METHOD FOR AUTOMATED CONTROL OF THE LONGITUDINAL SPEED OF A VEHICLE

Description

[0001] The invention relates to a method for the automated management of a vehicle's longitudinal speed. The invention further relates to a device for the automated management of a vehicle's longitudinal speed. The invention also relates to a motor vehicle comprising such an automated management device, to a corresponding computer program, and to a storage medium for such a computer program.

[0002] Driver assistance technologies are becoming increasingly widespread and are no longer limited to high-end vehicles.

[0003] These technologies make it possible to simplify the driving of motor vehicles and / or to improve the reliability of driver behavior.

[0004] Automated speed management systems are commonly installed on current vehicles, generally operating on the basis of regulating the distance between the equipped vehicle, also called the ego vehicle, and the one in front of it in its lane of travel, called the target.

[0005] Some automated speed management systems also take into account targets performing an merging maneuver before their merging into the ego vehicle's lane is effective, see for example DE 11 2018 001201 T5 and US 2017 / 305422 A1. However, the anticipation of speed regulation for a target entering the ego vehicle's lane can generate discomfort in driving.

[0006] The aim of the invention is to provide a system and method for automated management of the longitudinal speed of a vehicle which remedies the above disadvantages.

[0007] A first object of the invention is a longitudinal speed management method that produces comfortable and safe regulation for vehicle passengers according to claim 1.

[0008] To this end, the invention relates to a method for automated management of the longitudinal speed of a first vehicle travelling on a first lane.

[0009] The process includes the following steps: a first step of detecting an intention of a second vehicle travelling on a second lane adjacent to the first lane to perform an insertion maneuver on the first lane, a second step of estimating a corrected longitudinal distance, the corrected longitudinal distance corresponding to the longitudinal distance that will separate the first vehicle from the second vehicle at the end of the insertion maneuver, the corrected longitudinal distance being calculated based on a longitudinal distance measured between the first vehicle and the second vehicle, and based on a relative longitudinal speed measured between the second vehicle and the first vehicle, a third step of calculating a longitudinal speed command for the first vehicle based on the corrected longitudinal distance.

[0010] The first detection step includes a sub-step of calculating a time before crossing the line, then a sub-step of comparing the time before crossing the line with a predefined threshold.

[0011] The corrected longitudinal distance calculated during the second step is a function of the measured longitudinal distance, the measured relative longitudinal speed and the time before crossing.

[0012] The corrected longitudinal distance calculated in the second step can be equal to the sum of the measured longitudinal distance and the product of the measured relative longitudinal speed and the time before crossing.

[0013] The first detection stage may include a sub-stage of detecting visual indicators on the second vehicle signaling an insertion maneuver, including detection of the use of flashing lights.

[0014] The process may include a step of comparing the speed of the first vehicle and the speed of the second vehicle, the longitudinal speed setpoint calculated in the third step being a strong deceleration setpoint if the speed of the second vehicle is strictly less than the speed of the first vehicle, and the longitudinal speed setpoint calculated in the third step being a weak deceleration setpoint if the speed of the second vehicle is strictly greater than the speed of the first vehicle.

[0015] The process may include: a step of calculating a first longitudinal reference speed as a function of the corrected longitudinal distance, a step of detecting at least a third vehicle in traffic surrounding the first vehicle, a step of calculating at least a second longitudinal reference speed as a function of the speed of the at least third vehicle, The longitudinal speed setpoint calculated during the third step can be equal to the minimum between the first reference longitudinal speed and the at least second reference longitudinal speed.

[0016] The second vehicle and at least the third vehicle may be located in front of the first vehicle.

[0017] The invention also relates to a device enabling automated management of the longitudinal speed of a vehicle, the device comprising hardware and / or software elements implementing a process as defined above.

[0018] The invention also relates to a motor vehicle comprising an automated longitudinal speed management device of a vehicle as defined above.

[0019] The invention also relates to a computer program product comprising program code instructions recorded on a computer-readable medium to implement the steps of the process defined above when said program is running on a computer and / or on a computer program product downloadable from a communication network and / or recorded on a data medium readable by a computer and / or executable by a computer, characterized in that it includes instructions which, when the program is executed by the computer, lead the computer to implement the process defined above.

[0020] The invention also relates to a computer-readable data recording medium on which is recorded a computer program comprising program code instructions for implementing the process defined above and / or to a computer-readable recording medium comprising instructions which, when executed by a computer, cause the computer to implement the process defined above.

[0021] The invention also relates to a signal from a data carrier carrying the computer program product defined above.

[0022] The attached drawing represents, by way of example, an embodiment of an automated longitudinal speed management device according to the invention and an execution method of an automated longitudinal speed management method according to the invention. [ Fig. 1 ] There figure 1 schematically represents an embodiment of a vehicle equipped with a means for implementing an automated longitudinal speed control process for a motor vehicle. Fig. 2 ] There figure 2 schematically represents a first traffic configuration taken into account by the longitudinal speed management process of a motor vehicle. Fig. 3 ] There figure 3 illustrates the temporal sequence of an insertion maneuver. Fig. 4 ] There figure 4 is a flowchart of a first execution mode of an automated process for managing the longitudinal speed of a motor vehicle. Fig. 5 ] There figure 5 is a flowchart of a second execution mode of an automated longitudinal speed management process for a motor vehicle. Fig. 6 ] There figure 6 illustrates the implementation of the process in an initial traffic configuration. Fig. 7 ] There figure 7 illustrates the implementation of the process in a second traffic configuration. Fig. 8 ] There figure 8 schematically represents a second traffic configuration taken into account by the longitudinal speed management process of a motor vehicle.

[0023] An embodiment of a vehicle equipped with a means for implementing an automated longitudinal speed management process is described below with reference to the figure 1 .

[0024] The motor vehicle 10 is a motor vehicle of any type, including passenger cars and commercial vehicles. In this description of an embodiment, the vehicle comprising the means for implementing the invention is referred to as the "ego" vehicle. This designation serves only to distinguish it from other surrounding vehicles and does not in itself impose any technical limitations on the motor vehicle 10.

[0025] The first motor vehicle 10 or ego vehicle 10 includes a system 1 for automated longitudinal speed management of a motor vehicle.

[0026] The automated longitudinal speed management system 1 of a motor vehicle can be part of a more comprehensive driver assistance system 9.

[0027] System 1 for automated longitudinal speed management of a motor vehicle mainly comprises the following elements: a means of detecting 3 vehicles travelling on the lane of the motor vehicle 10, called the main lane, and on the traffic lanes called adjacent located on either side of the main lane, a microprocessor 2, a memory 6.

[0028] System 1 for automated longitudinal speed management of a motor vehicle, and particularly microprocessor 2, mainly comprises the following modules: a detection module 21 of an intention of a second vehicle travelling on a second lane adjacent to the first lane, to carry out an insertion maneuver on the first lane, this module being able to cooperate with the detection means 3, an estimation module 22 of a corrected longitudinal distance which will separate the vehicle ego 10 from the second vehicle at the end of the insertion maneuver, this module being able to cooperate with the detection means 3, a calculation module 23 of a longitudinal speed setpoint of the vehicle ego as a function of said corrected longitudinal distance, this module being able to cooperate with the detection means.

[0029] The motor vehicle 10, in particular the automated longitudinal speed management system 1 of a motor vehicle, preferably comprises all the hardware and / or software elements configured to implement the method defined in the object of the invention or the method described below.

[0030] The detection means 3 may include, for example, a radar, and / or a lidar, and / or a camera and / or any other type of sensor suitable for detecting targets in the environment of the ego vehicle.

[0031] The detection means 3 can provide measurements to the microprocessor 2, including: the longitudinal distance between the ego vehicle and surrounding vehicles, the longitudinal and lateral speeds of surrounding vehicles, the longitudinal and lateral acceleration of surrounding vehicles, and the relative longitudinal speed of surrounding vehicles with respect to the ego vehicle.

[0032] Alternatively, part of these measurements could be calculated by the microprocessor based on measurements provided by the detection means 3. These measurements can be repeated indefinitely at a given frequency.

[0033] In addition, microprocessor 2 can also receive information on the longitudinal speed of the ego vehicle, for example by means of speed sensors of the ego vehicle connected to system 1. Microprocessor 2 can also receive information on the lateral distance between the ego vehicle and surrounding vehicles and / or information enabling the positioning of the ego vehicle in a reference frame, in particular positioning the ego vehicle relative to demarcation lines.

[0034] Module 23 for calculating a longitudinal speed setpoint is capable of transmitting control orders to a motor 4 or a braking system 5 of the vehicle in order to control the longitudinal speed of the vehicle ego.

[0035] The automated longitudinal speed management system 1 of a motor vehicle includes a memory 6. The memory 6 constitutes a recording medium readable by a computer or by the calculator comprising instructions which, when executed by the computer or the calculator, lead it to implement an automated longitudinal speed management method according to an embodiment of the invention.

[0036] With reference to the figure 2 , it is assumed that the ego 10 vehicle is traveling on a roadway containing at least two lanes of traffic in the same direction. In the example illustrated in the figure 2 The ego 10 vehicle is positioned in the central lane 40 of a three-lane road. Two traffic lanes 41 and 42 are therefore adjacent to the central lane 40 and are located on either side of it.

[0037] With reference to the figure 2 The terminology used in the rest of the document is defined below: The longitudinal axis 101 of the ego vehicle is defined as an axis of symmetry of the ego vehicle parallel to the axis along which the vehicle moves in a straight line, oriented towards the front of the vehicle. The lateral axis 102 of the ego vehicle intersects the longitudinal axis 101 perpendicularly at a point located at the center of gravity of the ego vehicle, and it is oriented to the left of the ego vehicle, left and right being defined according to the driver's point of view. The velocity vector 103 of the ego vehicle projected onto the longitudinal axis 101 defines the longitudinal component 104 of the velocity vector, called the longitudinal velocity. The velocity vector 103 of the ego vehicle projected onto the lateral axis 102 defines the lateral component 105 of the velocity vector, called the lateral velocity. Similarly, a distance between two vehicles can be projected onto the longitudinal and lateral axes, thus defining a longitudinal distance and a lateral distance.By convention, a vehicle will be considered to be located in front of the ego vehicle if it is at least partially (for example, at least 50%) within the hemispace delimited by an axis 106 parallel to the lateral axis 102 and passing through the front end of the front bumper of the ego vehicle and oriented in the direction of the axis 101. This hemispace therefore corresponds to a zone 107 called the traffic zone located in front of the ego vehicle. The traffic lane of the ego vehicle 40 is called the main lane. The traffic lanes 41 and 42 adjacent to the main lane and located on either side of this lane are called the side lanes.

[0038] The same terminology is applied to define the position and speed parameters of a second vehicle 20, represented in the figure 2 This second vehicle 20 is characterized by the fact that it is located in the surrounding traffic of vehicle ego, more specifically that it is traveling on an adjacent lane 41, 42, and that its trajectory parameters (including position and speed) are taken into account in the calculation of the target longitudinal speed of vehicle ego. In the remainder of this document, this second vehicle 20 may be referred to interchangeably as the target vehicle 20.

[0039] A target vehicle can be a motor vehicle of any type, including a passenger vehicle, a commercial vehicle, or a motorcycle.

[0040] The position and speed parameters of the target vehicle 20 are defined as follows, with reference to the figure 2 : The longitudinal axis 201 of the target vehicle 20 is defined as its longitudinal axis of symmetry, oriented towards the front of the vehicle. The lateral axis 202 of the target vehicle 20 intersects the longitudinal axis 201 perpendicularly at a point located at the center of gravity of the target vehicle, and it is oriented to the left of the target vehicle. The velocity vector 203 of the target vehicle 20 projected onto the longitudinal axis 201 defines the longitudinal component 204 of the velocity vector, called the longitudinal velocity. The velocity vector 203 of the target vehicle 20 projected onto the lateral axis 202 defines the lateral component 205 of the velocity vector, called the lateral velocity.

[0041] In the rest of the document, the term "cut-in maneuver" refers to a driving sequence that allows a target vehicle 20, 50 traveling on an adjacent lane 41, 42 to merge in front of the ego vehicle into the traffic of the main traffic lane 40.

[0042] In the remainder of this document, the term "ego vehicle traffic lane" refers to an area of ​​the ego vehicle's traffic lane delimited laterally by two imaginary lines parallel to the ego vehicle's longitudinal axis, these two lines being equidistant from the ego vehicle's longitudinal axis. In one embodiment, the traffic lane can be defined as the longitudinal projection of the ego vehicle onto its traffic lane. In this embodiment, the width of the traffic lane therefore corresponds to the width of the ego vehicle. In an alternative embodiment, the width of the ego vehicle's traffic lane could be different from the ego vehicle's width, preferably greater than the latter. In this embodiment, the width of the traffic lane could, for example, define a margin of 30 cm on each side of the ego vehicle.

[0043] There figure 3 represents the key moments of a maneuver to insert a target vehicle 20 onto the lane of the ego vehicle 10: At time T0, the target vehicle 20 overtakes the ego vehicle 10. Its speed is then purely longitudinal. Its intention to perform a merging maneuver is therefore not detectable through its driving parameters: its lateral speed and lateral acceleration are very low, and its trajectory remains centered on its lane 42. At this stage, the target vehicle 20 can signal its intention to perform a merging maneuver, for example, using visual indicators (flashing lights). At time T1, the target vehicle 20 has a non-zero lateral speed 205 and possibly a non-zero lateral acceleration. It has therefore approached the demarcation line 420 located between the lane of the ego vehicle and that of the target vehicle. At this stage, the driving parameters of the target vehicle 20 allow the ego vehicle to detect an intention to merge the target vehicle 20 into the ego vehicle's lane.At time T2, the target vehicle 20 crosses the demarcation line separating its lane from that of the ego vehicle. At time T2b, the target vehicle 20 enters a traffic lane 110 centered on the longitudinal axis of the ego vehicle 10. At time T3, the target vehicle 20 is entirely within the traffic lane of the ego vehicle.

[0044] The criterion establishing a line crossing by a vehicle can be defined as the crossing of that line by at least one point on the following parts of the vehicle: the lateral edge of the body of this vehicle, this lateral edge being closest to the vehicle ego, or the lateral edge of at least one of the wheels of this vehicle, or the center of gravity of this vehicle.

[0045] Alternatively, the criterion establishing a line crossing by a vehicle can be defined as the crossing of that line by the entirety of that vehicle.

[0046] Preferably, the crossing criterion is defined as the crossing of this line by at least one point on a lateral edge of the body of this vehicle.

[0047] In the remainder of this document, the expression "end of the merging maneuver" can refer to time T3, from which point the target vehicle 20 is entirely within the lane of the ego vehicle. Preferably, the end of the merging maneuver can be seen as time T2b, when the target vehicle 20 enters a lane centered on the longitudinal axis of the ego vehicle. According to another embodiment, the end of the merging maneuver could also be seen as time T2, when the demarcation line is crossed.

[0048] A first method of implementing an automated longitudinal speed management process is described below with reference to the figure 3 The management process can also be viewed as the operating procedure of a management system or as the operating procedure of a motor vehicle equipped with a management system. This first execution mode of the process comprises three steps, E1, E2, and E3, which will be detailed later.

[0049] In a first step E1, we detect an intention of a target vehicle 20, travelling on an adjacent lane 41, to perform an insertion maneuver on the main lane 40.

[0050] With reference to the figure 3 As previously described, the detection of an intention to perform an insertion maneuver can occur between time T0 and time T1. Indeed, as illustrated at time T0, the detection of an intention to perform an insertion maneuver can involve the detection of flashing lights even before the vehicle begins to maneuver, that is to say before the target vehicle 20 begins to approach the demarcation line 420 located between its traffic lane 42 and that of the ego vehicle 40.

[0051] In addition, or alternatively, the detection of an intention to perform an merge maneuver can occur at a time T1 when the target vehicle has initiated a lateral movement towards the demarcation line 420. In this case, the detection of an intention to perform an merge maneuver involves trajectory parameters of the target vehicle 20. In the case of vehicles traveling on straight roads, the start of the merge maneuver is marked by an increase in the lateral speed 205 and possibly the lateral acceleration of the target vehicle 20. The method can therefore use the data from the detection means 3 to compare the lateral speed and / or lateral acceleration of the target vehicle 20 to minimum thresholds.

[0052] In addition or alternatively, the process uses the trajectory data of the target vehicle 20 to estimate a time before crossing the TLC line (acronym for the English expression "Time to Line Crossing"), corresponding to the time after which the target vehicle 20 will cross a boundary located between the ego vehicle and the target vehicle.

[0053] In a preferred embodiment, the TLC relates to crossing a lateral limit of a traffic lane 110 centered on the longitudinal axis of the ego vehicle 10. Calibrating the width of this lane allows for a more precise estimation of when the trajectory of the target vehicle 20 will actually intersect that of the ego vehicle.

[0054] Preferably, the width of lane 110 is therefore greater than the width of the ego vehicle and less than the width of a motorway traffic lane.

[0055] Based on either option for calculating a TLC delay, the process detects an intention to perform an insertion maneuver by comparing the TLC delay to a maximum threshold, for example 1.5 seconds.

[0056] In one implementation variant, the method combines the conditions previously presented in order to detect an intention to perform an insertion maneuver.

[0057] According to another variant, an intention to perform an insertion maneuver could be detected by means of a vehicle-to-vehicle communication device and / or by means of a communication device with a remote server and / or by means of a geolocation device.

[0058] At a given moment, the process detects an intention to perform an insertion maneuver and proceeds to a second step E2 of estimating a corrected longitudinal distance DLCOR.

[0059] The corrected longitudinal distance DLCOR corresponds to an estimate of the longitudinal distance that will separate the ego vehicle 10 from the target vehicle 20 at the end of the insertion maneuver.

[0060] For example, with reference to the figure 3 The detection time of an intention to perform an insertion maneuver is T1. At time T1, a corrected longitudinal distance DLCOR1 is estimated, the meaning of which depends on the criterion chosen for calculating the TLC: If the TLC is calculated according to a criterion of crossing the demarcation line between lanes 40 and 42, then TLC=T2 and DLCOR1 will be an estimate of the distance DLMES2 that will separate the ego vehicle 10 from the target vehicle 20 at time T2; if the TLC is calculated according to a criterion of the target vehicle 20 entering a traffic lane centered on the longitudinal axis of the ego vehicle, then TLC=T2b and DLCOR1 will be an estimate of the distance DLMES2b that will separate the ego vehicle 10 from the target vehicle 20 at time T2b; if the TLC is calculated as the moment when the target vehicle 20 is entirely in the traffic lane of the ego vehicle, then TLC=T3 and DLCOR1 will be an estimate of the distance DLMES3 that will separate the ego vehicle 10 from the target vehicle 20 at time T3.

[0061] At time t, the corrected longitudinal distance can be estimated from the driving parameters of the ego vehicle 10 and the target vehicle 20, these parameters being measured at time t.

[0062] The process thus calculates a corrected longitudinal distance DLCOR(t) according to the formula DLCOR t = maximum 0 , DLMES t + VLR t × TLC t Or : DLMES(t) is the longitudinal distance measured at time t between the ego vehicle 10 and the target vehicle 20, VLR(t) is the relative longitudinal speed measured at time t between the ego vehicle 10 and the target vehicle 20, and TLC(t) is an estimate at time t of the time before crossing the line.

[0063] The relative longitudinal speed VLR(t) measured between the ego 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 "maximum()" function is used to limit the result of this calculation to the minimum value of 0.

[0064] A corrected longitudinal distance DLCOR(t) is thus calculated in real time in order to be transmitted to a third step E3 of calculation of a longitudinal speed setpoint VLC, applicable at time t.

[0065] At each instant t, a corrected longitudinal distance DLCOR(t) is calculated, depending on the relative longitudinal velocity VLR(t). The calculated corrected longitudinal distance DLCOR(t) can vary over time if the relative longitudinal velocity between the first and second vehicles changes. This yields an estimate of the corrected longitudinal distance DLCOR(t), which will be more precise the more the relative longitudinal velocity VLR(t) remains substantially constant beyond instant t. According to an alternative embodiment of the invention, the corrected longitudinal distance DLCOR(t) could also be calculated based on an acceleration of the first and / or second vehicle, measured or calculated at instant t. Such accelerations could be integrated over a time period equal to the delay TLC(t). The calculation of the corrected longitudinal distance DLCOR(t) could thus be more complex but also more precise.

[0066] In one embodiment of step E3, the longitudinal speed setpoint VLC can be calculated so as to establish and maintain a reference longitudinal distance DLR between the ego vehicle 10 and the target 20. In other words, from the corrected longitudinal distance DLCOR, calculated in step E2, the method calculates the longitudinal speed setpoint VLC that the ego vehicle 10 must apply so that the measured longitudinal distance between the ego vehicle 10 and the target vehicle 20 is equal to the reference longitudinal distance DLR.

[0067] In this embodiment, the reference longitudinal distance can be calculated in step E3 as a function of the corrected longitudinal distance DLCOR and the driving parameters of the ego vehicle 10 and the target vehicle 20. Advantageously, the driving parameters include the longitudinal speed of the target vehicle.

[0068] There figure 6 This illustrates the process and the evolution of the corrected longitudinal distance during an insertion maneuver of the target vehicle 20 into the lane of the ego vehicle 10, in the case where the relative longitudinal speed (VLR) of the target vehicle 20 with respect to the ego vehicle 10 is strictly positive. In other words, the target vehicle 20 moves away from the ego vehicle 10 during the insertion maneuver.

[0069] In the example shown, the relative longitudinal velocity VLR measured at t=0s is 10 meters per second.

[0070] At t=0s, In step E1, a target vehicle 20 is detected with the intention of merging into the lane of the ego vehicle 10. The two vehicles are moving in separate lanes, and the longitudinal distance DLMES 01 measured between the target vehicle 20 and the ego vehicle 10 is 5 meters. In step E2, the time before crossing the TLC is estimated. In the example of the figure 6 The time before TLC crossing is estimated at 1.5s. In step E2, a corrected longitudinal distance is calculated. DLCOR 01 = 5 + 10 × 1 , 5 = 20 mèters . DLCOR 01 = 5 + 10 x 1.5 = 20 meters. In step E3, the corrected longitudinal distance is taken into account to calculate a target longitudinal speed VLC 01, allowing a reference longitudinal distance between the two vehicles to be established. In the figure 6 We assume that the reference longitudinal distance DLR 01, calculated at time t=0s, is equal to 25 meters in order to illustrate the effect of the invention. With the implementation of the method, the longitudinal speed control of the ego 10 vehicle at t=0 will be calibrated according to the difference ΔDLCOR 01 between the corrected longitudinal distance DLCOR 01 and the reference longitudinal distance DLR 01. In other words, the longitudinal speed control of the ego 10 vehicle 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 a moderate deceleration. Without the implementation of the process, at t=0s, the regulation of the longitudinal speed of the vehicle ego 10 would have been calibrated according to the difference ΔDLMES 01 between the measured longitudinal distance DLMES 01 and the reference longitudinal distance DLR 01.In other words, the longitudinal speed regulation of the ego 10 vehicle would have been calibrated to change the measured longitudinal distance DLMES from 5 meters to 25 meters between times t=0 and t=TLC=1.5s, which corresponds to a significant deceleration.

[0071] Thus, if the target vehicle 20 moves away from the ego vehicle 10 during the merging maneuver, implementing this method prevents the jolts associated with longitudinal control at the start of the merging maneuver. Therefore, implementing this method improves driving comfort.

[0072] There figure 7 This illustrates the process and the evolution of the corrected longitudinal distance during an insertion maneuver of the target vehicle 20 into the lane of the ego vehicle 10, in the case where the relative longitudinal speed (VLR) of the target vehicle 20 with respect to the ego vehicle 10 is strictly negative. In other words, the target vehicle 20 moves closer to the ego vehicle 10 during the insertion maneuver.

[0073] In the example shown, the relative longitudinal velocity VLR measured at t=0s is -5 meters per second.

[0074] At t=0s, In step E1, a target vehicle 20 is detected with the intention of merging into the lane of the ego vehicle 10. The two vehicles are moving in separate lanes, and the longitudinal distance DLMES 02 measured between the target vehicle 20 and the ego vehicle 10 is 20 meters. In step E2, the process estimates the time before crossing the TLC. In the example of the figure 7 The time before TLC crossing is estimated at 1.5s. In step E2, a corrected longitudinal distance is calculated. DLCOR 02 = 20 + − 5 x 1 , 5 = 12 , 5 mètres . In step E3, the corrected longitudinal distance DLCOR 02 is taken into account to calculate a target longitudinal speed VLC, which establishes a reference longitudinal distance between the two vehicles. In the figure 7 We assume that the reference longitudinal distance DLR 02, calculated at time t=0s, is equal to 25 meters in order to illustrate the effect of the invention. With the implementation of the method, the longitudinal speed regulation of the ego 10 vehicle at t=0 will be calibrated according to the difference ΔDLCOR 02 between the corrected longitudinal distance DLCOR 02 and the reference longitudinal distance DLR 02. In other words, the longitudinal speed regulation of the ego 10 vehicle 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, which corresponds to a significant deceleration. Without the implementation of the process, at t=0s, the regulation of the longitudinal speed of the vehicle ego 10 would have been calibrated according to the difference ΔDLMES 02 between the measured longitudinal distance DLMES 02 and the reference longitudinal distance DLR 02.In other words, the longitudinal speed control of the ego 10 vehicle would have been calibrated to change the measured longitudinal distance (DLMES) from 20 meters to 25 meters between times t=0 and t=TLC=1.5s, which corresponds to a deceleration that is too weak, or even a complete lack of deceleration, to anticipate the approach of the target vehicle. This insufficient deceleration should therefore have been followed by a sharp deceleration to avoid a collision with the target vehicle.

[0075] In the case described by the figure 7 The insertion maneuver can be dangerous. The role of the procedure here is to improve vehicle safety, that is, to slow down the ego vehicle early and significantly to anticipate the approach of the target vehicle.

[0076] It is therefore understood that the process may include a step comparing the speed of the first vehicle (ego) with the speed of the second vehicle. The longitudinal speed command calculated during the third step (E3) is a low deceleration command if the speed of the second vehicle is strictly greater than the speed of the first vehicle (ego). The longitudinal speed command is a high deceleration command if the speed of the second vehicle is strictly less than the speed of the first vehicle (ego). The magnitude (or absolute value) of the low deceleration is strictly less than the magnitude of the high deceleration.

[0077] A second execution method for an automated longitudinal speed control process is described below with reference to the figure 4 This second method of executing the process comprises four steps E0, E4, E5 and E6.

[0078] This execution method concerns the implementation of the automated longitudinal speed management process in a multi-target longitudinal guidance context. In particular, this execution method describes the implementation of the process in a traffic configuration represented in the figure 8 .

[0079] The traffic configuration shown in the figure 8 is such that: The ego 10 vehicle, or first vehicle, is positioned in the central lane 40 of a three-lane highway, a second vehicle 20 is travelling in an adjacent lane 41, 42, a third vehicle 30 is travelling in the lane of the ego vehicle and in front of it, the second vehicle 20 is performing an insertion maneuver in the central lane, between the ego vehicle and the third vehicle 30.

[0080] Step E0 consists of three substeps, E1, E2 and E3. Substeps E1, E2 and E3 of the second execution mode are respectively similar to steps E1, E2 and E3 previously detailed for the first execution mode.

[0081] During step E0 the process therefore detects the insertion maneuver of the second vehicle 20 and calculates a first reference longitudinal speed based on a calculation of a corrected longitudinal distance between the vehicle ego 10 and the second vehicle 20.

[0082] In parallel with the execution of step E0, in step E4 the process detects a third vehicle 30.

[0083] In step E5 the process calculates a second longitudinal reference speed of the vehicle ego as a function of the speed of the third vehicle 30.

[0084] The first and second longitudinal reference velocities are then dealt with in a step E6.

[0085] In step E6, the process calculates the longitudinal speed setpoint of the ego vehicle allowing to maintain a given minimum longitudinal distance between the ego vehicle 10 and the second and third vehicles 20, 30.

[0086] The longitudinal speed setpoint of the ego vehicle will be calculated by selecting the minimum longitudinal speed from the first and second reference longitudinal speeds calculated during steps E0 and E5.

[0087] In this way, the process finds itself in a guiding configuration on the target exhibiting the most constraining reference longitudinal velocity.

Claims

1. Method for the automated management of the longitudinal speed of a first vehicle (10) traveling in a first lane (40), comprising: - a first step (E1) of 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) of estimating a corrected longitudinal distance (DLCOR), said corrected longitudinal distance corresponding to the longitudinal distance that will separate the first vehicle (10) from the second vehicle (20) at the end of the cut-in maneuver, said corrected longitudinal distance being computed based on a longitudinal distance (DLMES) measured between the first vehicle and the second vehicle, and based on a relative longitudinal speed (VLR) measured between the second vehicle (20) and the first vehicle (10), - a third step (E3) of computing a longitudinal speed setpoint for the first vehicle based on the corrected longitudinal distance (DLCOR), the first detection step (E1) comprising a sub-step (E11) of computing a time to line crossing (TLC), and then a sub-step (E12) of comparing the time to line crossing with a predefined threshold, said corrected longitudinal distance (DLCOR) computed in the second step (E2) depending on the time to crossing (TLC).

2. Method for the automated management of the longitudinal speed of the first vehicle (10) according to the preceding claim, characterized in that said corrected longitudinal distance (DLCOR) computed in the second step (E2) is equal to the sum of the measured longitudinal distance (DLMES) and the product of the measured relative longitudinal speed (VLR) and the time to crossing (TLC).

3. Method for the automated management of the longitudinal speed of the first vehicle (10) according to either of the preceding claims, characterized in that the first detection step (E1) comprises a sub-step (E13) of detecting visual indicators on the second vehicle signaling a cut-in maneuver, in particular detection of the use of flashing lights.

4. Method for the automated management of the longitudinal speed of the first vehicle (10) according to one of the preceding claims, characterized in that it comprises a step of comparing the speed of the first vehicle and the speed of the second vehicle, and in that: - the longitudinal speed setpoint computed in said third step is a strong deceleration setpoint if the speed of the second vehicle is strictly less than the speed of the first vehicle, and in that - the longitudinal speed setpoint computed in said third step is a weak deceleration setpoint if the speed of the second vehicle is strictly greater than the speed of the first vehicle.

5. Method for the automated management of the longitudinal speed of the first vehicle (10) according to one of the preceding claims, characterized in that it comprises: - a step (E0) of computing a first reference longitudinal speed based on the corrected longitudinal distance (DLCOR), - a step (E4) of detecting at least one third vehicle (30) in traffic around the first vehicle, - a step of computing at least one second reference longitudinal speed based on the speed of the at least one third vehicle (30), and in that the longitudinal speed setpoint computed in the third step (E6) is equal to the minimum of the first reference longitudinal speed and the at least one second reference longitudinal speed.

6. Method for the automated management of the longitudinal speed of the first vehicle (10) according to the preceding claim, characterized in that the second vehicle and the at least one third vehicle are situated ahead of the first vehicle.

7. Device (1) for the automated management of the longitudinal speed of a vehicle (10), the device comprising hardware and / or software elements (1, 2, 3, 4, 5, 6, 9) implementing a method according to one of Claims 1 to 6.

8. Motor vehicle (10) comprising a device (1) for the automated management of the longitudinal speed of a vehicle (10) according to the preceding claim.

9. Computer program product comprising program code instructions recorded on a computer-readable medium for implementing the steps of the method according to any one of Claims 1 to 6 when said program runs on a computer.

10. Computer-readable data recording medium on which is recorded a computer program comprising program code instructions for implementing the method according to one of Claims 1 to 6.