Methods for automatically managing the longitudinal speed of vehicles

Abstract

The present invention relates to a method for automatically managing the longitudinal speed of a first vehicle (10) traveling in a first lane (40), characterized in that the method comprises: - a first step (E1) detecting an intention of a second vehicle (20) traveling in a second lane (41) adjacent to the first lane (40) to perform a cut-in maneuver into the first lane (40); - a second step (E2) estimating a corrected longitudinal distance (DLCOR) corresponding to the longitudinal distance between the first vehicle (10) and the second vehicle (20) at the end of the cut-in maneuver, the corrected longitudinal distance being calculated based on the longitudinal distance (DLMES) measured between the first vehicle and the second vehicle and based on the relative longitudinal speed (VLR) measured between the second vehicle (20) and the first vehicle (10); - a third step (E3) calculating a longitudinal speed setpoint of the first vehicle based on the corrected longitudinal distance (DLCOR).

Description

Technical Field

[0001] This invention relates to a method for automatically managing the longitudinal speed of a vehicle. It also relates to a device for automatically managing the longitudinal speed of a vehicle. Furthermore, it relates to a motor vehicle including such an automatic management device. Background Technology

[0002] Driver assistance technology is becoming increasingly widespread and is no longer limited to high-spec vehicles.

[0003] These technologies can simplify the driving of motor vehicles and / or make the behavior of vehicle drivers more reliable.

[0004] Modern vehicles are typically equipped with automatic speed management systems that operate based on the adjustment of the distance between the vehicle equipped with these systems (also known as the vehicle itself) and vehicles (also known as targets) located in front of it in its lane.

[0005] Some automatic speed management systems also consider targets that are performing a cut-in maneuver but have not yet entered the vehicle's lane. However, adjusting the speed for targets entering the vehicle's lane can be uncomfortable while driving. Summary of the Invention

[0006] The purpose of this invention is to provide a system and method for automatically managing the longitudinal speed of a vehicle, in order to correct the aforementioned drawbacks.

[0007] The first subject of this invention is a method for managing longitudinal speed, which produces a comfortable and reassuring adjustment for passengers in a vehicle.

[0008] Therefore, the present invention relates to a method for automatically managing the longitudinal speed of a first vehicle traveling in a first lane. The method includes the following steps:

[0009] - The first step in detecting the intention of a second vehicle traveling in the second lane adjacent to the first lane to perform a cutting maneuver into the first lane.

[0010] - The second step is to estimate the corrected longitudinal distance, which corresponds to the longitudinal distance between the first vehicle and the second vehicle at the end of the cut-in maneuver. This corrected longitudinal distance is calculated based on the longitudinal distance measured between the first vehicle and the second vehicle and the relative longitudinal speed measured between the second vehicle and the first vehicle.

[0011] - The third step is to calculate the longitudinal speed setpoint of the first vehicle based on the corrected longitudinal distance.

[0012] The first detection step may include a sub-step of calculating the crossing time, followed by a sub-step of comparing the crossing time with a predefined threshold.

[0013] The corrected longitudinal distance calculated in this second step can depend on the measured longitudinal distance, the measured relative longitudinal speed, and the crossing time.

[0014] The corrected longitudinal distance calculated in this second step can be equal to the sum of the product of the measured longitudinal distance and the measured relative longitudinal speed and the crossing time.

[0015] The first detection step may include detecting visual indicators on the second vehicle that signal a cut-in maneuver, and in particular, detecting the use of hazard lights.

[0016] The method may include a step of comparing the speed of the first vehicle and the speed of the second vehicle, wherein if the speed of the second vehicle is significantly less than the speed of the first vehicle, the longitudinal speed setpoint calculated in the third step is a strong deceleration setpoint, and if the speed of the second vehicle is significantly greater than the speed of the first vehicle, the longitudinal speed setpoint calculated in the third step is a weak deceleration setpoint.

[0017] The method may include:

[0018] - The steps for calculating the first reference longitudinal velocity based on the corrected longitudinal distance.

[0019] - The step of detecting at least one third vehicle in the traffic surrounding the first vehicle.

[0020] - The step of calculating at least one second reference longitudinal speed based on the speed of at least one third vehicle.

[0021] The longitudinal velocity setpoint calculated in this third step can be equal to the minimum of the first reference longitudinal velocity and the at least one second reference longitudinal velocity.

[0022] The second vehicle and the at least one third vehicle may be positioned in front of the first vehicle.

[0023] The present invention also relates to an apparatus for automatically managing the longitudinal speed of a vehicle, the apparatus comprising hardware and / or software elements for implementing the methods described above.

[0024] The present invention also relates to a motor vehicle that includes the device described above for automatically managing the longitudinal speed of the vehicle.

[0025] The present invention also relates to a computer program product comprising program code instructions recorded on a computer-readable medium for performing the steps of the above-described method when the program is run on a computer, and / or to a computer program product capable of being downloaded from a communication network and / or recorded on a computer-readable and / or computer-executable data medium, characterized in that the computer program product comprises instructions that, when the program is executed by the computer, cause the computer to perform the above-described method.

[0026] The present invention also relates to a computer-readable data recording medium containing a computer program including program code instructions for implementing the methods described above, and / or to a computer-readable recording medium including instructions that, when executed by a computer, cause the computer to implement the methods described above.

[0027] The present invention also relates to a signal of a data medium carrying a computer program product as described above. Attached Figure Description

[0028] The accompanying drawings illustrate, by way of example, an embodiment of the device for automatically managing longitudinal speed according to the present invention, and an execution mode of the method for automatically managing longitudinal speed according to the present invention.

[0029] [ Figure 1 ] Figure 1 An embodiment of a vehicle is schematically shown, the vehicle being equipped with means for implementing a method for automatically managing the longitudinal speed of a motor vehicle.

[0030] [ Figure 2 ] Figure 2 The diagram schematically illustrates a first traffic configuration considered in a method for managing the longitudinal speed of motor vehicles.

[0031] [ Figure 3 ] Figure 3 It demonstrates how the cut-in maneuver occurs over time.

[0032] [ Figure 4 ] Figure 4 This is a flowchart of the first execution mode of a method for automatically managing the longitudinal speed of a motor vehicle.

[0033] [ Figure 5 ] Figure 5 This is a flowchart of the second execution mode of a method for automatically managing the longitudinal speed of a motor vehicle.

[0034] [ Figure 6 ] Figure 6 The implementation of this method under the first traffic configuration is demonstrated.

[0035] [ Figure 7 ] Figure 7 The implementation of this method under a second traffic configuration is demonstrated.

[0036] [ Figure 8 ] Figure 8 The diagram schematically illustrates a second traffic configuration considered in a method for managing the longitudinal speed of motor vehicles. Detailed Implementation

[0037] The following text is for reference only. Figure 1 An embodiment of a vehicle is described, the vehicle being equipped with means for implementing a method for automatically managing longitudinal speed.

[0038] Motor vehicle 10 is any type of motor vehicle, particularly a recreational vehicle or multi-purpose vehicle. In the description of one embodiment, the vehicle including the means for implementing the invention is referred to as "this vehicle". This name is only for distinguishing it from other vehicles in the vicinity and does not in itself impose any technical limitation on motor vehicle 10.

[0039] The first motor vehicle 10 or the vehicle itself includes a system 1 for automatically managing the longitudinal speed of the motor vehicle.

[0040] The system 1, used for automatically managing the longitudinal speed of a motor vehicle, can form part of a more comprehensive driver assistance system 9.

[0041] The system 1 for automatically managing the longitudinal speed of a motor vehicle mainly includes the following components:

[0042] - Detection device 3 is used to detect vehicles traveling in the lane of motor vehicle 10 (referred to as the main lane) and the driving lane located on either side of the main lane (referred to as the adjacent lane).

[0043] - Microprocessor 2,

[0044] -Memory 6.

[0045] The system 1, and especially the microprocessor 2, used for automatically managing the longitudinal speed of motor vehicles mainly includes the following modules:

[0046] - A module 21 for detecting the intention of a second vehicle traveling in a second lane adjacent to the first lane to perform a cut-in maneuver into the first lane; this module is capable of interacting with the detection device 3.

[0047] - A module 22 for estimating the corrected longitudinal distance between the vehicle 10 and the second vehicle at the end of the cut-in maneuver, which is capable of interacting with the detection device 3.

[0048] - Module 23 for calculating the longitudinal speed setpoint of the vehicle based on the corrected longitudinal distance, which can interact with the detection device.

[0049] The motor vehicle 10, and particularly the system 1 for automatically managing the longitudinal speed of the motor vehicle, preferably includes all hardware and / or software elements configured to implement the methods defined in the subject matter of the invention or further described below.

[0050] The detection device 3 may include, for example, radar and / or lidar and / or cameras and / or any other type of sensor suitable for detecting targets in the vehicle's environment.

[0051] The detection device 3 can provide the measured values ​​to the microprocessor 2, and these measured values ​​include:

[0052] - The longitudinal distance between this vehicle and surrounding vehicles.

[0053] - The longitudinal and lateral velocities of surrounding vehicles,

[0054] - The longitudinal and lateral accelerations of surrounding vehicles, and

[0055] - The relative longitudinal speed of surrounding vehicles with respect to this vehicle.

[0056] As a variation, some of these measurements can be calculated by a microprocessor based on the measurements provided by the detection device 3. These measurements can be repeated indefinitely at a given frequency.

[0057] The microprocessor 2 can also receive information related to the longitudinal speed of the vehicle, for example, via a vehicle speed sensor connected to the system 1. The microprocessor 2 can also receive information about the lateral distance between the vehicle and surrounding vehicles and / or information for locating the vehicle in a reference frame, particularly information for locating the vehicle relative to a boundary line.

[0058] Module 23, which calculates the longitudinal speed setpoint, can transmit control commands to the vehicle's engine 4 or braking system 5 to control the vehicle's longitudinal speed.

[0059] System 1 for automatically managing the longitudinal speed of a motor vehicle includes a memory 6. The memory 6 constitutes a recording medium readable by a computer or processor, and includes instructions that, when executed by the computer or processor, cause the computer or processor to implement a method for automatically managing longitudinal speed according to an embodiment of the present invention.

[0060] refer to Figure 2 Assume that vehicle 10 is traveling on a road containing at least two lanes traveling in the same direction. Figure 2 In the example shown, vehicle 10 is located in the central lane 40 of a three-lane road. Therefore, the two driving lanes 41 and 42 are adjacent to and located on either side of the central lane 40.

[0061] refer to Figure 2 The following definitions are given for the terms used in the remainder of this paper:

[0062] - The axis referred to as the longitudinal axis 101 of the vehicle is defined as the axis of symmetry of the vehicle, which is parallel to the axis along which the vehicle moves in a straight line and is oriented toward the front of the vehicle.

[0063] - The axis referred to as the vehicle's transverse axis 102 intersects the longitudinal axis 101 perpendicularly at the point located at the vehicle's center of gravity and is oriented toward the left side of the vehicle, with left and right defined according to the driver's perspective.

[0064] - The projection of the vehicle's velocity vector 103 onto the longitudinal axis 101 defines the longitudinal component 104 of the velocity vector, which is called the longitudinal velocity.

[0065] - The projection of the vehicle's velocity vector 103 onto the transverse axis 102 defines the transverse component 105 of the velocity vector, which is called the transverse velocity.

[0066] Similarly, the distance between two vehicles can be projected onto the longitudinal and lateral axes, thus defining the longitudinal and lateral distances.

[0067] - By convention, a vehicle is considered to be located in front of the vehicle if it is at least partially (e.g., at least 50%) situated within a semi-space defined by axis 106 parallel to the transverse axis 102, passes through the front end of the vehicle's front bumper, and is oriented in the direction of axis 101. Therefore, this semi-space corresponds to area 107, referred to as the traffic area, located in front of the vehicle.

[0068] - The lane 40 of this vehicle is called the main lane.

[0069] - The driving lanes 41 and 42, which are adjacent to and located on both sides of the main lane, are called adjacent lanes.

[0070] The same terminology is used to define the position and velocity parameters of the second vehicle 20, such as Figure 2 As shown. The second vehicle 20 is characterized in that it is located in traffic surrounding the main vehicle, and more specifically, it travels in adjacent lanes 41, 42, and its trajectory parameters (including position and speed) are taken into account when calculating the longitudinal speed of the main vehicle at the set point. In the remainder of this document, the second vehicle 20 may also be referred to as "target vehicle 20".

[0071] The target vehicle can be any type of motor vehicle, especially a recreational vehicle, a multi-purpose vehicle, or even a motorcycle.

[0072] refer to Figure 2 The position and velocity parameters of the target vehicle 20 are defined as follows:

[0073] - The axis of the longitudinal axis 201 of the target vehicle 20 is defined as its longitudinal axis of symmetry and is oriented toward the front of the vehicle.

[0074] - The axis of the transverse axis 202, referred to as the target vehicle 20, intersects the longitudinal axis 201 perpendicularly at a point located at the center of gravity of the target vehicle, and is oriented toward the left side of the target vehicle.

[0075] The projection of the velocity vector 203 of the target vehicle 20 onto the longitudinal axis 201 defines the longitudinal component 204 of the velocity vector, which is called the longitudinal velocity.

[0076] The projection of the velocity vector 203 of the target vehicle 20 onto the lateral axis 202 defines the lateral component 205 of the velocity vector, which is called the lateral velocity.

[0077] In the remainder of this document, “cut-in maneuver” refers to a driving procedure that allows target vehicles 20 and 50 traveling in adjacent lanes 41 and 42 to cut into traffic in front of the driver’s lane 40.

[0078] In the remainder of this document, "traffic lane of this vehicle" refers to the vehicle's driving lane area, which is laterally defined by two imaginary lines parallel to the vehicle's longitudinal axis, these two lines being equidistant from the vehicle's longitudinal axis. In one embodiment, the traffic lane can be defined as the longitudinal projection of the vehicle onto its driving lane. Therefore, in this embodiment, the width of the traffic lane corresponds to the width of the vehicle. In an alternative embodiment, the width of the vehicle's traffic lane may differ from the width of the vehicle, preferably being greater than the width of the vehicle. In this embodiment, the width of the traffic lane may, for example, be defined with a 30cm margin on both sides of the vehicle.

[0079] Figure 3 The key timing of the target vehicle 20 cutting into the lane of vehicle 10 is shown:

[0080] - At time T0, target vehicle 20 overtakes vehicle 10. Its speed is purely longitudinal. Therefore, its intention to perform a cut-in maneuver cannot be detected by its driving parameters: its lateral velocity and lateral acceleration are very small, and its trajectory remains centered in its lane 42. At this stage, target vehicle 20 can signal its intention to perform a cut-in maneuver, for example, using a visual indicator (flare).

[0081] - At time T1, target vehicle 20 has a non-zero lateral velocity 205 and may have a non-zero lateral acceleration. Therefore, it has moved towards the boundary line 420 located between the lane of this vehicle and the lane of the target vehicle. At this stage, the driving parameters of target vehicle 20 allow this vehicle to detect the intention of target vehicle 20 to perform a cutting maneuver into its lane.

[0082] - At time T2, target vehicle 20 crosses the dividing line that separates its lane from its own lane.

[0083] - At time T2b, the target vehicle 20 enters the traffic channel 110 centered on the longitudinal axis of the vehicle 10.

[0084] - At time T3, target vehicle 20 is completely within the vehicle's driving lane.

[0085] The criterion for determining whether a vehicle has crossed the line can be defined as at least one of the following parts of the vehicle crossing the line:

[0086] - The side edge of the vehicle chassis, which is closest to the vehicle itself, or

[0087] -The side edge of at least one wheel of the vehicle, or

[0088] - The vehicle's center of gravity.

[0089] Alternatively, the criterion for determining whether a vehicle has crossed the line can be defined as the entire vehicle crossing the line.

[0090] Preferably, the crossing standard is defined as at least one point on the side edge of the vehicle chassis crossing the line.

[0091] In the remainder of this document, the expression "end of the cut-in maneuver" can refer to time T3, which begins when the target vehicle 20 is fully positioned within the vehicle's lane. Preferably, the end of the cut-in maneuver can be considered as time T2b when the target vehicle 20 enters the traffic lane centered on the vehicle's longitudinal axis. According to another variant embodiment, the end of the cut-in maneuver can also be considered as time T2 when the dividing line is crossed.

[0092] The following text is for reference only. Figure 3 A first execution mode of a method for automatically managing longitudinal speed is described. This management method can also be considered as a method for operating a management system or for operating a motor vehicle equipped with a management system. The first execution mode of the method includes three steps, E1, E2, and E3, which will be described below.

[0093] In the first step E1, the intention of the target vehicle 20 traveling in the adjacent lane 41 to perform a cut-in maneuver into the main lane 40 is detected.

[0094] Refer to the above Figure 3 The intention to perform a cut-in maneuver can be detected between time T0 and time T1. In fact, as shown at time T0, detecting the intention to perform a cut-in maneuver may involve detecting the flashing lights even before the vehicle begins to maneuver (i.e., before the target vehicle 20 begins to move toward the dividing line 420 located between its lane 42 and the lane of the vehicle 40).

[0095] Alternatively, the intention to perform a cut-in maneuver can be detected at time T1, after the target vehicle has begun to move laterally toward the dividing line 420. In this case, detecting the intention to perform a cut-in maneuver may involve the trajectory parameters of the target vehicle 20. When the vehicle is traveling in a straight lane, the initiation of a cut-in maneuver is manifested as an increase in the lateral velocity 205 and possibly the lateral acceleration of the target vehicle 20. The method can therefore utilize data from the detection device 3 to compare the lateral velocity and / or lateral acceleration of the target vehicle 20 with a minimum threshold.

[0096] Alternatively, the method uses trajectory data of the target vehicle 20 to estimate the crossing time (TLC), which corresponds to the time at which the target vehicle 20 will cross the boundary between the current vehicle and the target vehicle at the end.

[0097] In a preferred embodiment, TLC involves crossing the lateral boundary of a traffic channel 110 centered on the longitudinal axis of the vehicle 10. Calibrating the width of this channel allows for a more refined estimate of the time it takes for the trajectory of the target vehicle 20 to effectively intersect with the trajectory of the vehicle.

[0098] Preferably, the width of the passage 110 is therefore greater than the width of the vehicle and less than the width of the roadway.

[0099] Based on one or the other option used to calculate the TLC time, the method detects the intention to perform a cut-in maneuver by comparing the TLC time with a maximum threshold (e.g., 1.5 seconds).

[0100] In one variant, the method combines the conditions presented above to detect the intent to perform a cut-in maneuver.

[0101] According to another variant, the intention to perform a cut-in maneuver can be detected via vehicle-to-vehicle communication equipment and / or via equipment for communicating with a remote server and / or via geolocation equipment.

[0102] At a given time, the method detects the intention to perform a cut-in maneuver and moves to the second step E2, which estimates the corrected longitudinal distance DLCOR.

[0103] The corrected longitudinal distance DLCOR corresponds to the estimate of the longitudinal distance between the vehicle 10 and the target vehicle 20 at the end of the cut-in maneuver.

[0104] For example, refer to Figure 3 The time for detecting the intention to execute the cut-in maneuver is T1. At time T1, the corrected longitudinal distance DLCOR1 is estimated, the importance of which depends on the criterion chosen for calculating TLC:

[0105] - If we use the standard for calculating TLC regarding crossing the dividing line between lanes 40 and 42, then TLC = T2 and DLCOR1 will be an estimate of the distance DLMES2 between the current vehicle 10 and the target vehicle 20 at time T2:

[0106] - If the standard for calculating TLC is used regarding the target vehicle 20 entering a traffic lane centered on the longitudinal axis of the vehicle, then TLC = T2b and DLCOR1 will be an estimate of the distance DLMES2b between the vehicle 10 and the target vehicle 20 at time T2b.

[0107] - If TLC is calculated as the time during which the target vehicle 20 is completely within the driving lane of the vehicle, then TLC = T3 and DLCOR1 will be an estimate of the distance DLMES3 between the vehicle 10 and the target vehicle 20 at time T3.

[0108] At time t, the corrected longitudinal distance can be estimated based on the driving parameters of the vehicle 10 and the target vehicle 20, which are measured at time t.

[0109] Therefore, this method uses the following formula to calculate the corrected longitudinal distance DLCOR(t).

[0110] DLCOR(t)=maximum(0, DLMES(t)+VLR(t)×TLC(t))

[0111] in:

[0112] DLMES(t) is the longitudinal distance between the vehicle 10 and the target vehicle 20 measured at time t.

[0113] VLR(t) is the relative longitudinal velocity between the vehicle 10 and the target vehicle 20 measured at time t, and

[0114] TLC(t) is an estimate of the crossing time at time t.

[0115] The relative longitudinal velocity VLR(t) measured between the vehicle 10 and the target vehicle 20 can be positive or negative. Therefore, to avoid obtaining a negative value when calculating the corrected longitudinal distance DLCOR, the function "maximum()" is used to limit the result of the calculation to a minimum of 0.

[0116] Therefore, the corrected longitudinal distance DLCOR(t) is calculated in real time so as to be transmitted to the third step E3 of calculating the longitudinal velocity setpoint VLC applicable to time t.

[0117] At each time t, the corrected longitudinal distance DLCOR(t) is calculated based on the relative longitudinal velocity VLR(t). If the relative longitudinal velocity between the first and second vehicles changes, the corrected longitudinal distance DLCOR(t) thus calculated may vary over time. Therefore, this gives an estimate of the corrected longitudinal distance DLCOR(t), and the longer the relative longitudinal velocity VLR(t) remains substantially constant after time t, the more accurate the estimate will be. According to a variant embodiment of the invention, the corrected longitudinal distance DLCOR(t) can also be calculated based on the acceleration of the first and / or second vehicles measured or calculated at time t. This acceleration can be integrated over a time interval equal to time TLC(t). Therefore, the calculation of the corrected longitudinal distance DLCOR(t) may be more complex, but also more accurate.

[0118] In one embodiment of step E3, a longitudinal speed setpoint VLC can be calculated to determine and maintain a reference longitudinal distance DLR between the vehicle 10 and the target vehicle 20. In other words, based on the corrected longitudinal distance DLCOR calculated in step E2, the method calculates the longitudinal speed setpoint VLC, which the vehicle 10 should apply so that the longitudinal distance measured between the vehicle 10 and the target vehicle 20 is equal to the reference longitudinal distance DLR.

[0119] In this embodiment, in step E3, a reference longitudinal distance can be calculated based on the corrected longitudinal distance DLCOR and the driving parameters of the vehicle 10 and the target vehicle 20. Advantageously, the driving parameters include the longitudinal speed of the target vehicle.

[0120] Figure 6 This demonstrates the sequence of methods and the evolution of corrected longitudinal distances during a cut-in maneuver of the target vehicle 20 into the lane of the vehicle 10, provided that the relative longitudinal velocity VLR of the target vehicle 20 relative to the vehicle 10 is strictly positive. In other words, the target vehicle 20 moves away from the vehicle 10 during the cut-in maneuver.

[0121] In the example shown, the relative longitudinal velocity VLR measured at t=0s is 10 meters per second.

[0122] At t=0s

[0123] - In step E1, a target vehicle 20 is detected that intends to perform a cutting maneuver into the lane of vehicle 10.

[0124] - The two vehicles are traveling in two separate lanes, and the longitudinal distance DLMES is measured between the target vehicle 20 and the vehicle 10. 01 It is 5 meters.

[0125] - In step E2, the crossing time TLC is estimated. Figure 6In the example, the crossing time TLC is estimated to be 1.5s.

[0126] - In step E2, the corrected longitudinal distance, DLCOR, is calculated. 01 =5 + 10 × 1.5 = 20 meters.

[0127] - In step E3, the longitudinal distance is corrected to calculate the setpoint longitudinal speed VLC used to establish a reference longitudinal distance between the two vehicles. 01 .exist Figure 6 In order to illustrate the effect of the present invention, it is assumed that the reference longitudinal distance DLR is calculated at t=0s. 01 Equal to 25 meters. With the implementation of this method, the adjustment of the longitudinal speed of vehicle 10 at t=0 will be based on the corrected longitudinal distance DLCOR. 01 Longitudinal distance from reference DLR 01 The difference between ΔDLCOR 01 Calibration is performed. In other words, the adjustment of the longitudinal speed of vehicle 10 will be calibrated to change the corrected longitudinal distance DLCOR from 20 meters to 25 meters between times t=0 and t=TLC=1.5s, which corresponds to moderate deceleration. Without this method, at t=0s, the adjustment of the longitudinal speed of vehicle 10 will be based on the measured longitudinal distance DLMES. 01 Longitudinal distance from reference DLR 01 The difference between ΔDLMES 01 Calibration is performed. In other words, the adjustment of the longitudinal speed of vehicle 10 will be calibrated to change the measured longitudinal distance DLMES from 5 meters to 25 meters between t=0 and t=TLC=1.5s, which corresponds to a strong deceleration.

[0128] Therefore, when the target vehicle 20 moves away from the vehicle 10 during the cut-in maneuver, this method avoids sudden movement associated with longitudinal adjustment relative to the target at the start of the cut-in maneuver. Thus, implementing this method can improve driving comfort.

[0129] Figure 7 This demonstrates the sequence of methods and the evolution of corrected longitudinal distances during a cut-in maneuver of the target vehicle 20 into the lane of the vehicle 10, provided that the relative longitudinal velocity VLR of the target vehicle 20 relative to the vehicle 10 is strictly negative. In other words, the target vehicle 20 moves toward the vehicle 10 during the cut-in maneuver.

[0130] In the example shown, the relative longitudinal velocity VLR measured at t=0s is -5 meters per second.

[0131] At t=0s

[0132] - In step E1, a target vehicle 20 is detected that intends to perform a cutting maneuver into the lane of vehicle 10.

[0133] - The two vehicles are traveling in two separate lanes, and the longitudinal distance DLMES is measured between the target vehicle 20 and the vehicle 10. 02 It is 20 meters.

[0134] - In step E2, the method estimates the crossing time TLC. Figure 7 In the example, the crossing time TLC is estimated to be 1.5 seconds.

[0135] - In step E2, the corrected longitudinal distance, DLCOR, is calculated. 02 =20 + (-5) × 1.5 = 12.5 meters.

[0136] - In step E3, consider correcting the longitudinal distance DLCOR 02 The setpoint longitudinal speed VLC, used to establish a reference longitudinal distance between the two vehicles, is calculated. Figure 7 In order to illustrate the effect of the present invention, it is assumed that the reference longitudinal distance DLR is calculated at t=0s. 02 Equal to 25 meters. With the implementation of this method, the adjustment of the longitudinal speed of vehicle 10 at t=0 will be based on the corrected longitudinal distance DLCOR. 02 Longitudinal distance from reference DLR 02 The difference between ΔDLCOR 02 Calibration is performed. In other words, the adjustment of the longitudinal speed of vehicle 10 will be calibrated to change the corrected longitudinal distance DLCOR from 12.5 meters to 25 meters between times t=0 and t=TLC=1.5s, corresponding to a strong deceleration. Without this method, at t=0s, the adjustment of the longitudinal speed of vehicle 10 will be based on the measured longitudinal distance DLMES. 02 Longitudinal distance from reference DLR 02 The difference between ΔDLMES 02 Calibration is required. In other words, the longitudinal speed adjustment of vehicle 10 will be calibrated to change the measured longitudinal distance DLMES from 20 meters to 25 meters between times t = 0 and t = TLC = 1.5 s. This corresponds to excessively slight deceleration, or even insufficient deceleration, in anticipation of approaching the target vehicle. Therefore, this excessively slight deceleration must be followed by a sharp deceleration to avoid a collision with the target vehicle.

[0137] exist Figure 7 In the described scenario, a cutting maneuver could be dangerous. Here, the method aims to improve vehicle safety by significantly reducing the vehicle's speed in advance due to the anticipated approach to the target vehicle.

[0138] Therefore, it can be understood that this method may include the step of comparing the speed of the current vehicle with the speed of the second vehicle. If the speed of the second vehicle is strictly greater than the speed of the current vehicle, then the longitudinal speed setpoint calculated in step E3 is a weak deceleration setpoint. If the speed of the second vehicle is strictly less than the speed of the current vehicle, then the longitudinal speed setpoint is a strong deceleration setpoint. The magnitude (or absolute value) of the weak deceleration is strictly less than the magnitude of the strong deceleration.

[0139] The following text is for reference only. Figure 4 A second execution mode for a method of automatically managing longitudinal velocity is described. This second execution mode comprises four steps: E0, E4, E5, and E6.

[0140] This execution mode relates to the implementation of a method for automatically managing longitudinal velocity in a multi-objective longitudinal guidance scenario. Specifically, this execution mode describes the method in… Figure 8 Implementation under the traffic configuration shown.

[0141] Figure 8 The traffic configuration is shown below:

[0142] - This vehicle 10 or the first vehicle is located in the central lane 40 of a three-lane highway.

[0143] - The second vehicle 20 is traveling in adjacent lanes 41 and 42.

[0144] - A third vehicle 30 is traveling in the lane in front of this vehicle.

[0145] - The second vehicle 20 performs a cutting maneuver between itself and the third vehicle 30 to enter the central lane.

[0146] Step E0 consists of three sub-steps E1, E2, and E3. Sub-steps E1, E2, and E3 in the second execution mode are similar to steps E1, E2, and E3 in the first execution mode described above.

[0147] During step E0, the method therefore detects the cutting maneuver of the second vehicle 20 and calculates the first reference longitudinal speed based on the calculation of the corrected longitudinal distance between the vehicle 10 and the second vehicle 20.

[0148] In parallel with the procedure in step E0, in step E4, the method detects a third vehicle 30.

[0149] In step E5, the method calculates the second reference longitudinal speed of the vehicle based on the speed of the third vehicle 30.

[0150] Then, in step E6, the first reference longitudinal velocity and the second reference longitudinal velocity are processed.

[0151] In step E6, the method calculates the longitudinal speed setpoint of the vehicle 10 for maintaining a given minimum longitudinal distance between the vehicle 10 and the second vehicle 20 and the third vehicle 30.

[0152] The longitudinal speed setpoint of this vehicle will be calculated by selecting the minimum longitudinal speed from the first and second reference longitudinal speeds calculated in steps E0 and E5.

[0153] Therefore, the method is configured to guide the target with the most constrained reference longitudinal velocity.

Claims

1. A method for automatically managing the longitudinal speed of a first vehicle (10) traveling in a first lane (40), characterized in that... The method includes: -The first step (E1) is to detect the intention of a second vehicle (20) traveling in the second lane (41) adjacent to the first lane (40) to perform a cutting maneuver into the first lane (40). - The second step (E2) is to estimate the corrected longitudinal distance (DLCOR), which corresponds to the longitudinal distance between the first vehicle (10) and the second vehicle (20) at the end of the cut-in maneuver. The corrected longitudinal distance is calculated based on the longitudinal distance (DLMES) measured between the first vehicle and the second vehicle and the relative longitudinal speed (VLR) measured between the second vehicle (20) and the first vehicle (10). - Third step (E3): In this third step, the longitudinal speed setpoint of the first vehicle is calculated based on the corrected longitudinal distance (DLCOR) and the predetermined reference longitudinal distance (DLR), and the longitudinal speed of the first vehicle is adjusted based on the longitudinal speed setpoint. The first step (E1) includes a sub-step (E11) of calculating the time-over-line (TLC), followed by a sub-step (E12) of comparing the time-over-line with a predefined threshold to detect the intention of the second vehicle (20) to perform a cut-in maneuver. The time-over-line is the time it takes for the second vehicle (20) to cross the boundary located between the first vehicle (10) and the second vehicle (20). The corrected longitudinal distance (DLCOR) calculated in the second step (E2) is equal to the sum of the products of the measured longitudinal distance (DLMES) and the measured relative longitudinal speed (VLR) with the time-over-line (TLC).

2. The method for automatically managing the longitudinal speed of the first vehicle (10) as described in claim 1, characterized in that, The first step (E1) includes a sub-step (E13) that detects a visual indicator on the second vehicle that issues a cut-in maneuver signal.

3. The method for automatically managing the longitudinal speed of the first vehicle (10) as described in claim 2, characterized in that, The first step (E1) includes a sub-step (E13) that detects the use of the flashlights on the second vehicle.

4. The method for automatically managing the longitudinal speed of the first vehicle (10) as described in any one of claims 1 to 3, characterized in that, The method includes the step of comparing the speed of the first vehicle and the speed of the second vehicle, and: - If the speed of the second vehicle is significantly less than the speed of the first vehicle, then the longitudinal speed setpoint calculated in the third step is the strong deceleration setpoint, and -If the speed of the second vehicle is significantly greater than the speed of the first vehicle, then the longitudinal speed setpoint calculated in the third step is the weak deceleration setpoint.

5. The method for automatically managing the longitudinal speed of the first vehicle (10) as described in any one of claims 1 to 3, characterized in that, The method includes: - The step of calculating the first reference longitudinal velocity based on the corrected longitudinal distance (DLCOR) (E0), - Step (E4) to detect at least one third vehicle (30) in the traffic surrounding the first vehicle. - The step of calculating at least one second reference longitudinal speed based on the speed of at least one third vehicle (30), Furthermore, the longitudinal velocity setpoint calculated in the third step (E3) is equal to the minimum of the first reference longitudinal velocity and the at least one second reference longitudinal velocity.

6. The method for automatically managing the longitudinal speed of the first vehicle (10) as described in claim 5, characterized in that, The second vehicle and the at least one third vehicle are located in front of the first vehicle.

7. An apparatus for automatically managing the longitudinal speed of a vehicle, the apparatus comprising hardware and / or software elements for implementing the method as described in any one of claims 1 to 6.

8. A motor vehicle, including the device for automatically managing the longitudinal speed of the vehicle as described in claim 7.

9. A computer program product comprising program code instructions recorded on a computer-readable medium for implementing the steps of the method as described in any one of claims 1 to 6 when the program product is run on a computer.

10. A computer-readable data recording medium having a computer program recorded thereon, the computer program including program code instructions for implementing the method as described in any one of claims 1 to 6.

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