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
  • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
  • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
  • B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
  • B60Q1/26—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic
  • B60Q1/50—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating other intentions or conditions, e.g. request for waiting or overtaking
  • B60Q1/52—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating other intentions or conditions, e.g. request for waiting or overtaking for indicating emergencies
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T7/00—Brake-action initiating means
  • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
  • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on 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
  • 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
  • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
  • B60W30/095—Predicting travel path or likelihood of collision
  • B60W30/0953—Predicting travel path or likelihood of collision the prediction being responsive to vehicle dynamic parameters
• • 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
  • B60W30/18009—Propelling the vehicle related to particular drive situations
  • B60W30/18154—Approaching an intersection
• • 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
  • B60W30/18009—Propelling the vehicle related to particular drive situations
  • B60W30/18159—Traversing an intersection
• • 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
  • B60W50/10—Interpretation of driver requests or demands
• • 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
  • B60W60/0015—Planning or execution of driving tasks specially adapted for safety
  • B60W60/0016—Planning or execution of driving tasks specially adapted for safety of the vehicle or its occupants
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
  • B60T2201/02—Active or adaptive cruise control system; Distance control
  • B60T2201/022—Collision avoidance systems
• • 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
  • B60W2050/0001—Details of the control system
  • B60W2050/0002—Automatic control, details of type of controller or control system architecture
• • 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
  • B60W2050/0063—Manual parameter input, manual setting means, manual 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
  • B60W2540/00—Input parameters relating to occupants
  • B60W2540/10—Accelerator pedal position
• • 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
  • B60W2540/00—Input parameters relating to occupants
  • B60W2540/12—Brake pedal position
• • 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
  • B60W2540/00—Input parameters relating to occupants
  • B60W2540/18—Steering angle
• • 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
  • B60W2540/00—Input parameters relating to occupants
  • B60W2540/20—Direction indicator values

Definitions

• TITLE Management process for autonomous emergency braking.
• the invention relates to a method for managing autonomous emergency braking of a motor vehicle.
• the invention also relates to a motor vehicle comprising hardware and / or software means implementing such a management method.
• autonomous emergency braking system also known as the AEB (standing for “Automatic Emergency Braking”) system.
• detection means such as radar, camera or lidar
• autonomous emergency braking systems have drawbacks. Indeed, they do not systematically detect a potentially dangerous situation, or on the contrary, activate the vehicle's braking means by wrongly detecting a dangerous situation.
• the trajectory of the various vehicles present including the trajectory of the vehicle equipped with the autonomous emergency braking system, may vary suddenly.
• the aim of the invention is to provide a method for managing an autonomous emergency braking which overcomes the above drawbacks and improves the management methods known from the prior art.
• a first object of the invention is a method for managing reliable autonomous emergency braking and only triggering emergency braking when necessary.
• a second object of the invention is a method for managing an autonomous emergency braking which is simple to implement, in particular which does not require the use of navigation data or of a communication device between vehicles.
• the invention relates to a method of managing an autonomous emergency braking of a first motor vehicle, the management method comprising:
• step - a step of activating the autonomous emergency braking of the first vehicle if the indicator reveals an intention to turn on the side of the second vehicle on the part of the driver of the first vehicle, or a step of inhibiting the autonomous emergency braking of the first vehicle if the indicator reveals an absence of intention to turn on the side of the second vehicle on the part of the driver of the first vehicle.
• the second vehicle may be a vehicle incident from the left of the first vehicle when driving on the right or the second vehicle may be a vehicle incident from the right of the first vehicle when driving on the left, the first vehicle traveling on a first lane traffic, the second vehicle traveling on a second traffic lane, said collision likely to occur substantially at an intersection between the first traffic lane and the second traffic lane.
• Manual control parameters can be chosen from:
• the depressing of the accelerator pedal is strictly less than a first threshold, the depressing of the brake pedal is greater than or equal to a second threshold, and the flashing on the side of the second vehicle is activated, and / or
• the depression of the accelerator pedal is strictly less than a first threshold
• the depression of the brake pedal is greater than or equal to a second threshold
• the angle at the steering wheel towards the side of the second vehicle is greater or equal to a third threshold, and / or
• the depressing of the accelerator pedal is strictly less than a first threshold, the flashing light on the side of the second vehicle is activated, and the angle at the steering wheel towards the side of the second vehicle is greater than or equal to a third threshold.
• the step of calculating a risk of collision of the first vehicle with a second vehicle incident laterally may comprise: a first sub-step of detecting a collision between the first vehicle and the second vehicle in the event that the first vehicle turns towards the second vehicle, and
• a second sub-step for detecting an absence of collision between the first vehicle and the second vehicle on the assumption that the first vehicle does not turn towards the second vehicle.
• the management method can be performed at the last moment at which the autonomous emergency braking can be triggered to avoid a collision between the first vehicle and the second vehicle.
• the invention also relates to a computer program product comprising program code instructions recorded on a medium readable by an electronic control unit to implement the steps of the management method as defined above when said program is running on an electronic control unit.
• the invention also relates to a computer program product which can be downloaded from a communications network and / or recorded on a data medium readable by a computer and / or executable by a computer, the program product comprising instructions which, when the program is executed by the computer, lead the latter to implement the management method as defined above.
• the invention also relates to a data recording medium, readable by an electronic control unit, on which is recorded a computer program comprising program code instructions for implementing the management method as defined. previously.
• the invention also relates to a computer-readable recording medium comprising instructions which, when executed by a computer, lead the latter to put implementing the management method as defined above.
• the invention also relates to a signal from a data medium, carrying the computer program product as defined above.
• the invention also relates to a motor vehicle comprising hardware and / or software means implementing the management method as defined above.
• FIG. 1 is a schematic view of a motor vehicle according to one embodiment of the invention.
• Figure 2 is a schematic top view of the vehicle on a right-hand drive lane.
• FIG. 3 is a block diagram showing the steps of a management method according to one embodiment of the invention.
• Figure 4 is a schematic top view of the vehicle on a left-hand drive lane.
• FIG. 1 schematically illustrates a motor vehicle 1 according to one embodiment of the invention.
• the vehicle 1 can be of any kind. In particular, it can be for example a private vehicle, a utility vehicle, a truck or a bus.
• the vehicle 1 comprises four wheels 2 each equipped with a braking means 3.
• the braking means 3 are connected to an actuator 4 of the vehicle, itself connected to a control unit. electronic control 5 of the vehicle.
• the vehicle 1 further comprises two indicators 6, on the right and on the left of the vehicle (the left and the right being defined according to the point of view of the driver of the vehicle 1).
• the turn signals 6 are indicator lights that can be activated by a driver of the vehicle via a control interface 7 to indicate to other road users an intention to turn left or an intention to turn right.
• the vehicle 1 also comprises a steering wheel 8, controllable by the driver of the vehicle 1, for orienting the steered wheels of the vehicle and an angle sensor on the steering wheel 9.
• the angle sensor on the steering wheel is able to supply a signal depending on the steering wheel orientation.
• the vehicle 1 also comprises an accelerator pedal 10, or gas pedal, on which the driver can press to accelerate the vehicle 1.
• the vehicle 1 further comprises a brake pedal 11 on which the driver can press to brake the vehicle 1
• the accelerator pedal 10 and the brake pedal 11 are each equipped with a sensor making it possible to measure their level of depression.
• the level of depression of a pedal can vary from 0%, when the driver does not press the pedal, to 100%, when the driver presses the pedal to the limit.
• the activation of a flashing light, the depressing of the accelerator pedal 10, the depressing of the brake pedal 11, and the steering wheel angle constitute manual control parameters of the vehicle 1, that is to say - say parameters that the driver can freely vary in order to control his vehicle, in particular with his feet or with his hands.
• the vehicle 1 comprises means 12 for detecting the environment of the vehicle 1, such as, for example, radars, and / or lidars and / or cameras.
• the detection means 12 are in particular able to detect traffic lanes and vehicles surrounding the vehicle 1.
• the electronic control unit 5 comprises a memory 51, a microprocessor 52 and an input / output interface 53 for receiving data coming from other equipment of the vehicle 1 or to send data to the attention of other equipment of the vehicle 1.
• the electronic control unit 5 is electrically connected to the actuator 4, to the interface 7 controlling the activation of the turn signals 6, the steering wheel angle sensor 9, the accelerator pedal depression sensor 10, the brake pedal depression sensor 11 and the detection means 12.
• the memory 51 of the electronic control unit is a data recording medium on which is recorded a computer program comprising program code instructions for implementing a method according to one embodiment of the invention.
• the microprocessor 52 is able to execute this method.
• the electronic control unit 5 is able to send control commands to the actuator 4 via its input / output interface 53 so as to actuate the braking means 3.
• the actuator 4 can therefore activate the braking means 3 either in reaction to a press of the brake pedal 11 by the driver, or in reaction to a control command issued by the electronic control unit 5 independently of any press on the brake pedal 11.
• the electronic control unit can issue an autonomous emergency braking command.
• the braking means can then be actuated at full power or at high power to rapidly slow down the vehicle 1. Autonomous emergency braking can be used to avoid or minimize the consequences of a collision.
• FIG. 2 illustrates the vehicle 1 traveling on a first traffic lane 21 of a first road.
• the road is delimited on the left and on the right by two demarcation lines materialized in the form of continuous lines.
• the first route can be either one-way or two-way.
• the road includes two parallel traffic lanes but in a variant it could not understand only one, or three or more lanes of traffic.
• the first road is intersected by a second road substantially perpendicular to the first road. An intersection, or in other words a crossroads is therefore formed at the intersection between the first road and the second road.
• the second road could not be perpendicular to the first road and therefore form an angle other than 90 ° with the first road.
• the second road comprises a second traffic lane 22 on which a second vehicle 30 travels.
• the second vehicle 30 heads towards the intersection formed between the first traffic lane and the second traffic lane. It is therefore incident laterally with respect to the first vehicle 1.
• a laterally incident vehicle is a vehicle whose trajectory intersects the trajectory of the first vehicle 1.
• the second road comprises a third traffic lane 23, parallel to the second traffic lane 22, for vehicles traveling in the opposite direction of the second vehicle 30.
• the first traffic lane 21, the second traffic lane 22 and the third traffic lane. traffic 23 can extend on either side of the crossroads. These traffic lanes can be in a straight line as shown in Figure 2, or alternatively be curved.
• vehicle 1 (which may also be referred to as "first vehicle 1") can either continue straight ahead and stay on the first lane, or turn left and enter the third lane of circulation, that is to say turning towards the side of the second vehicle 30. In either case, the trajectory of the first vehicle 1 intersects the trajectory of the second vehicle 2. As a variant, the first vehicle 1 could also turn right on the second lane. The first vehicle 1 and the second vehicle 30 travel according to driving rules, called driving on the right. That is to say that the vehicles position themselves on the right of their respective road. In addition, in the absence of specific signage at the intersection between two roads, a right-hand vehicle priority rule applies. In the configuration illustrated in Figure 1, the first vehicle 1 therefore has priority over the second vehicle 30. The second vehicle 30 should therefore allow the first vehicle 1 to pass regardless of the traffic lane 21, 22, 23 that the first vehicle 1 takes after the intersection.
• a delay before collision also called by the anglicism "time to collision"
• time to collision the delay between the present moment and the moment when a collision between the first vehicle 1 and the second vehicle 30 could occur if no action is taken.
• the distance before collision and the delay before collision therefore depend on the speeds and trajectories estimated for the first vehicle 1 and for the second vehicle 30. It is considered in the configuration of FIG. 2 that if the first vehicle 1 does not turn to the left but continue straight ahead then the collision with the second vehicle 30 will be avoided. On the contrary, if the first vehicle 1 turns left then the collision with the second vehicle 30 could occur.
• FIG. 3 illustrates a block diagram of a method for managing an autonomous emergency braking of the first vehicle 1 according to one embodiment of the invention.
• the management method comprises a first step E1 of calculating a risk of collision of the first vehicle 1 with the second vehicle 30, a second step E2 of observing the manual control parameters of the first vehicle 1, a third step E3 of calculating at least one indicator revealing an intention to turn on the side of the second vehicle 30 on the part of the driver of the first vehicle 1, as a function of said manual control parameters, and finally a fourth step E4 for activating the autonomous emergency braking of the first vehicle or a fifth step E5 of inhibiting the emergency autonomous braking of the first vehicle.
• the indicator calculated during the calculation step E3 reveals an intention to turn on the side of the second vehicle 30 on the part of the driver of the first vehicle 1, the autonomous emergency braking is activated.
• said indicator reveals an absence of intention to turn on the side of the second vehicle 30 on the part of the driver of the first vehicle 1, the autonomous emergency braking is inhibited.
• the second traffic lane 22 crossing the first traffic lane 21 is detected, in particular by virtue of the detection means 12.
• the second vehicle 30 is also detected on the second traffic lane 22.
• the trajectory of the second vehicle 30 and its speed are detected. It is thus possible to extrapolate the future positions of the second vehicle 30, assuming that the latter does not change direction or speed.
• a collision between the first vehicle and the second vehicle would occur on the assumption that the first vehicle would turn towards the second vehicle.
• a second sub-step E12 we detects that the collision between these two vehicles would be avoided in the event that the first vehicle does not turn towards the second vehicle, in particular in the event that the first vehicle continues straight on the first traffic lane.
• the risk of collision is greater if the first vehicle turns left than if it continues. straight ahead.
• the first step E1 a situation is detected in which a collision would occur if and only if the first vehicle turns left.
• the autonomous emergency braking can be directly triggered.
• the autonomous emergency braking can be inhibited, that is to say deactivated.
• the time to collision between the two vehicles 1 and 30 can then be calculated by assuming that the driver of the first vehicle will turn left, on the third lane of traffic 23.
• the time to collision decreases as the two vehicles 1 and 30 move together. approach the intersection between the two traffic lanes 21 and 22.
• the management method is then continued until the last moment at which the autonomous emergency braking of the first vehicle 1 can be triggered to avoid a collision. In other words, until the moment corresponding to the estimated moment of the collision minus the time before collision corresponding to the safe emergency braking distance.
• the management method is therefore executed once when approaching the intersection and at a very precise moment calculated as a function of the speeds of the two vehicles 1 and 30 and of their position relative to the intersection.
• the second step E2 is carried out.
• the manual control parameters of the first vehicle 1 are observed.
• the value of a binary variable depending on the activation of the left turn signal can be noted.
• a depression value of the accelerator pedal 10 for example in the form of a percentage between 0% and 100%.
• a depressing value of the brake pedal 11 can be recorded, for example in the form of a percentage between 0% and 100%.
• the steering wheel angle measured by the steering wheel angle sensor 9 can be read. Four values or manual control parameters are thus available which will then be used in the third step E3.
• an indicator is calculated as a function of the manual control parameters revealing an intention to turn to the left.
• this indicator can be equal to a first value if an intention to turn to the left is detected, or it can be equal to a second value if an absence of intention to turn to the left is detected.
• the value of this indicator can be saved in the memory of the electronic control unit 5.
• an intention to turn left by the driver of the first vehicle 1 can be detected if at least one of the following three conditions is met:
• the depression value of the accelerator pedal 10 is strictly less than a first threshold
• the depression value of the brake pedal 11 is greater than or equal to a second threshold
• the angle at the steering wheel towards the side of the second vehicle 30, measured by the steering wheel angle sensor 9 is greater than or equal to a third threshold
• the depressing value of the accelerator pedal 10 is strictly less than a first threshold, the flashing light 6 on the side of the second vehicle 30 is activated, and the angle at the steering wheel towards the side of the second vehicle 30 is greater than or equal to a third threshold.
• the first threshold can be defined for example at 5% depression of the accelerator pedal.
• the second threshold can be defined for example at 10% depression. of the brake pedal.
• the third threshold can be defined for example at 3 ° of angle at the steering wheel in the direction of the second vehicle 30.
• a first sub-step E31 of the third step E3 the depression value of the accelerator pedal is compared with the first threshold. If the depressing value of the accelerator pedal is greater than or equal to the first threshold, we go to the fifth step E5 in which the autonomous emergency braking is inhibited. On the contrary, if the depressing value of the accelerator pedal is strictly less than the first threshold, one passes to the second sub-step E32 in which the depressing value of the brake pedal is compared with the second threshold. If the depressing value of the brake pedal is greater than or equal to the second threshold, we go to the third sub-step E33.
• the fourth sub-step E34 it is observed whether the left turn signal is activated. If the left turn signal is activated, then we go to the fourth step E4 in which the autonomous emergency braking is activated. If the left turn signal is not activated, then we go to the fifth sub-step E35.
• the steering wheel angle measured by the steering wheel angle sensor is compared with the third threshold. If the steering wheel angle is greater than or equal to the third threshold, we go to the fourth step E4. Conversely, if the steering wheel angle is strictly less than the third threshold, we go to the fifth step E5.
• the fourth sub-step E34 it is observed whether the left turn signal is activated. If the left turn signal is activated, then we go to the fifth sub-step E35. If the left turn signal is not activated, then we go to the fifth step E5.
• the management method which has just been described could be transposed for territories with driving on the left.
• the method is then implemented when the second vehicle 30 arrives from the right.
• it will be determined whether or not the first vehicle intends to turn right or not. It will therefore be observed in particular whether the right turn signal is activated or not, and / or if the angle at the steering wheel exceeds a third threshold defined to the right.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Automation & Control Theory (AREA)
• Transportation (AREA)
• Human Computer Interaction (AREA)
• Traffic Control Systems (AREA)
• Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
• Regulating Braking Force (AREA)

Applications Claiming Priority (2)

Publications (1)

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Family Applications (1)

Country Status (4)

Families Citing this family (1)

Family Cites Families (3)

• 2019
  • 2019-08-05 FR FR1908984A patent/FR3099736B1/fr active Active
• 2020
  • 2020-07-09 WO PCT/EP2020/069337 patent/WO2021023463A1/fr unknown
  • 2020-07-09 KR KR1020227007465A patent/KR20220040491A/ko unknown
  • 2020-07-09 EP EP20740267.8A patent/EP4010231A1/de not_active Withdrawn

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