FR3066984A1 - ASSISTING DEVICE FOR DRIVING A VEHICLE BY CONTROLLING BRAKE IN STOP PHASES - Google Patents

Abstract

A device (DA) assists the driving of a vehicle (V) comprising a braking system (SF) and acceleration means (PA) operable by a driver. This device (DA) comprises control means (MCT) which, when activated, an end of actuation of the acceleration means (PA) and a need to stop the vehicle (V), control the braking system (SF) to induce stopping, and allow a restart of the vehicle (V) when the acceleration means (PA) are again actuated or when receiving a command representative of a request restart.

Description

ASSISTANCE DEVICE FOR DRIVING A VEHICLE BY

BRAKING CHECK IN STOPPING PHASES

The invention relates to vehicles, possibly of the automobile type, and more specifically to devices which make it possible to assist the driving of such vehicles.

Many assistance devices have already been proposed. The invention relates only to those which make it possible to facilitate the movement of a first vehicle during a driving phase on a traffic lane on which a second vehicle is traveling in front of it. Among these assistance devices, some make it possible to control the longitudinal movements of their vehicle as a function of a selected speed setpoint. This is the case, for example, with certain cruise control devices such as those known by the acronym ACC ("Adaptive Cruise Control"). These latter devices are notably capable of acting on the braking system of their vehicle when they find that the vehicle located in front of the latter slows down or is stopped.

When a deceleration or a stop is necessary, the ACC device automatically controls the braking system according to acquired information which is representative of the distance separating its vehicle from that which precedes it and the relative speed between the two vehicles concerned . When the vehicle comprising the ACC device is stopped, the latter remains active for a few seconds of delay in order to be able to restart the vehicle automatically if the information acquired very quickly becomes representative of an increasing distance between the two vehicles and d 'a non-zero relative speed.

If after these few seconds the situation is unchanged, the ACC device is automatically deactivated. If the vehicle being monitored sets out again, the driver is then obliged to regain full control of his vehicle, and in particular to press the accelerator pedal to start again, which requires him to be vigilant and to be ready at any time to act on the brake pedal which is no longer controlled by the ACC device. Then, if he wishes, he can reactivate his ACC device by actuating a dedicated control unit and, in certain cases, he must also choose a new speed setpoint, in particular if the previously chosen one is not automatically adopted when the next activation or if it proves unsuitable for traffic.

This reactivation and this possible new choice do not constitute difficult operations for a vigilant driver, and do not oblige this driver to divert even partially his attention from the road. However, when the driver is very often forced to re-accelerate, then reactivate the ACC device and possibly choose a new speed setpoint, for example because he is in a traffic jam, it quickly becomes tedious and annoying, even likely to upset and / or tire him and therefore reduce his vigilance. In addition, each time the ACC device is deactivated without driver intervention, it no longer provides the service desired by this driver.

Furthermore, it will be understood that in the case of a vehicle without an ACC device, the driver must be constantly vigilant and must constantly control the accelerator pedal and the brake pedal, since he has no assistance to longitudinal displacements.

The invention therefore aims in particular to improve the situation.

To this end, it proposes in particular an assistance device intended to assist the driving of a first vehicle during a running phase on a traffic lane on which a second vehicle is traveling in front of it, this first vehicle comprising a braking system and acceleration means operable by a driver.

This assistance device is characterized by the fact that it includes control means which, in the event of activation, of an end of actuation of the acceleration means and of a need to stop the first vehicle, control the braking system to induce this stop, and authorize a restart (or departure) of the first vehicle when the acceleration means are again actuated or in the event of reception of a command representative of a request for restart.

Thanks to this automated control of the braking system in the vehicle stopping phases, the driver has only one operation left to start (or restart) his vehicle, whether or not the latter has a ACC type control device.

The assistance device according to the invention may include other characteristics which can be taken separately or in combination, and in particular:

- when the first vehicle is traveling on a traffic lane on which a second vehicle is traveling in front of it and comprises acquisition means suitable for acquiring information representative of a distance between the first and second vehicles and a relative speed of the second vehicle by relative to the first vehicle, its control means can control the braking system to induce stopping in the presence of acquired information imposing a stop of the first vehicle, and can authorize the restart of the first vehicle when in addition the acquired information is representative an increasing distance between the first and second vehicles and a non-zero relative speed;

> its control means can control the braking system to induce stopping based on the information acquired and / or at least one parameter representative of a driving mode of the vehicle by a driver thereof;

- In a first embodiment, its control means can control the braking system to induce stopping, and can authorize restart when the acceleration means are actuated again, and possibly when the information acquired is again representative an increasing distance between the first and second vehicles and a non-zero relative speed;

in a second embodiment, in the presence of a control device controlling longitudinal movements of the first vehicle as a function of a chosen speed setpoint, its control means can control the braking system to induce stopping, and may order this control device to remain active by temporarily using a zero speed setpoint until a command representative of a new non-zero speed setpoint has been received by the control device, and possibly when the information acquired are not again representative of an increasing distance between the first and second vehicles and of a non-zero relative speed;

- its control means can carry out their control when they have been activated and a current speed of the first vehicle is less than a predefined threshold. For example, this predefined threshold can be between 25 km / h and 35 km / h;

- its control means may interrupt their control in the event of the brake pedal of the first vehicle being depressed.

The invention also proposes a control device, on the one hand, responsible for controlling the longitudinal movements of a vehicle as a function of a selected speed setpoint, and, on the other hand, comprising an assistance device of the type of the one presented above.

The invention also provides a vehicle, possibly of the automobile type, capable of running on a traffic lane on which another vehicle is traveling in front of it, and comprising a braking system, acceleration means actuable by a driver, and a device assistance type of that presented above.

For example, this vehicle may also include a control device controlling its longitudinal movements as a function of a chosen speed setpoint. Such a control device may possibly include the assistance device presented above.

The invention also provides an assistance method intended to be implemented in a vehicle during a running phase on a traffic lane, this vehicle comprising a braking system and acceleration means actuable by a driver.

This assistance method is characterized by the fact that it includes a step in which, in the event of an end of actuation of the acceleration means and a need to stop the vehicle, the latter controls the system of braking to induce its stopping, and authorizes its restarting when its accelerator pedal is pressed again or in the event of reception of a command representative of a request for restarting.

Other characteristics and advantages of the invention will appear on examining the detailed description below, and the attached drawings, in which:

FIG. 1 diagrammatically and functionally illustrates, in a side view, a part of a motor vehicle equipped with a first embodiment of an assistance device according to the invention, and

- Figure 2 illustrates schematically and functionally, in a side view, a part of a motor vehicle equipped with a control device comprising a second embodiment of an assistance device according to the invention.

The purpose of the invention is in particular to provide an assistance device DA intended to assist the driving of a first vehicle V during a driving phase on a traffic lane on which a second vehicle possibly travels in front of it (V).

In what follows, it is considered, by way of nonlimiting example, that the first vehicle V is of the automobile type. This is for example a car. However, the invention is not limited to this type of vehicle. It relates in fact to any type of land vehicle which can be driven by a driver and which has a braking system and PA acceleration means which can be actuated by a driver (such as an accelerator pedal).

There is diagrammatically shown in FIGS. 1 and 2 a part of a nonlimiting example of a first vehicle V driven by a driver CD, installed in a passenger compartment H, and equipped in particular with an assistance device DA according to invention.

In order for the invention to be implemented, the first vehicle V must include at least one braking system SF and acceleration means PA actuable by its driver.

The braking system SF comprises braking means PF actuable by a driver (such as for example a brake pedal) and coupled to a braking circuit CF acting on the wheels of the first vehicle

V.

As illustrated in FIGS. 1 and 2, a DA assistance device, according to the invention, comprises at least MCT control means which intervene whenever three conditions are simultaneously satisfied, namely their DA assistance device has been activated by the driver CD of the first vehicle V, the acceleration means PA are no longer actuated (for example the accelerator pedal is no longer depressed), and there is a need to stop the first vehicle V.

Activation of the assistance device DA by the driver CD can be done, for example, by an action on a dedicated control member (for example installed on a central part of the steering wheel or a joystick (or a comodo®) coupled to the steering wheel), or a selection of a submenu displayed on a screen of the first vehicle V (for example that of the central handset installed in or on the dashboard), or even the pronunciation of a dedicated word aloud or a dedicated expression.

Whenever the three aforementioned conditions are simultaneously satisfied, the MCT control means control the SF braking system to induce stopping.

The control means MCT are also arranged so as to authorize a restart (or departure) of the first vehicle V when the acceleration means PA are actuated again (for example when the accelerator pedal PA is depressed again) or by reception of an order representative of a restart (or departure) request.

Thus, when the first vehicle V has a DC control device of the ACC type, as well as when it does not have one, the automated control of the braking system SF carried out in the stop phases allows the driver CD to have only one operation left to start (or restart) your first vehicle V.

It will be noted that the need to stop the first vehicle V may result from the fact that the driver no longer actuates the acceleration means PA or that there is information acquired by acquisition means.

MAQ which impose a stop of the first vehicle V due to the fact that it is following a second vehicle which has just stopped.

This second alternative requires that the first vehicle V also include MAQ acquisition means capable of acquiring information which is at least representative of the distance d between the first V and second vehicles and of the relative speed vr of the second vehicle with respect to the first vehicle V.

These MAQ acquisition means can, for example, include at least one ultrasonic sensor, a radar, a lidar, a scanning laser or a camera. They can, for example, be installed, at least in part, in a front part of the first vehicle V (possibly in the bumper or front bumper). The information, acquired by these MAQ acquisition means and here representative at least of the distance d and of the relative speed vr, is for example transmitted via an on-board RC communication network, possibly of multiplexed type, and allowing the exchange of data and commands between electronic equipment. All this information is therefore available in the first vehicle V from at least one computer or on the RC communication network.

Note that the MAQ acquisition means may possibly be part of the DA assistance device. But it is not compulsory. In fact, they can be part of another device on board the first vehicle V, such as for example an obstacle detection device located in a front part of the first vehicle V.

The need to stop is imposed by the detection by the MAQ acquisition means of the stop of the second vehicle it is following. This detection results for example from the observation of the rapid decrease in the distance d combined with the fact that the relative speed vr is equal to the current speed of the first vehicle V.

When the three aforementioned conditions are satisfied, the control means MCT control the braking system SF to induce stopping, and authorize the restarting of the first vehicle V when, in addition, the information acquired is again representative of an increasing distance d between the first V and second vehicles and with a non-zero relative speed vr.

The deceleration curve when stopping is calibrated so as to respect, in the case of a second vehicle placed in front of the first vehicle V, a safety distance associated with braking comfort.

It will be noted that the control means MCT can control the braking system SF to induce stopping as a function of the information acquired by the acquisition means MAQ and / or at least one parameter which is representative of a driving mode. of the first vehicle V by its driver CD.

The driving mode can, for example, be economical or automatic or sporty, or concern the type of braking of the driver CD. This mode of conduct can be known due to the selection of an option or learning, for example according to the technique known as "deep-learning".

This option makes it possible to manage the braking power during a stop as a function of the distance d and the relative speed vr and / or at least the driving mode selected by the driver CD or learned by a computer of the first vehicle V depending on the behavior of the CD driver. It will indeed be understood that the smaller the distance d, the smaller the braking distance will have to be, the greater the relative speed vr the greater the braking intensity will have to be, and the more sporty the driving mode the more the intensity of the braking can be great.

It will be noted that in this last option the control means MCT can control the braking system SF as a function also of a behavior known to the driver CD by learning, for example according to the deep-learning technique. This known behavior relates in particular to his usual vigilance, in particular in traffic jams.

At least two embodiments can be envisaged for the DA assistance device.

In a first embodiment illustrated in FIG. 1, the first vehicle V is not equipped with a DC control device of ACC type. In this case, the control means MCT are arranged so as to control the braking system SF to induce stopping, and to authorize restarting (or departure) when the acceleration means PA are actuated again, and possibly that the information acquired is again representative of an increasing distance d between the first vehicle V and the possible second vehicle and of a non-zero relative speed vr.

In other words, in this first embodiment, it is the control means MCT which automatically control the stopping of the first vehicle V by acting on the braking system SF as a function of the information acquired at least by the acquisition means. MAQ, which advantageously avoids the driver CD having to act on the brake pedal PF. The control means MCT cease to act on the braking system SF when the driver CD indicates that he wants to start again by actuating the acceleration means PA, and that possibly at the same time it emerges from any information acquired that this departure is possible (due to the departure of the second vehicle). Consequently, in a traffic jam, the driver CD only has to activate the acceleration means PA during each departure that he decides.

It will be noted that in the first embodiment illustrated without limitation in FIG. 1, the assistance device DA, and in particular its control means MCT, is (are) part of a computer CA on board the first vehicle V, possibly providing at least one other function within the latter (V), and connected to the aforementioned RC communication network. But in an alternative embodiment, the DA assistance device could include its own computer, and therefore could constitute electronic equipment. Consequently, the DA assistance device can be produced in the form of software modules (or computer or "software"), or else of a combination of electronic circuits (or "hardware") and software modules.

In a second embodiment illustrated in FIG. 2, the first vehicle V is equipped with a DC control device of ACC type, that is to say which controls its longitudinal movements as a function of a chosen speed setpoint by the CD driver. It is recalled that a DC control device frequently includes an activation / deactivation key, a control key (“+”) allowing the driver CD to increase the speed setpoint and another control key (“-” ) allowing the CD driver to decrease the speed setpoint. This on / off button and these control buttons are, for example, installed on a central part of the steering wheel or a joystick (or a comodo®) coupled to the steering wheel.

As illustrated in FIG. 2, the DC control device is at least partially part of a CA computer on board the first vehicle V, possibly performing at least one other function within the latter (V), and connected to the network of abovementioned RC communication. However, the DC control device could include its own computer. Consequently, the DC control device can be produced in the form of software modules or else of a combination of electronic circuits and software modules.

In this second embodiment, the control means MCT are arranged so as to control the braking system SF to induce stopping, and to order the control device DC to remain active by temporarily using a zero speed setpoint as long as a command representative of a new non-zero speed setpoint has not been received by the control device DC, and that the possible information acquired is not again representative of an increasing distance d between the first vehicle V and the possible second vehicle and a non-zero relative speed vr. The command (representative of a new non-zero speed setpoint) is for example generated by pressing the command key + of the DC control device.

In other words, once the first vehicle V is stopped, the MCT control means impose a zero speed setpoint on the DC control device, which forces the latter (DC) to remain active. Thus, as soon as the CD driver decides to leave (or restart), for example by pressing the + command key, and eventually it appears from any information acquired that this departure is possible (due to the departure of the second vehicle), the DC control device, which has not ceased to control the longitudinal movements of the first vehicle V since it has not ceased to be active, can immediately act on the braking system SF and the transmission chain of the first vehicle V so that the latter (V) drives again and reaches a speed equal to that defined by the last command received (if any information acquired allows it).

It will be noted that in the second embodiment illustrated without limitation in FIG. 2, the assistance device DA, and in particular its control means MCT, is (are) part of the control device DC which is implanted (at least partially ) in the CA computer. Consequently, the DA assistance device provides a particularly advantageous additional function within the DC control device. However, in an alternative embodiment, the assistance device DA could be independent of the control device DC, while being coupled, directly or indirectly, to the latter (DC). In this case, it can be installed in a computer (possibly the same as that which includes the DC control device), or else can include its own computer. Consequently, the DA assistance device can be produced in the form of software modules or else of a combination of electronic circuits and software modules.

It will be noted that the MCT control means can possibly carry out their control when they have been activated and that the current speed of the first vehicle V is less than a predefined threshold.

The current speed of the first vehicle V is available in the first vehicle V from at least one computer or on the RC communication network.

For example, the predefined threshold can be between 25 km / h and 35 km / h. Thus, it can, for example, be equal to 30 km / h.

It should also be noted that the MCT control means can possibly interrupt their control in the event of the PF brake pedal being depressed. This option is advantageous because the depressing of the brake pedal PF indicates that the driver CD is vigilant and that he wants to regain full control of the first vehicle V.

In addition, any deactivation of the DC control device by the CD driver immediately causes the braking control and any DC control device to stop during the stopping phases.

It is important to note that the invention can also be considered from the angle of an assistance method which can in particular be implemented by means of an assistance device DA of the type of that presented above as well as '' optionally a DC control device of the type presented above. The functionalities offered by the implementation of the method according to the invention being identical to those offered by the assistance device DA as well as the possible control device DC presented above, only the combination of main functionalities offered by the method is presented below.

This assistance method comprises a step in which, in the event of an end of actuation of the acceleration means PA, the vehicle V controls its braking system SF to induce its stopping, and authorizes its restarting (or departure) when the acceleration means PA are actuated again or upon receipt of a command representative of a restart request.

The invention makes it easier to drive the vehicle in heavy traffic, and to keep the driver alert as he continues to manage the acceleration of the vehicle via the acceleration means or via the control keys of the control device. In addition, in the presence of a control device, it avoids frequent activation / deactivation of the latter and hazardous management of the speed setpoint.

Claims (10)

1. Assistance device (DA) for a first vehicle (V) during a driving phase on a traffic lane, said first vehicle (V) comprising a braking system (SF) and acceleration means (PA) actuable by a driver, characterized in that it comprises control means (MCT) which, in the event of activation, of an end of actuation of said acceleration means (PA) and of a need to stop said first vehicle (V), control said braking system (SF) to induce said stop, and authorize a restart of said first vehicle (V) when said acceleration means (PA) are actuated again or in the event of reception of a command representative of a restart request. 2. Device according to claim 1, characterized in that, when said first vehicle (V) travels on a traffic lane on which circulates in front of it (V) a second vehicle and comprises acquisition means (MAQ) suitable for acquiring information representative of a distance between said first (V) and second vehicles and a relative speed of said second vehicle with respect to said first vehicle (V), said control means (MCT) control said braking system (SF) to induce said stopping in the presence of acquired information imposing a stopping of said first vehicle (V), and authorizing said restarting of the first vehicle (V) when, in addition, said acquired information is again representative of an increasing distance between said first (V) and second vehicles and with a non-zero relative speed. 3. Device according to claim 2, characterized in that said control means (MCT) control said braking system (SF) to induce said stop according to said acquired information and / or at least one parameter representative of a mode driving said vehicle (V) by a driver of the latter (V). 4. Device according to claim 1 to 3, characterized in that said control means (MCT) control said braking system (SF) to induce said stop, and authorize said restart when said acceleration means (PA) are again actuated. 5. Device according to claim 1 to 3, characterized in that in the presence of a control device (DC) controlling longitudinal movements of said first vehicle (V) according to a selected speed setpoint, said control means (MCT) control said braking system (SF) to induce said stop and order said control device (DC) to remain active by temporarily using a zero speed setpoint as long as a command representative of a new non-zero speed setpoint has not been received by said control device (DC). 6. Device according to one of claims 1 to 5, characterized in that said control means (MCT) carry out their control when they have been activated and that a speed in progress of said first vehicle (V) is less than a predefined threshold. 7. Control device (DC) responsible for controlling longitudinal movements of a vehicle (V) as a function of a chosen speed setpoint, characterized in that it comprises an assistance device (DA) according to one of the preceding claims. 8. Vehicle (V) suitable for driving on a traffic lane on which another vehicle is traveling in front of it and comprising a braking system (SF) and acceleration means (PA) actuable by a driver, characterized in that it further comprises an assistance device (DA) according to one of claims 1 to 6. 9. Vehicle according to claim 8, characterized in that it further comprises a control device (DC) controlling its longitudinal movements as a function of a chosen speed setpoint. 10. Assistance method for a vehicle (V) during a driving phase on a traffic lane, said vehicle (V) comprising a braking system (SF) and acceleration means (PA) actuable by a driver, characterized in that it comprises a step in which, in the event of an end of actuation of said acceleration means (PA) and a need to stop said first vehicle (V), said vehicle (V) controls said braking system (SF) to induce its stopping, and authorizes its restarting when said acceleration means (PA) are again actuated or in the event of reception of a command representative of a request for restarting.