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
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/14—Adaptive cruise control
  • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
• • 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
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
• • 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
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
  • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
• • 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
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/14—Adaptive cruise control
  • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
  • B60W30/17—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle with provision for special action when the preceding vehicle comes to a halt, e.g. stop and go
• • 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
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/18—Propelling the vehicle
  • B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
  • B60W30/1843—Overheating of driveline components
• • 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
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W50/0097—Predicting future conditions
• • 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
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W50/08—Interaction between the driver and the control system
  • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
• • 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
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W2050/0062—Adapting control system settings
  • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
• • 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
  • B60W2510/00—Input parameters relating to a particular sub-units
  • B60W2510/10—Change speed gearings
  • B60W2510/1005—Transmission ratio engaged
• • 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
  • B60W2554/00—Input parameters relating to objects
  • B60W2554/80—Spatial relation or speed relative to objects
• • 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
  • B60W2554/00—Input parameters relating to objects
  • B60W2554/80—Spatial relation or speed relative to objects
  • B60W2554/802—Longitudinal distance
• • 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
• • 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
• • 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
  • B60W2556/55—External transmission of data to or from the vehicle using telemetry
• • 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
  • B60W2556/65—Data transmitted between vehicles
• • 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
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/02—Clutches
  • B60W2710/021—Clutch engagement state
• • 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
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/02—Clutches
  • B60W2710/027—Clutch torque
• • 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
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/06—Combustion engines, Gas turbines
  • B60W2710/0644—Engine 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
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/06—Combustion engines, Gas turbines
  • B60W2710/0666—Engine torque
• • 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
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/10—Change speed gearings
  • B60W2710/1022—Input torque

Definitions

• the invention relates to the field of motor vehicles and, more particularly, to vehicles comprising a steering assistance system.
• vehicles comprising one or more assisted steering systems for given situations.
• vehicles comprising a parking assistance system or a speed control system to a set value defined by the driver.
• Such systems are suitable for specific situations, for example during a parking maneuver slot or in case of high speed traffic on a high-speed track.
• Each flight assistance system is thus intended to manage a given steering situation.
• Vehicles incorporating piloting assistance systems comprise a plurality of sensors for determining the environmental conditions of the vehicle. Depending on these environmental conditions, the piloting assistance systems use actuators to control the various elements of the vehicle and to drive the vehicle without intervention of the driver.
• the vehicle in case of heavy traffic, the vehicle must generally alternate between stopping phases and driving phases.
• the driver must therefore pay particular attention to continuously anticipate these phase changes related to distance variations with the vehicles that precede him on the road.
• This need for attention is further increased in the context of a road with a plurality of traffic lanes in order to also anticipate changes in lane of other vehicles. This need for constant attention is tiring for the driver.
• the invention aims to remedy this need by providing a steering assistance method in the context of dense traffic.
• the invention also aims to remedy this problem by providing a driver assistance device for assisting a driver in a situation of heavy traffic.
• the invention provides a method of assisting the driving of a vehicle for tracking a target, such as for example a target vehicle traveling upstream in the flow of traffic, the vehicle comprising a clutch mounted between a motor output shaft and an input shaft of a manual gearbox of the vehicle, the driver assistance method having recurrently the steps of:
• the input condition including a gear ratio condition, the gear ratio condition being satisfied when the gear ratio is equal to a predetermined gear ratio selected from the first and second gears of the gearbox, and / or activation of the function by the driver via the man-machine interface.
• the method may also include the step of controlling the braking system for the application of this instruction.
• a management torque setpoint of the vehicle dynamics for example a pair of wheels, as a function of the vehicle speed setpoint, the current vehicle speed and a current torque of the powertrain, for example the current wheel torque,
• This physical quantity can be a position of the pressure plates, the stop, the fork, the position of an actuating element of the fork, the rotation of an electric motor of an actuator, the force applied to the clutch control, a hydraulic pressure in the clutch control, a current in the electric motor, a voltage applied to an electric motor, a flow rate in a hydraulic control solenoid valve a clutch, a driving current of a clutch hydraulic control solenoid valve, a voltage applied to this solenoid valve, an estimation of the torque transmissible by the clutch deduced from information on the control of the clutch, clutch according to one or more of the foregoing information and / or information on the chain of vehicle traction such as engine speeds, input and output box, vehicle, engine torque.
• Such a method of managing the clutch makes it possible to control the speed of the vehicle according to measured environmental data.
• a driving assistance method makes it possible, according to measured acceleration data, to regulate the engine speed and to control the torque transmissible by the clutch so as to obtain a torque for managing the driving dynamics. vehicle corresponding to the current environmental situation.
• the control of the clutch makes it possible to control in a comfortable way for the driver the situations of take-off of the vehicle and stopping of the vehicle.
• the control of the engine speed makes it possible to control the speed of the vehicle when the clutch is engaged.
• the control of the vehicle movement is achieved by applying a constant engine speed and by regulating the physical quantity controlling the torque of the clutch. clutch so that the clutch transmits the torque necessary to obtain the clutch torque setpoint.
• the control of the vehicle movement is achieved by synchronizing the motor shaft and the input shaft of the box. speed by engaging the clutch at a constant engine speed, then driving the engine speed while keeping the clutch engaged to reach the clutch torque setpoint.
• such a driving assistance method may have one or more of the following characteristics:
• the driver assistance method further comprises the steps of o detection of traffic conditions type cap and information of this detection to the driver,
• the driver o inform the driver of the availability of the assistance function according to the traffic conditions, the distance to the target, the vehicle's running status, and the status of the transmission (for example gear engaged or report to engage to make the assistance function available), the condition of the roadway, the visible and detectable markings on the ground, o suspend the target tracking during a momentary action of the driver on the driving interface, the steering wheel, the accelerator pedal, the gear lever, the brake pedal and / or the clutch pedal.
• the transmission for example gear engaged or report to engage to make the assistance function available
• the step of regulating a physical quantity controlling the torque transmissible by the clutch comprises a step of applying a temporal filtering of the clutch torque setpoint in order to regulate a physical quantity controlling the torque transmissible by the clutch. clutch according to a progressive movement ramp.
• a step of applying a filtering of the clutch torque setpoint allows a disengagement or engagement of the progressive clutch, thus avoiding a jerky transmission of torque at the clutch which can cause oscillation of the clutch. powertrain and drivetrain combination detrimental to driving comfort.
• the step of regulating a physical quantity controlling the torque transmissible by the clutch comprises:
• Such a step of regulating a physical quantity controlling the torque transmissible by the clutch makes it possible to provide a torque for managing the dynamics of the vehicle corresponding to the requested acceleration instruction.
• this regulation step allows the vehicle to drive at a constant speed below the idle speed. Idle speed is the speed of the vehicle when the engine is idling and the clutch is in the maximum transmissible torque position.
• Idle speed is the speed of the vehicle when the engine is idling and the clutch is in the maximum transmissible torque position.
• the piloting assistance method furthermore comprises:
• the exit condition may also include conditions cumulative or alternative tests involving the activation of a brake pedal, the gear lever and / or the steering wheel.
• the step of completing the process requires confirmation of the recovery of the vehicle by the driver by an action or an extended presence on the control organs of the vehicle.
• the piloting assistance method furthermore comprises:
• This step of detecting a decrease in engine speed and / or gearbox speed advantageously prevents the vehicle from stalling or causing an unpleasant jerk for the driver during an emergency braking.
• the step of calculating the vehicle speed instruction further comprises:
• the step of calculating the vehicle speed instruction further comprises: o Initialize the vehicle speed setpoint to the current vehicle speed in response to a zero acceleration set point and / or a current vehicle speed greater than or equal to the maximum vehicle speed for the gearbox gear engaged.
• the step of calculating the management torque setpoint of the vehicle dynamics comprises:
• the step of calculating a gearbox input torque setpoint furthermore comprises:
• the step of moving the clutch to a disengaged position in response to a zero clutch torque setpoint recurrently comprises the steps of o check the condition of the clutch
• the step of moving the clutch to a maximum transmissible torque position in response to a torque setpoint greater than the idling clutch torque recurrently comprises the steps of
• the piloting assistance method furthermore comprises:
• the predetermined gear ratio being the second gear in response to a negative or zero road tilt and the first gear in response to a positive lane inclination.
• the predetermined gear ratio is the second gear in response to a slope of the road that is negative or less than a threshold, for example between 0% and 2%, and the first gear in response to a inclination of the road above said threshold.
• the man-machine interface issues a signal to the driver to warn him of the possibility of activating the driver assistance method by engaging a predetermined ratio, for example the first report of the gearbox or the second report of the gearbox.
• Some aspects of the first object of the invention start from the idea of providing a driving assistance device in a situation of dense traffic. Some aspects of the first object of the invention start from the idea of providing a steering assistance system capable of driving the vehicle autonomously in case of heavy traffic. Some aspects of the first object of the invention start from the idea of providing a simple piloting assistance system in case of heavy traffic.
• Certain aspects of the first subject of the invention are based on the idea of controlling a motor and a clutch as a function of acceleration data in the case of dense traffic. Some aspects of the first object of the invention start from the idea of providing a clutch control capable of managing a setpoint vehicle speed below idle for a given gear ratio. Some aspects of the first object of the invention start from the idea of providing a steering assistance method capable of managing vehicle speed variations.
• the method of assisting driving a vehicle described above for tracking a target is dependent on the rolling data of the target vehicle detected by the sensors of the vehicle.
• a driving assistance method taking into account the general state of the traffic.
• the invention provides a method of assisting the driving of a first vehicle, the driving assistance method comprising, recurrently, the steps of:
• the second vehicle traffic data including a second vehicle speed, a second vehicle position in the traffic flow, and environmental data. of circulation of the second vehicle
• Such a method of assisting the driving of a vehicle makes it possible to map the traffic in a traffic flow.
• This traffic mapping allows from a statistical behavioral model to determine an optimal speed of circulation of the vehicles present in the traffic flow in order to limit the takeoff and stopping phases of the vehicles.
• This method furthermore makes it possible to limit the overheating of the clutch by adapting the speed reference of the vehicles to the general state of the traffic and, in particular, by anticipating the downstream presence of a vehicle with a slowdown peak.
• such a driving assistance method may have one or more of the following characteristics:
• the traffic data of said vehicles comprising, for each vehicle, a speed of said vehicle, a position of said vehicle in the flow of traffic and environmental circulation data of said vehicle,
• the second vehicle has the function of piloting assistance or an equivalent function and means of communicating its data
• the second vehicle is separated from the first vehicle in the traffic flow by at least one vehicle not equipped with the pilot assistance function and / or means for communicating information to the remote server,
• Such a set speed tolerance allows the first vehicle to adapt its speed as a function of one part of the target speed target received and, on the other hand, of its immediate environment.
• the recommended gearbox ratio is, for example, the first transmission ratio when the recommended speed is less than 10 km / h and this recommended gearbox ratio is the second ratio of the gearbox when the speed is recommended. is greater than 18 km / h.
• the gearbox ratio recommended is, for example, the first gearbox ratio when the calculated average speed is less than 10 km / h and this recommended gearbox ratio is the second ratio of the gearbox. when the calculated average speed is greater than 18 km / h.
• This distance instruction and / or distance tolerance make it possible to avoid a repetition of the stopping and taking off phases by anticipating the foreseeable slowdowns in the traffic flow downstream of the first vehicle.
• the step of calculating a target circulation rate further comprises:
• an acceleration setpoint of the first vehicle as a function of driving conditions, the driving conditions comprising a distance with a target as a function of time, this setpoint being positive or negative,
• o calculate the target traffic speed of the first vehicle according to the acceleration setpoint, a current speed of the first vehicle, the average speed of traffic and the peak of traffic downstream of the first vehicle.
• the driving assistance method also comprises the steps of: calculating a management torque setpoint of the dynamics of the first vehicle, for example a pair of wheels of the first vehicle, as a function of the speed of a target vehicle; the current speed of the first vehicle and a current torque of the powertrain of the first vehicle, for example the current wheel torque of the first vehicle,
• the driving assistance method further comprises the steps of o detecting dense traffic conditions and informing of this detection a driver of the first vehicle,
• These traffic conditions may include the distance between the first vehicle and a target vehicle, the driving state of the first vehicle, the state of the transmission (for example gear engaged or report to engage to make the assistance function available) , the state of the roadway, visible and detectable ground markings, the reception by the first vehicle of a target vehicle speed from the remote server, etc.
• Such a control member of the vehicle is for example a driving interface, the steering wheel, the accelerator pedal, the gear lever, the brake pedal and / or the clutch pedal.
• the driver assistance method further comprises the step of providing environmental data from a third party device, the step of providing a dynamic mapping of the traffic comprising a predictive horizon being made from the traffic data of the second vehicle, environmental data received from the third-party device and the statistical traffic behavior model.
• third party devices are, for example, a local weather station server, a road traffic management station, a management server for urban and road works, or any other device that can transmit data on the environment likely to influence the flow of traffic.
• Some aspects of the second subject of the invention are based on the idea of not generating overheating of the clutch. Some aspects of the second subject of the invention are based on the idea of providing a driving assistance method taking into account the overall state of the traffic to optimize the speed of a vehicle. Some aspects of the second subject of the invention start from the idea of limiting the take-off and stopping phases of the vehicle.
• the driving assistance method may alternatively or in combination include the methods as described above with respect to the second object of the invention and the first subject of the invention.
• the vehicle calculates a target speed setpoint as a function of both the target speed setpoint received from the remote server via the second subject of the invention and the target speed setpoint calculated using of the method according to the first subject of the invention.
• the invention provides a driving assistance device for a motor vehicle comprising
• a camera capable of generating a first cartography of the environment of the motor vehicle in a first frontal environment zone of the vehicle between a first minimum distance and a first maximum distance
• a flight time sensor capable of generating a second mapping of the vehicle environment in a second frontal environment zone of the vehicle between a second minimum distance less than the first minimum distance and a second maximum distance between the first minimum distance. and the first maximum distance so that the first environment area of the vehicle and the second vehicle environment area comprise a common area of the vehicle environment,
• a driver assistance module comprising: a fusion unit capable of generating a fine cartography of the vehicle environment in a third frontal environment zone of the vehicle, the fine mapping being generated by the fusion unit as a function of the first mapping and the second mapping; the third environment zone of the vehicle comprising the meeting of the first frontal environment zone of the vehicle and the second frontal environment zone of the vehicle,
• a displacement calculation unit capable of generating a vehicle acceleration setpoint according to the fine mapping of the vehicle environment.
• Such a driver assistance device advantageously exploits the capabilities of the various sensors in order to generate a fine map of the vehicle environment by combining the data on the vehicle environment obtained by different environmental detection members.
• the analysis of this fine mapping over an extended area thus makes it possible to determine the movements of nearby vehicles in the event of heavy traffic and thus to generate a vehicle acceleration instruction accordingly.
• this driving assistance device makes it possible to use sensors adapted to the environment area of the vehicle to be treated. In this case, in a situation of heavy traffic, the environment of the vehicle to be analyzed in order to calculate the acceleration setpoint must extend from an area very close to the vehicle to a limited range, for example of the order about forty meters. Such sensors can thus be simple and inexpensive as is the case of a flight time sensor.
• such a driving assistance method may have one or more of the following characteristics:
• the device further comprises an ultrasonic sensor capable of generating a third mapping of the vehicle environment in a fourth vehicle environment zone between a third minimum distance less than the second minimum distance and a third maximum distance between the second minimum distance and the first maximum distance.
• the fusing unit of the driver assistance module is capable of generating fine mapping of the frontal environment of the vehicle from the first, second and third maps, the third environment zone of the vehicle comprising the meeting of the first second and fourth frontal environment areas of the vehicle.
• the driver assistance module includes a targeting module adapted to select a target to follow from a set of obstacles in the vehicle environment listed by the fine mapping.
• the displacement calculation unit is able to calculate a distance separating the vehicle from the selected target.
• the displacement calculation unit is able to generate the vehicle acceleration setpoint as a function of the distance separating the vehicle from the selected target.
• the displacement calculation unit is capable of calculating a speed and an acceleration of the selected target. This calculation of the speed and acceleration of the selected target can be achieved in many ways.
• the displacement calculation unit is adapted to calculate a speed and an acceleration of the selected target by deriving the distance between the vehicle and the selected target.
• the velocity and acceleration of the selected target can be calculated by Kalman filtering with a constant velocity type model which allows for example to observe the velocity with respect to the position.
• the displacement calculation unit is able to calculate the acceleration setpoint of the vehicle according to the acceleration of the selected target.
• the flight time sensor can be realized in many ways.
• the flight time sensor may for example be a laser sensor, operating for example in the infrared.
• the fuser unit is capable of associating together one of the objects listed by the first mapping and a corresponding one of the objects listed by the second mapping and determining a position of an object in the fine mapping corresponding to said associated objects of the first mapping and the second mapping.
• the fusion unit is capable of generating a fine cartography of the environment of the vehicle listing a set of moving objects and a ground marking of the environment of the vehicle,
• the displacement calculation unit is able to generate a lateral displacement instruction as a function of the ground marking indexed by the fine mapping.
• the displacement calculation unit is able to generate a lateral displacement instruction as a function of the ground marking indexed by the fine mapping and / or virtual markings generated from the interpretation of the environment. of the vehicle for example by perception of fixed elements such as barriers, vehicle tracks, information on the mapping of the road (radius of curvature, number of lanes, etc.) or other.
• the driver assistance device further comprises a gear ratio sensor.
• the driver assistance module is able to detect an input condition in a driving assistance method, the input condition including a gear ratio condition, the gear ratio condition. being satisfied when the gear ratio is equal to a predetermined gear ratio selected from the first gear ratio and the second gear ratio.
• the vehicle further comprises an engine control member capable of:
• o calculate a vehicle speed setpoint according to the acceleration setpoint and a current vehicle speed, o calculate a vehicle dynamics management torque setpoint according to the vehicle speed setpoint, the current speed the vehicle and a current torque of the powertrain, o calculate a gearbox input torque setpoint according to the gearbox ratio engaged and the vehicle dynamics management torque setpoint, o regulate the engine speed according to the torque setpoint. gearbox input, and to
• the vehicle further comprises a clutch control member adapted to regulate a physical quantity controlling the torque transmissible by the clutch as a function of the clutch torque setpoint.
• the driver assistance device further comprises a man-machine interface ,.
• the man-machine interface comprises a driver information means configured to transmit an input condition detection signal of the driving assistance method, the input condition to the driver assistance method further comprising activating an activation member by the driver.
• the driving assistance device further comprises a sensor for tilting the road,
• the driver assistance module is configured to determine an inclination of the road, the predetermined gear ratio being the second gear in response to a negative or zero inclination of the road and the first gear in response to an inclination of the the positive road.
• the driver assist device further includes a vehicle pedal activation sensor.
• the driver assistance module is further configured to:
• the output condition comprising a condition of activation of a pedal of the vehicle, the activation condition of pedal of the vehicle being satisfied when a user presses on one of the vehicle acceleration pedal and the clutch pedal of the vehicle,
• the invention also provides a driving assistance method for a motor vehicle in a situation of heavy traffic comprising
• first mapping of the vehicle environment in a first vehicle environment area between a first minimum distance and a first maximum distance providing a second mapping of the vehicle environment in a second vehicle environment area between a second minimum vehicle distance less than the first minimum distance and a second maximum distance between the first minimum distance and the first maximum distance
• the driving assistance method above further comprises:
• the input condition including a gear ratio condition, the gear ratio condition being satisfied when the gear ratio is equal to a predetermined gear ratio selected from the first gear ratio and the second gear ratio,
• the steps of calculating an acceleration setpoint and sending the acceleration setpoint are made in response to the detection of the actuation of an assisted steering activation means.
• Some aspects of the third object of the invention are based on the idea of generating a map of the vehicle environment from a plurality of sensors having distinct characteristics. Some aspects of the third object of the invention are based on the idea of using a plurality of simple and inexpensive sensors to accurately map the vehicle environment over a wide area. Some aspects of the third object of the invention are based on the idea of providing an acceleration instruction based on environmental data in the context of a dense traffic. Some aspects of the third object of the invention are based on the idea of providing a steering assistance system in the event of dense traffic capable of managing traffic on a road having a plurality of traffic lanes.
• FIG. 1 is a schematic representation of a driving assistance system in dense traffic situation for a vehicle having a manual gearbox.
• FIG. 2 is a schematic representation of a vehicle comprising a plurality of sensors of a driving assistance system in a situation of dense traffic.
• FIG. 3 is a flowchart illustrating the method of operation of a driver assistance module in a dense traffic situation of FIG. 1.
• FIG. 4 is a flowchart illustrating the method of operation of an engine control member of FIG. 1.
• FIG. 5 is a flowchart illustrating the method of operation of a clutch control member of FIG.
• FIG. 6 illustrates the behavior of the various components of the vehicle during assisted driving successively during a start, in a driving condition at a speed lower than the idling speed for the gearbox gear engaged, and during a stop of the vehicle.
• FIG. 7 illustrates the behavior of the various components of the vehicle assisted steering successively during a start, in driving condition with a fully closed clutch, and during a stop of the vehicle.
• FIG. 8 illustrates the behavior of the various components of the vehicle during assisted driving successively during a start, in a driving condition with a clutch torque setpoint according to the engine torque setpoint, and during a stopping of the vehicle.
• a vehicle speed condition corresponding to a higher engine speed than the idle speed
• FIG. 9 illustrates the behavior of the various components of the vehicle during assisted driving successively during a start and then in a driving condition at a speed greater than the maximum speed of the vehicle for the gearbox gear engaged.
• FIG. 10 is a schematic representation of a driving assistance system in dense traffic situation for a vehicle having an automatic gearbox.
• FIG. 11 is a flow diagram illustrating the fusion of maps generated by separate sensors.
• FIG. 12 is a schematic representation of a vehicle connected to a remote device for analyzing the flow of traffic.
• FIG. 13 is a representation of communications between a remote device for analyzing the flow of traffic and vehicles in the flow of traffic.
• FIG. 14 is a schematic representation of a method of assisting the driving of a vehicle in a traffic flow using a device for analyzing the flow of traffic.
• FIGS. 1 and 2 Detailed description of embodiments The structure of a driver assistance device in a traffic situation for a vehicle having a manual gearbox is illustrated with reference to FIGS. 1 and 2.
• a driving assistance device in a dense traffic situation comprises a plurality of sensors 1 connected to a driver assistance module 2.
• This driver assistance module 2 is connected to a motor control member 3, a braking control member 4 and a steering control member 5.
• the engine control member 3 is also connected to a control member of the clutch 6.
• Each member Control 3 to 6 is further connected to respective actuators 7. These actuators 7 are able to configure the various elements of the vehicle 8 according to instructions determined by the control elements 3 to 6.
• Actuators are provided in order, for example, to regulate the engine speed as a function of a speed reference. motor, adjust the torque that can be transmitted by the clutch according to a clutch set point, adjust the position of the braking devices according to a braking set point, etc. The operation of the various members 3 to 6 is described below with reference to FIGS. 3 to 9.
• FIG. 2 is a schematic representation of a vehicle 8 comprising a plurality of sensors 1. These sensors 1 are intended to detect the various elements of the environment of the vehicle 8, such as other motor vehicles traveling on the same lane or on adjacent traffic lanes (not shown).
• These sensors 1 comprise a camera 9.
• This camera 9 is installed in the passenger compartment of the vehicle 8 at the level of the front windshield 10.
• the camera 9 has a field of vision 11 directed towards the front of the vehicle 8.
• the camera 9 allows to detect and identify the objects at the front of the vehicle 8.
• the field of view 1 1 of the camera 9 has for example a range of 100m on a front angle of about 50 ° to 55 °.
• This camera makes it possible to detect dynamic objects, that is to say in motion, in the field of view 1 1 but also fixed objects such as, for example, road signs, stopped vehicles or even markings on the ground.
• Such a camera 9 is for example a CMOS type monochrome camera with a resolution of 1280 * 800 pixels having a horizontal aperture field of 54 ° and a vertical field of 34 °.
• the sensors 1 also include a flight time sensor such as an infrared or laser obstacle sensor 12.
• This obstacle sensor 12 is also situated at the level of the front windshield 10 of the vehicle 8 and oriented toward the front of the vehicle 8.
• This obstacle sensor 12 is for example an LED sensor operating on the principle of the sensors. flight.
• Such an obstacle sensor 12 emits a light signal and calculates the time required for said signal to reach an obstacle.
• the obstacle sensor 12 makes it possible to detect the objects in a field of vision 96 extending on the front of the vehicle 8 from 0.1 m to about 60 meters apart.
• This field of vision 96 extends, for example, over a horizontal angle of 45 ° to 60 ° and a vertical angle of 7.5 °.
• Such a flight time sensor has no dead zone between said flight time sensor and its maximum detection range.
• such a flight time sensor operates regardless of the ambient brightness. This flight time sensor thus makes it possible to detect the obstacles, even when they are very close to the vehicle 8.
• This type of camera 9 and obstacle sensor 12 have the advantage of being not very complex and therefore easily integrated into the vehicle 8. Because of their simplicity, these elements also have the advantage of being inexpensive and can therefore be installed on all types of vehicles including entry-level vehicles. In addition, these sensors have different detection characteristics. Thus, a first map generated by the camera 9 (step 98 illustrated in FIG. 11) and a second map generated by the obstacle sensor 12 (step 99 illustrated in FIG. 11). Typically, the first map lists the objects present in the field of view 1 1 and the second map lists the objects present in the field of view 96 of the obstacle sensor 12.
• the driver assistance module 2 comprising a fusion and detection module 13.
• This fusion and detection module 13 is connected to the sensors 1 in order to receive the data relating to the presence of objects upstream of the vehicle 8, typically the first and second maps of the vehicle environment 8.
• the fusion and detection module 13 analyzes the data received from the sensors 1 in order to precisely define the environmental conditions of the vehicle 8.
• the merging of the first mapping comprises a step 97 of association of the objects detected in the first mapping and objects detected in the second mapping.
• a melting step 100 makes it possible to define, with a greater degree of precision, the associated objects of the first map and the second map by intersecting the positions of the associated objects identified in the first map and in the second map. Fine mapping is thus generated (step 101) from the elements present only in one of the maps and elements defined during the melting step 100.
• This fine mapping makes it possible to list the objects present in an extended zone 103 of the environment of the vehicle 8 bringing together the objects detected in both the field of view 1 1 of the camera 9 and in the field of view 96 of the sensor 12. It is thus possible to obtain a fine map of the environment of the vehicle 8 listing the position of the detected objects, their fixed or dynamic status and information on the sensors that detected this object, alone or in combination.
• the fusion module 13 also makes it possible to determine the distance between the vehicle 8 and the different objects of the fine mapping.
• the fusion module 13 can calculate the speed and acceleration of the different objects of the fine mapping.
• the speed and acceleration of each object is for example obtained by time derivation of the distance between the vehicle 8 and said object.
• the driving assistance module 2 is thus able to determine whether the vehicle 8 is traveling in dense traffic conditions by detecting a plurality of objects moving at a reduced speed in the environment of the vehicle 8 and obstacles.
• a dense traffic situation can thus be detected in the case, for example, of a vehicle traveling at a speed of between 0 km / h and 30 to 40 km / h upstream of the vehicle 8, and situated at a distance close to vehicle 8.
• the driver assistance module 2 further comprises a target selection module 14.
• This target selection module makes it possible to select an object of the environment identified in the fine mapping by the fusion and detection module 13 and of determine a plurality of information about the targeted object.
• the target selection module makes it possible, for example, to target a vehicle located upstream on the taxiway.
• the driver assistance module 2 further comprises a man-machine interface 15 for activating an assisted steering mode in which the driver does not need to control the vehicle 8.
• This man-machine interface 15 can be realized in many ways.
• the man-machine interface advantageously comprises an activation condition detection means, an information means and an activation means (not shown).
• the activation condition detection means comprises a gear ratio sensor, a road inclination sensor, a sensor state sensor adapted to determine the good operating state of the sensors, and / or a state sensor of the engine control members 3 and clutch control capable of checking the operating state of these bodies.
• the information means comprises an indicator light located on the dashboard and a sound transmitter.
• the activation means includes a dedicated button.
• the activation means comprises a multimedia and tactile graphic interface.
• the vehicle 8 further comprises a plurality of ultrasonic sensors 16.
• ultrasonic sensors 16 are evenly distributed on the front and rear faces of the vehicle 8.
• the ultrasonic sensors 16 are also disposed on each side of the vehicle 8 at the front and rear of the vehicle 8.
• some ultrasonic sensors 16 may be installed on the front and rear side faces of the vehicle 8
• These ultrasonic sensors 16 detect the presence of an obstacle over a short range, of the order of a few meters.
• These ultrasonic sensors 16 are particularly useful in the context of a road having a plurality of traffic lanes for detecting when a vehicle traveling on an adjacent traffic lane is traveling on the vehicle lane 8. As illustrated in FIG.
• these ultrasonic sensors generate a third mapping of the environment of the vehicle 8 (step 102) in an area near the vehicle 104 (see Figure 2).
• the step of associating the mapped elements is then advantageously performed on the first, second and third maps, further improving the precision of the fine mapping.
• the general operation of the driver assistance module 2 and the activation of the pilot assisted mode according to predetermined conditions is described below with reference to FIG.
• the driver assistance module 2 continuously monitors the traffic conditions using the sensors 1 (step 106). For this, the driver assistance module generates a fine mapping of the environment of the vehicle 8 using the sensors 9, 12, 16 and the fusing module 13, this fine mapping listing the objects of the environment. of the vehicle 8 as well as their speed and acceleration.
• the driver assistance module 2 tests (step 17) if dense traffic conditions are detected by analyzing the fine mapping generated by the melting module 13. If the detected traffic conditions do not correspond to traffic conditions in which dense traffic (step 18), the driver assistance module 2 continues its monitoring (step 16).
• the driver assistance module 2 determines whether the conditions for passing assisted flight are met. For this, the pilot assistance module 2 analyzes the ratio of the gearbox engaged (step 20). If the engaged gear ratio does not correspond to an assisted steering activation ratio (step 21), then the driver assistance module 2 continues monitoring the vehicle environment (step 16).
• the driver assistance module informs the driver of the possibility of activation of the assisted steering, for example at the using an indicator light on the instrument panel or an audible signal (step 23) or using the appearance or the change of state of a pictogram on a multimedia interface.
• the gear ratio enabling activation of the assisted steering mode is the second ratio of the gearbox detected using a gearbox gear engaged.
• the pilot assistance module then passes waiting for the activation of pilot assisted steering. If the driver does not activate assisted steering (step 24), the driver assistance module 2 continues its environmental monitoring (step 16). If the driver activates the assisted steering (step 25), for example in pressing a button or a pictogram of a touch interface, dedicated, then the driver assistance module enters a mode of operation assisted steering (steps 27 to 33).
• the step of testing the gear engaged (20) further comprises determining the ratio corresponding to the activation ratio of the assisted steering (step 26).
• the driver assistance module 2 determines the inclination of the taxiway using a tilt sensor.
• the driving assistance module determines that the gear ratio enabling activation of the assisted steering is the second ratio of the gearbox when the vehicle 8 is traveling on a flat road or having a negative slope and the first ratio of the gearbox when the vehicle is traveling on a road with a positive inclination.
• a tilt sensor may also make it possible to determine the vehicle's take-off profile 8.
• the conditions for switching to assisted driving further comprise a step of checking the operating state of the sensors and a step of checking the operating state of the engine control member and the clutch control member.
• the driver assistance module 2 informs the driver that conditions The environmental conditions to switch to pilot mode are met and he can engage the requested gearbox report to switch to assisted piloting mode.
• the target selection module 14 determines a target to follow, that is to say a vehicle upstream of the vehicle 8 on the taxiway (step 27).
• the driving assistance module 2 then calculates an acceleration setpoint and a braking setpoint according to the target vehicle, (step 28).
• the acceleration setpoint and the braking setpoint are calculated as a function of the distance separating the vehicle 8 from the target vehicle, the speed of the target vehicle as well as the acceleration of the target vehicle.
• the driver assistance module 2 calculates a direction of the vehicle 8 (step 29). This calculation of the direction setpoint is carried out using sensors 1 detecting the direction taken by the traffic lane, for example using line recognition by the image processing of the camera.
• the module flight assistance 2 can automatically control the lateral and longitudinal movements of the vehicle 8, for example for a speed of up to 40km / h.
• the pilot assistance module 2 can control the longitudinal displacements of the vehicle 8 as a function of the engaged gear ratio.
• the flight assistance module can control longitudinal movements between 0 and 15 km / h for the first transmission ratio and between 0 and 30 km / h for the second gear ratio.
• the acceleration setpoint is then sent to the engine control member 3 (step 30).
• the braking setpoint is sent to the brake control member (step 31) and the steering instruction is sent to the steering control member (step 32).
• the various members 3 to 6 then activate the corresponding actuators to control the vehicle automatically, that is to say without intervention of the driver, according to the instructions of the driver assistance module 2 and the assistance module to the driver.
• pilot then begins a new iteration of assisted piloting by returning (step 33) to the selection of a target to follow (step 27).
• the driver assistance module 2 continuously tests the exit conditions of the assisted piloting.
• these assisted steering output conditions include a pedal activation test of the vehicle 8 (step 34) using a pedal position sensor of the vehicle 8.
• this sensor detects a change of position of the corresponding pedal and disables the assisted steering (step 35).
• the driver assistance module 2 then returns to the vehicle environment monitoring step (step 16). Conversely, if no pedal is activated, the driver assistance module remains waiting for an assisted pilot output instruction (step 36).
• the assisted steering output conditions furthermore include a change of position of the steering wheel, a detection of a change of gear ratio or any other action of the driver on a control member. of the vehicle.
• the assisted steering output instruction is also subjected to a comparison step with a threshold. For example, the exit instruction from assisted steering is only performed if the action of the driver on a vehicle control member exceeds a specified duration or exceeds a certain threshold such as a braking threshold or an acceleration threshold.
• the pilot assistance method is interrupted and, if the threshold is not exceeded, the steering assistance method is automatically reactivated when the driver is no longer acting on the control body of the vehicle.
• the steering assistance method it is possible to deactivate only part of the steering assistance method depending on the body on which the driver acts. For example, if the driver actuates the brake pedal, only the longitudinal control of the vehicle is deactivated, the lateral control of the vehicle being always controlled by the pilot assistance method. Conversely, if the driver operates the steering wheel, only the lateral control of the vehicle is deactivated, the steering assistance process continuing to control the speed and acceleration of the vehicle.
• the brake control member When the brake control member receives a braking instruction, it sends a positioning instruction of the braking member to an appropriate actuator to slow the vehicle 8 according to the braking setpoint.
• the brake control member could be controlled by a module independent of the driver assistance module 2, for example by an ESP type device.
• the steering control member when it receives a direction setpoint, it sends a corresponding instruction to one or more actuators for orienting the steering column of the vehicle 8 according to the direction set.
• the engine control member 3 analyzes any acceleration setpoint that it receives from the piloting assistance module 2. During a first series of calculations, the engine control member 3 defines a vehicle speed setpoint. depending on the acceleration setpoint received, the current vehicle speed and the maximum vehicle speed for the gearbox gear engaged. In a first step, the engine control member tests whether the acceleration setpoint is positive (step 37), that is to say if the acceleration setpoint corresponds to a vehicle deceleration request 8.
• step 38 If the acceleration setpoint is negative (step 38), then the engine control member 3 tests the current speed of the vehicle (step 39). If the current vehicle speed is non-zero (step 40), then the engine control member 3 defines a vehicle speed setpoint equal to the current vehicle speed decremented by a predetermined speed value (step 41). If, on the other hand, the current speed of the vehicle is zero (step 42), then the engine control member 3 defines a vehicle speed reference equal to the current speed of the vehicle (step 43), that is to say a set point zero speed.
• step 44 If the acceleration set point is positive (step 44), that is to say that the vehicle must accelerate, then the engine control member 3 compares the current speed of the vehicle to the maximum speed possible for the gear ratio gear engaged (step 45). If the current speed of the vehicle is lower than the maximum speed of the vehicle for the gear ratio engaged (step 46), then the engine control member 3 defines a vehicle speed reference equal to the current speed of the vehicle incremented a predetermined speed value (step 95). If, on the other hand, the current speed of the vehicle is greater than or equal to the maximum speed of the vehicle for the gearbox ratio engaged (step 47), then the engine control member 3 defines a vehicle speed reference equal to the current speed. of the vehicle (step 43), that is equal to the maximum speed of the vehicle for the gear engaged.
• the engine control member 3 calculates a motor torque setpoint to reach the vehicle speed setpoint. For this, the engine control member tests whether the differential between the vehicle speed reference and the current speed of the vehicle is greater than a predefined positive deviation (step 48). If the differential between the vehicle speed reference and the current speed of the vehicle is greater than the positive difference (step 49), then the engine control member 3 defines a wheel torque setpoint, equal to the current wheel torque incremented by a predetermined torque value (step 50). In the opposite case (step 51), the engine control member 3 tests whether the differential between the vehicle speed reference and the speed is less than a predefined positive deviation (step 52).
• step 53 If the differential between the vehicle speed reference and the current vehicle speed is less than said negative deviation (step 53), then the engine control member 3 sets a wheel torque setpoint equal to the current wheel torque decremented by the predetermined torque value (step 54). Otherwise (step 55), that is to say that the vehicle speed reference is substantially equal to the current speed of the vehicle, then the engine control member 3 defines a wheel torque setpoint equal to the current wheel torque (step 56).
• the engine control member 3 After defining a wheel torque setpoint, the engine control member 3 defines a gearbox input shaft torque setpoint (step 57) as a function of the wheel torque setpoint and the gear ratio. gear engaged equal to the wheel torque setpoint divided by the transmission ratio of the gearbox.
• the engine control member 3 determines an engine speed setpoint and a final torque setpoint transmittable by the clutch to obtain the corresponding gearbox input torque. .
• the engine control member 3 tests the current state of the clutch (step 58). If the clutch is in a fully closed state (step 59), then the engine control member 3 calculates a motor speed setpoint and sends this setpoint to an engine actuator (step 60). The motor actuator then regulates the engine speed in accordance with the engine speed setpoint.
• the engine control member 3 generates a clutch setpoint corresponding to a complete closure of the clutch and sends said clutch setpoint to the clutch control member 6 (step 61).
• step 62 If the clutch is not fully closed (step 62), that is to say that the torque of the motor shaft is not or not fully transmitted to the input shaft of the gearbox then the engine control member 3 calculates a motor speed setpoint necessary to obtain the gearbox input shaft torque as well as the clutch setpoint (step 63). This calculation is performed using a map stored in memory of the engine control member 3 (step 63). This mapping defines for each gearbox input shaft torque a minimum engine speed setpoint and a torque setpoint transmittable by the corresponding clutch. The engine control member then sends the motor actuator the engine speed setpoint to be applied. In parallel, the engine control member sends to the clutch control member 6 the final torque setpoint transmissible by the clutch calculated using the mapping (step 64). Control the clutch determines the time trajectory to follow to reach this final value of transmissible torque setpoint. The motor actuator regulates the engine speed according to the engine speed setpoint.
• the engine control member 3 performs steps 37 to 64 for each acceleration setpoint received, that is to say that after sending the engine speed setpoint and the clutch setpoint, the control member motor returns to the step of testing the acceleration setpoint (step 37).
• the engine control member 3 controls the engine speed while maintaining the clutch in a maximum transmissible torque position to to reach the target clutch torque.
• the control of the movement of the vehicle is realized by applying a constant engine speed and by regulating the physical quantity controlling the clutch torque so that the clutch transmits to the input shaft of the gearbox the torque necessary to obtain the target clutch torque.
• FIG. 5 is a flowchart illustrating the method of operation of the clutch control member of FIG. 1 from a driving situation with the clutch in maximum torque position transmittable to a stopping position of the vehicle in which the The clutch is disengaged then from the vehicle stop position with the clutch disengaged to a driving situation with the clutch in the maximum transmittable torque position.
• the clutch control member 6 continuously monitors the speed of the drive shaft and the speed of the input shaft of the gearbox (step 65). These speeds are analyzed by the clutch control member 6 in order to detect conditions for stalling or stopping the vehicle (step 66).
• step 67 If the speed of the motor shaft and the speed of the input shaft of the transmission do not correspond to a stopping or stalling condition (step 67), that is to say that the vehicle 8 is in a rolling phase in which the movement of the vehicle 8 is controlled by the regulation of the engine speed via the engine control member 3, the clutch must remain in a torque position maximum transmissible. The clutch control member 6 then remains in the maximum transmissible torque position and continues its monitoring of the speed of the drive shaft and the gearbox shaft (step 65). If, on the other hand, a stopping or stalling condition is detected (step 68), that is to say that the vehicle is in a stopping phase or a risk of engine stalling, it is then necessary to move the clutch to a disengaged position.
• the clutch control member 6 determines a gradual opening profile of the clutch as a function of the stopping or stalling conditions detected. This progressive opening profile is adapted to the situation detected, for example according to whether emergency braking or light braking is detected, the movement of the clutch between two positions is more or less fast.
• the clutch control member 6 then applies the progressive clutch opening profile adapted to the situation detected (step 69).
• the clutch control member 6 controls the condition of the clutch to verify that the clutch is disengaged (step 70). If the clutch is not disengaged (step 71), the clutch control member 6 determines a new opening profile of the clutch possibly according to a new clutch setpoint (step 69). If instead the clutch is completely disengaged (step 72), the vehicle 8 is stopped and the clutch control member 6 remains waiting for a clutch setpoint corresponding to a restart of the vehicle 8 ( step 73).
• the clutch control member 6 tests whether this clutch setpoint is zero (step 74) .
• step 75 If the clutch setpoint received by the clutch control member 6 is zero (step 75), that is to say that the vehicle 8 must remain at a standstill, the clutch control member 6 remains waiting for a new clutch setpoint (step 74) and the clutch remains in the disengaged position.
• step 76 If instead the clutch setpoint received by the clutch control member 6 is non-zero (step 76), then the clutch control member 6 determines and applies a profile of progressive engagement of the clutch depending on the clutch set point (step 77). After applying the opening profile of the clutch (step 77), the clutch control member checks whether the drive shaft and the input shaft of the gearbox are synchronized, that is to say at the same speed (step 78).
• step 107 If the drive shaft and the gearbox shaft are not synchronized (step 107), the clutch being in a slipping position not transmitting all of the torque of the drive shaft to the drive shaft.
• the clutch control member 6 remains waiting for a new clutch set point (step 74).
• This new clutch setpoint may be a clutch setpoint resulting in a maximum torque transmittable position of the clutch or on the contrary to a disengaged position of the clutch, or a new position with slip.
• step 108 If the drive shaft and the gearbox shaft are synchronized (step 108), the clutch transmitting the entire torque of the drive shaft to the input shaft of the gearbox, then the clutch control member 6 checks whether the clutch setpoint corresponds to a request for transmitting the maximum torque transmissible by the clutch (step 109). If the clutch setpoint is a clutch complete closing instruction (step 1 10), the vehicle 8 entering a rolling phase during which the engine control member 3 will control the movement of the vehicle 8 via the regulation of the speed motor, then the control member of the clutch 6 completely closes the clutch (step 1 1 1) and returns to the step of monitoring the speed of the motor shaft and the input shaft of the gearbox for detecting a stopping and / or stalling condition (step 65).
• step 1 12 If the clutch setpoint does not correspond to a set point for closing the clutch completely (step 1 12), then the clutch control member 6 returns to the step of monitoring the speed of the motor shaft. and the transmission input shaft for detecting a stopping and / or stalling condition (step 65).
• the clutch control member 6 further comprises continuously a step of controlling the pedals of the vehicle. As soon as the clutch control member 6 detects a driver action on one of the pedals of the vehicle, the clutch control member switches to an inactive mode in which the driver controls the movement of the vehicle 8. If no action on the pedals of the vehicle 8 is detected, the control organ clutch 6 active, subject to receipt of clutch setpoint by the engine control member 3, the monitoring of the motor shaft and the input shaft of the gearbox (step 65). Similarly to the assisted steering method described above with reference to FIG. 3, the inactive mode of the clutch control member 6 can be linked to the activation of other control elements of the vehicle and subjected to a comparison with a deactivation threshold.
• Figures 6 to 9 illustrate the behavior of the various components of the vehicle assisted steering in different situations.
• the curve 79 illustrates the distance with the target vehicle
• the curve 80 illustrates the positive acceleration demand
• the curve 81 illustrates the negative acceleration demand, typically the deceleration demand
• the curve 82 illustrates the speed reference.
• the curve 84 illustrates the engine speed
• the curve 85 illustrates the speed of the gearbox
• the curve 86 illustrates the motor torque setpoint
• the curve 87 illustrates the setpoint of clutch.
• a first phase 88 illustrates a stopping phase of the vehicle
• a second phase 89 corresponds to a phase of removal of the target vehicle.
• a third phase 90 corresponds to a phase of rolling at a constant distance with the target vehicle
• a fourth phase 91 corresponds to a phase of approaching the target vehicle
• a fifth phase 92 corresponds to a stopping phase.
• a third phase 93 corresponds to a phase of increasing distance from the target vehicle.
• FIG. 6 illustrates the behavior of the various components of the vehicle during assisted driving successively during start-up, when driving at a speed lower than the idling speed for the gearbox gear engaged, and when the vehicle is stopped.
• the gearbox speed curve illustrates the clutch slip, allowing partial torque transmission from the drive shaft to the gearbox input shaft until the value of final torque requested by the motor control is reached.
• the clutch setpoint curve shows a progressive movement of the clutch to its disengaged or fully engaged position, allowing a comfortable transition for the driver between two positions of the clutch.
• Figure 6 illustrates a start from a stopped position of the vehicle.
• the engine control member 3 determines a motor torque necessary to take off the vehicle and sends a corresponding clutch setpoint to the clutch control member 6. This necessary engine torque corresponds to a motor torque to overcome the inertia of the vehicle at startup.
• the clutch control member 6 determines a torque path to reach the takeoff value from a zero transmissible torque corresponding to the stopped vehicle state.
• the engine control member 3 reduces the engine torque setpoint to stabilize the vehicle speed. Consequently, the engine control member 3 reduces the clutch setpoint at the same time in order to reduce the torque transmitted by the clutch.
• FIG. 7 illustrates the behavior of the various components of the vehicle during assisted driving successively during a start, in a driving condition with a clutch in the fully closed state, and during a stopping of the vehicle.
• FIG. 8 illustrates the behavior of the various components of the vehicle during assisted driving successively during a start, in a driving condition with a clutch torque setpoint according to the engine torque setpoint, and during a stopping of the vehicle.
• FIG. 9 illustrates the behavior of the various components of the vehicle during assisted driving successively during a start and then in a driving condition at a speed greater than the maximum speed of the vehicle for the gearbox gear engaged.
• the driving assistance module 2 could also send an acceleration instruction calculated as above directly to an actuator control block 94 of an automatic transmission vehicle.
• an actuator control block 94 could for example be the block managing the transmission of torque between the engine and the wheels on such a vehicle with automatic transmission.
• FIG. 12 illustrates a variant for calculating a vehicle speed setpoint.
• the vehicle 208 illustrated in FIG. 12 comprises, analogously to the vehicle 8 described above with reference to FIGS. 1 to 1 1, a driver assistance module 202 connected to a motor control member 203, a control member of brake 204, a steering control member 205 and a clutch control member 206.
• the vehicle 208 further comprises a communication module 1 13. This communication module 1 13 is configured to allow the exchange of data between the vehicle 208 and a remote server 1 14.
• the communication module 1 13 is a module distinct from the driver assistance module 202, however, in a non-illustrated embodiment, the communication module 1 13 is integrated in the
• the vehicle 208 also comprises a satellite guidance system 1 15, hereinafter referred to as GPS 1 15.
• the GPS 1 15 makes it possible to know the position of the vehicle 208 and to communicate this position to the server. remote.
• the GPS 1 15 is for this purpose connected to the communication module 1 13.
• a plurality of vehicles 208 present in a traffic flow can communicate information to the remote server 1 14. This information comprises, for example, the speed of the vehicle 208, its position obtained using the GPS 1 15 and possibly data on the environment of the vehicle 208 obtained using sensors integrated in the vehicle 208, for example using the sensors as described with reference to FIGS. 1 to 1 1.
• FIG. 13 illustrates a traffic flow comprising a plurality of vehicles connected to the remote server 1 14.
• a first vehicle 1 16 located in the traffic flow is connected to the remote server 1 14.
• a second vehicle 1 17 is also connected to the remote server 1 14 and comprises a plurality of sensors for detecting the vehicles of the flow of circulation in its environment as illustrated by the arrow 1 18.
• the sensors of the second vehicle 1 17 thus provide information on the flow of traffic including for vehicles 1 19 which are not connected to the remote server 1 14.
• the first vehicle 1 16 and the second vehicle 1 17 are for example connected vehicles as described with reference to FIG. 12.
• FIG. 14 is a schematic representation of a method of assisting the driving of a vehicle in a traffic flow using a device for analyzing the flow of traffic.
• the vehicles 208 of a traffic flow connected to the remote server 1 14 continuously collect their position data and environmental data relating to their immediate environment (step 120).
• the position data of each vehicle 208 is obtained by GPS 1 or other suitable means.
• the position of the vehicle 208 can also be calculated from the speed of the vehicle 208 and the time elapsed since the passage of the vehicle 208 near a reference point such as an antenna 121 located on the edge of the track circulation or other, as shown in Figures 12 and 13.
• the driver assistance module 202 or any other computer module integrated in the vehicle 208 can, from the vehicle speed 208 and the reference point formed by the antenna 121 calculate the distance traveled by the vehicle 208 from the antenna 121.
• the environmental data of the vehicle 208 may be of any type making it possible to know the environment of the vehicle 208.
• the environmental data of the vehicle 208 include the number of vehicles in the environment close to the vehicle 208, the speed of these vehicles. detected vehicles, the distance between the detected vehicles and the vehicle 208, the distance between the detected vehicles, the variations of accelerations of the detected vehicles, the nature of the vehicles detected, that is to say if they are heavy vehicles of the type truck or light vehicles of the motorcycle or car type, or any other relevant information to know the environment of the vehicle 208.
• the vehicle 208 may be of the type described with reference to FIGS. 1 to 2 for detecting and analyzing the environment of the vehicle 208.
• This position data and environmental data are sent to the remote server 1 14 (step 122).
• the remote server 1 14 receives all the position data and environmental data transmitted by the vehicles 208 present in the traffic flow and connected to said remote server 1 14 (step 123).
• the remote server 1 14 then integrates these data into a behavioral model, for example in the form of a statistical behavioral model for predicting road traffic (step 124).
• This behavioral model makes it possible to obtain a cartography of the flow of circulation in which the vehicles 208, for example the first vehicle 1 16 and the second vehicle 1 17 as illustrated in FIG. 13.
• the analysis of this mapping of the traffic flow by the remote server makes it possible to detect a situation of heavy traffic or a risk heavy traffic potential (step 125).
• the remote server may also receive additional data provided by other devices in addition to the environmental data and position data provided by the vehicles in the flow of traffic.
• the remote server 1 14 can receive, for example, information relating to the weather through local weather stations, job information via traffic monitoring station, or information from the sensors. infrastructure (permanent / temporary signaling, road status, traffic control authority). This additional data is used by the remote server to predict cork risks.
• the remote server When the server detects by a situation of heavy traffic or potential situation of dense traffic (step 126), the remote server remains listening for reception of position data and environmental data from the connected vehicles 208.
• the remote server 1 14 When the remote server 1 14 detects a proven or potential dense traffic situation, the remote server 1 14 analyzes the mapping of the traffic flow to determine the average traffic speed and the minimum speed within the traffic flow (step 127) . The remote server 1 14 then calculates an optimal traffic speed of the vehicles 208 as a function of the position of said vehicles 208 in the flow of traffic (step 128). The remote server 1 14 then communicates to the vehicles 208 in the traffic flow a vehicle speed setpoint to be applied according to their position in the flow of traffic (step 129).
• the remote server 1 14 generates a first map of the traffic state at a time t.
• This first mapping is generated according to the position data and environmental data transmitted by the vehicles 208.
• This first mapping includes a list of the properties of the different objects in the traffic flow, for example the list of vehicles in the traffic flow, the distances between objects, the speeds of objects, etc.
• a second mapping of the state of circulation is generated at a time later than time t, for example at a time t + delta. From these two successive maps, the remote server 1 14 calculates speed and acceleration data of the various listed objects. The remote server 1 14 then generates a third predictive mapping, for example by applying the calculated speed and acceleration evolutions to the objects listed in the second map.
• the remote server 1 14 detects the reductions and / or distance elongation between the listed objects. The remote server 1 14 then identifies from these maps the objects likely to change their speed to avoid collisions or to catch the previous vehicle.
• the remote server applies a model of conductive behavior according to the current speed of the vehicle and the distance with the other objects of its environment.
• This model of conductive behavior makes it possible to evaluate the speed modification with a given confidence rate for the different objects of the maps.
• the remote server 1 14 then identifies the most probable geographical bottlenecks, corresponding to the zones where the average speed of the vehicles is minimal in the traffic flow.
• the remote server 1 14 also identifies the most probable fluid zones, that is to say the zones in which the average speed is the most important.
• the remote server 1 14 evaluates the average speed of traffic with associated variance for geographically located areas of the traffic flow.
• the remote server 1 14 then calculates for each speed-controllable vehicle, that is to say for each vehicle 208 that can activate the assisted steering function, a trajectory adapted to pass the different zones with an optimal speed.
• the remote server also calculates a distance to the optimal obstacle, that is to say a minimum distance to be respected between the vehicle activating assisted steering and objects in its environment. This optimal trajectory advantageously makes it possible to avoid brutal reactions from other vehicles not controlled by the remote server.
• the vehicle provides for the activation of an assisted piloting similarly to the activation of the assisted piloting described with reference to FIG. 3.
• the vehicle continuously monitors the reception of a vehicle speed instruction from the remote server, receiving a speed setpoint corresponding to the detection of a dense traffic situation. As soon as a speed setpoint is received by the vehicle, it checks whether the ratio of the gearbox engaged allows the activation of the assisted piloting and, if necessary informs the driver of the possibility of activation of the piloting. attended.
• a vehicle 208 connected to the remote server 1 14 receives a vehicle speed setpoint from the remote server, said vehicle verifies the activation conditions of the assisted steering (step 130).
• the remote server calculates a gearbox ratio recommended according to the vehicle speed setpoint.
• This gearbox ratio is, for example, the first gearbox ratio when the vehicle speed reference is less than 10 km / h and the second gearbox ratio when the speed reference is greater than 18 km / h. h.
• the vehicle 208 receiving this gear ratio setpoint uses it to propose to the driver of the vehicle 208 to activate the assisted steering if the other conditions of activation of the assisted steering are met (step 131).
• the preferential gear ratio setpoint can be used by the vehicle 208 to indicate to the driver that it is preferable for him to change the gearbox ratio, for example when the assisted steering has already been activated in because of traffic conditions in the environment close to the vehicle 208 detected by the sensors of the vehicle.
• Such gear ratio change of the gearbox makes it possible to adapt the gear engaged to the speed of circulation of the vehicle 208, thus avoiding that the clutch is overloaded and overheated.
• pilot assisted piloting makes it possible to control the speed of the vehicle 208 by controlling the engine speed and the physical quantity controlling the opening of the clutch in a manner similar to that described by steps 48 to 64 of Figure 4 and with reference to Figure 5.
• the output of the assisted steering can be done by any means such as for example by a means as described above with reference to Figures 1 to 1 1.
• the activation of the assisted steering following the reception of a vehicle speed instruction from the remote server 1 14 makes it possible to adapt the speed of the vehicle 208 to the flow of traffic in its entirety and thus, to avoid further congesting the vehicle. traffic.
• the remote server 1 14 can generate a mapping of the traffic flow from the data received from the first vehicle 1 16 and from the second vehicle 1 17. From this data, the remote server generates a mapping of the flow of traffic in which circulates Is first and second vehicles 1 16 and 1 17. With the aid of this map, and in particular environmental data of the second vehicle 1 17, the remote server 1 14 detects a condition of dense traffic in the second vehicle. In order not to increase the density of the traffic in the traffic flow, the remote server then calculates an optimal speed to communicate with the vehicles 208 upstream of the second vehicle 1 17.
• the remote server 1 14 sends him an optimal vehicle speed setpoint in order to prevent the first vehicle from coming to increase the traffic density at the level of the second vehicle 1 17.
• Such a speed setpoint sent by the Remote server 1 14 takes into account the state of the traffic downstream of the vehicle thus making it possible to anticipate the traffic slowdowns and to avoid repetitive stopping and taking-off phases of the first vehicle 1 16.
• the remote server 1 14 can also transmit, in addition to the vehicle speed setpoint, a tolerance datum.
• This tolerance data can be used by the vehicle 208 in combination with a vehicle speed reference obtained using sensors on the vehicle 208, for example as obtained by means of the method described with reference to FIG. FIG. 3.
• the instantaneous vehicle speed setpoint is thus optimized (step 133) as a function of the vehicle speed setpoint transmitted by the remote server 1 14 and the vehicle speed setpoint calculated using the environmental data of the vehicle. 208, for example in the case of target vehicle too close or otherwise.
• the assisted steering can be activated by receiving a vehicle speed command from a remote server 1 14 and / or by detecting environmental conditions of the vehicle 208, the control of the speed of the vehicle 208 then being performed in conjunction with the environmental data of the vehicle 208 and the data received by the remote server 1 14.

Landscapes

• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Automation & Control Theory (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Human Computer Interaction (AREA)
• Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
• Traffic Control Systems (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=55808715

Family Applications (1)

Country Status (4)

Families Citing this family (6)

Family Cites Families (10)

• 2016
  • 2016-03-09 FR FR1651947A patent/FR3048666B1/fr not_active Expired - Fee Related
• 2017
  • 2017-03-08 WO PCT/EP2017/055474 patent/WO2017153487A2/fr active Application Filing
  • 2017-03-08 EP EP17708558.6A patent/EP3426534A2/de not_active Withdrawn
  • 2017-03-08 CN CN201780027772.6A patent/CN109195847B/zh not_active Expired - Fee Related

Also Published As

Similar Documents

Legal Events