FR3103437A1 - Method and device for determining the setpoint for a vehicle - Google Patents

Abstract

The invention relates to a method and a device for controlling a first vehicle (11) traveling on a first traffic lane (1001). To this end, parameters representative of the movement of a second vehicle (12) are received by the first vehicle (11) according to a vehicle-to-everything communication mode. The second vehicle (12) travels on an insertion lane (1003) leading to the first traffic lane (1001). A trajectory of the second vehicle (12) is estimated from the second parameters received. The trajectory of the first vehicle (11) is estimated from first parameters representing its movement on the first traffic lane (1001). The estimated trajectories allow the first vehicle (11) to determine a set of instructions for the first vehicle so as to allow the second vehicle (12) to enter the first traffic lane (1001) without danger. Figure for the abstract: Figure 1

Description

Method and device for determining set point for vehicle

The invention relates to methods and devices for determining setpoints for vehicles, in particular automobiles. The invention also relates to a method and a device for assisting a vehicle for inserting another vehicle into the traffic lane.

Technology background

With the development of the road network and the increase in the number of traffic lanes, road safety is becoming a major concern. Indeed, with the increasing number of vehicles on the road network, the risk of collisions increases, especially when inserting a vehicle into a traffic lane on which other vehicles are traveling.

An object of the present invention is to improve the safety of vehicles traveling in a road environment.

Another object of the present invention is to facilitate the insertion of a vehicle on a traffic lane.

According to a first aspect, the invention relates to a method for controlling a vehicle, the method being implemented by a first vehicle, the method comprising the following steps:

- reception of at least a second parameter representative of a movement of a second vehicle traveling on an insertion lane entering the first traffic lane, according to a vehicle-to-everything type communication mode, called V2X;

- estimation of information representative of a trajectory of the second vehicle from the at least one second parameter;

- estimation of information representative of a trajectory of the first vehicle from at least a first parameter representative of a movement of the first vehicle on the first traffic lane;

- determination of a set of instructions comprising at least one speed instruction for the first vehicle, as a function of information representative of the estimated trajectory of the first vehicle and of information representative of the estimated trajectory of the second vehicle, so as to allow the insertion of the second vehicle on the first traffic lane.

According to a variant, the determination of the set of instructions is also a function of at least one piece of information on the speed of a third vehicle traveling on the first traffic lane in front of the first vehicle.

According to another variant, the at least one first parameter and the at least one second parameter each belong to a set of parameters comprising:

- at least one parameter representative of a speed;

- at least one parameter representative of an acceleration;

- at least one parameter representative of a position.

According to an additional variant, the set of instructions further comprises at least one lane change instruction from the first vehicle to a second traffic lane adjacent to the first traffic lane and located to the left of the first lane in a traffic direction of the first vehicle, said at least one lane change instruction being determined from at least one item of information representative of a speed of at least one fourth vehicle traveling on the second traffic lane, the at least one item of information being received according to the V2X communication mode.

According to another variant, the set of instructions further comprises at least one instruction representing an acceleration or a deceleration of the first vehicle.

According to yet another variant, the method further comprises the steps of:

- reception of a second set of instructions comprising at least one speed instruction for the first vehicle according to an infrastructure-to-vehicle type communication mode, called I2V, the second set being received from a roadside unit, the second set being determined by analyzing a sequence of images of the first traffic lane and the insertion lane;

- comparison of the first set and the second set;

- selection of the first set or the second set according to a result of the comparison.

According to an additional variant, the first vehicle implements the set of instructions in driving in autonomous mode of level 2 or more.

According to a second aspect, the invention relates to a device for controlling a vehicle, the device comprising a memory associated with a processor configured for the implementation of the steps of the method according to the first aspect of the invention.

According to a third aspect, the invention relates to a vehicle, for example of the automotive type, comprising a device as described above according to the second aspect of the invention.

According to a variant, the vehicle further comprises display means arranged on the vehicle outside the vehicle.

According to a fourth aspect, the invention relates to a computer program which comprises instructions adapted for the execution of the steps of the method according to the first aspect of the invention, this in particular when the computer program is executed by at least one processor.

Such a computer program can use any programming language, and be in the form of source code, object code, or intermediate code between source code and object code, such as in a partially compiled form, or in any other desirable form.

According to a fifth aspect, the invention relates to a computer-readable recording medium on which is recorded a computer program comprising instructions for the execution of the steps of the method according to the first aspect of the invention.

On the one hand, the recording medium can be any entity or device capable of storing the program. For example, the medium may comprise a storage means, such as a ROM memory, a CD-ROM or a ROM memory of the microelectronic circuit type, or even a magnetic recording means or a hard disk.

On the other hand, this recording medium can also be a transmissible medium such as an electrical or optical signal, such a signal being able to be conveyed via an electrical or optical cable, by conventional or hertzian radio or by self-directed laser beam or by other ways. The computer program according to the invention can in particular be downloaded from an Internet-type network.

Alternatively, the recording medium may be an integrated circuit in which the computer program is incorporated, the integrated circuit being adapted to execute or to be used in the execution of the method in question.

Brief description of figures

Other characteristics and advantages of the invention will emerge from the description of the non-limiting embodiments of the invention below, with reference to the appended figures 1 to 4, in which:

schematically illustrates a communication environment, according to a first particular embodiment of the present invention;

schematically illustrates a communication environment, according to a second particular embodiment of the present invention;

schematically illustrates a device configured to determine at least one instruction for a vehicle of FIG. 1 and/or of FIG. 2, according to a particular embodiment of the present invention;

illustrates a flowchart of the different steps of a setpoint determination method for a vehicle of FIG. 1 and/or of FIG. 2, according to a particular embodiment of the present invention.

A method and a device for determining instructions for a vehicle will now be described in the following with reference jointly to FIGS. 1 to 4. The same elements are identified with the same reference signs throughout the description which will follow.

According to a particular and non-limiting embodiment of the invention, a method for controlling a first vehicle traveling on a first traffic lane comprises the reception, by the first vehicle, of one or more parameters representative of the movement of a second vehicle, for example its speed at one or more instants, the acceleration of the second vehicle over a given period of time and/or the geographical position of the second vehicle. The second vehicle advantageously travels on an insertion lane (also called an acceleration lane) leading to the first lane, such an insertion lane allowing the second vehicle to enter the first lane. The second parameter or parameters are advantageously received via a wireless link in a vehicle-to-everything communication mode, called V2X (from the English “Vehicle-to-Everything”). A trajectory of the second vehicle is estimated by the first vehicle from the second parameter(s) received. The first vehicle also estimates its trajectory along the first traffic lane from one or more parameters representing its movement on the first traffic lane, for example by extrapolation of these first parameters. The estimated trajectories allow the first vehicle to determine a first set of instructions comprising one or more speed instructions that the first vehicle must follow so as to allow the second vehicle to enter the first traffic lane without danger.

The determination of instructions to be followed by the first vehicle from parameters received from the second vehicle itself allows the first vehicle to confidently determine the speed or speeds that it must follow to let the second vehicle enter the lane of traffic taken by the first vehicle. This determination is made in real time on the basis of parameters with a high level of confidence, since coming from the second vehicle, thus making it possible to avoid a collision between the first vehicle and the second vehicle, with a high level of safety.

schematically illustrates a road environment 1 associated with a communication network of the V2X type (from the English "Vehicle-to-everything" or in French "Véhicule vers tout"), according to a first particular and non-limiting example of embodiment of the present invention.

FIG. 1 illustrates a first vehicle 11 traveling on a first traffic lane 1001 in a determined direction. An insertion lane 1003 on which a second vehicle 12 is traveling is arranged so as to lead to the first traffic lane 1001, in front of the first vehicle 11. Such an insertion lane 1003 is provided to allow vehicles using it, in particular the second vehicle 12, to accelerate to arrive on the first traffic lane with sufficient speed not to disturb road traffic on the first traffic lane 1001.

According to the particular example of FIG. 1, a third vehicle 13 also travels on the first traffic lane 1001 in front of the first vehicle 11. A second traffic lane 1002 adjacent to the first traffic lane 1001 allows one or more fourth vehicles 14, 15 to travel in the same direction as the first vehicle 11 and the third vehicle 13, for example at a higher speed than the first vehicle 11 and the third vehicle 13 to overtake the latter. In countries where vehicles travel on the right of the roadway, the second traffic lane 1002 is to the left of the first traffic lane if you stand in the direction of traffic of vehicles 11, 13, 14 and 15.

Each vehicle 10 to 15 is advantageously equipped with a communication device for transmitting and receiving data intended for another vehicle and/or a server of a network infrastructure. Each communication device can be likened to a node of a network, for example an ad hoc wireless network.

The vehicles 10 to 15 advantageously communicate using a so-called V2X communication system, for example based on the 3GPP LTE-V or IEEE 802.11p standards of ITS G5. In such a V2X communication system, each vehicle embeds a node to allow vehicle-to-vehicle V2V (vehicle-to-vehicle) communication, vehicle-to-infrastructure V2I (vehicle-to- -infrastructure”) and/or vehicle-to-pedestrian V2P (vehicle-to-pedestrian), the pedestrians being equipped with mobile devices (for example a smart phone (“Smartphone”)) configured to communicate with vehicles.

The infrastructure of the network comprises for example communication devices 101, 102, each device 101, 102 corresponding for example to an antenna of a cellular network of 4G or 5G LTE type or to a UBR ("Roadside Unit") , each corresponding to a network node, in addition to the nodes equipping vehicles or pedestrians.

According to a particular exemplary embodiment, all the nodes (that is to say the communications devices associated with the vehicles 10 to 15 and the antennas or UBRs 101, 102) of the network form, for example, an ad hoc wireless network (also called WANET (from the English “Wireless Ad Hoc Network”) or MANET (from the English “Mobile Ad Hoc Network”)), corresponding to a decentralized wireless network. The ad hoc wireless network advantageously corresponds to a vehicular ad hoc network (or VANET, standing for “Vehicular Ad hoc NETwork”) or to an intelligent vehicular ad hoc network (or InVANET, standing for “Intelligent Vehicular Ad hoc NETwork”), also known as the “GeoNetworking” network. In such a network, 2 or more vehicles each embedding a node can communicate with each other in the context of V2V vehicle-to-vehicle communication (from the English “vehicle-to-vehicle”); each vehicle can communicate with the infrastructure set up as part of a V2I vehicle-to-infrastructure communication; each vehicle can communicate with one or more pedestrians equipped with mobile devices (for example a smart phone) as part of a V2P vehicle-to-pedestrian communication (vehicle-to-pedestrian). walker”).

The nodes corresponding to the antennas (or UBR) 101 and 102 are advantageously connected to one or more remote servers or to the “cloud” 100 (or in French “cloud”) via a wired and/or wireless connection. The antennas or UBR 101 and 102 can thus act as a relay between the “cloud” 100 and each vehicle 10 to 15.

Vehicles 10 to 15 correspond for example to so-called autonomous vehicles, that is to say vehicles whose driving is, at least in part, managed by one or more automatic systems. The level of autonomy of vehicles 10 to 15 is for example between 0 and 5 (0 for a vehicle having no autonomy and whose driving is under the full supervision of the driver and 5 for a completely autonomous vehicle).

The 5 levels of autonomy of the classification of the federal agency in charge of road safety are:

- level 0: no automation, the driver of the vehicle fully controls the main functions of the vehicle (engine, accelerator, steering, brakes);

- level 1: driver assistance, the automation is active for certain vehicle functions, the driver retaining overall control over the driving of the vehicle; cruise control is part of this level, like other aids such as ABS (anti-lock braking system) or ESP (programmed electro-stabilizer);

- level 2: automation of combined functions, the control of at least two main functions is combined in the automation to replace the driver in certain situations; for example, adaptive cruise control combined with lane centering allows a vehicle to be classified as level 2, as does automatic parking assistance;

- level 3: limited autonomous driving, the driver can hand over complete control of the vehicle to the automated system which will then be in charge of critical safety functions; however, autonomous driving can only take place under certain environmental and traffic conditions (only on the motorway, for example);

- level 4: complete autonomous driving under conditions, the vehicle is designed to perform all the critical safety functions on its own over a complete journey; the driver provides a destination or navigation instructions but is not required to make himself available to regain control of the vehicle;

- level 5: completely autonomous driving without driver assistance in all circumstances.

The classification of the International Organization of Motor Vehicle Manufacturers is similar to that listed above, with the difference that it has 6 levels, level 3 of the American classification being divided into 2 levels in that of the International Organization of Car manufacturers.

According to a particular embodiment, the first vehicle 11 is a level 2 or higher vehicle, the first vehicle 11 being at least equipped with an adaptive cruise control.

In a first operation, the first vehicle 11 receives from the second vehicle 12 one or more second parameters representative of the movement of the second vehicle 12 on the insertion track. This or these second parameters are advantageously received via a wireless link in a V2X communication mode. The second parameters are for example received from the network infrastructure, for example from the element 101, the second vehicle 12 having transmitted these second parameters to the network infrastructure which then retransmits them to the first vehicle 11, in particular. According to another exemplary embodiment, the first vehicle 11 communicates with the second vehicle according to a direct communication mode of the V2V type.

A direct communication mode is for example compliant with:

- ITS G5 in Europe or DSRC (Dedicated Short Range Communications) in the United States of America, both of which are based on the IEEE 802.11p standard; Or

- LTE-V Mode 4 (from English “Long-Term Evolution – Vehicle Mode 4” or in French “Evolution à long terme –véhicle Mode 4”) which allows V2V communications, also called “sidelink” communications (or in French “side link”)) based on a direct communication interface of LTE called PC5; such technology is described for example in the article entitled “Analytical Models of the Performance of C-V2X Mode 4 Vehicular Communications”, written by Manuel Gonzalez-Martin, Miguel Sepulcre, Rafael Molina-Masegosa and Javier Gozalvez, and published in 2018 .

The second parameter or parameters belong to a set of parameters comprising:

- a parameter representing a speed;

- a parameter representative of an acceleration;

- a parameter representing a position.

By way of example, the second parameters comprise a set of speeds at determined instants (for example the speed every 0.5 seconds over a period of time equal to a few seconds) with the positions of the second vehicle 12 for each speed value. These second parameters are for example included in messages of the CAM type (from the English “Cooperative Awareness Message” or in French “Cooperative Warning Message”) transmitted periodically by the second vehicle 12.

In a second operation, the first vehicle 11 estimates information representative of the trajectory followed by the second vehicle 12 from the second parameters received in the first operation. This estimate makes it possible to obtain the estimated trajectory that the second vehicle 12 will follow along the insertion lane 1003 until it enters the first traffic lane 1001, the trajectory corresponding to the route of the second vehicle 12 over time. This trajectory is for example obtained by extrapolation of the second parameters received. Such an estimate allows the first vehicle 11 to determine at what instant the second vehicle 12 will arrive on the first traffic lane on the basis of the information (second parameters) received at a determined instant. The information representative of trajectory corresponds for example to position/time (or instant) information pairs, that is to say the temporal instant associated with a position.

In a third operation, the first vehicle 11 estimates information representative of the trajectory followed by the first vehicle 11 along the first traffic lane, on the basis of one or more parameters measured or determined by the first vehicle up to the moment of the trajectory estimation. This or these first parameters belong to a set of parameters comprising:

- a parameter representing a speed;

- a parameter representative of an acceleration;

- a parameter representing a position.

The first parameters used to estimate the trajectory followed by the first vehicle 11 correspond for example to the first parameters determined or measured over a few seconds or over a minute for example. The estimation of the trajectory of the first vehicle 11 allows the first vehicle to determine at what time and at what position the trajectory of the first vehicle will cross that of the second vehicle estimated in the second operation. The estimate of the future trajectory of the first vehicle 11 is for example obtained by extrapolation of the trajectory already performed by the first vehicle and determined from the first parameters.

The estimate of the estimated trajectory (that is to say potential and theoretical if the second parameters taken into consideration for this estimate no longer vary) that the second vehicle 12 will follow and the estimate of the estimated trajectory (c' that is to say potential and theoretical if the first parameters taken into consideration for this estimation no longer vary) that the first vehicle 11 will follow allows the first vehicle 11 to determine at what time and at what position the second vehicle 12 will arrive on the first traffic lane 1001 and at what position the first vehicle 11 will be on this first traffic lane 1001 when the second vehicle 12 comes out on the first traffic lane 1001.

In its simplest expression, the information representing the trajectory of the second vehicle 12 comprises only the instant at which the second vehicle 12 will arrive on the first traffic lane 1001 (by taking for example a default position corresponding to the intersection between the insertion lane 1003 and the first traffic lane 1001). Similarly, in its simplest form, the information representing the trajectory of the first vehicle 11 comprises only the position of the first vehicle 11 on the first traffic lane at the estimated instant at which the second vehicle 12 will reach this first lane. traffic 1001.

According to a variant embodiment, the estimation of the trajectory of the first vehicle 11 and of the trajectory of the second vehicle 12 are updated as the movements of the first and second vehicles progress, as the first vehicle 11 receives second parameters of the second vehicle 12. Such a variant makes it possible to refine the estimation of the trajectories followed by the 2 vehicles to best determine where and when the second vehicle 12 will arrive on the first traffic lane and where the first vehicle 11 will be when the second vehicle enters the first traffic lane.

According to another variant embodiment, a safety margin is taken into account for the estimation of the trajectory of the second vehicle 12. By way of example, a determined acceleration value is added for the estimation of the trajectory, by example an acceleration of 1, 2 or 3 m/s². Taking such a safety margin into account makes it possible to ensure that the estimate of the instant at which the second vehicle 12 will reach the first traffic lane 1001 will correspond to the earliest instant in the worst case, thus avoiding any risk of collision with the first vehicle 11.

In a fourth operation, the first vehicle 11 determines a first set of instructions from information representative of the trajectories obtained in the second operation and in the third operation. This first set of instructions comprises at least one or more speed instructions, for example an average speed instruction that the first vehicle must follow for a determined duration to allow the insertion of the second vehicle 12 on the first traffic lane 1001.

This speed setpoint is for example determined so as to let the second vehicle 12 pass in front of the first vehicle 11, guaranteeing a sufficient safety distance between the two vehicles 11 and 12 when the second vehicle enters the first traffic lane. , this distance being advantageously a function of the setpoint speed. According to this example, the set speed is for example lower than the current speed of the first vehicle 11.

According to another example, this speed setpoint is determined so that the second vehicle 12 enters the first traffic lane 1001 once the first vehicle has passed the intersection between the insertion lane 1003 and the first traffic lane 1001, by guaranteeing a sufficient safety distance between the two vehicles 11 and 12 when the second vehicle enters the first traffic lane, this distance being advantageously a function of the estimated speed of the second vehicle 12 when it will be inserted into the first traffic lane 1001. According to this example, the setpoint speed is for example greater than the current speed of the first vehicle 11, the determination of the speed setpoint further being a function of the speed limit applied on the first traffic lane 1001 (for example 90, 110 or 130 km/h).

When the first vehicle 11 is a non-autonomous vehicle (for example level 0), the instruction(s) are given in the passenger compartment of the first vehicle 11. For example, the instruction(s) are displayed on a screen to inform the driver of the speed that he must for example follow to let the second vehicle 12 enter the first traffic lane without danger. If the driver does not follow this instruction, one or more alerts can be emitted (for example sound) and the speed instruction adapted to the path traveled by the first vehicle 11 without having followed the instruction(s).

When the first vehicle 11 is an at least partially autonomous vehicle, for example the first vehicle 11 is equipped with an adaptive cruise control, called ACC (from the English “Adaptive Cruise Control”) corresponding to a level of autonomy at least equal to 2 or more, the speed instruction(s) are transmitted to the ACC system as speed command(s), no driver intervention being required. According to a variant, the instruction(s) are displayed on a screen in the passenger compartment to inform the driver of a potential speed variation, with for example an explanation accompanying this speed variation.

According to a variant embodiment, the first set of determined instructions further comprises one or more acceleration and/or deceleration instructions to be followed by the first vehicle 11 in order, for example, to arrive at a set speed in a determined time.

According to another particular example of implementation, the determination of the first set of instructions is also a function of at least one piece of information on the speed of the third vehicle 13 traveling on the first traffic lane 1001 in front of the first vehicle 11. This information on the speed of the third vehicle 13 speed is for example transmitted by the third vehicle 13 to the first vehicle 11 according to the V2X communication mode, for example by the network infrastructure (via the element 102, the "cloud" 100 and the element 101) or directly in a V2V direct communication mode. According to another example, this speed information is determined by the first vehicle 11, from on-board sensors, for example radars which determine the distance separating the first vehicle 11 from the third vehicle 13, for example via the ACC system. The speed information corresponds for example to an absolute speed, that is to say the speed of the third vehicle 13 with respect to the world reference, or to a relative speed, that is to say a speed of the third vehicle 13 with respect to the benchmark of the first vehicle 11. The speed information of the third vehicle 13 (or of the distance separating the first vehicle 11 from the third vehicle 13) is used in the determination of the instructions as a constraint to be respected by the first vehicle 11, that is to say that the distance separating the two vehicles 11 and 13 must remain greater than a threshold distance, this distance being for example controlled according to the speed of the two vehicles 11 and 13 by the ACC system.

According to yet another particular embodiment, the first set of instructions further comprises at least one lane change instruction from the first vehicle 11 to the second traffic lane 1002. This or these lane change instructions are made so that the first vehicle 11 shifts onto the left lane 1002 so as to let the second vehicle 12 pass onto the first traffic lane 1001. Such a lane change instruction is for example taken by the first vehicle 11 as a function of the speed d one or more fourth vehicles 14 and 15 traveling on this second lane 1002. For example, the speed of each fourth vehicle 14, 15 and potentially the position of each fourth vehicle 14, 15 are transmitted to the first vehicle 11 via the communication mode V2X, either via the network infrastructure or directly. The first vehicle 11 determines for example the current average speed on the second lane 1002 and determines whether it can enter this second lane 1002 without danger, that is to say at a speed equal to or close to this speed. average and at a distance greater than a threshold from each fourth vehicle 14, 15 guaranteeing the safety of the vehicles 11, 14 and 15. To do this, the first vehicle 11 determines, if necessary, an acceleration (or deceleration) setpoint necessary to position in front of or behind the fourth vehicle 14. According to a variant embodiment, the first vehicle 11 transmits one or more messages alerting the fourth vehicles 14, 15 of the intention of the first vehicle 11 to change lanes, according to the V2X communication mode (for example via a CAM and/or DENM message (from the English “Decentralized Environmental Notification Message” or in French “Message de notification Environnement Décentralée”)). According to a particular example associated with this variant, the first vehicle 11 also transmits certain information relating to its change of lane, for example its future position with respect to the fourth vehicles 14, 15 in the vicinity.

schematically illustrates a road environment associated with the V2X communication network, according to a second particular and non-limiting embodiment of the present invention.

The road environment 2 corresponds to the road environment 1 except that one or more cameras 201 are associated with the communication device (for example a UBR) 102 of the V2X network infrastructure. The camera 201 is for example integrated into the device 102. According to another example, the camera 201 is linked via a wired connection (for example an Ethernet type link) or a wireless connection (for example a Wifi® or Bluetooth type link ®) to the device 102 to transmit the images acquired by the camera 201 to the device 102.

The camera or cameras 201 are positioned in such a way as to have in its or their field of vision a part of the road environment, that is to say the road environment over a determined length, and comprising the insertion lane 1003 (and the second vehicle 12), the first lane 1001 (and the first vehicle 11 and the third vehicle 13) and the second lane 1002 (and the fourth vehicles 14, 15).

The camera 201 advantageously corresponds to a video camera on board a photosensitive sensor. According to a variant, the camera 201 is associated with a depth camera allowing the acquisition of data representative of depth, between the camera and the detected objects.

According to a particular embodiment, the camera or cameras 201 are arranged on a structure spanning the first and second traffic lanes 1001, 1002.

One or more sequences of images are received by the device 102, the sequence of images being acquired by the camera 201. According to a variant embodiment, the device receiving the images corresponds to a computer or a server connected to the antenna or the UBR 102 and located in the "cloud" 100. The sequence of images comprises a determined number of images depending on the frequency of acquisition of the images (for example 1, 2, 5, 10, 24 or more images per second) and the duration of the acquisition.

The device 102 determines or estimates first information representative of the trajectory followed by the first vehicle 11 and second information representative of the trajectory followed by the second vehicle 12 by analyzing the sequence of images received. This estimate makes it possible to obtain the estimated trajectory that the second vehicle 12 will follow along the insertion lane 1003 until it enters the first traffic lane 1001, the trajectory corresponding to the route of the second vehicle 12 over time. This trajectory is for example obtained by extrapolation of the data obtained from the sequence of images. Such an estimate allows the device 102 to determine at what instant the second vehicle 12 will arrive on the first traffic lane on the basis of the information (image data) received at a determined instant. The information representative of trajectory corresponds for example to position/time (or instant) information pairs, that is to say the temporal instant associated with a position. According to a variant, the information representative of trajectory additionally comprises the speed of the first vehicle 11 and of the second vehicle 12, respectively.

The images of the sequence are processed or analyzed by implementing one or more object detection and recognition algorithms, the same object (i.e. a vehicle) being characterized (by its shape and/or its color for example ) on a first image of the sequence and followed on the following images of the sequence to determine its successive positions and thus determine its speed. Alternatively, an image processing algorithm based on artificial intelligence (machine learning and/or neural network) is implemented to detect and track each vehicle on the pictures.

According to an optional embodiment variant, the data resulting from the image analysis are enriched with data received from the vehicles when the latter are connected to the network infrastructure in a V2I communication mode. The data received from the vehicles (for example speed, position as a function of time) make it possible to refine or verify the results obtained by image processing.

The obtaining of the estimated trajectories (that is to say potential and theoretical if the data/information obtained from the analysis of the images received and taken into consideration for this estimate no longer vary) that the first vehicle 11 and the second vehicle 12 allows the device 102 to determine at what time and at what position the second vehicle 12 will arrive on the first traffic lane 1001 and at what position the first vehicle 11 will be on this first traffic lane 1001 when the second vehicle 12 emerges on the first taxiway 1001.

In its simplest expression, the information representing the trajectory of the second vehicle 12 comprises only the instant at which the second vehicle 12 will arrive on the first traffic lane 1001 (by taking for example a default position corresponding to the intersection between the insertion lane 1003 and the first traffic lane 1001). Similarly, in its simplest form, the information representing the trajectory of the first vehicle 11 comprises only the position of the first vehicle 11 on the first traffic lane at the estimated instant at which the second vehicle 12 will reach this first lane. traffic 1001.

According to a variant embodiment, the estimation of the trajectory of the first vehicle 11 and of the trajectory of the second vehicle 12 are updated as images are received from the camera 201. Such a variant makes it possible to refine the estimation of the trajectories followed by the 2 vehicles to best determine where and when the second vehicle 12 will arrive on the first traffic lane and where the first vehicle 11 will be when the second vehicle emerges on the first traffic lane.

The first and second information is advantageously determined in the reference associated with the device 102, the origin of the reference associated with the device 102 corresponding to the geographical position of the device 102. This origin is advantageously obtained from a satellite positioning receiver, for example of the GPS type (from the English “Global Positioning System” or in French “Global Positioning System”). According to a variant, this origin is obtained by a beacon of a real-time kinematic positioning system, called RTK (from the English “Real-Time Kinematic”) fitted to the device 102 which offers the advantage of obtaining a more precise position. than that obtained by GPS.

The device 102 determines a second set of instructions from the information representative of the trajectories obtained above. This set of instructions comprises at least one or more speed instructions, for example an average speed instruction that the first vehicle 11 must follow for a determined duration to allow the insertion of the second vehicle 12 on the first traffic lane 1001. This speed setpoint is for example determined so as to let the second vehicle 12 pass in front of the first vehicle 11, guaranteeing a sufficient safety distance between the two vehicles 11 and 12 when the second vehicle enters the first traffic lane, this distance being advantageously a function of the setpoint speed. According to this example, the setpoint speed is for example lower than the current speed of the first vehicle 11. According to another example, this speed setpoint is determined so that the second vehicle 12 enters the first traffic lane 1001 once the first vehicle has passed the intersection between the insertion lane 1003 and the first traffic lane 1001, guaranteeing a sufficient safety distance between the two vehicles 11 and 12 when the second vehicle enters the first traffic lane, this distance being advantageously a function of the estimated speed of the second vehicle 12 when it enters the first traffic lane 1001. According to this example, the setpoint speed is for example greater than the current speed of the first vehicle 11, the determination of the speed setpoint further being a function of the speed limit applied to the first traffic lane 1001 (for example 90, 110 or 130 km/h).

According to a variant embodiment, the second set of determined setpoints further comprises one or more acceleration and/or deceleration setpoints to be followed by the first vehicle 11 in order for example to arrive at a setpoint speed in a determined time.

Finally, the second set of instructions is transmitted by the device 102 to the first vehicle 11, advantageously according to an I2V type communication mode, for example via the “cloud” 100 and the device 101.

The first vehicle 11 compares the first set of instructions determined by the first vehicle (as described with reference to FIG. 1) with the second set of instructions determined by the device 102 and received from the latter.

Depending on the result of the comparison, the first vehicle 11 selects the first set of instructions or the second set of instructions and applies the instruction(s) of the selected set. The set of instructions selected corresponds to the set providing the greatest safety to the first vehicle 11 and to the second vehicle 12. For example, if the first vehicle 11 reduces its speed to let the second vehicle 12 pass, then the set selected corresponds to the one in which the speed setpoint is the lowest. Conversely, if the first vehicle 11 increases its speed to pass in front of the second vehicle 12, then the set selected corresponds to that in which the speed setpoint is the highest. Of course, if the setpoint(s) of the first set are identical to the setpoint(s) of the second set, the first vehicle 11 applies one or the other set, for example the first set determined by the first vehicle 11.

According to yet another particular embodiment, the device 102 estimates fourth information representative of trajectories of each of the fourth vehicles 14, 15, from the sequence of images acquired by the camera 201. This fourth information is for example used by the device 102, with the first information, to determine if a lane change by the first vehicle 11, from the first lane 1001 to the second lane 1002, is possible and conceivable to let the second vehicle 12 engage in space thus released by the first vehicle 11 on the first traffic lane 1001. If such an option is deemed safer by the device 102 than the option of changing gears by maintaining the first vehicle 11 on the first traffic lane, then the device 102 transmits a lane change setpoint to the first vehicle, in addition to the speed change setpoint and/or acceleration setpoints if necessary. This lane change instruction is transmitted to the first vehicle 11 so that the latter shifts to the left lane 1002 so as to let the second vehicle 12 pass on the first traffic lane 1001.

According to a variant, the first vehicle 11 verifies the feasibility of applying the lane change instruction received from data received from sensors (for example radars) arranged on the first vehicle 11. If the data received from the sensors validate that the first vehicle 11 can insert itself without danger into the second traffic lane 1002, then the lane change instruction is implemented by the first vehicle 11. Otherwise, the first vehicle 11 transmits to the device 102 via the mode V2I communication device that it will not apply the lane change instruction received. The device 102 can then recalculate the instruction(s) of the first set of instructions determined in the third step to transmit an updated set of first instructions to the first vehicle 11 to allow the insertion of the second vehicle 12.

According to another variant embodiment, the device 102 determines a third set of instructions to be transmitted to the second vehicle 12 to allow the insertion of the second vehicle 12 on the first traffic lane. This third set of second instructions is determined from the first and second information estimated above, as for the second set of instructions. This third set of instructions comprises for example one or more speed instructions, with optionally one or more acceleration or deceleration instructions. This variant embodiment is possible only in the case where the second vehicle 12 is a vehicle connected to the network infrastructure in a V2X type communication mode.

schematically illustrates a device 3 configured to determine one or more instructions for a vehicle, for example the first vehicle 11, according to a particular and non-limiting example embodiment of the present invention. The device 3 corresponds for example to a device on board the first vehicle 11, for example a computer, or to the device 102 or to a “cloud” server. The device 3 is for example configured to transmit and/or receive data according to a V2V type link, estimate information representative of trajectory, determine one or more instructions and optionally control the display of content(s) on one or more means display.

The device 3 is for example configured for the implementation of the operations described with regard to FIG. 1, of FIG. 2 and/or of the steps of the method described with regard to FIG. 4. Examples of such a device 3 comprise , without being limited thereto, on-board electronic equipment such as a vehicle's on-board computer, an electronic computer such as an ECU ("Electronic Control Unit"), a smartphone, a tablet, a laptop, a waiter. The elements of device 3, individually or in combination, can be integrated in a single integrated circuit, in several integrated circuits, and/or in discrete components. The device 3 can be made in the form of electronic circuits or software (or computer) modules or else a combination of electronic circuits and software modules. According to different particular embodiments, the device 3 is coupled in communication with other similar devices or systems, for example via a communication bus or through dedicated input/output ports.

The device 3 comprises one (or more) processor(s) 30 configured to execute instructions for carrying out the steps of the method and/or for executing the instructions of the software or software embedded in the device 3. The processor 30 can include integrated memory, an input/output interface, and various circuits known to those skilled in the art. The device 3 further comprises at least one memory 31 corresponding for example to a volatile and/or non-volatile memory and/or comprises a memory storage device which can comprise volatile and/or non-volatile memory, such as EEPROM, ROM, PROM, RAM, DRAM, SRAM, flash, magnetic or optical disk.

The computer code of the on-board software or software comprising the instructions to be loaded and executed by the processor is for example stored on the first memory 31.

According to a particular and non-limiting embodiment, the device 3 comprises a block 32 of interface elements for communicating with external devices, for example a remote server or the “cloud”, other nodes of the ad hoc network. Block 32 interface elements include one or more of the following interfaces:

- RF radio frequency interface, for example of the Bluetooth® or Wi-Fi® type, LTE (from English “Long-Term Evolution” or in French “Evolution à long terme”), LTE-Advanced (or in French LTE-avanced );

- USB interface (from the English “Universal Serial Bus” or “Bus Universel en Série” in French);

- HDMI interface (from the English “High Definition Multimedia Interface”, or “Interface Multimedia Haute Definition” in French);

- LIN interface (from English “Local Interconnect Network”, or in French “Réseau interconnecté local”).

Data are for example loaded to the device 3 via the interface of block 32 using a Wi-Fi® network such as according to IEEE 802.11, an ITS G5 network based on IEEE 802.11p or a mobile network such as a 4G network (or LTE Advanced according to 3GPP release 10 – version 10) or 5G, in particular an LTE-V2X network.

According to another particular embodiment, the device 3 comprises a communication interface 33 which makes it possible to establish communication with other devices (such as other computers of the on-board system when the device 3 corresponds to a computer of the on-board system ) via a communication channel 330. The communication interface 33 corresponds for example to a transmitter configured to transmit and receive information and/or data via the communication channel 330. The communication interface 33 corresponds for example to a wired network of the CAN type (from English "Controller Area Network" or in French "Réseau de Contrôleurs"), CAN FD (from English "Controller Area Network Flexible Data-Rate" or in French "Réseau de Contrôleurs à Flow data port”) or Ethernet.

According to an additional particular embodiment, the device 3 can supply output signals to one or more external devices, such as a display screen, one or more loudspeakers and/or other peripherals respectively via interfaces output not shown.

illustrates a flowchart of the different steps of a method for controlling a vehicle, according to a particular and non-limiting embodiment of the present invention. The method is for example implemented by a device on board the first vehicle 11 or by the device 3 of FIG. 3.

In a first step 41, one or more second parameters representative of a movement of a second vehicle traveling on an insertion lane entering the first traffic lane on which the first vehicle is traveling are received, advantageously according to a communication mode from vehicle type to everything, says V2X.

In a second step 42, information representing a trajectory of the second vehicle is estimated from the second parameter or parameters.

In a third step 43, information representative of a trajectory of the first vehicle is estimated from one or more first parameters representative of a movement of the first vehicle on the first traffic lane.

In a fourth step 44, a set of instructions comprising at least one speed instruction for the first vehicle is determined according to information representative of the estimated trajectory of the first vehicle and information representative of the estimated trajectory of the second vehicle, so as to allow the insertion of the second vehicle on the first traffic lane.

Of course, the invention is not limited to the embodiments described above but extends to a method for determining driving instructions for a vehicle and to the device configured for the implementation of the method.

The invention also relates to a vehicle, for example an automobile or more generally a land motor vehicle, comprising the device 3 of FIG. 3.

Claims (10)

Method for determining a setpoint for a vehicle, said method being implemented by a first vehicle (11) traveling on a first traffic lane (1001), said method comprising the following steps:
- reception (31) of at least a second parameter representative of a movement of a second vehicle (12a) traveling on an insertion lane (1003) entering said first lane (1001), according to a mode of vehicle-to-everything communication, known as V2X;
- estimation (32) of information representative of a trajectory of said second vehicle (12) from said at least one second parameter;
- estimation (33) of information representative of a trajectory of said first vehicle (11) from at least a first parameter representative of a movement of said first vehicle (11) on said first traffic lane (1001);
- determination (34) of a first set of instructions comprising at least one speed instruction for the first vehicle (11), as a function of said information representative of the estimated trajectory of said first vehicle (11) and of said information representative of the estimated trajectory said second vehicle (12), so as to allow the insertion of said second vehicle (12) on said first traffic lane (1001). Method according to claim 1, for which said determination (34) of the first set of instructions is also a function of at least one piece of information on the speed of a third vehicle (13) traveling on said first traffic lane (1001) in front of said first vehicle (11). Method according to Claim 1 or 2, for which the said at least one first parameter and the said at least one second parameter each belong to a set of parameters comprising:
- at least one parameter representative of a speed;
- at least one parameter representative of an acceleration;
- at least one parameter representative of a position. Method according to one of claims 1 to 3, for which said first set of instructions further comprises at least one lane change instruction from said first vehicle (11) to a second traffic lane (1002) adjacent to said first traffic lane. traffic (1001) and located to the left of said first traffic lane (1001) in a direction of travel of said first vehicle (11), said at least one lane change instruction being determined from at least one piece of information representative of 'a speed of at least a fourth vehicle (14, 15) traveling on said second traffic lane (1002), said at least one item of information being received according to said V2X communication mode. Method according to one of Claims 1 to 4, for which the said first set of instructions further comprises at least one instruction representing an acceleration or a deceleration of the said first vehicle (11). Method according to one of claims 1 to 5, further comprising the steps of:
- reception of a second set of instructions comprising at least one speed instruction for the first vehicle (11) according to an infrastructure-to-vehicle type communication mode, called I2V, said second set being received from a roadside unit, said second set being determined by analyzing a sequence of images of the first traffic lane (1001) and the insertion lane (1003);
- comparing said first set and said second set;
- selection of the first set or the second set according to a result of said comparison. Method according to one of Claims 1 to 6, for which said first vehicle (11) implements said first set of instructions in driving in autonomous mode of level 2 or more. Device (3) comprising a memory (31) associated with at least one processor (30) configured for implementing the steps of the method according to any one of Claims 1 to 7. Vehicle (11) comprising the device (3) according to claim 8. Computer program product comprising instructions adapted for the execution of the steps of the method according to one of Claims 1 to 7, when the computer program is executed by at least one processor.