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
  • B60W30/18—Propelling the vehicle
  • B60W30/18009—Propelling the vehicle related to particular drive situations
  • B60W30/18163—Lane change; Overtaking manoeuvres
• • 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
  • B60W30/143—Speed control
• • 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
  • B60W2520/00—Input parameters relating to overall vehicle dynamics
  • B60W2520/10—Longitudinal speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2554/00—Input parameters relating to objects
  • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
  • B60W2554/404—Characteristics
  • B60W2554/4042—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
  • B60W2554/00—Input parameters relating to objects
  • B60W2554/80—Spatial relation or speed relative to objects
  • B60W2554/804—Relative longitudinal speed

Definitions

• the present invention claims the priority of French application 2102385 filed on March 1, 2021, the content of which (text, drawings and claims) is incorporated herein by reference.
• the present invention relates to methods and systems for assisting driving, and more particularly to methods and systems for assisting the lane change of a motor vehicle.
• lane change assistance systems (better known as “Lane Change Assist” or LCA) exist. Some of these systems are capable of planning and executing a lane change maneuver. Other semi-automatic systems make it possible, on command from the driver and under his supervision, to perform a lane change maneuver from the current lane of the motor vehicle to a traffic lane which is adjacent to it.
• Document DE19637245 discloses a process for adaptive regulation of the speed of a vehicle.
• Document FR3093057 discloses a method for securing a vehicle.
• Document US5521579 discloses a method for assisting the guidance of a vehicle when changing lanes.
• Document US2003/163239 discloses a method and device assisting an overtaking maneuver for motor vehicles.
• An object of the present invention is to assist the driver during a manual lane change maneuver.
• a lane change assistance system of a first motor vehicle from a first lane to a second lane adjacent to the first lane this system includes
• a first sensor able to determine a first acceleration, relative to the first motor vehicle, of a second motor vehicle preceding the first motor vehicle on the first lane;
• a second sensor capable of determining a second acceleration, relative to the first motor vehicle, of a third motor vehicle preceding the first motor vehicle on the second lane;
• the system further comprises a third sensor able to determine a third acceleration, relative to the first motor vehicle, of a fourth motor vehicle following the first motor vehicle on the first traffic lane; a fourth sensor capable of determining a fourth acceleration, relative to the first motor vehicle, of a fifth motor vehicle following the first motor vehicle on the second lane;
• the computer is further configured to calculate a minimum speed equal to the sum of the speed of the first motor vehicle and the time parameter multiplied by the maximum value between the third acceleration and the fourth acceleration; generating an alert when the speed of the first motor vehicle is lower than the calculated minimum speed;
• the computer is further configured to generate, when the speed of the first motor vehicle is greater than the maximum speed or when the speed of the first motor vehicle is less than the minimum speed, a command for adaptive regulation of the speed of the first motor vehicle;
• the computer is further configured to detect the triggering of a lane change maneuver from the first traffic lane to the second traffic lane, an alert being generated when, in addition, the triggering of a lane change has been detected beforehand by the computer;
• the first sensor is capable of detecting a marking line on the ground separating the first traffic lane and the second traffic lane.
• FIG.1 schematically illustrates a motor vehicle provided with a lane change assistance system according to various embodiments
• FIG.2 schematically illustrates the steps of a lane change assistance method according to various embodiments.
• a motor vehicle 5 comprising a lane change assistance system of the motor vehicle 5 from its current lane 10 of traffic to an adjacent lane 11 of traffic.
• This system comprises a plurality of sensors 51 -56 embedded in the motor vehicle 5. These sensors 51 -56 are capable of detecting surrounding motor vehicles 1 -4 .
• the sensors 51 -56 are, in one embodiment, capable of detecting surrounding motor vehicles 1 -4 traveling on the same lane 10 of traffic as the motor vehicle 5 (the ego-vehicle) immediately in front and behind and those circulating on at least one lane 11 adjacent traffic.
• the sensors 51 -56 comprise devices capable of emitting signals which, when they encounter a static object or obstacle (a stationary vehicle or a deflection sign for example) or mobile (in particular, the surrounding motor vehicles 1 -4), are reflected in the form of echoes enabling these devices to determine the distance (or inter-distance) between this object and these devices or, equivalently, between this object and the motor vehicle 5 carrying these devices.
• the sensors 51 -56 comprise, for example, LiDAR sensors (acronym for "light detection and ranging"), radars, or Infra Red detectors capable of determining a distance between the motor vehicle 5 and a motor vehicle 1 -4 surrounding.
• the sensors 51 -56 comprise vehicular communication modules (of the vehicle-with-everything type better known under the English name "Vehicle-to-Everything", Vehicle-to-Vehicle, Vehicle -to-Device, Vehicle-to-Infrastructure, or Vehicle-to-Network for example) capable of receiving position data from vehicles 1 -4 surrounding cars. A distance between the motor vehicle 5 and a surrounding motor vehicle 1 -4 can thus be determined.
• vehicular communication modules of the vehicle-with-everything type better known under the English name "Vehicle-to-Everything", Vehicle-to-Vehicle, Vehicle -to-Device, Vehicle-to-Infrastructure, or Vehicle-to-Network for example
• the sensors 51 -56 include image sensors such as video cameras for determining by stereo vision a distance between the motor vehicle 5 is a surrounding motor vehicle 1 -4.
• Successive measurements over time of the distance between the motor vehicle 5 and a surrounding motor vehicle 1 -4 makes it possible to determine the acceleration A1 -A4 of this surrounding motor vehicle 1 -4 relative to the motor vehicle 5. More generally, the sensors 51 -56 are intended to determine the acceleration A1 -A4 of a surrounding motor vehicle 1 -4 relative to the motor vehicle 5 (ego-vehicle). These accelerations A1 -A4 can take positive values as well as negative values (deceleration).
• a first sensor 51 -53 is capable of determining the acceleration A1, relative to the motor vehicle 5, of a surrounding motor vehicle 1 preceding the motor vehicle 5 on the lane 10 of traffic. In other words, this first sensor 51 -53 is capable of determining the relative acceleration A1 of the surrounding motor vehicle 1 located in front of the motor vehicle 5 on the same lane 10 of traffic.
• This first sensor 51 -53 is, in one embodiment, arranged at the front of the motor vehicle 5, in particular a front sensor 53 such as a camera, a radar and/or a front LiDAR.
• a second sensor 52- 53 is capable of determining the acceleration A2, relative to the motor vehicle 5, of a surrounding motor vehicle 2 preceding the motor vehicle 5 on a lane 11 of circulation adjacent to the lane 10 of the motor vehicle 5.
• this second sensor 52-53 is capable of determining the relative acceleration A2 of the surrounding motor vehicle 2 located in front of the motor vehicle 5 on the adjacent lane 11 of traffic.
• This second sensor 52-53 is, in one embodiment, arranged at the front of the motor vehicle 5, in particular in a corner of the motor vehicle 5 or in the middle of the front face of the motor vehicle 5 .
• a first and a second sensor 51 -53 are configured to determine the relative accelerations A1 -A2 of the surrounding motor vehicles 1 -2 which precede the motor vehicle 5, respectively, on its lane 10 of circulation and on the lane 11 adjacent traffic.
• a third sensor 54- 56 is capable of determining the acceleration A3, relative to the motor vehicle 5, of a surrounding motor vehicle 3 following the motor vehicle 5 on the lane 10 of circulation .
• this third sensor 54-56 is capable of determining the relative acceleration A3 of the surrounding motor vehicle 3 located behind the motor vehicle 5 on the same lane 10 of traffic.
• This third sensor 54-56 is, in one embodiment, arranged at the rear of the motor vehicle 5, preferably in the middle of the rear face of the motor vehicle 5 (such as the sensor 56).
• a fourth sensor 55- 56 is capable of determining the acceleration A4, relative to the motor vehicle 5, of a surrounding motor vehicle 4 following the motor vehicle 5 on the lane 11 of circulation adjacent to the lane 10 of the motor vehicle 5.
• this fourth sensor 55-56 is capable of determining the relative acceleration A4 of the surrounding motor vehicle 4 located behind the motor vehicle 5 on the adjacent lane 11 of traffic.
• This fourth sensor 55-56 is, in one embodiment, arranged at the rear of the motor vehicle 5, in particular in a corner of the motor vehicle 5 or in the middle of the rear face of the motor vehicle 5 .
• a third and a fourth sensor 54-56 are configured to determine the accelerations A3-A4, relative to the motor vehicle 5, of the surrounding motor vehicles 3-4 following the motor vehicle 5, respectively, on its track 10 traffic and on the adjacent traffic lane 11. More generally, the sensors 51 -56 are able to determine the accelerations A1 -A4, relative to the motor vehicle 5, of the surrounding motor vehicles 1 -4 of the motor vehicle 5 which precede it and those which follow it on its way 10 and on the adjacent lane 11.
• the sensors 51 -56 are not necessarily distinct. Indeed, certain sensors 51 -56 can be combined into one such as a sensor at the front of the motor vehicle 5 to determine the accelerations A1 -A2 and a sensor at the rear of the vehicle to determine the accelerations A3-A4 , or a single sensor (such as a 360 degree camera or a vehicular communication module) to determine all or part of the accelerations A1 -A4.
• the sensors 51 -56 are also capable of detecting a ground marking line separating the lanes 10-11 of circulation.
• These sensors 51 -56 are, for example, image sensors (cameras) provided with image processing algorithms, sensors capable of reading magnetic tapes included in a line of markings on the ground, or radar sensors or LiDARs allowing radiolocation of the marking line on the ground. This advantageously makes it possible to determine, in particular in a bend, whether a surrounding motor vehicle 1 -4 is traveling on the same lane 10 of traffic as the motor vehicle 5 or on an adjacent lane 11 of traffic.
• the lane change assistance system comprises a computer 50.
• This computer comprises one or more communication interfaces, computer processing units, and alert means for, respectively, the acquisition of data (in particular, the accelerations A1 -A4 determined by the sensors 51 -56), the processing of the acquired data, and generating, if necessary, an alert for the attention of the driver of the motor vehicle.
• the computer 50 can be embedded in the motor vehicle 5 or be remote.
• the computer 50 is configured to determine a speed V of the motor vehicle 5.
• This speed V can be recovered from any speed sensor fitted to the motor vehicle 5 or determined from the position data of the motor vehicle 5 .
• the speed V of the motor vehicle 5 and the accelerations A1 -A4 of the surrounding motor vehicles 1 -4 with respect to the motor vehicle 5 are instantaneous data.
• T time parameter
• the time parameter T is, in one embodiment, the average duration of a lane change maneuver from lane 10 of traffic to lane 11 of traffic.
• This time parameter T can be dependent on the speed V of the motor vehicle, on the type of road (urban road, road outside urban areas, or motorways for example), a driver profile (driving style, response time, age, driving experience for example), the type of vehicle (light vehicle, commercial vehicle, or heavy goods vehicle for example) , or driving conditions (traffic jam or weather conditions for example).
• the time parameter T is a statistical value (such as mode, mean, or median) of past observations of the duration of a manual lane change maneuver under predefined driving conditions.
• Vmin V+T ⁇ Max(A3, A4)
• the computer 50 is configured to detect the triggering (or the engagement / initiation) by the driver of the motor vehicle 5 of a lane change maneuver from the lane 10 of traffic to the lane 11 of traffic .
• the triggering of a lane change maneuver can be detected by monitoring the actuation of the right or left turn signal of the motor vehicle.
• the activation of the left turn signal of the motor vehicle 5 marks the decision or the explicit intention of the driver to change lanes to lane 11 of traffic.
• implicit indicators are monitored by the computer 50 to detect the initiation of a lane change maneuver.
• These indicators include, for example, the orientation of the driver's head towards the target traffic lane, the position of the driver's gaze, the position in the traffic lane of the motor vehicle 5, the actions of the driver on the steering controls, or the angle of the steering wheel of the motor vehicle 5 with respect to the longitudinal direction of the lane 10 of circulation.
• Early detection of a lane change maneuver aims to assist the driver as soon as possible in this maneuver.
• step 20 when the computer 50 detects (step 20) the triggering of a lane change maneuver of the motor vehicle 5 from the lane 10 of traffic to the lane 11 of traffic, the speed V of the motor vehicle 5 and the accelerations A1 -A4 of the surrounding motor vehicles 1 -4 are determined (step 21) as described above.
• the computer 50 calculates (step 22) the minimum speed Vmin and the maximum speed Vmax using the determined data. Then, the computer 50 evaluates the risk (side, frontal or rear collision with vehicles 1 -
• step 23 the speed V of the automobile vehicle 5 with the maximum speed Vmax and with the minimum speed Vmin calculated.
• the speed V of the vehicle is a speed of the vehicle
• step 21 the accelerations A1 -A4 of the surrounding automobile vehicles 1 -4 are constantly determined (step 21 ), even before the detection (step 20) of the initiation of a lane change maneuver.
• step 24 When the speed V of the motor vehicle 5 is higher (or strictly higher) than the maximum speed Vmax, an alert is generated (step 24) by the computer 50. An alert is also generated (step 24), when the speed V of the motor vehicle 5 is lower (or strictly lower) than the minimum speed Vmin. On the other hand, when the speed V of the motor vehicle 5 is both lower than the maximum speed Vmax and higher than the minimum speed Vmin, it is considered by the computer 50 that the lane change maneuver from the traffic lane 10 to lane 11 traffic can be carried out safely.
• the comparison of the speed V of the motor vehicle 5 with the maximum speed Vmax and the minimum speed Vmin calculated aims to verify that there is no risk of collision not only with the surrounding motor vehicles 2, 4 on the adjacent lane between which the motor vehicle 5 wishes to enter but also with the motor vehicle 1 preceding it and the motor vehicle 3 following it on the lane 10 of circulation.
• the alert generated by the computer 50 is, in one embodiment, communicated to the attention of the driver of the motor vehicle.
• This alert can be sound, visual, and/or by vibration in the steering wheel or the pedals of the motor vehicle.
• the alert emitted includes a recommendation to adapt the speed V of the motor vehicle 5 (of the type to accelerate, decelerate or maintain the speed) to make the lane change to the traffic lane 11 in complete safety.
• the computer 50 recommends, via a man-machine interface, a speed between the minimum speed Vmin and the maximum speed Vmax calculated allowing the lane change maneuver to be successful in a safe and comfortable manner. by inserting correctly into lane 11 of traffic. This recommended speed guarantees the safety of the motor vehicle 5 and that of the surrounding motor vehicles 1-4. If the driver maintains a speed outside the interval defined by the minimum speed Vmin and the maximum speed Vmax, the computer 50 triggers, in one embodiment, a trajectory correction function of the motor vehicle 5 to recenter it in the lane 10 traffic.
• the computer 50 is configured to generate, when the speed V of the motor vehicle 5 is greater than the maximum speed Vmax or less than the minimum speed Vmin, a command for adaptive speed regulation of the motor vehicle 5.
• This command can be implemented by an adaptive cruise control (better known by the English name “Adaptive Cruise Control” or ACC).
• the control for adaptive regulation of the speed of the motor vehicle comprises a setpoint speed making it possible to perform the lane change in complete safety.
• This command is, in one embodiment, offered to the driver in the form of an audible and/or visual message that the driver can confirm for a predefined period (three, four or five seconds for example). If it is confirmed within this period by the driver, this command is transmitted to an adaptive cruise control fitted to the motor vehicle.
• the computer 50 calculates (step 22) the minimum speed Vmin and the maximum speed Vmax using the speed V of the motor vehicle 5 and the relative accelerations A1 -A4 of the surrounding motor vehicles 1 -4 and checks whether the speed V of the vehicle is included in the interval defined by the minimum speed Vmin and the maximum speed Vmax calculated. Following the detection of an engagement of a lane change manoeuvre, an alert is generated (step 24) by the computer 50 as soon as the speed V of the motor vehicle 5 is outside this interval.
• the lane change to the left of the motor vehicle 5 shown in Figure 1 is in no way limiting.
• the embodiments described above apply to a change of lane from a first traffic lane to a second traffic lane which is adjacent, whether this lane change is to the left or to the right.
• the driver can decide to change lanes in order to travel at a desired speed, to carry out a drop-off or overtaking maneuver, or to join a target lane (for example, to join a specific destination when approaching a bifurcation).
• the embodiments described above allow a simple and rapid assessment of the risks of a lane change which avoids any complex calculation requiring a long time unsuitable for rapid assistance, preferably real time, during a change of lane.
• the lane change assistance system described above advantageously provides safety to users of motor vehicles without an automatic or semi-automatic assistance system.

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

Applications Claiming Priority (2)

Publications (1)

Family

ID=75539600

Family Applications (1)

Country Status (3)

Families Citing this family (1)

Family Cites Families (5)

• 2021
  • 2021-03-11 FR FR2102385A patent/FR3120596B1/fr active Active
• 2022
  • 2022-02-01 WO PCT/FR2022/050185 patent/WO2022189716A1/fr active Application Filing
  • 2022-02-01 EP EP22709353.1A patent/EP4304905A1/de active Pending

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