (ZSAM) of the vehicle (3);

determining whether the target vehicle is in a lateral zone (ZL) of the vehicle (3); and

- prevent a signaling of the presence of the target vehicle to the driver or deactivate a signaling of the presence of the target vehicle to the driver when the target vehicle is simultaneously present in the lateral zone (ZL) of the vehicle (3) and in the blind spot zone (ZSAM) of the vehicle (3).

8. Method according to the preceding claim, characterized in that it further comprises the steps of:

- start a stopwatch (15) when it receives a signal (S5, S6) indicating the entry of the target vehicle in the lateral zone (ZL);

- stop the stopwatch (15) when it receives a signal (S1, S2) indicating the entry of the target vehicle in the blind spot area (ZSAM) in order to measure a time differential between the vehicle (3) and the target vehicle ;

calculating a speed differential between the vehicle (3) and the target vehicle by dividing a predetermined value (D) representative of a distance between the beginning of the lateral zone (ZL) and the beginning of the blind spot zone (ZSAM) by the measured time differential.

9. Motor vehicle comprising the system (5) according to any one of claims 1 to 6.