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
  • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
  • B60W60/001—Planning or execution of driving tasks
• • 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
  • B60W2540/30—Driving style
• • 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
  • B60W2554/00—Input parameters relating to objects
  • B60W2554/80—Spatial relation or speed relative to objects
  • B60W2554/804—Relative longitudinal speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
  • B60W2720/10—Longitudinal speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
  • B60W2720/10—Longitudinal speed
  • B60W2720/103—Speed profile
• • 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
  • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
  • B60W2720/10—Longitudinal speed
  • B60W2720/106—Longitudinal acceleration
• • 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
  • B60W2754/00—Output or target parameters relating to objects
  • B60W2754/10—Spatial relation or speed relative to objects
  • B60W2754/30—Longitudinal distance

Definitions

• the present invention claims the priority of French application 2011872 filed on 19.11.2020, the content of which (text, drawings and claims) is incorporated herein by reference.
• the invention is in the field of autonomous vehicle driving assistance systems.
• the invention relates to a method and a device for determining a target acceleration trajectory of an adaptive vehicle cruise control of an autonomous vehicle, called ego-vehicle, to dock a vehicle preceding said ego-vehicle , known as preceding vehicle.
• Vehicle means any type of vehicle such as a motor vehicle, moped, motorcycle, warehouse storage robot, etc.
• Autonomous driving of an “autonomous vehicle” means any process capable of assisting the driving of the vehicle. The method can thus consist in partially or totally directing the vehicle or providing any type of assistance to a natural person driving the vehicle. The process thus covers all autonomous driving, from level 0 to level 5 in the OICA scale, for Organization International des Constructeurs Automobiles.
• ADAS Advanced Driver Assistance Systems
• RW vehicle speed regulator
• An adaptive vehicle cruise control or ACC (from the English acronym "Adaptive Cruise Control"), is also a known ADAS system which regulates the speed of the vehicle and an inter-vehicular time, the inter-vehicular time representing a duration separating the passage of the front or rear of two successive vehicles on the same traffic lane.
• the inter-vehicular time is a parameter predetermined by the driver or by default according to a recommendation of the regulations in force (2 seconds for example).
• the predetermined inter-vehicular time is also referred to below as the target time.
• a device of a vehicle comprising the ACC function is able to acquire longitudinal dynamic characteristics of the ego-vehicle and of the preceding vehicle.
• This device comprises for example a camera, a radar, a lidar, etc.
• This device is capable of detecting the arrival of a preceding vehicle. This is the case, for example, when a vehicle falls back on the same traffic lane as the ego-vehicle, or when the ego-vehicle catches up with a vehicle which precedes it on the same traffic lane and which is driving slower than the ego-vehicle.
• a speed and acceleration of the ego-vehicle, a speed and acceleration of the preceding vehicle, and a distance between the ego-vehicle and the preceding vehicle are measured.
• the inter-vehicle or inter-vehicle distance a distance between the ego-vehicle and the preceding vehicle.
• the speed of the ego-vehicle When detecting a preceding vehicle, the speed of the ego-vehicle must be adapted in order to respect the target time (or the target distance). Conventionally, the speed of the preceding vehicle is measured and is taken as the target speed.
• the cruise control adapts the speed, and therefore the acceleration, of the ego-vehicle to dock with the vehicle in front. “Dock” is understood to mean adapting, over a determined duration, the speed of the ego-vehicle to reach that of the preceding vehicle while respecting the inter-vehicular time at the end of the determined duration.
• Vehicle speed controllers uniquely determine the speed or acceleration path the vehicle must follow. This determines an always identical docking behavior (behaviour of the longitudinal dynamics of the ego-vehicle).
• An object of the present invention is to remedy the aforementioned problem, in particular to calculate an acceleration trajectory to dock, using a vehicle cruise control, a preceding vehicle according to a desired behavior.
• a first aspect of the invention relates to a method for determining a setpoint acceleration trajectory of an adaptive vehicle cruise control of an autonomous vehicle, called ego-vehicle, to dock a vehicle preceding said ego -vehicle, said preceding vehicle.
• Said method comprises the steps of:
• Vc a target speed representing a speed that the ego-vehicle must have at a predetermined final time, tf, once the ego-vehicle has docked with the preceding vehicle
• D a distance difference between a measured inter-vehicular distance, DO, and a target inter-vehicular distance, De, the target inter-vehicular distance being determined from the target speed as well as an inter-vehicular time predetermined target vehicle;
• one of the driving modes is rapid docking characterized by strong longitudinal vehicle dynamics, that is to say strong acceleration then strong braking to adapt the inter-vehicle distance as quickly as possible.
• Another driving mode is a slow and dynamically comfortable docking characterized by low longitudinal vehicle dynamics.
• An intermediate driving mode is a psychologically comfortable docking characterized by a stronger longitudinal vehicle dynamics at the start of the maneuver, at the time initial, only at the end of the maneuver at the final time. In the latter case, the driver feels at the start of the maneuver the correct detection of the target vehicle.
• a numerical value is assigned to the typing parameter k according to the selection of a driving mode by the driver.
• a duration for docking the final time tf, knowing the distance difference to be respected, using the typing parameter k
• a set acceleration trajectory is determined. This trajectory is parameterized by the typing parameter k.
• the docking of the ego-vehicle to the preceding vehicle is typed differently.
• the trajectory lasts more or less long and so, thanks to the cruise control which regulates the speed of the ego-vehicle according to the setpoint acceleration trajectory , the vehicle has a different longitudinal dynamic behavior depending on the value of the typing parameter k.
• Having a single typing parameter k also simplifies the debugging of the regulator. Indeed, once the controller has been tuned for normal behavior, it suffices to select two other numerical values for the typing parameter k in order to have two other different docking behaviors.
• the typing parameter k modulates the final time to give an equivalent final time.
• the equivalent final time is smaller if the typing parameter k is less than 1. Conversely, the equivalent time is larger when the typing parameter k is larger than 1.
• the method further comprises a step of determining a speed difference, V, between a speed of the measured ego-vehicle, VO, and a speed target, Vc, and a final time determining step, tf, is from
• the final time, tf is simply calculated and determined from the inter-vehicle distance measured at the initial instant, from the speed of the ego-vehicle at the initial instant, the target inter-vehicle distance and the target speed.
• the target inter-vehicle distance is determined from the target inter-vehicle time of the target speed.
• the target speed is the speed of the preceding vehicle at the initial instant.
• the target speed is a speed determined from the speed of the preceding vehicle at the initial instant.
• the final time thus obtained is the best compromise between dynamic comfort and physiological comfort.
• the final time is about 11 seconds if the speed of the ego-vehicle is 130 km/h, the speed of the preceding vehicle is 110 km/h, the distance difference at the initial time is 100 meters and that the inter-vehicular time is 2 seconds.
• a value of the typing parameter k is between two
• kMax 2 * — D * cos - 3 E2 ⁇ .
• the target acceleration is very dynamic with strong acceleration then strong braking. It is an uncomfortable “bang bang” maneuver. From a typing parameter k close to two-thirds, there is no more (positive) acceleration to brake afterwards.
• the typing parameter k is close to two-thirds, the maneuver remains fast but it is perceived as anxiety-provoking by a driver. Indeed, the strongest deceleration is reached towards the end of the manoeuvre. When the typing parameter is close to 1, the maneuver is perceived as psychologically comfortable.
• the determination of the typing parameter ka results in a digital value proportional to a predetermined inter-vehicular time.
• a value of the typing parameter k close to and slightly less than 1 determines a setpoint acceleration trajectory resulting in rapid approach.
• a value of the typing parameter k close to and slightly greater than 1 determines a setpoint acceleration trajectory resulting in psychologically comfortable docking.
• a value of the typing parameter k between 1 and kmax determines a setpoint acceleration trajectory resulting in a common approach.
• a value of the typing parameter k close to kMax but less than kMax determines a setpoint acceleration trajectory resulting in dynamically comfortable docking.
• a second aspect of the invention relates to a device comprising a memory associated with at least one processor configured to implement the method according to the first aspect of the invention.
• the invention also relates to a vehicle comprising the device.
• the invention also relates to a computer program comprising instructions adapted for the execution of the steps of the method, according to the first aspect of the invention, when said program is executed by at least one processor.
• FIG. 1 schematically illustrates a device, according to a particular embodiment of the present invention.
• FIG. 2 schematically illustrates a method for determining a setpoint acceleration trajectory, according to a particular embodiment of the present invention.
• the invention is described below in its non-limiting application to the case of an autonomous motor vehicle traveling on a road or on a traffic lane. Other applications such as a robot in a storage warehouse or a motorcycle on a country road are also possible.
• FIG. 1 represents an example of a device 101 included in the vehicle, in a network (“cloud”) or in a server.
• This device 101 can be used as a centralized device in charge of at least certain steps of the method described below with reference to FIG. 2. In one embodiment, it corresponds to an autonomous driving computer.
• the device 101 is included in the vehicle.
• This device 101 can take the form of a box comprising printed circuits, of any type of computer or even of a mobile telephone (“smartphone”).
• the device 101 comprises a random access memory 102 for storing instructions for the implementation by a processor 103 of at least one step of the method as described above.
• the device also comprises a mass memory 104 for storing data intended to be kept after the implementation of the method.
• the device 101 may also include a digital signal processor (DSP) 105.
• This DSP 105 receives data to shape, demodulate and amplify, in a manner known per se, this data.
• Device 101 also includes an input interface 106 for receiving data implemented by the method according to the invention and an output interface 107 for transmitting data implemented by the method according to the invention.
• FIG. 2 schematically illustrates a method for determining a setpoint acceleration trajectory of an adaptive vehicle cruise control of an autonomous vehicle, called ego-vehicle, to dock with a vehicle preceding said ego-vehicle, called preceding vehicle, according to a particular embodiment of the present invention.
• Step 201, Det k is a step for determining a typing parameter, k, representing a docking behavior.
• one of the driving modes is rapid docking characterized by strong longitudinal vehicle dynamics, i.e. strong acceleration and braking to adapt the inter-vehicle distance as quickly as possible.
• Another driving mode is a slow and dynamically comfortable docking characterized by low longitudinal vehicle dynamics.
• An intermediate driving mode is a psychologically comfortable docking characterized by a stronger longitudinal vehicle dynamics at the start of the maneuver, at the initial time, than at the end of the maneuver at the final time. In the latter case, a driver feels at the start of the maneuver the correct detection of the target vehicle.
• the determination of the typing parameter k is possible by various means.
• a particular value is assigned to the typing parameter k according to the selection of the knob.
• the typing parameter has the value 1, respectively 1.1 and 1.3, if the sport mode, respectively normal and eco, is selected.
• the typing parameter k when the driver enters an inter-vehicle time on a touch screen of a dashboard, then a particular value is assigned to the typing parameter k.
• the typing parameter has the value 1, respectively 1.1 and 1.3, if the entered inter-vehicle time is 1 second, respectively 1.5 and 2 seconds.
• Step 202, Det Veh, tO is a step for detecting the preceding vehicle, said preceding vehicle being on the same lane of traffic as the ego-vehicle, said detection determining an initial instant.
• the device is able to acquire longitudinal dynamic characteristics of the ego-vehicle and of the preceding vehicle.
• the device is capable of receiving detection information from a new vehicle on the same lane as the ego-vehicle, the new vehicle preceding the ego-vehicle. This newly detected vehicle becomes said preceding vehicle.
• these sensors are a camera, a radar, a lidar or any other device based on information processing of light, electromagnetic or sound waves.
• An initial time is determined when a new vehicle is detected. Indeed, the docking maneuver lasts for a time tf. Defining and determining a setpoint acceleration trajectory requires defining an acceleration, setpoint at each instant between the initial time and the time tf.
• the time tf has a predetermined value. This value may be different depending on the speed of the ego-vehicle. In another operating mode, the time tf is determined from the longitudinal dynamic characteristics of the ego-vehicle and the preceding vehicle.
• Step 203, Det Vc is a step for determining a target speed, Vc, representing a speed that the ego-vehicle must have at a predetermined final time, tf, once the ego-vehicle has docked. the preceding vehicle.
• the target speed is equal to a measured speed of the preceding vehicle at the initial instant. It is assumed that the speed of the preceding vehicle will be substantially constant during the docking maneuver which lasts only a few seconds.
• the target speed is extrapolated from measurements of the speed and acceleration of the preceding vehicle.
• step 203 is updated, causing the following steps to be updated if necessary.
• Step 204, Det D is a step for determining a distance deviation, D, between a measured inter-vehicular distance, DO, and a target inter-vehicular distance, De, the target inter-vehicular distance being determined from the target speed as well as a predetermined target inter-vehicular time.
• the device receives at the initial instant measurement information of an inter-vehicular distance, DO.
• the target inter-vehicle distance is determined from the target inter-vehicle time and the target speed.
• the target inter-vehicle time is determined from a regulatory default value (2 seconds for example), or from an entry, or an indirect selection such as for the typing parameter k, per driver on a man-machine interface of the vehicle.
• the final time, tf therefore the duration of the docking maneuver, is simply calculated and determined from the intervehicular distance measured at the initial instant, from the speed of the ego-vehicle at the initial instant , the target inter-vehicle distance and the target speed.
• This equation is obtained from a polynomial model of order 5 of the longitudinal trajectory of the vehicle by setting constraints on the position, the speed, the acceleration, the jerk at the limits.
• Step 205, Det a(t), is a step determining a setpoint acceleration trajectory from the distance deviation, D, from the final time, tf, and from the typing parameter k.
• the acceleration will, for example, be constant and proportional to the ratio °
• the boundary conditions acceleration, jerk
• the determination of the typing parameter ka results in a numerical value proportional to a predetermined intervehicular time.
• the smaller the inter-vehicular time the smaller the value of the typing parameter.
• the greater the inter-vehicular time the greater the value of the typing parameter.

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• Engineering & Computer Science (AREA)
• Automation & Control Theory (AREA)
• Transportation (AREA)
• Mechanical Engineering (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)

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Family Cites Families (5)

• 2020
  • 2020-11-19 FR FR2011872A patent/FR3116251B1/fr active Active
• 2021
  • 2021-10-13 CN CN202180077963.XA patent/CN116670007A/zh active Pending
  • 2021-10-13 WO PCT/FR2021/051782 patent/WO2022106764A1/fr active Application Filing
  • 2021-10-13 EP EP21806006.9A patent/EP4247681A1/de active Pending

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