FR3142429A1 - Method for controlling a semi-automatic lane change function of a motor vehicle - Google Patents

Abstract

The invention relates to a method for controlling a motor vehicle (10) comprising, when the motor vehicle is on a road (30) comprising at least two traffic lanes (31, 32) and a change of direction function. semi-automatic route is activated, steps of: - acquisition of first data relating to the environment of the motor vehicle, - comparison of the first data acquired with a set of predetermined rules resulting from a national and/or international regulation, - determination of an activated or deactivated state of said function depending on the result of said comparison, - if said function is activated and if a lane change request is received from the driver of the motor vehicle, determination of a control instruction for at at least one motor vehicle control actuator, - application of said control instruction by said at least one actuator to change lanes of traffic, According to the invention, in the acquisition step, it is planned to acquire seconds data relating to the environment of the vehicle which are distinct from said first data compared to said rules, and then, it is planned to determine the state of said function and/or said control instruction as a function of the second data acquired. Figure for abstract: Fig.1

Description

Method for controlling a semi-automatic lane change function of a motor vehicle Technical field of the invention

The present invention generally relates to driving aids for motor vehicles.

The invention relates more precisely to a method for controlling a motor vehicle comprising, when the motor vehicle is on a road comprising at least two lanes of traffic and a semi-automatic lane change function of the motor vehicle is activated , steps of:
- acquisition of initial data relating to the environment of the motor vehicle,
- comparison of the first data acquired with a set of predetermined rules resulting from a national and/or international regulation,
- determination of an activated or deactivated state of said function depending on the result of said comparison, then, if said function is activated,
- when a lane change request is received from the driver of the motor vehicle, determination of a control instruction for at least one control actuator of the motor vehicle, and
- application of said control instruction by said at least one actuator to cause the motor vehicle to change lane.

The invention also relates to a motor vehicle adapted to implement such a method. It applies more particularly to cars and other motorized vehicles traveling on roads.

State of the art

In order to make motor vehicles safer, they are currently equipped with driver assistance systems and even highly automated driving systems.

These are typically lane center keeping systems (better known by the acronym LKA for “Lane Keeping Assist” or LCA for “Lane Centering Assist”) or semi-automatic lane changing systems. automated (better known by the acronym SALC for “Semi Autonomous Lane Change”).

The SALC semi-automated lane change function can be “activated” when the driver requires it, for example by pressing a specific button or by selecting the function from a menu offered on a display screen. Once the function is activated, the lane change can be done automatically, as soon as the driver requires it (for example by activating the indicators). Thus, activation of the function does not directly lead to a change of lane, this change being conditional on another action by the driver.

A good understanding by the vehicle of its environment is essential to the implementation of this SALC function.

On this subject, regulations provide criteria to control whether lane change can be authorized or not, taking into account data relating to the environment. This environmental data, once acquired by vehicle sensors, makes it possible more precisely to determine parameters (better known by the English acronym ODD for “Operational Design Domain”), which then make it possible to check in a binary manner whether the SALC function can be activated or not.

Typically, regulations prohibit any lane change maneuver on roads with lanes for pedestrians or cyclists. In this configuration, this regulation requires that the SALC function be deactivated. Therefore, to benefit from this function again when conditions permit, the driver must reactivate it via the button or menu at their disposal.

We understand that this solution is not very user-friendly for the driver who, as soon as he passes through an area deemed dangerous, will have to manually reactivate the function.

But above all, a major disadvantage of this solution is that the decision to activate or deactivate the SALC function is very clear-cut. Indeed, this solution consists of respecting the rules resulting from the regulations in a binary manner. Thus, depending on the severity of the rules imposed, the SALC function may be activated in potentially dangerous areas, or on the contrary be deactivated in less dangerous areas.

Presentation of the invention

In order to remedy the aforementioned drawbacks of the state of the art, the present invention proposes to refine the authorization of the implementation of the SALC function according to several criteria.

More particularly, according to the invention, we propose a control method as defined in the introduction, in which it is planned, in the acquisition step, to acquire second data relating to the environment of the vehicle which are distinct from said first data (those compared to said rules), these second data then being used for:
- determine the state of said SALC function, and/or to
- correct, when the SALC function is activated and a change of lane is in progress, said control instruction, for example in order to reduce the time necessary to be able to change the state of the function (in order to deactivate it or to inhibit it).

Thus, the invention proposes to adopt not a binary but a multi-criteria approach in order to determine whether, taking into account the environment, the SALC function can be activated or not.

This solution makes it possible, for example, to make the profile of the maneuver a little more aggressive in the event of heavy traffic, in order to increase the success rate and the safety of the maneuver. During overtaking, it typically makes it possible to accelerate the end of the maneuver if a significant change in the situation is detected, or to return the vehicle to its initial position, for example if another vehicle risks ultimately hindering the maneuver.

This solution also preferably proposes not to completely deactivate the SALC function, but only to interrupt it temporarily (we speak of inhibition), the function then reactivating automatically as soon as possible (thus avoiding the driver having to reactivate it manually).

It is thus possible to choose between three distinct states (activated, deactivated, inhibited), depending on whether the environment is considered safe, dangerous or potentially dangerous.

This solution therefore avoids having to make compromises, since the SALC function can be rendered:
- unavailable as soon as a danger is potentially detected, even with a low probability,
- available as soon as possible since it will automatically reactivate when it has only been inhibited, without waiting for the driver to try to reactivate it manually.

Other advantageous and non-limiting characteristics of the control method according to the invention, taken individually or in all technically possible combinations, are as follows:
- in the determination step, the state of said function is chosen from the following states: activated, deactivated and momentarily inhibited;
- in the step of determining said state, it is planned to: choose either the deactivated state or one of the activated or momentarily inhibited states depending on the result of said comparison, then, if the deactivated state has not been chosen, select the activated state or the momentarily inhibited state depending on the second data acquired;
- when said function goes to the deactivated state, the acquisition and comparison steps are stopped, while when said function goes to the momentarily inhibited state, the acquisition and comparison steps continue;
- said control instruction can be corrected during the maneuver according to the second data acquired;
- during the acquisition step, at least part of the first and/or second data are acquired in a cartographic database;
- during the acquisition step, at least part of the first and/or second data are acquired via means of communication fitted to the motor vehicle;
- during the acquisition step, at least part of the first and/or second data are acquired via sensors fitted to the motor vehicle;
- during the acquisition step, third data relating to the operating state and/or the position and/or dynamics of the motor vehicle are acquired, and, in the determination step, the state is selected according to said third data.

The invention also proposes a motor vehicle comprising means for acquiring data relating to the environment of the vehicle, at least one actuator for controlling the motor vehicle, and a computer programmed to implement a control method as mentioned above.

Of course, the different characteristics, variants and embodiments of the invention can be associated with each other in various combinations as long as they are not incompatible or exclusive of each other.

Detailed description of the invention

The description which follows with reference to the appended drawings, given as non-limiting examples, will make it clear what the invention consists of and how it can be carried out.

On the attached drawings:

is a schematic view of a motor vehicle adapted to implement a method according to the present invention;

is a block diagram illustrating different stages of a process according to the present invention.

On the , there is shown a motor vehicle 10 adapted to implement the invention.

This is a car. Alternatively, it could be another type of vehicle (truck, motorcycle, etc.).

Here, this vehicle 10 conventionally comprises a passenger compartment in which there are in particular a seat for the driver 20 of the vehicle and a steering wheel 12.

This vehicle 10 includes a powertrain, a braking system and a steering system allowing the vehicle to turn (not visible in the figure). Conventionally, the steering system includes an electronically controllable power steering actuator, the powertrain includes an electronically controllable motor control actuator, and the braking system includes an electronically controllable brake actuator.

The vehicle 10 also comprises an electronic and/or computer processing unit (hereinafter called computer 11) comprising at least one microprocessor, at least one memory and input and output interfaces.

Thanks to its input interfaces, the computer 11 is adapted to receive different input data which comes from sensors or third-party computers.

Among these sensors, there is for example a device such as a front camera and a RADAR and/or LIDAR remote detector, making it possible to identify the edges of the traffic lane taken by the motor vehicle 10 as well as to characterize the environment of the vehicle. motor vehicle 10.

Thanks to its output interfaces, the computer 11 is adapted to control the power steering actuator, the engine control actuator, and the braking actuator.

Thanks to its input and output interfaces, the computer 11 is connected to a telecommunications chip which allows the computer 11 to communicate with third party entities, distinct from the motor vehicle 10. Thus it can, for example, communicate with other vehicles or road infrastructure, through a V2V (for “vehicle-to-vehicle”) or V2I (for “vehicle-to-infrastructure”) type communication protocol. It may also use data from dynamic notification services or collaborative services (such as data available on the company's navigation service Waze).

The computer 11 can also communicate with a navigation system fitted to the vehicle, which includes a geolocation chip and a storage unit which records a map database.

Thanks to its memory, the computer 11 memorizes a set of rules which come from national or international regulations and which, depending on the conditions, authorize or prohibit the implementation of the SALC function. An example of such regulation is well defined by the NHTSA (“National Highway Traffic Safety Administration”) in its program called “Federal Automated Vehicles Policy” or by SAE-International.

The computer 11 also stores a computer application, consisting of computer programs comprising instructions whose execution by the computer allows the implementation of a function of automatically maintaining the vehicle in the center of its lane (hereinafter called after LCA function), a semi-automatic lane change function (hereinafter called SALC function), and more generally the method described below.

On the , the motor vehicle 10 has been shown in perspective, when it is driving on a traffic lane 31 of a road 30. On the , we observe that the road 30 has two lateral marking lines 34, 35 (which delimit it) and a central marking line 33 delimiting the two traffic lanes 31, 32.

A traffic lane is defined here as the part of a road on which only one vehicle is authorized to travel at a time. Such a traffic lane is generally demarcated between marking lines.

A road (or roadway) is defined as a set of traffic lanes. In the example considered here for illustrative purposes, this road 30 therefore includes two traffic lanes 31 on which vehicles can travel in the same direction.

The objective of the present invention is to allow the implementation of semi-automatic overtaking only when conditions permit, but as soon as possible.

In practice, this process is implemented in several steps which are repeated in a loop at regular time intervals (of the order of hundredths of a second).

These steps are illustrated on the .

It is assumed, for clarity of description, that the LCA and SALC functions are initially activated.

The LCA function being well known to those skilled in the art and not itself being the subject of the present invention, it will not be described here in detail.

Note that the SALC function can be “activated” by the driver, by carrying out an ad hoc task consisting, for example, of pressing a button or by selecting the function from a menu displayed on a touch screen located in the passenger compartment.

Note that it can only be “used” if the SALC function is activated and if the driver requests it. To issue this request, the driver must, for example, put his indicator in the direction in which he wishes to trigger the change of lane.

The first step consists, for the computer 11, of acquiring a set of data relating to the environment of the motor vehicle.

This first step then includes a sub-step S1a during which the computer collects the first preliminary data using the sensors (RADAR, camera, etc.) fitted to the motor vehicle 10.

These first preliminary data can be used raw, or can possibly be reprocessed. Typically, information from cameras and remote sensors can be compared, during a so-called fusion operation, in order to obtain more reliable data.

The first preliminary data makes it possible, for example, to determine the following information: the number of traffic lanes on Route 30, the width of the traffic lanes, the position and type of upcoming intersections, the quality and nature of the traffic lines. lane markings, the nature of temporary lines indicating or not a work zone, etc.

They also make it possible to determine the number of surrounding third-party vehicles, their movement vectors, and their nature (car, truck, emergency vehicle in intervention, etc.).

They also make it possible to perceive road information such as static or dynamic road signs, work cones, etc.

Otherwise formulated, these first preliminary data make it possible to determine the position of the vehicle on its lane 31 and to characterize the surrounding objects (other vehicles, obstacles, etc.).

At this stage, the computer can also acquire data relating not to the vehicle's environment, but to the vehicle itself (position, dynamics, operating state of its sensors, etc.). Here, the computer 11 acquires in particular the status of the vehicle's indicators or the position of the actuation lever of these indicators.

During a second sub-step S1b, the computer 11 acquires second preliminary data of cartographic types. It acquires them in the navigation software, taking into account the position of the motor vehicle 10.

These data make it possible, for example, to characterize an intersection located in front of the vehicle (typically an intersection not visible by the camera and remote sensors), to determine a type of lane towards which the vehicle is heading, etc.

During a third sub-step S1c, the computer 11 acquires third preliminary data, using its communication means.

These data allow, for example, a third party entity (vehicle, infrastructure, etc.) to give the computer 11 its position and possibly its speed. They also make it possible to detect in advance a broken down vehicle, a traffic jam, or an emergency vehicle in intervention.

It should be noted that the preliminary data acquired during sub-steps S1b and S1c make it possible to obtain information going beyond the horizon "visible" by the vehicle's equipment (camera, remote detectors, etc.).

During a second step S2, the computer gathers the preliminary data so as to reconstruct an artificial horizon, that is to say to reconstruct the environment of the vehicle in digital form. This step does not necessarily consist of generating a 3D model of this environment. Rather, it consists of gathering all the preliminary data and possibly processing them in order to establish a database characterizing the environment of the vehicle (typically the different objects found in this environment).

In this way, during a step S3, the computer 11 can evaluate two types of data.

The first ODD1 data are those which will make it possible to check whether all the rules defined above are met or not (rules which we recall here come from national or international regulations).

The second ODD2 data are those which, in the context of the present invention, will make it possible to refine the authorizations for implementing the SALC function.

Typically, a first ODD1 data item can correspond to the presence or absence of a cycle path on the road taken by the motor vehicle 10.

All of the first SDG1 data is well defined in the aforementioned regulations.

The second ODD2 data will not be confronted with these rules since they are not affected by them.

Typically, a second ODD2 data item can correspond to the presence or absence of an emergency vehicle in intervention or to a work zone near the motor vehicle 10.

It will thus be possible to detect, thanks to the measurements taken by the sensors fitted to the vehicle (step S1a) and/or thanks to the artificial horizon (established using the data acquired in steps S1b & S1c), areas potentially sources of difficulties in which it will be appropriate to temporarily inhibit or deactivate the SALC function, or accelerate the execution of the maneuver. These include, for example, work zones, intervention zones or the arrival of an emergency vehicle, zones where slippery roads are signposted, zones where pedestrians or cyclists are detected on the edge of the road. road, dense traffic areas encouraging the system to make a faster lane change (to the detriment of comfort but allowing greater confidence in carrying out the maneuver).

Conversely, it will also be possible to detect areas without specific difficulty, which will increase confidence in the possibility of carrying out a lane change maneuver. For example, this will be an area in which a significant number of third-party vehicles transmit via regular messages their positions spread over two lanes, with relatively similar speeds over a distance allowing an overtaking maneuver using the SALC function.

The data thus makes it possible to influence the execution of the maneuver. Strengthening the level of confidence in the mapping information with vehicle perception elements (visualization of the number of lanes, the nature of the lines on the ground, or a central reservation) makes it possible to better qualify the 'environment.

This data also makes it possible to influence the way in which the driver is informed of the progress of the maneuver.

During a step S4, it is planned to determine the trajectory that the motor vehicle must take when the LCA function alone is activated (typically the trajectory located in the middle of the separation lines 33, 35 of the traffic lane 31 taken by the motor vehicle 10).

The computer 11 can also determine the trajectory that the motor vehicle could take to change lanes.

Then, during a step S5, it is planned to compare the first ODD1 data acquired with the set of rules resulting from the aforementioned regulation.

These rules being well known, this step will not be described further here. We can only note that they make it possible to determine the environment in which it will not be permitted to implement a semi-automatic override and in which the SALC function must more precisely be deactivated.

We then understand that, when conditions permit (for example when the road no longer includes a cycle path), the driver will be able to reactivate this function by carrying out the task required in this regard (selection of the function on a menu, pressing a button…).

On the other hand, if all the rules are met, the state of the function can be chosen from two alternatives: an activated state or a momentarily inhibited state.

To make this choice, the computer 11 will compare the second ODD2 data with a set of rules resulting not from national or international regulations, but from execution principles determined by the vehicle manufacturer.

More precisely, the temporarily inhibited state will be selected when one of these principles is not respected.

Typically, if an intersection is detected at a distance close to the vehicle (taking into account its speed), the SALC function can be inhibited so as to prevent the driver from triggering semi-automatic overtaking in such a zone deemed dangerous.

In the same way, this function will be temporarily inhibited in work zones, in the presence of an emergency vehicle in intervention...

If, however, all the execution principles are respected, the computer 11 maintains the SALC function in the activated state.

The main difference between the deactivated state and the momentarily inhibited state is that, in the deactivated state, the driver must perform a particular task to restart the SALC function whereas in the momentarily inhibited state, the computer is able to to automatically reactivate this function as soon as conditions permit. Therefore, the aforementioned steps remain implemented in a loop in the inhibited state while they are interrupted in the deactivated state.

The execution principles therefore make it possible, based on data cross-referenced together and coming from different types of sources, to inhibit the SALC function when preferable and to reactivate it as soon as possible, which will reinforce the level of confidence of the driver in this function.

If the SALC function is temporarily inhibited, information relating to this inhibition is transmitted to the driver, for example via the display screen or via any other interface available to the driver (step S6). The message displayed here will preferably mention the reason why no change of traffic lane is currently possible (“work zone”…).

If the SALC function remains activated and if a lane change request is received from the driver via his indicators, the computer 11 uses the control instruction calculated previously and transmits it during a step S7 to the power steering actuator , which can then execute the desired lane change maneuver, for example to overtake a vehicle.

It should be noted here that this lane change may be interrupted or made faster than initially planned (i.e. the instruction may be corrected during execution) if the preliminary data relating to the environment indicate a important change to take into account.

Typically, if the vehicle is driving in the right lane of a three-lane road and then its driver initiates a lane change to the second lane at the moment when another vehicle is moving from the third lane to the second lane, the second ODD2 data may indicate this change and the instruction may be corrected in order to return the vehicle to the right lane or in order to accelerate the vehicle.

The idea here is to ensure, when the vehicle has started to change lanes and the conditions are no longer considered conducive to carrying out such a lane change, that the vehicle completes this lane change more quickly. semi-automatic and the SALC function can thus be quickly deactivated or inhibited.

This will typically be the case when the vehicle arrives:
- on a work zone not previously detected,
- near an emergency vehicle in intervention not previously detected,
- on a slippery road,
- near a newly detected pedestrian or cyclist,
- near a heavy traffic area…

At this stage, we can note that inhibition (and disinhibition) will be carried out automatically by the computer, thus facilitating the use of the SALC function by the driver while increasing his safety.

The present invention is in no way limited to the embodiment described and represented, but those skilled in the art will be able to make any variation conforming to the invention.

Claims (10)

Method for controlling a motor vehicle (10) comprising, when the motor vehicle (10) is on a road (30) comprising at least two traffic lanes (31, 32) and a change function (SALC) semi-automatic taxiway (31, 32) is activated, steps of:
- acquisition of first data (ODD1) relating to the environment of the motor vehicle (10),
- comparison of the first data (ODD1) acquired with a set of predetermined rules resulting from a national and/or international regulation,
- determination of an activated or deactivated state of said function (SALC) depending on the result of said comparison,
- if said function is activated and if a lane change request is received from the driver of the motor vehicle (10), determination of a control instruction for at least one control actuator of the motor vehicle (10),
- application of said control instruction by said at least one actuator to change traffic lanes (31, 32),
characterized in that, in the acquisition step, it is planned to acquire second data (ODD2) relating to the environment of the vehicle and which are distinct from said first data (ODD1) compared to said rules, and
in that the second data (ODD2) acquired are used to determine the state of said function (SALC) and/or to correct, when the function (SALC) is activated and a change of lane is in progress, said piloting instruction. Control method according to claim 1, in which, in the determination step, the state of said function is chosen from the following states: activated, deactivated and momentarily inhibited. Control method according to claim 2, in which, in the step of determining said state, it is planned to:
- choose either the deactivated state or one of the activated or momentarily inhibited states, depending on the result of said comparison, then, if the deactivated state has not been chosen,
- select the activated state or the momentarily inhibited state depending on the second data (ODD2) acquired. Control method according to one of claims 2 and 3, in which, when said function (SALC) goes to the deactivated state, the acquisition and comparison steps are stopped, while when said function goes to the state momentarily inhibited, the acquisition and comparison stages continue. Control method according to one of claims 1 to 4, in which said control instruction is corrected during the maneuver as a function of the second data (ODD2) acquired. Control method according to one of claims 1 to 5, in which, during the acquisition step, at least part of the first and/or second data (ODD1, ODD2) is acquired in a cartographic database. Control method according to one of claims 1 to 6, in which, during the acquisition step, at least part of the first and/or second data (ODD1, ODD2) is acquired via communication means equipping the motor vehicle (10). Control method according to one of claims 1 to 7, in which, during the acquisition step, at least part of the first and/or second data (ODD1, ODD2) is acquired via sensors fitted to the motor vehicle (10). Control method according to one of claims 1 to 8, in which, during the acquisition step, third data relating to the operating state and/or the position and/or dynamics of the motor vehicle (10 ) are acquired, and, in the determination step, the state is selected based on said third data. Motor vehicle (10) comprising means for acquiring data relating to the environment of the vehicle and at least one actuator for controlling the motor vehicle (10), characterized in that it further comprises a computer (11) programmed to implement a control method according to one of claims 1 to 9.