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
  • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
  • B60W60/001—Planning or execution of driving tasks
  • B60W60/0027—Planning or execution of driving tasks using trajectory prediction for other traffic participants
• • 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
  • B60W2552/00—Input parameters relating to infrastructure
  • B60W2552/05—Type of road, e.g. motorways, local streets, paved or unpaved roads
• • 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
  • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
  • B60W2554/402—Type
• • 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
  • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
  • B60W2554/402—Type
  • B60W2554/4029—Pedestrians
• • 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
  • B60W2556/00—Input parameters relating to data
  • B60W2556/45—External transmission of data to or from the vehicle

Definitions

• the invention relates to land vehicles with at least partially automated driving, and more specifically to decision making in such vehicles.
• vehicle with at least partially automated (or autonomous) driving is meant here a vehicle that can be driven on a road in an automated (partial or total (without intervention of its driver)) during an automated driving phase, or of manually (and therefore with the driver's intervention on the steering wheel (or handlebars) and / or pedals (or levers)) during a manual driving phase.
• Some at least partially automated (or autonomous) driving vehicles generally of the automobile type, have environmental data that is representative of the environment around them. These environmental data may come from sensors that they embark and / or from other vehicles which are located near them and / or from communication stations which belong to the road infrastructures on which they travel.
• the environmental data available to a vehicle with at least partially automated driving is analyzed internally by one or more driving assistance (or assistance) devices (for example of the ADAS type ("Advanced Driver Assistance System). »)), Each responsible for a single function.
• these functions can control the trajectory or the parking automated system or securing the vehicle or at least one passenger, or regulating the speed, or even detecting a potentially dangerous situation.
• driver assistance devices operate in parallel without sharing computing capacity (or CPU ("Central
• each driving assistance uses a set of sensors in certain phases of life (parking, low speed, high speed, all speeds), and therefore requires the development and design of its own algorithms. In addition, it does not allow to be exhaustive in terms of analysis of the operational scene, and therefore certain situations
• animals located in the environment of a vehicle are very rarely taken into account in individual or centralized (or global) decision-making, and therefore the implementation of these can sometimes injure or even kill them.
• the aim of the invention is therefore in particular to improve the situation. Presentation of the invention
• a decision-making process intended to be implemented in a vehicle with at least partially automated driving and having environmental data representative of a surrounding environment, and comprising:
• a traffic (or operational) context of the vehicle is determined as a function of a current speed of this vehicle and / or of a current geographical position of this vehicle
• a type of mobility is determined for each object detected from among the first and second types corresponding respectively to an absence of mobility capacity and a mobility capacity
• a fourth step in which at least one decision is taken chosen from among doing nothing, informing, acting on a longitudinal dynamic and / or a lateral dynamic of the vehicle, and securing at least one passenger of the vehicle, depending on the context of circulation, type of mobility, position and speed vector determined for each object detected.
• each decision is now really centralized (or global) and therefore optimally adapted to the known environment of the vehicle since it results from taking into account all the environmental data available to the vehicle. the instant considered in this vehicle.
• the decision-making method according to the invention can include other characteristics which can be taken separately or in combination, and in particular: - environmental data can be obtained from sensors which are on board the vehicle and / or at least one other vehicle located near the vehicle and / or a communication station belonging to a road infrastructure on which the vehicle;
• the traffic context can be determined from among traffic in a parking lot, urban traffic, traffic on the road outside the built-up area, and traffic on the expressway;
• a mobility subtype can be determined for the latter from among a first subtype corresponding to a natural mobility of a being living (human or animal) and a second subtype corresponding to controlled mobility of a vehicle;
• FIG. 1 illustrates schematically and functionally an exemplary embodiment of a decision-making device implementing at least part of a decision-making process according to the invention
• FIG. 2 schematically illustrates an example of an algorithm implementing a decision-making method according to the invention.
• the object of the invention is in particular to propose a decision-making method, and an associated decision-making device DP, intended to allow decision-making in a vehicle with at least partially automated driving, as a function of the environmental data. available to the latter.
• the at least partially automated driving vehicle is of the automobile type. This is for example a car. But the invention is not limited to this type of vehicle. It relates in fact to any type of land vehicle that can travel on roads, with at least partially automated driving, and having environmental data. Thus, it also concerns utility vehicles, motorcycles, minibuses, coaches, road machinery, and construction or agricultural machinery.
• vehicle with at least partially automated (or autonomous) driving is understood here to mean a vehicle that can be driven on a road in an automated (partial or total (without intervention of its driver)) during a phase. driving
• driving automated (or autonomous) of such a vehicle may consist of steering it partially or totally or of providing any type of assistance to a natural person who drives it. This therefore covers any automated (or autonomous) driving, from level 1 to level 5 in the OICA scale.
• the invention notably provides a decision-making method intended to enable decision-making in an at least partially automated driving vehicle.
• This decision-making method can be implemented at least partially by the decision-making device DP which comprises for this purpose, as illustrated without limitation in FIG. 1, at least one processor PR, for example a digital signal (or DSP (“Digital Signal Processor”)), and at least one MD memory, and therefore which can be produced in the form of a combination of circuits or electrical or electronic components (or “hardware”) and software modules (or “ software ”).
• the MD memory is RAM in order to store instructions for the implementation by the processor PR of at least part of the decision-making process.
• the processor PR can comprise integrated circuits (or printed), or else several integrated circuits (or printed) connected by wired or non-wired connections. By integrated (or printed) circuit is meant any type of device capable of performing at least one electrical or electronic operation.
• the decision-making device DP comprises its own computer CA because it is responsible for making centralized (or global) decisions. But it is not compulsory. Indeed, the decision-making device DP could form part of a computer performing at least one function other than its own in the vehicle. As illustrated without limitation in FIG. 2, the decision-making method, according to the invention, comprises first 10-20, second 30-40, third 50 and fourth 60 steps.
• the first step 10-20 of the (decision-making) process begins when the vehicle has environmental data representative of the surrounding environment. The more this environment surrounds the vehicle, the greater the scope for decision-making and the better the quality of decision-making.
• the environmental data dde can be obtained from sensors which are on board the vehicle concerned (and which produce them) and / or from at least one other vehicle located near the vehicle concerned and / or from a station. communication belonging to
• Any sensor known to those skilled in the art and providing dde environment data can be used.
• it can be, for example, at least one camera (operating in the visible domain or in
• infrared observing at least part of the environment outside the vehicle, or at least one ultrasonic or radar or lidar sensor observing at least part of the environment outside the vehicle.
• Some of the dde environmental data may have been transmitted by waves to the vehicle by a communication station in the road infrastructure and / or by vehicles in its vicinity.
• the obtaining of the environment data dde is performed by the decision-making device DP in the sub-step 10 of the first step 10-20 in the example algorithm of FIG. 2.
• This first step 10-20 continues with a sub-step 20 in which one (the processor PR and the memory MD) determines (s) a traffic context (or operational context) cdc of the vehicle as a function of the speed in progress. the latter and / or the current geographical position of this vehicle.
• the traffic context (or operational context) cdc can be determined by the processor PR and the memory MD among traffic in a parking lot, city traffic, off-road traffic, and freeway traffic.
• Traffic in a car park may, for example, be characterized by a traffic speed of less than 10 km / h.
• Urban traffic can, for example, be characterized by a traffic speed of between 30 km / h and 50 km / h.
• Road traffic outside built-up areas can, for example, be characterized by a speed of between 70 km / h and 90 km / h.
• Motorway traffic can, for example, be characterized by a speed of between 100 km / h and 130 km / h. All the aforementioned values are purely illustrative and may vary according to the laws in force in the countries concerned.
• the current speed of the vehicle may be sufficient to determine the context of cdc traffic. But this is not always the case, especially in the event of a slowdown (or traffic jam). In the latter case, the current geographical position of the vehicle must be used in order to determine in a database storing traffic information the type of road (or location in the case of a parking lot) to which it corresponds.
• a second step 30-40 of the method we (the processor PR and the memory MD) begin (s) by analyzing the environmental data dde (obtained in the first step 10-20), in order to detect objects in the environment of the vehicle.
• the detection of an object can be done, for example, by recognition of shape or of characteristic dimensions or of characteristic speeds, or by the knowledge of a relative position pro or of a relative speed or of a relative speed vector vvro in relation to the vehicle concerned.
• the second step 30-40 continues in a sub-step 40 in which one (the processor PR and the memory MD) determines (s) for each object detected a type of mobility tmo among a first type corresponding to an absence of capacity of mobility and a second type corresponding to a mobility capacity.
• the first type of tmo mobility corresponds to any inanimate and therefore immobile object, such as for example an element of a road infrastructure, a panel, a post, a stud, a wall, a fence, or a plant.
• the second type of mobility tmo corresponds to any animated and / or mobile object, such as for example a living being (human or animal) or a controlled object (vehicle). Note that an object can be
• a third step 50 of the method we (the processor PR and the memory MD) determine (s) for each object detected a position pro and a speed vector vvro with respect to the vehicle as a function of the environment data dde. It will be understood that the result of the analyzes carried out in sub-step 30 can be used here to determine the relative position pro and relative speed vector vvro of each object detected.
• a fourth step 60 of the method we (the processor PR and the memory MD) take (take) at least one decision, chosen from among doing nothing, informing, acting on the longitudinal dynamics and / or the dynamics. side of the vehicle, and secure at least one passenger of the vehicle, as a function of the traffic context cdc, type of mobility tmo, relative position pro and relative speed vector vvro which have just been determined for each object detected.
• each decision that is taken within the vehicle is now centralized (or global) and therefore optimally adapted to
• the DP decision-making system therefore constitutes an assistance system (in particular for driving) operating globally and no longer in parallel. This results in a significant reduction in the computing capacity (or CPU) on board the vehicle and therefore a significant reduction in the costs of the vehicle.
• this centralized (and global) operation makes it possible to significantly reduce the time taken to make decisions, and therefore to significantly reduce the reaction time by making the latter compatible with many complex situations.
• this centralized (and global) operation avoids having to make very low level arbitrations.
• one can (come) t determine for each object detected a position relative to the vehicle (or relative position pro) from a position to the right of the vehicle, a position to the left of the vehicle, a position in front of the vehicle and a position behind the vehicle.
• proposing to use pro relative positions chosen in four sectors surrounding the vehicle simplifies the calculations since we do not need to know precisely the relative position of an object in a frame of reference attached to the vehicle.
• one in the fourth step 60, in the event of a decision to inform, one (the processor PR and the memory MD) can inform a passenger of the vehicle, and / or a passenger of at least one other vehicle located near the vehicle, and / or at least one other vehicle located near the vehicle, and / or a communication station belonging to
• the road infrastructure on which the vehicle is traveling and / or living beings located near the vehicle. It depends on the situation encountered, defined by the dde environment data.
• the action consisting in informing another vehicle can be done by any means known to those skilled in the art, and in particular by means of a message transmitted by waves to this other vehicle and intended to be used in internal by its driver assistance system (s) or its decision-making system.
• driver assistance system s
• decision-making system s
• the processor PR and the memory MD can act on at least one first component of the vehicle which directly participates in a setting. safety of passenger (s) of the vehicle and / or at least one second component of the vehicle which participates in securing the vehicle.
• the invention also provides a computer program product (or computer program) comprising a set of instructions which, when it is executed by processing means of electronic circuit (or hardware) type, such as for example the processor PR, is suitable for implementing the decision-making method described above to decide what action (s) should be taken by a vehicle when it is traveling in a surrounding environment.
• processing means of electronic circuit (or hardware) type such as for example the processor PR
• a mass memory MM in addition to its random access memory MD and its processor PR, a mass memory MM, in particular for storing environmental data dde and road or navigation or warning information received by means of waves by the vehicle, and of data
• this decision-making device DP can also include an input interface IE for the reception of at least the environmental data dde and the road or navigation or warning information received by the vehicle in order to use them. in calculations or processing, possibly after having shaped and / or demodulated and / or amplified their contents, in a manner known per se, by means of a digital signal processor PR '.
• this decision-making device DP can also include an output interface IS, in particular for delivering orders, commands and messages intended to implement each decision taken.
• the decision-making method can be implemented by a plurality of digital signal processors, RAM, mass memory, input interface, output interface.

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• Engineering & Computer Science (AREA)
• Automation & Control Theory (AREA)
• Human Computer Interaction (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
• Traffic Control Systems (AREA)
• Management, Administration, Business Operations System, And Electronic Commerce (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=68501750

Family Applications (1)

Country Status (3)

Families Citing this family (1)

Family Cites Families (2)

• 2019
  • 2019-07-11 FR FR1907807A patent/FR3098480B1/fr not_active Expired - Fee Related
• 2020
  • 2020-07-06 WO PCT/FR2020/051193 patent/WO2021005296A1/fr unknown
  • 2020-07-06 EP EP20750314.5A patent/EP3996965A1/de not_active Withdrawn

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