WO2024110706A1

WO2024110706A1 - Method and device for controlling a semi-automatic lane change (salc) function of a vehicle

Info

Publication number: WO2024110706A1
Application number: PCT/FR2023/051624
Authority: WO
Inventors: Vincent DESCHAMPS; Loic Chambrin; Michael Cummins
Original assignee: Stellantis Auto Sas
Priority date: 2022-11-23
Filing date: 2023-10-18
Publication date: 2024-05-30
Also published as: FR3142153A1

Abstract

The invention relates to a method and a device (10) for controlling a semi-automatic traffic lane change function, referred to as a SALC function, of a vehicle (4) travelling in a current traffic lane (V1). The method comprises: changing lane (12) in order to position the vehicle in a second lane (V2); verifying if an initial lateral position (P1) of the vehicle in the current traffic lane (V1) is offset towards a first lateral direction (S1) relative to a first reference lateral position (PRef1); and, if the verification is positive and if the second traffic lane (V2) is positioned towards a second lateral direction (S2) opposite the first lateral direction (S1), positioning the vehicle in the second traffic lane (V2) at a second lateral position offset towards the second lateral direction (S2).

Description

DESCRIPTION

Title: Method and device for controlling a SALC function of a vehicle

The present invention claims the priority of French application 2212186 filed on 23.11.2022, the content of which (text, drawings and claims) is here incorporated by reference.

Technical area

[0001] The present invention relates to methods and devices for controlling a semi-automatic lane change function, called SALC function, of a vehicle, for example a motor vehicle. The present invention aims in particular to implement a SALC function to adapt the lateral position of a vehicle in the event of a lane change. The present invention also relates to a method and a device for controlling a vehicle, in particular a semi-autonomous vehicle.

Technology background

[0002] Certain contemporary vehicles are equipped with functions or system(s) or driving assistance, known as ADAS (from English “Advanced Driver-Assistance System” or in French “Advanced Driving Assistance System” ).

[0003] Among these systems, the automated lane keeping system, known as ALKS (for “automated lane-keeping system” in English) is an autonomous vehicle driving system capable of keeping a vehicle in a lane and, with the joint use of the ACC function (or “Adaptive Cruise Control” in English), at a distance from the vehicle in front. According to certain configurations, the driver can act on the steering wheel of his vehicle to move into the current traffic lane while remaining in it, for example to let motorcycles pass.

[0004] Another well-known ADAS system is the semi-automatic lane change system, known as the SALC system (Semi-Automatic Lane Change). Its primary function is to assist the driver of a vehicle when the driver wishes to change lanes. Upon detection of the activation of the indicators on one side of the vehicle to indicate its intention to change lanes from a current traffic lane to a target traffic lane on the side where the indicators were activated by the driver, the SALC system makes the lane change after carrying out a few checks. The SALC system can in particular use radars (rear side corners) to check that no conditions prohibiting lane change are met, such as the detection of another vehicle positioned in a blind spot and/or approaching from far away on another lane of traffic.

[0005] It has been noted that the SALC system (or function) is not always satisfactory, particularly when particular road conditions require adapting the trajectory of the vehicle in question. Improvements are possible in particular in terms of vehicle safety and in terms of ergonomics for the driver. Indeed, the current SALC system does not always take into account the driver's wishes regarding the position to adopt for the vehicle in the event of a lane change. In certain traffic situations, the SALC system can be disruptive for the driver.

Summary of the present invention

One of the objects of the present invention is to solve at least one of the problems or deficiencies of the technological background described above.

Another object of the present invention is to improve the control of a SALC function of a vehicle, in particular to reinforce the safety of the vehicle and ensure better driving comfort for the driver.

Another object of the present invention is to improve the control of a SALC function of a vehicle when the vehicle is traveling with a lateral offset in its current lane.

[0009] According to a first aspect, the present invention relates to a method for controlling a semi-automatic lane change function, called SALC function, of a vehicle traveling on a current lane, said method comprising: - in response to a lane change instruction, triggering a lane change to position the vehicle in a second lane, adjacent to the current lane; in which the process comprises:

- checking whether an initial lateral position in which the vehicle travels in the current traffic lane is shifted towards a first lateral direction relative to a first reference lateral position in the current traffic lane; And

- if the verification is positive and if the second traffic lane is positioned towards a second lateral direction, opposite to the first lateral direction, relative to the current traffic lane, control of the lane change so that the vehicle positions itself in a second position lateral, in the second traffic lane, offset towards the second lateral direction relative to a second lateral reference position in the second traffic lane.

The control thus carried out by the control device makes it possible to carry out the lane change while maintaining an offset in the new (second) lane when an offset was already present initially in the first lane before said change of lane. In this way, it is possible to change lanes while maintaining a lateral shift and thus maintain a free space near the separation between the first and second lanes of traffic. If for example the shift in the first lane is to the left, the shift in the second lane is to the right to adopt the same shift strategy and thus allow two-wheeled vehicles in particular to move up the first and second lanes at the separation boundary.

[0011] Thanks to the invention, if a first shift in the first lateral direction was initially made in the current traffic lane (for example in response to a user instruction), a second shift in the second lateral direction ( opposite to the first lateral direction) is automatically applied in the second lane of traffic after the lane change. So, it is not necessary for example for the driver to control the lateral shift of the vehicle in the second lane when changing lanes.

[0012] The invention makes it possible in particular to improve driving ergonomics and therefore driver comfort by taking better account of the driver's intention and limiting unnecessary commands. The safety of the vehicle is also reinforced to the extent that the lane change is adapted to maintain a lateral shift of the vehicle and thus make it possible in particular to avoid any collisions with two-wheeled vehicles likely to move near the separation between both lanes of traffic. The risks of collision are particularly reduced when a two-wheeled vehicle quickly moves up the traffic lanes behind the vehicle implementing the process (or method) of the invention. It is in particular possible to improve the control of the SALC function (or system) of the vehicle in question

[0013] The control method according to the invention may include other characteristics which can be taken separately or in combination, in particular among the embodiments which follow.

[0014] According to a particular embodiment, the process is such that:

- the first lateral direction is the left side and the second lateral direction is the right side in relation to the current traffic lane; Or

- the first lateral direction is the right side and the second lateral direction is the left side in relation to the current traffic lane.

[0015] According to a particular embodiment, the method comprises reception of the lane change instruction issued by a user.

[0016] According to a particular embodiment, before receiving the lane change instruction, the vehicle is positioned at the initial lateral position in the current lane in response to a first user instruction.

[0017] According to a particular embodiment, said control of the lane change to position the vehicle in the second lateral position is carried out only if the first user instruction has been previously received upon detection of a second two-wheeled vehicle at proximity of said vehicle. [0018] According to a particular embodiment, the method is such that:

- the initial lateral position is shifted, in the current traffic lane, by an offset distance towards the first lateral direction relative to the first lateral reference position, and

- the second lateral position is offset, in the second traffic lane, according to said offset distance towards the second lateral direction relative to the second lateral reference position.

[0019] According to a particular embodiment, the method is such that:

- the first lateral reference position is a central position in the current traffic lane; and or

- the second lateral reference position is a central position in the second traffic lane.

[0020] According to a particular embodiment, if the initial lateral position in which the vehicle travels in the current traffic lane matches the first lateral reference position in the current traffic lane, the lane change is carried out so that the second lateral position according to which the vehicle is positioned in the second traffic lane agrees with the second lateral reference position in the second traffic lane.

[0021] According to a second aspect, the present invention relates to a device for controlling a SALC function of a vehicle capable of traveling on a current traffic lane, the control device comprising a memory associated with a processor configured for setting implementation of the steps of the control method according to the first aspect of the present invention.

[0022] Note that the different embodiments mentioned above in relation to the control method according to the first aspect of the invention as well as the associated advantages apply in an analogous manner to the control device according to the second aspect of the invention.

[0023] According to a third aspect, the present invention relates to a vehicle, for example of the automobile type or of the land motor vehicle type, comprising a control device according to the second aspect of the present invention. This vehicle can for example be a semi-autonomous vehicle.

[0024] According to a fourth aspect, the present invention relates to a computer program which comprises instructions adapted for the execution of the steps of the control method according to the first aspect of the present invention, in particular when the computer program is executed by at least one processor. In other words, the different stages of the control process are determined by computer program instructions. This computer program is configured to be implemented in a control device of the second aspect of the invention, or more generally in a computer.

[0025] Such a computer program can use any programming language, and be in the form of a source code, an object code, or an intermediate code between a source code and an object code , such as in partially compiled form, or in any other desirable form.

[0026] According to a fifth aspect, the present invention relates to a recording medium (or information medium), readable by the control device according to the second aspect or more generally by a computer (or a processor), on which is recorded a computer program comprising instructions for executing the steps of the control method according to the first aspect of the present invention.

[0027] 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.

[0028] Furthermore, 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 terrestrial radio or by laser beam. self-directed or by other means. The computer program according to the present invention can in particular be downloaded onto 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 the figures

[0030] Other characteristics and advantages of the present invention will emerge from the description of the particular and non-limiting examples of embodiment of the present invention below, with reference to the appended Figures 1 to 7, in which: [0031] [Fig . 1] schematically illustrates an environment comprising a vehicle carrying a control device, according to at least one particular and non-limiting embodiment of the present invention;

[0032] [Fig. 2] schematically illustrates the vehicle of Figure 1 with a two-wheeled vehicle nearby, according to at least one particular and non-limiting embodiment of the present invention;

[0033] [Fig. 3] schematically illustrates a lane change triggered by the control device of FIG. 1, according to at least one particular and non-limiting embodiment of the present invention;

[0034] [Fig. 4] schematically illustrates a lane change carried out under the control of the control device of FIG. 1, according to at least one particular and non-limiting embodiment of the present invention;

[0035] [Fig. 5] schematically illustrates a lane change triggered by the control device of Figure 1 in particular traffic conditions, according to at least one particular and non-limiting embodiment of the present invention;

[0036] [Fig. 6] schematically illustrates the control device of Figure 1, according to at least one particular and non-limiting embodiment of the present invention;

[0037] [Fig. 7] illustrates a diagram of different stages of a method of controlling a vehicle as represented in Figures 1 -5, according to at least one particular and non-limiting embodiment of the present invention. Description of the implementation examples

[0038] A method and a device for controlling a vehicle will now be described in what follows with reference jointly to Figures 1-7. Unless otherwise indicated, elements common or similar to several figures bear the same reference signs and have identical or similar characteristics, so that these common elements are generally not described again for the sake of simplicity.

The terms “first(s)” (or first(s)), “second(s)”, etc.) are used in this document by arbitrary convention to make it possible to identify and distinguish different elements (such as operations, channels, etc.) implemented in the embodiments described below.

[0040] As previously indicated, the invention aims in particular at a method of controlling a semi-automatic lane change function (or system), called SALC function (or system), of a vehicle traveling on a lane of current circulation, for example of a vehicle of the automobile or other type, or more generally a vehicle of the motorized land vehicle type. The invention aims in particular, but not exclusively, at controlling the SALC function of a semi-autonomous vehicle.

[0041] According to a particular and non-limiting example of carrying out the present invention, this method comprises:

- in response to a lane change instruction, triggering a lane change to position the vehicle in a second traffic lane, adjacent to the current traffic lane; in which the process comprises:

- if the verification is positive and if the second traffic lane is positioned towards a second lateral direction, opposite to the first lateral direction, relative to the current traffic lane, lane change control so that the vehicle positions itself at a second lateral position, in the second traffic lane, offset towards the second lateral direction relative to a second lateral reference position in the second traffic lane .

Other aspects and advantages of the present invention will emerge from the exemplary embodiments described below with reference to the drawings mentioned above.

[0043] Figure 1 schematically illustrates an environment 2 in which a first vehicle 4 circulates comprising a control device 10 according to at least one particular and non-limiting embodiment of the present invention.

The environment 2 in which the vehicle 4 travels may vary depending on the case. In the example considered here, the vehicle 4 moves on a first traffic lane V1, called the current traffic lane. Environment 2 also includes a second traffic lane V2 adjacent to the first traffic lane V1. In other words, the second path V2 extends along the first path V1. As illustrated, a marking line (or any other material element) 6 can for example mark the separation between channels V1 and V2.

[0045] In this example, the two traffic lanes V1 and V2 extend in the direction y as shown in Figure 1.

The traffic lanes V1 and V2 can form, for example, adjacent lanes of a portion of a road or highway. Note that the traffic lanes as considered here only constitute non-limiting examples of implementation. Variant implementations of these traffic lanes are in fact possible, in particular in terms of layout, shape, dimensions, etc.

It is subsequently assumed that the vehicle 4 circulates (moves) in the direction y, for example in the direction of movement DR1 represented in the figures. The driver controls the vehicle 4 to travel on the current traffic lane V1. During his movement, the driver can possibly control or modify the lateral position P1 of the vehicle 4 in the current traffic lane V1, for example to shift the vehicle 4 in the traffic lane V1 as described below.

According to a particular example, the vehicle 4 comprises an automated lane-keeping system, called ALKS (for “automated lane-keeping system” in English). This is an autonomous vehicle driving system (or function) configured to keep the vehicle 4 in a lane and, with the joint use of the ACC function (or “Adaptive Cruise Control” in English), remotely of another vehicle in front of it. According to certain configurations, the driver can act on the steering wheel of his vehicle to adapt the lateral position P1 of his vehicle 4 in the current traffic lane V1, so as to shift into the current traffic lane V1 while remaining in it. here, for example to let motorcycles pass (see offset OF1 in figures 1-2).

[0049] During his movement, the driver can also trigger a lane change so that his vehicle 4 moves (or shifts) from the current traffic lane V1 into the adjacent traffic lane V2 (Figure 3 ). As described in more detail below, this lane change is implemented by the SALC function of the vehicle 4 under the control of the device 10.

[0050] The configuration of the traffic lanes V1 and V2 may depend in particular on the traffic rules in force for the geographical area in which these lanes are located. In this example, vehicles travel on the right, as in France. The invention is, however, not limited to such an example and extends to all road or traffic lane configurations, including those where vehicles travel on the left.

[0051] The type and characteristics of the vehicle 4 may vary depending on the case. The vehicle 4 can for example be of automobile type or equivalent. Alternatively, this vehicle can be a coach, a bus, a truck, a utility vehicle or a motorcycle, or more generally a vehicle of the motorized land vehicle type.

[0052] According to a particular example, the vehicle 4 travels in a semi-autonomous mode. More particularly, the level of autonomy of a vehicle can, for example, vary from 1 to 5 (limits included), according to the scale defined by the American federal agency which has established 5 levels of autonomy ranging from 1 to 5. Level 0 corresponds to a vehicle having no autonomy, whose driving is under the full supervision of the driver; level 1 corresponding to a vehicle with a minimum level of autonomy, whose driving is under the supervision of the driver with minimal assistance from an ADAS system (from the English “Advanced Driver-Assistance System” or in French “System advanced driving assistance"); and level 5 corresponding to a completely autonomous vehicle.

[0053] The 5 levels of autonomy in the classification of the federal agency responsible for road safety are:

- level 0: no automation, the vehicle driver has full control over the main functions of the vehicle (engine, accelerator, steering, brakes);

- level 1: driver assistance, automation is active for certain vehicle functions, the driver maintaining overall control over vehicle driving; cruise control is part of this level, like other aids such as TABS (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 level 2, as does automatic parking assistance;

- level 3: limited autonomous driving, the driver can cede 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 in certain specific environmental and traffic conditions (only on motorways for example); - level 4: complete autonomous driving under conditions, the vehicle is designed to ensure all critical safety functions alone 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.

[0054] According to a particular example, the vehicle 4 can be configured in a semi-autonomous mode, that is to say with an autonomy level of 2, 3 or 4 according to the classification above.

[0055] As described in more detail later with reference to Figure 6 in a particular example, the control device 10 can comprise at least one processor and a non-volatile memory. The device 10 is configured to implement a control process (or method) as described below. For this purpose, the device 10 may comprise a computer program PG1 (figure 1) stored in the non-volatile memory (Flash or ROM type memory for example), this computer program PG1 comprising instructions for the implementation of the control method (or process) as described below. The processor can thus be configured to execute in particular the instructions defined by the computer program PG1.

The control device 10 can for example take the form of (or include a) calculator, or a combination of calculators. This device 10 can be embedded in the vehicle 4 to control the SALC function in accordance with a control method (or process) as described below. An example of implementation of the control device 10 is described later.

As indicated above, the control device 10 (also called device) is configured to implement a control process. This process is now described together in Figures 1-5 according to particular embodiments. [0058] At an initial stage, it is assumed that the vehicle 4, under the at least partial supervision of a driver, is traveling on a current traffic lane, namely the first traffic lane V1 in this example (figure 1). As illustrated in Figure 1, the vehicle 4 moves in the direction of traffic DR1 (in the direction y) in the traffic lane V1.

[0059] The vehicle 4 is also positioned laterally (along x) in the current traffic lane V1 at a lateral position P1, called the initial lateral position. As illustrated, the initial lateral position P1 in which the vehicle 4 travels in the current traffic lane V1 is shifted towards a first lateral direction S1 relative to a first lateral reference position PRefl in the current traffic lane V1. In other words, the initial lateral position P1 of the vehicle 4 does not agree (or is not aligned) with the lateral reference position PRefl, the vehicle 4 being offset in the first lateral direction S1 relative to this lateral reference position PRefl. This lateral offset of the initial lateral position P1 of the vehicle 4 relative to the reference lateral position PRefl is denoted OF1.

Note that the lateral direction S1 (following x) in the current traffic lane V1 can be for example the left or the right depending on the case considered. As illustrated, we assume by way of example below that the direction S1 is the left, that is to say the left lateral direction in relation to the vehicle 4 or to the current traffic lane V1. Thus, at this initial stage, the vehicle 4 is shifted to the left by an offset distance DS1 (non-zero) relative to the lateral reference position PRefl.

The second lateral direction, opposite the lateral direction S1, is subsequently denoted S2 (figure 1). Also, in the examples considered here, the lateral direction S2 is the right, that is to say the right lateral direction relative to the vehicle 4 or to the current traffic lane V1. Note, however, that the exemplary embodiments described in this document can be applied similarly in an inverse configuration, that is to say considering that the lateral directions S1 and S2 correspond respectively to the right and the left. [0062] The lateral reference position PRefl can be adapted or parameterized depending on the case considered. This position PRefl corresponds for example to a default lateral position which is adopted by the vehicle 4 without contrary instruction from the driver. For example, the lateral reference position PRefl is a central (or median) position in the current traffic lane V1, although other settings are possible. The lateral reference position PRefl is for example fixed so that the vehicle 4 can easily travel in its current traffic lane V1 (for example in the center of this lane) under normal traffic conditions.

[0063] Note that the lateral offset OF1 of the vehicle 4 to the left (S1) relative to the initial reference position PRefl can for example result from a first user instruction IN1 (figure 2). Thus, in response to this first instruction IN1 issued by the user (for example the driver), the vehicle 4 positions itself laterally (along x) at the initial lateral position P1 in the current traffic lane V1. This initial lateral positioning can for example be controlled by the ALKS function of the vehicle 4.

Note that the notion of “offset” (in particular for OF1 and OF2) designates in the present document a non-zero offset, in other words, an offset according to a non-zero offset distance.

[0065] As shown in Figure 2, the driver can for example command the vehicle 2 to shift to the left (S1) in the current traffic lane V1 relative to the lateral reference position PRefl, thus positioning the vehicle 4 at the lateral position P1, so as to free up a space on the right (S2) of the vehicle, for example to allow a two-wheeled vehicle 12 to pass between the two lanes V1 and V2 in the same direction of traffic DR1 as the vehicle 4 Various traffic situations can lead the driver to lateral shift OF1 of vehicle 4 to the left (S1). According to a variant, the driver can shift his vehicle 4 to the initial lateral position P1 to establish a safety distance from a vehicle (for example a truck or heavy goods vehicle) traveling in the second traffic lane V2 . [0066] According to a particular example, the vehicle 4 automatically positions itself at the initial lateral position P1 in the current traffic lane V1, for example in response to an internal command from a computer or in response to an event detected by a computer internal. We now consider that the driver wishes to change traffic lanes to move the vehicle 4 from the current traffic lane V1 into the second traffic lane V2. Thus, as illustrated in Figure 3, the driver sends (or enters) a lane change instruction IN2 to the control device 10. This instruction can be entered by any user interface of the control device 10.

According to a particular example, before receiving the lane change instruction IN2, the vehicle 4 is positioned at the initial lateral position P1 in the current traffic lane V1 in response to a first user instruction IN1, as already described. [0069] In a first operation, in response to the lane change instruction, the control device 10 triggers a lane change 12 to position the vehicle 4 in the second traffic lane V2, adjacent to the current traffic lane V1. This change of lane 12 thus leads the vehicle 4 to make a lateral movement (according to x) so as to leave the first traffic lane V1 and position itself at a second lateral position P2 in the second traffic lane V2 (figures 3-4 ). This lane change 12 is controlled (or adapted) by the device 10 as described below.

[0070] In a second operation, the device 10 checks (or determines) whether the initial lateral position P1 in which the vehicle 4 travels in the current traffic lane V1 (before the lane change 12) is shifted towards a first lateral direction. S1 (the left in this example) relative to the first lateral reference position PRefl in the current traffic lane V1.

[0071] If the verification of the second operation is positive (that is to say if such an offset of P1 relative to PRefl is actually detected) and if the second traffic lane V2 is positioned towards a second lateral direction S2 (on the right in this example), opposite the first lateral direction S1, relative to the track current traffic V1, then the device 10 controls the change of lane 12 in a third operation so that the vehicle 4 positions itself at a second lateral position P2, in the second traffic lane V2, shifted towards the second lateral direction S2 (to the right in this example) relative to a second lateral reference position PRef2 in the second traffic lane V2 (Figures 3-4). We note OF2 (figure 4) the lateral offset thus produced of the second lateral position P2 of the vehicle 4 in the second traffic lane V2 relative to the second lateral reference position PRef2. Note that the two aforementioned conditions (positive verification of the second operation AND detection that the second channel V2 is to be positioned towards the second direction S2 in relation to the first channel V1) are cumulative, that is to say they must both be fulfilled for the device 10 to control the change of lane 12 according to the third operation.

As described above, it is assumed by way of example that the result of the verification of the second operation is positive (affirmative case) to the extent that an offset OF1 (non-zero) towards the left (S1) of the initial lateral position P1 is detected relative to the first lateral reference position PRefl. It is also detected that the second traffic lane V2 towards which the lane change is triggered is actually positioned towards the right (S2) relative to the current traffic lane V1. Also, the device 10 controls the lane change OF2 to position the vehicle 4 at the second lateral position P2 in the second traffic lane V2, this second lateral position 02 being offset to the right (S2) relative to the second lateral position reference PRef2 in the second traffic lane V2.

[0073] Likewise for PRefl, the second lateral reference position PRef2 can be adapted or parameterized depending on the case considered. This position PRef2 corresponds for example to a default lateral position which is adopted by the vehicle 4 without contrary instructions from the driver. For example, the second lateral reference position PRef2 is a central (or median) position in the second traffic lane V2, although other settings are possible. The lateral reference position PRef2 is by example fixed so that the vehicle 4 can easily circulate in its new traffic lane V2 (for example in the center of this lane) under normal traffic conditions.

[0074] According to a particular example, the lateral reference positions PRefl and Pref2 are configured identically in the first and second traffic lanes V1, V2 respectively (for example in the center of these lanes).

[0075] According to a particular example, the initial lateral position P1 and the second lateral position P2 are shifted towards respectively the first and second lateral directions S1, S2 (left and right in this example) to free up a space allowing another vehicle to travel in or near the vehicle 4.

The control carried out by the device 10 in the third operation therefore makes it possible to carry out the change of lane 12 while maintaining an offset OF2 in the new lane V2 when an offset OF1 was already present in the first traffic lane V1 before said lane change 12. In this way, a lane change can be carried out while maintaining a lateral offset and thus maintain a free space near the separation between the traffic lanes V1 and V2. To the extent that the offset OF1 in the first lane V1 is towards the left (S1), the offset OF2 in the second lane V2 is on the right (S2) to adopt the same offset strategy and thus allow in particular vehicles to two wheels, such as vehicle 12 (Figure 2), to move up tracks V1 and V2 at the level of the separation limit.

[0077] Thanks to the invention, if a first shift OF1 according to the lateral direction S1 was initially operated in the current traffic lane V1 (for example in response to a user instruction IN 1), a second shift OF2 according to the opposite lateral direction S2 is automatically applied in the second traffic lane V2 after the lane change 12. Thus, it is not necessary for example for the driver to control the lateral shift OF2 of the vehicle 4 in the second taxiway V2.

[0078] The invention makes it possible in particular to improve driving ergonomics and therefore driver comfort by taking better account of the driver's intention and limiting unnecessary commands. Vehicle safety is also reinforced to the extent that the lane change is adapted to maintain a lateral shift of the vehicle and thus make it possible in particular to avoid any collisions with two-wheeled vehicles likely to move near the separation between the two traffic lanes V1 and V2. The risks of collision are particularly reduced when a two-wheeled vehicle quickly moves up the traffic lanes behind the vehicle implementing the process (or method) of the invention. It is in particular possible to improve the control of the SALC function (or system) of the vehicle in question. As already described, we consider that the initial lateral position P1 is offset (OF1), in the first traffic lane V1, according to an offset distance DS1 (non-zero) towards the first lateral direction S1 relative to the first lateral reference position PRefl (figures 1-3). Likewise, it is assumed that the second lateral position P2 in which the vehicle 4 is positioned after the lane change 12 is offset (OF2), in the second traffic lane V2, according to a second offset distance DS2 (not zero) towards the second lateral direction S2 relative to the second lateral reference position PRef2 (figure 4). The offset distances DS1 and DS2 can be adapted as appropriate. According to a particular example, the offset distances DS1 and DS2 are identical so that the same offset (but in opposite lateral directions S1 and S2 respectively) are applied in the traffic lanes V1 and V2. By applying identical offset distances DS1, DS2, it can be ensured that the vehicle 4 adopts a consistent lateral positioning strategy with respect to the separation between the traffic lanes V1 and V2. Alternatively, the offset distances DS1 and DS2 may be different, which may be useful for example if the two traffic lanes V1 and V2 do not have the same configuration in terms of width or otherwise.

According to a particular example, the lane change 12 is triggered in the first operation if at least one control check is successfully passed by the device 10.

[0081] According to a particular example, if it is detected during the second operation that the initial lateral position P1 according to which the vehicle 4 is traveling in the lane current traffic lane V1 (before the lane change 12) agrees (or is aligned) with the first lateral reference position PRefl in the current traffic lane V1, the device 10 then controls the lane change 12 so that the second position lateral P2 according to which the vehicle 4 is positioned in the second traffic lane V2 agrees with the second lateral reference position PRef2 in the second traffic lane V2. In other words, if the vehicle 4 is initially not offset laterally in the current traffic lane V1 relative to the lateral reference position PRefl (no offset OF1), the device 10 then controls the vehicle 4 so that it does not is not offset laterally in the second traffic lane V2 relative to the second lateral reference position PRef2 (no offset OF2). For example, if vehicle 4 was in the center of the first lane V1 before changing lanes 12, vehicle 4 changes lanes to position itself in the center of the second lane V2, that is to say without making a shift lateral OF2. [0082] According to a particular example, the lateral reference positions PRefl and PRef2 are predefined lateral positions in the traffic lanes V1 and V2 respectively.

[0083] According to a particular example, the control of the lane change 12 in the third operation to position the vehicle 4 at the second lateral position P2 is carried out only if a second two-wheeled vehicle, for example the vehicle 12 shown in Figure 2 , has previously been detected near the vehicle 4. According to a particular example, the lane change control 12 according to the third operation is carried out only if, prior to said lane change control according to the third operation (or even prior to the verification of the second operation), a two-wheeled vehicle 12 has been detected (for example by means of at least one environment sensor 16, see Figure 5) passing near the vehicle 4 (for example at a distance less than a threshold distance), thus making it possible to confirm that the initial lateral shift OF1 was indeed due to the presence of at least one two-wheeled vehicle (motorcycle, scooter, etc.) of the “queue lift” type. The lane change control 12 according to the third operation is for example carried out only if, previously to said lane change control, the user instruction IN1 (triggering the initial positioning of the vehicle 4 to the initial lateral position P1) was received following a detection (or in response to a detection) d another two-wheeled vehicle 12 near the first vehicle 4,

[0084] It is thus possible to condition the application of the lateral offset OF2 in the second traffic lane V2 on the detection of a two-person vehicle, for example of the motorcycle, scooter, or other type (it may possibly be a three-wheel type vehicle, such as a three-wheel scooter for example). According to a particular example, the vehicle 4 comprises at least one environmental sensor (for example of the side radar sensor type, for example at the front and/or at the rear of the vehicle). The device 10 only adapts the lane trigger 12 to cause the lateral shift OF2 in the second lane V2 only if a two-wheeled vehicle 12 is detected by means of said at least one environment sensor.

[0085] Thus, if the vehicle 4 is initially offset (OF1) in the first traffic lane V1 to provide a safety distance relative to a heavy goods vehicle 14 (FIG. 5) located on the second traffic lane V2 for example, but no two-wheeled vehicle is present, then it is not necessary to shift (OF2) the vehicle 4 once positioned in the second traffic lane V2. In this way, the adaptation of the lane change 12 can be conditioned on the detection of two-wheeled vehicles and thus further improve the driving ergonomics and safety of the vehicle.

[0086] Figure 6 schematically illustrates a control device 10 configured to control the SALC function of a vehicle, such as the vehicle 4 as previously described with reference to Figures 1 -5, according to a particular and non-limiting embodiment of the present invention. The control device 10 corresponds for example to a device on board the vehicle 4, for example a computer.

[0087] The control device 10 is for example configured for the implementation of the operations of the control process as previously described with reference to Figures 1-5 and/or the steps of the method described below with reference to the figure 7. Examples of such a control device 10 include, without being limited to, on-board electronic equipment such as an on-board computer of a vehicle, an electronic computer such as an ECU (“Electronic Control Unit”), a smartphone, a tablet, a laptop. The elements of the control device 10, individually or in combination, can be integrated into a single integrated circuit, into several integrated circuits, and/or into discrete components. The control device 10 can be produced in the form of electronic circuits or software (or computer) modules or even a combination of electronic circuits and software modules.

[0088] The control device 10 comprises one (or more) processor(s) 40 configured to execute instructions for carrying out the steps of the control method (or process) and/or for executing the instructions of the control device(s). software embedded in the control device 10. The processor 40 may include integrated memory, an input/output interface, and various circuits known to those skilled in the art. The control device 10 further comprises at least one memory 41 corresponding for example to a volatile and/or non-volatile memory and/or comprises a memory storage device which may 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 embedded software(s) comprising the instructions to be loaded and executed by the processor 40 is for example stored on the memory 41. The memory 41 can constitute an information medium according to a particular embodiment in that it comprises a computer program (for example PG1 in Figure 1) comprising instructions for carrying out the steps of the method (or of the process of control) of the invention.

[0090] According to different particular and non-limiting examples of embodiment, the control device 10 is coupled in communication with other similar devices or systems and/or with communication devices, for example a TCU (from the English “Telematic Control Unit” or in French “Unité de Telematics Control"), for example via a communications bus or through dedicated input/output ports.

[0091] According to a particular and non-limiting embodiment, the control device 10 comprises a block 42 of interface elements for communicating with external devices, for example a remote server or the “cloud”, or the vehicle 4 when the control device 10 corresponds to a smartphone or a tablet for example. The interface elements of block 42 include one or more of the following interfaces:

- RF radio frequency interface, for example of the Wi-Fi® type (according to IEEE 802.11), for example in the 2.4 or 5 GHz frequency bands, or of the Bluetooth® type (according to IEEE 802.15.1), in the band frequency at 2.4 GHz, or Sigfox type using UBN radio technology (from the English Ultra Narrow Band, in French ultra narrow band), or LoRa in the 868 MHz frequency band, LTE (from the English " Long-Term Evolution” or in French “Long-Term Evolution”), LTE-Advanced (or in French LTE-advanced);

- 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).

[0092] According to another particular and non-limiting example of embodiment, the control device 10 comprises a communication interface 43 which makes it possible to establish communication with other devices (such as other computers of the on-board system or sensors embedded such as the sensor(s) 16 shown in Figure 5) via a communication channel 45. The communication interface 43 corresponds for example to a transmitter configured to transmit and receive information and/or data via the communication channel 45 The communication interface 43 corresponds for example to a wired network of the CAN type (from the English “Controller Area Network” or in French “Réseau de controllers”), CAN FD (from the English “Controller Area Network Flexible Data). -Rate” or in French “Network of rate controllers flexible data"), FlexRay (standardized by the ISO 17458 standard), Ethernet (standardized by the ISO/IEC 802-3 standard) or LIN (from the English "Local Interconnect Network", or in French "Réseau interconnecté local") .

[0093] As illustrated in Figure 6, the control device 10 is for example capable of receiving the instructions IN1 and/or IN2 as previously described (figures

2-3) coming from a user interface 20, for example through the communication interface 43 and/or the communication channel 45.

[0094] According to a particular and non-limiting embodiment, the control device 10 can provide output signals to one or more external devices, such as a display screen, touch or not, one or more speakers. and/or other peripherals (projection system) via respective output interfaces. According to a variant, one or the other of the external devices is integrated into the control device 10.

[0095] Figure 7 illustrates a diagram of the different stages of a method of controlling a vehicle traveling on a current traffic lane V1, for example of the vehicle 4 as previously described. The method is for example implemented by the control device 10 previously described, this device being able to be on board the vehicle 4.

[0096] In a first step 51, in response to a lane change instruction IN2, the device 10 triggers a lane change 12 to position the vehicle 4 in a second traffic lane V2, adjacent to the current traffic lane V1 .

[0097] In a second step 52, the device 10 checks whether an initial lateral position P1 in which the vehicle 4 travels in the current traffic lane V1 is shifted (OF1) towards a first lateral direction S1 relative to a first lateral position reference PRefl in the current traffic lane V1.

[0098] In a third step 53, if the verification of the second step 52 is positive (in the affirmative case) and if the second traffic lane V2 is positioned towards a second lateral direction S2, opposite the first lateral direction S1, relatively to the current traffic lane V1, the device 10 controls the change of lane 12 so that the vehicle 4 positions itself at a second lateral position P2, in the second traffic lane V2, offset towards the second lateral direction S2 relative to a second lateral reference position PRef2 in the second traffic lane V2.

[0099] According to alternative embodiments, the variants and examples of the operations described above in relation to Figures 1 -5 apply to the steps of the control method of Figure 7.

[0100] A person skilled in the art will understand that the embodiments and variants described above constitute only non-limiting examples of implementation of the invention. In particular, those skilled in the art may consider any adaptation or combination of the embodiments and variants described above, in order to meet a very specific need.

[0101] The present invention is therefore not limited to the exemplary embodiments described above but extends in particular to a control method which would include secondary steps without thereby departing from the scope of the present invention. The same would apply to a device configured for implementing such a process.

[0102] The present invention also relates to a vehicle, for example an automobile or more generally a land motor vehicle (for example semi-autonomous), comprising the control device 10 as previously described.

Claims

1. Method for controlling a semi-automatic lane change function, called SALC function, of a vehicle (4) traveling on a current lane (V1), said method comprising:

- in response to a lane change instruction (IN2), triggering (51) of a lane change (12) to position the vehicle in a second traffic lane (V2), adjacent to the current traffic lane ( V1); the process comprising:

- a check (52) of whether an initial lateral position (P1) in which the vehicle (4) travels in the current traffic lane (V1) is shifted towards a first lateral direction (S1) relative to a first lateral position of reference (Prefl) in the current traffic lane; And

- if the verification (52) is positive and if the second traffic lane (V2) is positioned towards a second lateral direction (S2), opposite to the first lateral direction (S1), relative to the current traffic lane, check (53 ) of the lane change (12) so that the vehicle positions itself at a second lateral position (P2), in the second traffic lane (V2), offset towards the second lateral direction (S2) relative to a second lateral position of reference (PRef2) in the second traffic lane.

2. Method according to claim 1, in which:

- the first lateral direction (S1) is the left side and the second lateral direction (S2) is the right side relative to the current traffic lane (V1); Or

- the first lateral direction (S1) is the right side and the second lateral direction (S2) is the left side in relation to the current traffic lane (V1).

3. Method according to claim 1 or 2, wherein the method comprises reception of the lane change instruction (IN2) issued by a user.

4. Method according to claim 3, wherein, before receiving the lane change instruction (IN2), the vehicle (4) is positioned at the initial lateral position (P1) in the current traffic lane (V1) in response to a first user instruction (I N 1).

5. Method according to claim 4, wherein said lane change control (12) to position the vehicle (4) at the second lateral position (P2) is carried out only if the first user instruction (IN1) has been previously received upon detection of a second two-wheeled vehicle (12) in the vicinity of said vehicle.

6. Method according to any one of the preceding claims, in which:

- the initial lateral position (P1) is shifted (OF1), in the current traffic lane (V1), according to an offset distance (DS1) towards the first lateral direction (S1) relative to the first lateral reference position ( PRefl ), and

- the second lateral position (P2) is offset (OF2), in the second traffic lane (V2), according to said offset distance (DS2) towards the second lateral direction (S2) relative to the second lateral reference position ( PRef2).

7. Method according to any one of the preceding claims, in which if the initial lateral position (P1) according to which the vehicle (4) is traveling in the current traffic lane (V1) agrees with the first lateral reference position (PRefl) in the current traffic lane, the lane change (12) is carried out so that the second lateral position (P2) according to which the vehicle is positioned in the second traffic lane (V2) agrees with the second lateral reference position ( PRef2) in the second traffic lane.

8. Computer program (PG1) comprising instructions for implementing the method according to any one of the preceding claims, when these instructions are executed by a processor (40). ZI

9. Control device (10) for a semi-automatic lane change function, called SALC function, of a vehicle (4) capable of traveling on a current traffic lane (V1), said control device comprising a memory (41) associated with at least one processor (40) configured for implementing the steps of the method according to any one of claims 1 to 8.

10. Vehicle comprising the control device according to claim 9.