Method for controlling semi-automatic lane change function of motor vehicle

Abstract

The invention relates to a method for controlling a motor vehicle (10), when the motor vehicle is on a road (30) comprising at least two lanes (31, 32) and when a semi-automatic lane change function is activated, comprising the following steps: acquiring first data relating to the environment of the motor vehicle; -comparing the acquired first data with a set of predetermined rules from national and / or international regulations; determining whether the function is in an active state or an inactive state as a function of the result of the comparison; determining a control command of at least one control actuator of the motor vehicle if the function is activated and if a lane change request is received from a driver of the motor vehicle; and applying the control instructions by means of the at least one actuator in order to change the lane. According to the invention, the acquiring step comprises acquiring second data, which are different from the first data compared to the rule, and which are related to the environment of the vehicle, and then determining the state of the function and / or the control command as a function of the acquired second data.

Description

Technical Field

[0001] The present invention generally relates to motor vehicle driving assistance.

[0002] More specifically, the present invention relates to a method for controlling a motor vehicle, which, when the motor vehicle is on a road including at least two lanes and the semi-automatic lane change function of the motor vehicle is activated, comprises the following steps:

[0003] - Obtaining first data related to the environment of the motor vehicle,

[0004] - Comparing the obtained first data with a set of predetermined rules derived from national and / or international regulations,

[0005] - Determining the activation or deactivation status of the function based on the result of the comparison, and then, if the function is activated,

[0006] - When a lane change request is received from the driver of the motor vehicle, determining a control instruction for at least one actuator for controlling the motor vehicle, and

[0007] - Applying the control instruction through the at least one actuator to cause the motor vehicle to change lanes.

[0008] The present invention also relates to a motor vehicle suitable for implementing such a method. It is particularly applicable to cars and other motorized machinery traveling on roads. Background Art

[0009] In order to improve the safety of motor vehicles, such motor vehicles are nowadays equipped with driving assistance systems, even highly automated driving systems.

[0010] These systems are generally systems for keeping in the center of the lane (more well-known by the abbreviation LKA, representing Lane Keeping Assist; or the abbreviation LCA, representing Lane Centering Assist) or semi-automatic lane change systems (more well-known by the abbreviation SALC, representing Semi-Automatic Lane Change).

[0011] The semi-automatic lane change (SALC) function can be "activated" when requested by the driver (for example, by pressing a dedicated button or selecting the function from a menu provided on a display screen). Once the function is activated, the lane change will be automatically performed when requested by the driver (for example, by actuating its indicator). Therefore, the activation of this function does not directly result in a lane change, and such a change depends on another action of the driver.

[0012] It is necessary that the vehicle must be fully aware of its surrounding environment in order to implement this SALC function.

[0013] In this regard, the regulations provide criteria to monitor the authorization of a lane change taking into account environment-related data. Once the vehicle's sensors acquire this environment data, this environment data enables a more specific determination of parameters (more commonly known by the acronym ODD, representing the Operational Design Domain), and then enables a binary check of whether the SALC function can be activated.

[0014] Generally, the regulations prohibit any lane change manoeuvre on a road including a lane for pedestrians or cyclists. In such a configuration, the regulations stipulate that the SALC function must be deactivated. Therefore, in order to benefit again from this function when the conditions permit, the driver must reactivate the function via an available button or menu.

[0015] It can be understood that this solution is not convenient for the driver, because once they have passed through the area considered dangerous, they must manually reactivate the function.

[0016] However, most importantly, a major drawback of this solution is that the decision to activate or deactivate the SALC function is too absolute. In fact, this solution consists in complying with the rules originating from the regulation in a binary way. Therefore, depending on the strictness of the rules imposed, it may lead to the SALC function being activated in a potentially dangerous area, or conversely, being deactivated in an area that is not particularly dangerous. Summary of the Invention

[0017] To overcome the above-mentioned drawbacks of the prior art, the present invention proposes to refine the authorization to implement the SALC function depending on multiple criteria.

[0018] More specifically, what is proposed according to the present invention is a control method as defined in the introduction, wherein, in an acquisition step, second data different from the first data (data compared with the rules) related to the environment of the vehicle is acquired, and these second data are then used for:

[0019] - determining the state of the SALC function, and / or

[0020] - when the SALC function is activated and a lane change is in progress, correcting the control instruction, for example, to reduce the time required to change the state of the function (in order to deactivate or inhibit it).

[0021] Therefore, the present invention proposes to adopt a method based on multiple criteria rather than a binary one in order to determine whether the SALC function can be activated taking into account the environment.

[0022] For example, in the case of dense traffic, the solution can make the maneuvering curve more aggressive, thereby increasing the success rate and safety of the maneuver. During overtaking, the solution generally causes the end of the acceleration maneuver to be detected in the event of a significant change in the situation, or the vehicle to be returned to its initial position (for example if another vehicle eventually risks interfering with the maneuver).

[0023] The solution preferably further provides for not completely deactivating the SALC function, but only temporarily interrupting the function (referred to as inhibition), and then automatically reactivating the function as soon as possible (thus meaning that the driver does not have to reactivate it manually).

[0024] Thus, it is possible to choose between three different states (activated, deactivated, inhibited) depending on whether the environment is considered safe, dangerous or potentially dangerous.

[0025] Thus, the solution makes it possible not to have to make compromises, since it is possible to make the SALC function:[[]]

[0026] - unavailable as soon as a potential danger is detected, even with a low probability,

[0027] - available as soon as possible, since it will be automatically reactivated as soon as it is only inhibited, without waiting for the driver to attempt to reactivate it manually.

[0028] The following are other advantageous and non-limiting features of the control method according to the invention, which are considered individually or in any technically possible combination:[[]]

[0029] - In the determination step, the state of the function is selected from the following states: activated, deactivated and temporarily inhibited;

[0030] - In the step of determining the state, it is provided that: according to the result of the comparison, the deactivated state is selected, or one of the activated state or the temporarily inhibited state is selected, and then, if the deactivated state has not been selected, the activated state or the temporarily inhibited state is selected according to the second data obtained;

[0031] - When the function becomes the deactivated state, the acquisition step and the comparison step are stopped, while when the function becomes the temporarily inhibited state, the acquisition step and the comparison step are continued;

[0032] - The control instruction can be corrected during the maneuver according to the second data obtained;

[0033] - In the acquisition step, at least some of the first data and / or the second data are obtained from a database of map data;

[0034] - In the acquisition step, at least some of the first data and / or the second data are acquired via the communication device equipped on the motor vehicle;

[0035] - In the acquisition step, at least some of the first data and / or the second data are acquired via the sensors equipped on the motor vehicle;

[0036] - In the acquisition step, third data related to the operating state and / or position and / or dynamics of the motor vehicle is acquired, and in the determination step, the state is selected based on the third data.

[0037] The present invention also provides a motor vehicle, which includes a device for acquiring data related to the environment of the vehicle, at least one actuator for controlling the motor vehicle, and a computer programmed to implement the control method as described above.

[0038] Of course, the various features, variants, and embodiments of the present invention can be combined with each other in various combinations as long as they are not mutually exclusive or incompatible. Detailed implementation manners

[0039] The following description with reference to the accompanying drawings given by way of non-limiting examples will provide a better understanding of the content of the present invention and how the present invention can be implemented.

[0040] In the drawings:

[0041] Figure 1 is a schematic diagram of a motor vehicle suitable for implementing the method according to the present invention;

[0042] Figure 2 is a block diagram showing the various steps of the method according to the present invention.

[0043] Figure 1 shows a motor vehicle 10 suitable for implementing the present invention.

[0044] In this case, the motor vehicle is a car. As a variant, the motor vehicle can be another type of vehicle (truck, motorcycle, etc.).

[0045] In this case, the vehicle 10 conventionally includes a passenger compartment, which particularly includes a seat for the driver 20 of the vehicle and a steering wheel 12.

[0046] The vehicle 10 includes a powertrain, a braking system, and a steering system for turning the vehicle (the systems are not visible in the figure). Conventionally, the steering system includes an electronically controllable power steering actuator, the powertrain includes an electronically controllable engine control actuator, and the braking system includes an electronically controllable braking actuator.

[0047] ​​​Vehicle 10 also includes an electronic and / or computerized processing unit (hereinafter referred to as computer 11), which includes at least one microprocessor, at least one memory, and input and output interfaces.

[0048] With its input interface, computer 11 is capable of receiving various input data originating from sensors or computers belonging to third parties.

[0049] These sensors include devices such as front cameras and radar and / or lidar remote sensors, which are used to identify the lane edges on which the motor vehicle 10 is traveling and to characterize the environment of the motor vehicle 10.

[0050] With its output interface, computer 11 is capable of controlling the power steering actuator, the engine control actuator, and the brake actuator.

[0051] With its input and output interfaces, computer 11 is connected to a telecommunications chip, thus allowing computer 11 to communicate with third-party entities different from the motor vehicle 10. Therefore, it can communicate with other vehicles or road infrastructure via, for example, V2V (vehicle-to-vehicle) or V2I (vehicle-to-infrastructure) communication protocols. It can also use data from dynamic notification services or collaborative services (such as data available on the Waze navigation service).

[0052] Computer 11 can also communicate with a navigation system equipped on the vehicle, which includes a geolocation chip and a storage unit for storing a database of map data.

[0053] With its memory, computer 11 stores a set of rules originating from national or international regulations and authorizing or prohibiting the implementation of the SALC function depending on conditions. An example of such regulations is clearly defined by the National Highway Traffic Safety Administration (NHTSA) in its program called "Federal Automated Vehicles Policy" or by the Society of Automotive Engineers International (SAE International).

[0054] Computer 11 also stores computer applications consisting of computer programs, which include instructions that, when executed by the computer, allow the implementation of functions for automatically keeping the vehicle in the center of its lane (hereinafter referred to as the LCA function), a semi-automatic lane change function (hereinafter referred to as the SALC function), and more generally the following method.

[0055] Figure 1 is shown in a perspective view of the motor vehicle 10 traveling on the lane 31 of the road 30. As can be seen from Figure 1 , the road 30 has two lateral markings 34, 35 (delimiting) and a central marking 33, which is used to delimit two lanes 31, 32. ​

[0056] Here, a lane is defined as the part of a road where only a single vehicle is allowed to travel at a time. Such a lane is usually delimited by markings.

[0057] The road (or carriageway) is in itself defined as a set of lanes. Thus, in the example considered here by way of illustration, the road 30 includes two lanes 31 in which vehicles can travel in the same direction.

[0058] The object of the invention is to authorize the implementation of semi-automatic overtaking only when the conditions permit but as soon as possible.

[0059] In fact, the method is implemented by means of a plurality of steps which are cyclically repeated at regular time intervals (on the order of about one hundredth of a second).

[0060] These steps are shown in Figure 2 .

[0061] For the sake of clarity of description, it is assumed that the LCA and SALC functions are initially activated.

[0062] Since the LCA function is known to those skilled in the art and is not in itself the subject of the present invention, it will not be described in detail here.

[0063] It should be noted that the SALC function can be "activated" by the driver by performing a dedicated task (such as pressing a button or selecting the function from a menu displayed on a touch screen located in the passenger compartment).

[0064] It should be noted that the function can only be "used" when the SALC function is activated and the driver issues a request. To issue this request, for example, the driver must set their indicator in the direction in which they wish to trigger a lane change.

[0065] For the computer 11, the first step consists in acquiring a set of data relating to the environment of the motor vehicle.

[0066] Then, this first step includes the sub-step S1a during which the computer records first preliminary data by means of sensors (radar, camera, etc.) with which the motor vehicle 10 is equipped.

[0067] These first preliminary data can be used in their raw form or can be processed again. Generally, in an operation called a fusion operation, the information originating from the camera and the remote sensors can be compared in order to obtain more reliable data.

[0068] For example, the first set of preliminary data makes it possible to determine the following information: the number of lanes 30 of the road, the width of the lanes, the location and type of the upcoming intersection, the quality and nature of the lane marking lines, the nature of the temporary lines indicating or not indicating road construction, etc.

[0069] These data also make it possible to determine the number of other nearby vehicles, their displacement vectors and their nature (cars, trucks, vehicles on emergency calls, etc.).

[0070] These data also make it possible to sense road information, such as static or dynamic road signs, road construction cones, etc.

[0071] In other words, these first sets of preliminary data make it possible to determine the position of the vehicle in its lane 31 and to characterize nearby objects (other vehicles, obstacles, etc.).

[0072] At this stage, the computer can also acquire data related to the vehicle itself rather than to its environment (position, dynamics, operating status of its sensors, etc.). In this case, the computer 11 particularly acquires the status of the vehicle's indicators or the position of the actuator levers of these indicators.

[0073] In the second sub-step S1b, the computer 11 acquires a second set of preliminary data of the map type. The computer obtains these data from the navigation software taking into account the position of the motor vehicle 10.

[0074] For example, these data make it possible to characterize an intersection located in front of the vehicle (usually an intersection not visible to the camera and remote sensors), to determine the type of lane on which the vehicle is traveling, etc.

[0075] In the third sub-step S1c, the computer 11 uses its communication device to acquire a third set of preliminary data.

[0076] For example, these data allow a third-party entity (vehicle, infrastructure, etc.) to provide the computer 11 with its position and possibly its speed. These data also make it possible to detect in advance broken-down vehicles, traffic jams, and vehicles on emergency calls.

[0077] It should be noted that the preliminary data acquired in sub-steps S1b and S1c make it possible to particularly obtain information beyond the horizon that is "visible" to the vehicle equipment (camera, remote sensors, etc.).

[0078] In the second step S2, the computer collates the preliminary data to reconstruct an artificial horizon, that is, to reconstruct the vehicle's environment in digital form. This step does not necessarily consist in generating a 3D model of this environment. Instead, it consists in collating all the preliminary data and possibly processing these data to establish a database characterizing the vehicle's environment (usually the various objects located in this environment).

[0079] In step S3, the computer 11 can thus evaluate two types of data.

[0080] The first data ODD1 is data that allows checking whether all the rules defined above (as remembered, rules stemming from national or international regulations here) are met.

[0081] In the context of the present invention, the second data ODD2 allows refining the authorization to implement the SALC function.

[0082] Typically, the first data ODD1 can correspond to the presence or absence of a bicycle lane on the road on which the motor vehicle 10 is traveling.

[0083] The set of the first data ODD1 is clearly defined in the above provisions.

[0084] The second data ODD2 will not be subject to these rules as they are not relevant to them.

[0085] Typically, the second data ODD2 can correspond to the presence or absence of an emergency call vehicle, or to a road construction area near the motor vehicle 10.

[0086] Thus, it is possible to detect areas that may cause difficulties, where it is necessary to temporarily inhibit or deactivate the SALC function, or speed up the execution of the maneuver, by means of measurements made with sensors equipped on the vehicle (step S1a) and / or by means of an artificial horizon (established with the data obtained in steps S1b and S1c). For example, these areas are road construction areas, areas where emergency vehicles are on standby or arriving, areas indicating that the road is slippery, areas where pedestrians or cyclists are detected at the edge of the road, traffic-dense areas that prompt the system to make a faster lane change (although comfort is reduced, but confidence in executing the maneuver can be increased).

[0087] On the other hand, it is also possible to detect areas without difficulty, which also makes it possible to enhance the confidence in the possibility of making a lane change maneuver. For example, in a certain area, a large number of other vehicles use conventional messages to transmit their positions distributed in two lanes and have relatively similar speeds within a certain distance, thus allowing an overtaking maneuver using the SALC function.

[0088] Therefore, these data make it possible to influence the execution of the maneuver. In fact, increasing the confidence in the map information through the vehicle's perception elements (visualizing the number of lanes, the nature of the ground lines, or the median strip) makes it possible to better evaluate the environment.

[0089] These data also make it possible to influence the way of informing the driver that the maneuver is in progress.

[0090] During step S4, it is stipulated to determine the trajectory that the motor vehicle should take when only the LCA function is activated (usually, this trajectory is located in the center of the dividing lines 33, 35 of the lane 31 in which the motor vehicle 10 is traveling).

[0091] The computer 11 can also determine the trajectory that the motor vehicle may take in order to perform a lane change.

[0092] Next, in step S5, it is stipulated to compare the acquired first data ODD1 with this set of rules originating from the above stipulations.

[0093] Since these rules are well-known, this step will not be described in detail here. It should only be noted that they make it possible to determine the circumstances where semi-automatic overtaking is not allowed and more specifically where the SALC function must be deactivated.

[0094] It will be understood that when the conditions permit (for example, when the road no longer includes any dedicated bicycle lanes), the driver will be able to reactivate the function by performing the required tasks (selecting the function on the menu, pressing a button, etc.).

[0095] Conversely, if all the rules are met, the state of the function can be selected from two alternatives: the activated state or the temporarily inhibited state.

[0096] To make this choice, the computer 11 compares the second data ODD2 with a set of rules that do not originate from national or international regulations but from the implementation principles determined by the vehicle manufacturer.

[0097] More precisely, once one of the principles is not complied with, the temporarily inhibited state is selected.

[0098] Generally, if an intersection is detected in the vicinity of the vehicle (taking into account its speed), the SALC function may be inhibited to prevent the driver from triggering semi-automatic overtaking in an area considered dangerous.

[0099] Similarly, the function is also temporarily inhibited in road construction areas, when there is a vehicle with an emergency call, etc.

[0100] On the other hand, if all the implementation principles are met, the computer 11 keeps the SALC function in the activated state.

[0101] The main difference between the deactivated state and the temporarily inhibited state is that in the deactivated state, the driver must perform a specific task to restart the SALC function, while in the temporarily inhibited state, the computer can automatically reactivate the function when the conditions permit. Therefore, the above steps continue to be cyclically implemented in the inhibited state, while they are interrupted in the deactivated state.

[0102] Thus, the execution principle enables the suppression of the SALC function when desirable and its reactivation as soon as possible by relying on the data collected from various types of sources, which will increase the driver's confidence in the function.

[0103] If the SALC function is temporarily suppressed, the information related to this suppression will be transmitted to the driver, for example via a display screen or via any other interface available to the driver (step S6). Preferably, the message displayed here mentions the reason for the temporary inability to perform a lane change ("road construction area", etc.).

[0104] If the SALC function remains activated and a lane change request from the driver is received via the driver's indicator, the computer 11 uses the previously calculated control instruction and transmits it to the power steering actuator in step S7, and then the power steering actuator can perform the desired lane change maneuver, such as overtaking a vehicle.

[0105] It should be noted here that if the preliminary data related to the environment indicates that significant changes need to be considered, this lane change can be interrupted or faster than originally planned (that is, the instruction can be corrected during execution).

[0106] Generally, if the vehicle is traveling in the right lane of a three-lane road and when another vehicle moves from the third lane to the second lane, and the driver of the vehicle triggers a lane change to move to the second lane, the second data ODD2 can indicate this change, and the instruction can be corrected to make the vehicle return to the right lane or to accelerate the vehicle.

[0107] The idea here is to ensure that when the vehicle starts a lane change and the conditions are no longer considered suitable for such a lane change, the vehicle can terminate this semi-automatic lane change faster and can quickly deactivate or suppress the SALC function.

[0108] The following situations usually occur when the vehicle arrives:

[0109] - In a road construction area not previously detected,

[0110] - Near a vehicle with a previously undetected emergency call,

[0111] - On a slippery road,

[0112] - Near a newly detected pedestrian or cyclist;

[0113] - Near a traffic-dense area, etc.

[0114] At this stage, it can be noted that the suppression (and de-suppression) will be automatically performed by the computer, thus facilitating the driver's use of the SALC function while enhancing its safety.

[0115] The present invention is in no way limited to the embodiments described and shown, but those skilled in the art will know how to add any variant according to the present invention to this embodiment.

Claims

1. A method for controlling a motor vehicle (10), when the motor vehicle (10) is on a road (30) including at least two lanes (31, 32) and a semi-automatic lane (31, 32) change function (SALC) is activated, the method includes the following steps: - Obtain first data (ODD1) related to the environment of the motor vehicle (10), - Compare the obtained first data (ODD1) with a set of predetermined rules derived from national and / or international regulations, - Determine the activation or deactivation status of the function (SALC) according to the result of the comparison, - If the function is activated and a lane change request is received from the driver of the motor vehicle (10), determine a control instruction for controlling at least one actuator of the motor vehicle (10), - Apply the control instruction through the at least one actuator to change lanes (31, 32), The method is characterized in that, in the obtaining step, it is stipulated to obtain second data (ODD2) related to the environment of the vehicle and different from the first data (ODD1) for comparison with the rules, and When the function (SALC) is activated and a lane change is in progress, the obtained second data (ODD2) is used to determine the state of the function (SALC) and / or to correct the control instruction.

2. The control method according to claim 1, wherein, In the determining step, select the state of the function from the following states: activated, deactivated, and temporarily inhibited.

3. The control method according to claim 2, wherein, In the step of determining the state, it is stipulated that: - According to the result of the comparison, select the deactivation state, or select one of the activation state or the temporarily inhibited state, and then, if the deactivation state has not been selected, - Select the activation state or the temporarily inhibited state according to the obtained second data (ODD2).

4. The control method according to any one of claims 2 and 3, wherein, When the function (SALC) becomes the deactivation state, stop the obtaining step and the comparison step, and when the function becomes the temporarily inhibited state, continue the obtaining step and the comparison step.

5. The control method according to any one of claims 1 to 4, wherein, The control instruction is corrected during the maneuver according to the obtained second data (ODD2).

6. The control method according to any one of claims 1 to 5, wherein, In the obtaining step, obtain at least some of the first data and / or second data (ODD1, ODD2) from a database of map data.

7. The control method according to any one of claims 1 to 6, wherein, In the obtaining step, obtain at least some of the first data and / or second data (ODD1, ODD2) via a communication device equipped on the motor vehicle (10).

8. The control method according to any one of claims 1 to 7, wherein, In the obtaining step, obtain at least some of the first data and / or second data (ODD1, ODD2) via a sensor equipped on the motor vehicle (10).

9. The control method according to any one of claims 1 to 8, wherein, In the obtaining step, obtain third data related to the operating state and / or position and / or dynamics of the motor vehicle (10), and in the determining step, select the state according to the third data.

10. A motor vehicle (10) comprising means for acquiring data relating to the environment of the vehicle and for controlling at least one actuator of the motor vehicle (10), characterized in that, The motor vehicle further includes a computer (11) programmed to implement the control method as described in any one of claims 1 to 9.

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