EP3300525A1 - Procédé d'estimation de paramètres géométriques représentatifs de la forme d'une route, système d'estimation de tels paramètres et véhicule automobile équipé d'un tel système - Google Patents
Procédé d'estimation de paramètres géométriques représentatifs de la forme d'une route, système d'estimation de tels paramètres et véhicule automobile équipé d'un tel systèmeInfo
- Publication number
- EP3300525A1 EP3300525A1 EP16714787.5A EP16714787A EP3300525A1 EP 3300525 A1 EP3300525 A1 EP 3300525A1 EP 16714787 A EP16714787 A EP 16714787A EP 3300525 A1 EP3300525 A1 EP 3300525A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- road
- parameters
- geometric model
- motor vehicle
- points
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
- 238000000034 method Methods 0.000 title claims abstract description 42
- 238000004458 analytical method Methods 0.000 claims abstract description 25
- 101150106709 ARC1 gene Proteins 0.000 claims description 47
- 101100013575 Arabidopsis thaliana FTSHI1 gene Proteins 0.000 claims description 47
- 230000003247 decreasing effect Effects 0.000 claims description 2
- 238000012804 iterative process Methods 0.000 claims description 2
- 230000001419 dependent effect Effects 0.000 claims 1
- 230000006870 function Effects 0.000 description 10
- 201000000751 autosomal recessive congenital ichthyosis Diseases 0.000 description 8
- 230000007704 transition Effects 0.000 description 4
- 238000005259 measurement Methods 0.000 description 3
- 238000004804 winding Methods 0.000 description 3
- 230000011664 signaling Effects 0.000 description 2
- 230000001594 aberrant effect Effects 0.000 description 1
- 238000012512 characterization method Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 239000003550 marker Substances 0.000 description 1
- 230000035484 reaction time Effects 0.000 description 1
- 230000000717 retained effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
- B60W40/072—Curvature of the road
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
- G06V20/00—Scenes; Scene-specific elements
- G06V20/50—Context or environment of the image
- G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
- G06V20/588—Recognition of the road, e.g. of lane markings; Recognition of the vehicle driving pattern in relation to the road
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2556/00—Input parameters relating to data
- B60W2556/45—External transmission of data to or from the vehicle
- B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
Definitions
- the present invention generally relates to the field of processes and systems for assisting the driving of a motor vehicle.
- It relates more particularly to a method of estimating geometric parameters representative of the shape of a road, by means of a sensor and an analysis module equipping a motor vehicle situated on said road, the sensor, for example a image sensor, delivering data representative of the environment facing the motor vehicle.
- the invention also relates to a system for estimating such parameters, and a motor vehicle equipped with such a system and a driver assistance module.
- the invention is particularly applicable in highway exit warning systems, in brake assist systems, or in power steering systems.
- Such geometrical parameters can be estimated from a survey of the positions of points situated along an edge of this traffic lane, and on the basis of a geometrical road model.
- the invention proposes a method for estimating geometric parameters representative of the shape of a road, by means of a sensor and an analysis module equipping a motor vehicle situated on said road, including the following steps :
- a section of road facing a motor vehicle frequently has two successive parts of different geometries, for example a rectilinear part followed by a bend, a bend followed by a rectilinear part, or two successive turns of different directions.
- the method described above is particularly well suited to the estimation of geometric parameters representative of the shape of such a road section, since it relies on two geometric models respectively describing two successive road portions.
- the determination (on the basis of the positions of the detected points) of said limit position makes it possible to determine the transition point between two such successive road portions of different geometries. This then makes it possible, in particular by determining the parameters of the second geometric model from the positions of the detected points situated beyond said limit position, to ensure an optimum description of the overall accuracy of such a road section.
- a precise description of a section of road facing a motor vehicle can thus be obtained in a wide variety of situations (both on a motorway and on a winding road in rural areas or in the mountains) and up to a significant distance of the motor vehicle since this distance is not limited by the extent of a first part of road which would have a given simple geometry.
- Such a description by two different geometrical models, each associated with a part of a road makes it possible, while preserving a high description accuracy, to use simple geometrical models, for example circular road models, thanks to which the determination of such representative geometric parameters is advantageously fast.
- This determination can for example be made in real time, which is particularly interesting when the parameters thus determined are used by a module driving assistance.
- the invention also provides, in a preferred embodiment, that the parameters of the first geometric model are estimated as a function of weighting coefficients respectively associated with the detected and decreasing points as a function of the distance from the point associated with the motor vehicle, so as to to make the parameters of the first geometric model depend all the more strongly on the position of one of the points detected that this point is close to the motor vehicle.
- This arrangement is particularly interesting because it makes it possible to obtain a first set of geometric parameters describing the shape of a road in a proximal part thereof relative to the motor vehicle, and without prior knowledge of the extension of the proximal part of this route can be described by a given simple geometry.
- said determination of the limit position comprises a step of determining said precision of description of the shape of a given section of said road by the first geometric model previously parameterized, according to:
- said accuracy is determined by evaluating a magnitude representative of a distance between the first previously parameterized geometric model and the set of detected points belonging to the given section, said quantity being evaluated by:
- said limit position is determined so that the accuracy of description, by the first geometric model previously parameterized, of a road section extending from a proximal zone of the motor vehicle to beyond said limit position, is less than said given accuracy
- the first geometrical model and / or the second geometrical model correspond to an arc of circle, the parameters of said geometrical model including the radius of said arc of circle and the position of its center with respect to the motor vehicle, and
- the first geometric model and / or the second geometric model corresponds to a clothoid arc.
- step of estimating the parameters of the first geometric model or the second geometric model comprises an iterative process comprising steps of:
- This estimation method advantageously reduces the influence of measurement noise on the parameters thus determined.
- the estimation method described above comprises a step of determining a second limit position, with respect to the motor vehicle, up to which said second previously parameterized geometric model describes with a given precision the shape of the said road.
- the invention also provides a system for estimating geometric parameters representative of the shape of a road, for a motor vehicle, comprising a sensor adapted to acquire data representative of the environment facing the motor vehicle, and a module for analysis adapted to:
- the invention also provides a motor vehicle comprising an estimation system as described above, and a driver assistance module, the estimation system being adapted to transmit to the driver assistance module the parameters of the first and second geometric model and said limit position previously estimated, the driver assistance module being adapted to control reaction means to trigger a controllable functionality according to said parameters and said limit position received from the system of estimate.
- FIG. 1 schematically represents a motor vehicle equipped in particular with a system for estimating geometric parameters representative of the shape of a road according to the invention
- FIG. 2 represents the main steps of a method implemented by the estimation system of FIG. 1, in accordance with the teachings of the invention,
- FIG. 3 diagrammatically represents the detail of a step of the method of FIG. 2,
- FIG. 4 diagrammatically represents the detail of another step of the method of FIG. 2,
- FIG. 5 schematically represents a portion of road on which the motor vehicle of FIG. 1 is located, and two models of said road portion, the parameters of which are estimated by means of the method of FIG.
- FIG. 1 diagrammatically shows a motor vehicle 100 situated on a taxiway LA of a road R here comprising two traffic lanes LA and LA '.
- the motor vehicle 100 is equipped in particular with a system 109 for estimating geometric parameters representative of the shape of a road, according to the invention.
- the estimation system 109 comprises a sensor 101, such as an image sensor, a radar, or a lidar, enabling the acquisition of data representative of the environment facing the motor vehicle 1 00, in particular data representative of object positions of this environment with respect to the motor vehicle 100.
- the sensor 101 is an image sensor, in this case a video camera.
- the estimation system 109 also comprises an analysis module 108 comprising a processor 102 performing logical operations, for example a microprocessor, and a storage module 103 made for example in the form of a hard disk or a memory. vivid.
- an analysis module 108 comprising a processor 102 performing logical operations, for example a microprocessor, and a storage module 103 made for example in the form of a hard disk or a memory. vivid.
- the data acquired by the sensor 101 is transmitted to the analysis module 108, where it is analyzed in real time to determine positions of points marking at least one edge of the taxiway LA on which the motor vehicle 100 is located.
- Said point positions are defined in this example by their Cartesian coordinates in an orthonormal coordinate system (0, x, y) located in the plane defined by the section of road on which the motor vehicle 100 is located.
- the reference (0, x , y) is related to the motor vehicle 100.
- the axis ( ⁇ , ⁇ ) of this marker extends for example from an origin O located substantially in the center of the front face FA of the motor vehicle 1 00, in a direction perpendicular to this front face FA, and to the zone located at the front of the motor vehicle 100.
- a first edge of the taxiway LA which separates it from the taxiway LA ', is marked on the ground by a dotted marking line LM, for example white or yellow.
- the second edge of the taxiway LA which separates it from the outside of the road R, is materialized on the ground by a continuous marking line LL, for example white or yellow.
- the LL and LM marking lines which are designed to be easily visualized, are clearly distinguishable visually from their environment.
- the analysis module 108 can therefore accurately locate these lines in an image of the environment facing the motor vehicle 100, acquired by the image sensor 101 and thus extract the positions, within this image, of points located along the LM marking line and along the LL marking line. For each of these points, the position within said image can then be converted by the analysis module 108 so as to obtain the position of this point in the physical space facing the motor vehicle 100, in this case in the mark (0, x, y).
- the step of converting the position of a given point, within such an image, to the position corresponding to this point in the (0, x, y) frame can for example be carried out using a table of correspondence that connects them.
- This correspondence table can for example be produced during preliminary calibration steps in which source points are placed at known positions in the (0, x, y) frame. In this situation, it is at the same time the position of a source point within an image, and its position in the coordinate system (0, x, y) which are known, which makes it possible to determine the link existing between them , which link can be stored here in the storage module 103 in the form of said correspondence table.
- the positions in the mark (0, x, y) of points situated along the marking line LM, and along the marking line LL can thus be determined by the analysis module 1 08, on the basis of an image of the environment facing the motor vehicle 100 acquired by the image sensor 101.
- the field of view of the image sensor 101 corresponds approximately, in the plane (0, x, y), to a truncated angular sector, delimited by two straight lines D and D ', and whose truncated peak is located opposite the motor vehicle 1 00.
- This field of vision makes it possible to visualize (then to locate) points of the LM marking line located beyond a point A of this line, the point A being situated at a distance d from the front face of the motor vehicle 100 for example between 0.1 meters and 5 meters.
- the distance D up to which points can be located along the marking line LM, by acquisition of an image by the image sensor 101, is even greater than the resolution of the latter is high.
- the value of this limit distance D may be equal to or greater than 100 meters.
- the points of the LM marking line that can be identified in this way are thus between the point A mentioned above and a point C (visible in FIG. 5) located substantially at a distance D from the front face FA of the motor vehicle 100.
- the portion of the marking line LL along which points can thus be located is between a point E situated substantially at a distance d from the front face of the motor vehicle 100, and a point G (visible FIG. 5) substantially at a distance D therefrom.
- the shape of the road portion facing the motor vehicle 100 may be determined on the basis of object positions, such as guardrails, located along said driving lane, such as objects that can be detected by an image sensor, or by a radar, for example.
- the geometric parameters thus estimated can be transmitted by the analysis module 109 to a driver assistance module 1 07.
- the driver assistance module 107 can control reaction means in order to trigger a controllable functionality, in particular according to the result of said estimation of geometric parameters representative of the shape of the road R.
- the driver assistance module 107 may control a signaling and / or alarm device, for example a loudspeaker so as to trigger an audible alarm signaling to a driver of the vehicle automobile 100 that the distance separating, in the direction y, the motor vehicle 100 of the marking line LL is less than a given determined limit.
- a signaling and / or alarm device for example a loudspeaker so as to trigger an audible alarm signaling to a driver of the vehicle automobile 100 that the distance separating, in the direction y, the motor vehicle 100 of the marking line LL is less than a given determined limit.
- the driver assistance module 107 can also, depending on the geometric characteristics of the portion of road facing the motor vehicle 1 00, control an actuator, such as a brake assist system, or a braking system emergency, or a power steering system.
- an actuator such as a brake assist system, or a braking system emergency, or a power steering system.
- the motor vehicle 100 may also include:
- a speed sensor 104 delivering data representative of the speed of the motor vehicle 100 with respect to the road R
- a sensor 106 enabling the motor vehicle 100 to be geolocated, for example a GPS signal sensor (English acronym for "Global Positioning System”) equipped with an analysis module, adapted to locate the motor vehicle 100.
- GPS signal sensor English acronym for "Global Positioning System”
- analysis module adapted to locate the motor vehicle 100.
- the data delivered by the sensors 104, 105 and 106 are transmitted to the analysis module 108 which determines, in particular on the basis of these data, for each previously detected marking line, if it is a a marking line separating two traffic lanes in opposite directions, or a marking line separating two lanes of traffic in the same direction, or a marking line marking an edge of Route R, or another type of marking line.
- the data delivered by the sensors 104, 105 and 106 can also be advantageously transmitted to the driver assistance module 1 07, to be combined with the geometric parameters representative of the shape of the road portion facing the motor vehicle 100 , in order to determine the operating conditions of the motor vehicle 1 00 with respect to the road R, and in particular to anticipate the future positions of the motor vehicle 100 on the road R.
- the above-mentioned reaction means can then be controlled by the module driving assistance 107 according to the operating conditions of the motor vehicle 100, especially when these operating conditions do not seem appropriate to the environment in which the motor vehicle 100 circulates.
- FIG. 2 represents the main steps of an exemplary method implemented by the estimation system 1 09 of FIG. 1.
- Such a method starts in step 201 by the acquisition, by the sensor 101, data representative of the environment facing the motor vehicle 100, here an image of this environment.
- the data thus acquired are then analyzed by the analysis module 108, during the step 202, to determine positions of points marking at least one edge of the taxiway LA on which the motor vehicle 100 is located.
- the points located along the LM marking line, and whose positions are thus determined, are noted here M1, M2, ..., Mn. They are divided, in increasing order of index, between the point A and the point C.
- the point M1 is thus that which is located closest to the motor vehicle 1 00 (it is about point A), and the point Mn is the one that is farthest away (this is point C).
- the following step 203 is an estimation step, by the analysis module 108, as a function of said position of points, of parameters of a first geometric model, representative of the shape of at least a portion of said road R. .
- This estimation step 203 is described here in the nonlimiting case of a circular road model, that is to say here a model in which a portion of each of the marking lines LM and LL describes an arc circle.
- the part of the road R facing the motor vehicle 100 may have a complex shape that a single arc may not be sufficient to describe.
- an arc of circle can provide a very precise description of the geometry of the road R, when this description is limited to a portion of it.
- the parameters of this first road model are determined so as to optimize the description accuracy, by this model, of the portion of the road R located immediately opposite the motor vehicle 100.
- the geometric parameters characterizing the shape of the portion of the LM marking line facing the motor vehicle 100 include:
- the arc ARC1 L which describes the portion of the marking line LL facing the motor vehicle 1 00 is characterized by its radius and the position of its center in the reference (0, x, y).
- Step 203 here comprises the iterative execution of a substep sequence 301, 302, 303, 304, possibly 305, and 306.
- This sequence is for example executed a number k of times.
- an ARCI arc Mi is determined.
- the arc which most precisely describes the geometry of the marking line LM, among the arcs of circle ARC1 M1, ARC1 M2,..., ARC1 Mk thus determined, is preserved for use in later stages of the process.
- three points P1, P2 and P3 are randomly selected from the points M1, M2, ..., Mn located along the LM marking line.
- the points P1, P2 and P3 can therefore be located over the entire portion of the marking line LM between points A and C, that is to say over the entire portion of the LM marking line for which positions points could be determined in step 202.
- the geometrical parameters of an arc ARC1 mi passing through these three points Pi, P 2 and P 3 are then determined during the sub-step 302. These parameters include the coordinates (XCi, YCi) of the center Ci M i of this arc of circle, and its radius Ri M i.
- the coordinates (XCi, YCi) in the coordinate system (0, x, y) of the center Ci M i can therefore be obtained by:
- M i of the ARCI arc Mi through the three points Pi, P 2 and P 3 can then be determined for example by calculating the distance between the center Ci i of this arc and one of the points Pi, P 2 or P 3 .
- a quantity ECi representative of the precision with which the arcuate arc ARC1 Mi describes the geometry of the portion of the marking line LM situated immediately opposite the motor vehicle 100, is then calculated during the substep 303.
- the size ECi is function:
- weighting coefficients c1, c2, ..., cn respectively associated with each of the points M1, M2, ..., Mn.
- the weighting coefficients c1, c2, ..., cn are chosen to give, in the calculation of the magnitude ECi, a greater weight at the points of the LM marking line located near the motor vehicle 100, than to those located away from this one.
- ECi cj. dist (ARClMi, Mj) / cj (Fl)
- dist (ARC1 Mi, Mj) represents the distance between the arc ARC1 Mi and the point Mj (in the plane (0, x, y)), and
- the value of a weighting coefficient cj increases as the point Mj with which it is associated is close to the motor vehicle 100.
- the value of a coefficient cj may, for example, decrease from a value close to 1 for the point M1 to a value close to 0.25 for the point Mn.
- the magnitude ECi is, in this embodiment, even smaller than the description of the portion of the marking line LM between the points A and C, by the arc ARC1 arc is accurate.
- the quantity ECi thus represents a distance between the arc ARC1 Mi and the set of points detected Mi.
- the magnitude ECi is compared with a magnitude EC (defined below), in order to determine whether the ARCI arc Mi is the one that most accurately describes the portion of the LM marking line. between the points A and C, among arcs of circle ARC1 M1 to ARCI Mi previously determined, during executions number 1 to i of the sequence of substeps 301 to 306.
- XC XCi
- This process is for example implemented by performing the substep 304 as follows.
- step 203 continues with substep 305, and the magnitude EC is initialized by assigning it the value of the quantity EC1:
- step 203 continues with substep 305, and
- step 203 continues directly by substep 306.
- the quantity EC corresponds to the smallest of the quantities EC1 to ECi obtained during the executions numbers 1 to i of the sequence of substeps 301 to 306. It is even smaller than the arc ARC1 M describes with precision the portion of the LM marking line between points A and C.
- the analysis module 108 tests whether the sequence of substeps 301 to 306 is to be executed again or if step 203 can be completed, the method then continuing through the step 204.
- the test carried out in sub-step 306 may relate both to:
- step 203 the number i of realizations of the sequence of substeps 301 to 306 already carried out during step 203 (this number being for example limited here to k realizations), and / or on
- the step 203 may for example be completed, at the end of the substep 306, as soon as the magnitude EC is less than a given determined threshold EClim.
- the value of the threshold EClim can for example be recorded in the storage means 103 of the analysis module 108 during commissioning of the latter.
- FIG. 5 shows an example of arc ARC1 whose parameters (XC, YC, Ri M ) have been determined during step 203.
- the portion of the road R facing the motor vehicle 100 first describes a turn, in this case on the left, and then a straight line.
- the portion of the LM marking line situated between the points A and C thus comprises a first section, substantially in the shape of an arc of a circle, extending from the point A to a point B, followed by a second substantially rectilinear section. , between points B and C.
- the arc of circle ARC1 M describes the first section AB with precision, but departs clearly from the marking line LM at the second section BC.
- the accuracy of description of the first section AB by the arc ARC1 M is an advantageous result of the predominant weight given to the points of the marking line LM which are close to the motor vehicle 100, by means of the weighting coefficients c1, c2, ..., cn, when calculating the magnitude ECi.
- arc ARC1 M forms a first model intended to approach the shape of the road (here, precisely, the LM marking line) in a proximal portion of this one (compared to the motor vehicle).
- Such a weighting, in the calculation of the magnitude ECi, also makes it possible to take into account all the points situated along the portion AC of the marking line LM (while privileging, as described above, the points the closest to the motor vehicle 100). This characteristic is interesting since the extent of a first section AB of the marking line LM, which can be accurately described by a single arc, is not known in advance of the estimation device 109.
- a first section of road AB that can be precisely described by a first road model, here circular, and
- a second section of road BC which can be described precisely by a second road model, here also circular and distinct from the first,
- This limit position is determined in the next step 204.
- a section of straight road is a special case of a circular section of road, very large radius, and can therefore be accurately described by the circular road model used during the stage 203.
- step 203 the estimation method implemented during step 203 is similar to a "RANSAC” type estimate (in the English acronym of “RANdom SAmple Consensus”), during which:
- Such a method advantageously makes it possible to reduce the influence of the measurement noise on the parameters (XC, YC, Ri M ) of the arc ARC1 thus determined, while minimizing the influence of possible aberrant measurement points, by virtue of this process of random selection of subsets of points (P1, P2, P3).
- the parameters of the arc of circle ARC1 L, describing the marking line LL, are determined during the step 203, in a manner comparable to what is presented above for the circular arc ARC1 M.
- the position of the point B, up to which the first road model precisely describes the geometry of the marking line LM, is determined by the analysis module 108 in the step 204 shown in more detail in FIG. 4.
- the description accuracy of a section AMI of the marking line LM, by the arc ARC1 M is evaluated iteratively, for Ml points for example closer and closer to the motor vehicle 1 00, until said description accuracy is better than a given accuracy.
- the AMI section thus determined then corresponds to section AB.
- the accuracy of description of a section AMI of the marking line LM, by the arc ARC1 M, is evaluated by giving the same weight all the points M1, M2, ... , MI of this stretch.
- This accuracy of description is for example evaluated by calculating a quantity EC '(I) according to the formula F2:
- the quantity EC '(I) therefore represents an average distance between the arc ARC1 M and the set of points M 1 to Ml.
- the point B is then defined as a point, among the detected points Mi, such as the distance EC '(I) between the arc ARC1 M and the set of points M1,. ,., ⁇ (located between the point A and the point B), is lower than a given determined distance, denoted EC'lim.
- the distance EC '(I) between the arc ARC1 M and a set of points extending beyond the point B is a priori greater than the given determined distance EC'lim.
- the value of the distance EC'lim which determines the precision intended for the description of a first section of the marking line LM, is recorded, for example, in the storage means 103 of the analysis module 1 08 when setting in service of the latter. Its value can for example be chosen between 1 and 50 centimeters.
- the quantity EC '(I) is calculated. Then, during step 403, the previously calculated quantity EC '(I) is compared with a quantity EC'lim.
- the position of the point B can be determined, also iteratively, by evaluating the description accuracy of a section AMI of the marking line LM, by the arc ARC1 M, but for Ml points increasingly distant from the motor vehicle 100, and until said accuracy of description becomes lower than a given specific accuracy (which is reflected here by the fact that the distance EC '(I) becomes greater at the given determined distance EC'lim), which then marks the limit of the first section of the LM marking line correctly described by the ARC1 M.
- the position of a point F, up to which the arc of circle ARC1 L precisely describes the geometry of the marking line LL, is determined during the step 204, in a manner comparable to that presented above for point B, in step 204.
- the parameters of a second road model describing the second section BC of the marking line LM, here by an arc ARC2M arc, are determined during step 205.
- the ARC2M arc parameters are determined as a function of the positions of the points of the marking line LM lying between the points B and C. This determination is made in a manner comparable to the determination of the parameters of the ARC1 arc. M, performed during step 203 described above, as a function of the positions of the points of the marking line LM between points A and C.
- a second road model describing the second section FG of the marking line LL is determined during step 205.
- the position of a point B2, corresponding to a second limit position up to which the arc ARC2M accurately describes the geometry of the marking line LM, can be determined in step 205.
- the position of point B2, located on the LM marking line between points B and C, can in this case be determined by a process comparable to that of step 204 described above.
- ARC2M accurately describes the geometry of the LM marking line, can be determined in step 205.
- the use of a first and second distinct circular road model makes it possible to accurately describe a portion of a road comprising a turn and then a straight section, even though the limit position corresponding to the transition between these two sections is not known. beforehand.
- this estimation method makes it possible to obtain a precise geometrical characterization of a portion of road comprising two successive sections of distinct shapes, which is frequent for a winding road, in rural areas for example.
- These two sections may for example correspond to a rectilinear section followed by a turn, or, as in the case of Figure 5, to a turn followed by a straight section, or to two successive turns of different rays or directions .
- the estimation method described above is also adapted to a portion of a road that can be described by a single circular road model, for example a straight road portion from point A to point C.
- the position of point B, determined in step 204 is simply the point
- step 204 it is possible to go directly from step 204 to step 204.
- the first as the second section of the road R is described by an arc.
- one and / or the other of these two sections may be described by another geometric shape, for example a clothoid arc.
- the parameters of the first and second geometric models of the road R are transmitted to the driver assistance module 107, as well as the coordinates points B and F, and optionally, the coordinates of points B2 and F2.
- these parameters include in particular:
- This data is then used by the driver assistance module 107 to control reaction means, as explained above in the description of FIG.
- geometric parameters representative of the shape of each of the two marking lines LM and LL are estimated.
- such geometric parameters can be estimated for only one of the two marking lines, LM or LL.
- the description of the part of the road R facing the motor vehicle is less complete in this case than in the previous one, but it is also faster to obtain, and can thus be well adapted for certain driving assistance applications requiring a particularly short reaction time.
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Abstract
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Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1500548A FR3033912B1 (fr) | 2015-03-18 | 2015-03-18 | Procede d'estimation de parametres geometriques representatifs de la forme d'une route, systeme d'estimation de tels parametres et vehicule automobile equipe d'un tel systeme |
PCT/EP2016/055992 WO2016146823A1 (fr) | 2015-03-18 | 2016-03-18 | Procédé d'estimation de paramètres géométriques représentatifs de la forme d'une route, système d'estimation de tels paramètres et véhicule automobile équipé d'un tel système |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3300525A1 true EP3300525A1 (fr) | 2018-04-04 |
Family
ID=53040521
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP16714787.5A Withdrawn EP3300525A1 (fr) | 2015-03-18 | 2016-03-18 | Procédé d'estimation de paramètres géométriques représentatifs de la forme d'une route, système d'estimation de tels paramètres et véhicule automobile équipé d'un tel système |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP3300525A1 (fr) |
FR (1) | FR3033912B1 (fr) |
WO (1) | WO2016146823A1 (fr) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102019112413A1 (de) * | 2019-05-13 | 2020-11-19 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren und vorrichtung zur multi-sensor-datenfusion für automatisierte und autonome fahrzeuge |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102005024558A1 (de) * | 2005-05-28 | 2006-11-30 | Daimlerchrysler Ag | Verfahren zur Bestimmung der Geometrie eines Streckenabschnittes |
US20090144030A1 (en) * | 2007-12-04 | 2009-06-04 | Tele Atlas North America, Inc. | Computer readable storage medium storing instructions for applying clothoid curve values to roadways in a geographic data information system |
DE102008042538A1 (de) | 2008-10-01 | 2010-04-08 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Ermitteln eines Fahrspurverlaufs |
JP5188452B2 (ja) * | 2009-05-22 | 2013-04-24 | 富士重工業株式会社 | 道路形状認識装置 |
JP5350297B2 (ja) * | 2010-03-17 | 2013-11-27 | クラリオン株式会社 | 車両姿勢角算出装置及びそれを用いた車線逸脱警報システム |
US20130141520A1 (en) * | 2011-12-02 | 2013-06-06 | GM Global Technology Operations LLC | Lane tracking system |
-
2015
- 2015-03-18 FR FR1500548A patent/FR3033912B1/fr active Active
-
2016
- 2016-03-18 EP EP16714787.5A patent/EP3300525A1/fr not_active Withdrawn
- 2016-03-18 WO PCT/EP2016/055992 patent/WO2016146823A1/fr active Application Filing
Also Published As
Publication number | Publication date |
---|---|
FR3033912B1 (fr) | 2018-06-15 |
WO2016146823A1 (fr) | 2016-09-22 |
FR3033912A1 (fr) | 2016-09-23 |
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