METHOD AND DEVICE FOR CONTROLLING AN ADAPTIVE VEHICLE SPEED CONTROL SYSTEM

Description

[0001] The present invention claims priority from French application 2111168 filed on 21.10.2021. technical field

[0002] The present invention relates to methods and devices for controlling an adaptive speed regulation system for a vehicle, particularly a motor vehicle. The present invention also relates to a method and device for regulating the speed of a vehicle. The present invention further relates to a method and device for controlling a vehicle, particularly an autonomous vehicle. Technological background

[0003] Some contemporary vehicles are equipped with functions or systems or driver assistance systems, known as ADAS (from the English "Advanced Driver-Assistance System" or in French "Système d'aide à la conduite avancé").

[0004] Among these systems, the adaptive cruise control system, or ACC, has as its primary function the automatic and adaptive regulation of the speed of equipped vehicles according to their environment. Such an ACC system determines one or more acceleration commands based on a speed setting and information relating to the vehicle's surroundings; the acceleration command(s) are specifically designed to regulate the vehicle's speed adaptively, that is, by taking the vehicle's environment into account.

[0005] This environmental information corresponds, for example, to the distance between the vehicle equipped with the ACC system and a vehicle traveling in front, the speed (e.g., relative speed) of the vehicle in front, the acceleration of the vehicle in front, and / or a regulatory speed limit. The acceleration command(s) are determined, for example, from a control law based on estimates of the torque supplied by a powertrain (e.g., an internal combustion or electric motor) to one or more wheels of the vehicle and the vehicle's current acceleration.

[0006] A vehicle's environmental information is obtained, for example, from sensors onboard the vehicle, such as radar. This information is particularly important for a vehicle, for example, to improve vehicle safety by taking into account the surrounding environment, including other vehicles.

[0007] Passenger comfort is another important factor, particularly for the acceptance of driver assistance systems. For example, excessive acceleration or deceleration can cause discomfort for passengers, especially when acceleration is controlled by an adaptive cruise control (ACC) system. Finding the right balance between passenger comfort and safety can sometimes be challenging.

[0008] Reference is made to document DE 10 2015 214573 A1 of the prior art. Summary of the present invention

[0009] One object of the present invention is to solve at least one of the problems of the technological background described above.

[0010] Another object of the present invention is to improve the operation of an ACC system of a vehicle.

[0011] According to a first aspect, the present invention relates to a method for controlling an adaptive speed regulation system, known as an ACC system, of a first vehicle, the method comprising the following steps: detection of the activation of at least one turn signal of the first vehicle; determination of a relevance indicator of a second vehicle corresponding to a target vehicle of the ACC system upon detection of the activation of at least one turn signal as a function of an inter-vehicle time current between the first vehicle and the second vehicle; control of the ACC system as a function of the relevance indicator.

[0012] According to one variant, the relevance indicator takes a determined minimum value for a determined maximum value of the current inter-vehicle time and the relevance indicator takes a determined maximum value for a determined minimum value of the current inter-vehicle time.

[0013] According to another variant, the minimum determined value of the relevance indicator is equal to 0.5, the maximum determined value of the current inter-vehicle time is equal to 6 s, the maximum determined value of the relevance indicator is equal to 1 and the minimum determined value of the current inter-vehicle time is equal to 3 s.

[0014] According to the invention, the control of the ACC system includes an adjustment of a setpoint inter-vehicle time value based on the relevance indicator.

[0015] According to the invention, the adjustment of the setpoint inter-vehicle time value is obtained by determining an adjusted speed of the second vehicle, the adjusted speed being determined as a function of a current speed of the second vehicle and a difference between a setpoint speed of the ACC system and the current speed, the difference being weighted by a weighting coefficient based on the relevance indicator.

[0016] According to an additional variant, the relevance indicator being between 0 and 1, the weighting coefficient being between 0 and a maximum value, the weighting coefficient being equal to its maximum value when the relevance indicator is between 0 and a determined value less than 1, the weighting coefficient being following a decreasing function of the relevance indicator when the relevance indicator is between the determined value and 1.

[0017] According to another variant, an implementation of the control of said ACC system based on the relevance indicator is dependent on at least one triggered turn signal belonging to a specific lateral side of the first vehicle.

[0018] According to a second aspect, the present invention relates to a control device for a vehicle adaptive speed regulation system, the device comprising a memory associated with a processor configured for the implementation of the steps of the process according to the first aspect of the present invention.

[0019] According to a third aspect, the present invention relates to a vehicle, for example of the automobile type, comprising a device as described above according to the second aspect of the present invention.

[0020] According to a fourth aspect, the present invention relates to a computer program which includes instructions adapted for carrying out the steps of the process according to the first aspect of the present invention, in particular when the computer program is executed by at least one processor.

[0021] Such a computer program can use any programming language, and be in the form of source code, object code, or an intermediate form between source code and object code, such as in a partially compiled form, or in any other desirable form.

[0022] According to a fifth unclaimed aspect, the present invention relates to a computer-readable recording medium on which is recorded a computer program comprising instructions for carrying out the steps of the process according to the first aspect of the present invention.

[0023] On the one hand, the recording medium can be any entity or device capable of storing the program. For example, the medium can include a storage means, such as a ROM, a CD-ROM or a microelectronic circuit-type ROM, or a magnetic recording means or a hard drive.

[0024] On the other hand, this recording medium can also be a transmissible medium such as an electrical or optical signal, such a signal being able to be transmitted via an electrical or optical cable, by conventional or radio frequency, by self-directing laser beam, or by other means. The computer program according to the present invention can, in particular, be downloaded from a network such as the Internet.

[0025] Alternatively, the recording medium may be an integrated circuit in which the computer program is incorporated, the integrated circuit being adapted to execute or to be used in the execution of the process in question. Brief description of the figures

[0026] Other features and advantages of the present invention will become apparent from the description of the specific and non-limiting embodiments of the present invention below, with reference to figures 1 to 5 attached, on which: [ Fig. 1 ] schematically illustrates a first vehicle following a second vehicle, according to a particular and non-limiting embodiment of the present invention; [ Fig. 2 ] schematically illustrates a relevance indicator associated with the second vehicle of the figure 1 , according to a particular and non-limiting example of the present invention; [ Fig. 3 ] schematically illustrates a weighting coefficient determined according to the relevance indicator of the figure 2 , according to a particular and non-limiting example of the present invention; [ Fig. 4 ] schematically illustrates a device configured to control an adaptive speed regulation system of the first vehicle of the figure 1 , according to a particular and non-limiting example of the present invention; [ Fig. 5] illustrates a flowchart of the different stages of a control process for an adaptive speed regulation system of the first vehicle of the figure 1 , according to a particular and non-limiting example of the present invention. Description of examples of achievements

[0027] A method and a control device for an adaptive speed regulation system of a vehicle will now be described in what follows, with joint reference to figures 1 to 5 The same elements are identified with the same reference symbols throughout the description that follows.

[0028] According to a particular and non-limiting embodiment of the present invention, the control of an adaptive cruise control system (ACC) of a first vehicle targeting a second vehicle traveling in front of the first vehicle includes detecting the activation of one or more turn signals on the first vehicle. Following this detection, a relevance indicator associated with the second vehicle is determined based on an inter-vehicle time (IVT) between the first and second vehicles. The ACC system of the first vehicle is then controlled according to this relevance indicator.

[0029] The relevance indicator corresponds, for example, to a factor or value representing the probability that the second vehicle remains the target vehicle of the ACC system at a given time interval, for example at 1, 2, 3, 5 or 10 seconds.

[0030] The relevance indicator also represents a probability that the second vehicle will remain in the lane of the first vehicle that has shown an intention to change lanes by using its turn signals.

[0031] Detecting the activation of the first vehicle's turn signals allows the ACC system to recognize an intention to change lanes. Calculating a relevance indicator associated with the first vehicle's current target vehicle, based on the vehicle's current lane change interval (TIV), allows the system to adjust the speed control accordingly, taking into account both the possibility of the first vehicle changing lanes and the distance between the first vehicle and the target vehicle (corresponding to the second vehicle).

[0032] This allows, for example, limiting an excessive reduction in speed of the first vehicle if the distance between the first vehicle and the second vehicle allows it, allowing a lane change of the first vehicle without unnecessary reduction in speed before the lane change.

[0033] Such an adaptation of the speed regulation of the first vehicle reduces unnecessary and excessive braking, particularly when the speed of the target vehicle (i.e. the second vehicle) is lower than that of the first vehicle and / or the set speed of the ACC system.

[0034] There figure 1 schematically illustrates a first vehicle 10 following a second vehicle 11 on a section of road in an environment 1, according to a particular and non-limiting embodiment of the present invention.

[0035] There figure 1illustrates a first vehicle 10, for example a motor vehicle, carrying one or more sensors configured to detect the presence of objects in the environment 1 of the first vehicle 10. According to other examples, the first vehicle 10 corresponds to a coach, a bus, a truck, a utility vehicle or a motorcycle, that is to say a motorized land vehicle type vehicle.

[0036] The first vehicle, 10, corresponds to a vehicle operating under the full supervision of a driver or operating in an autonomous or semi-autonomous mode. The first vehicle operates according to an autonomy level of 0 or according to an autonomy level ranging from 1 to 5, for example, according to the scale defined by the American federal agency which has established 5 levels of autonomy from 1 to 5, level 0 corresponding to a vehicle with no autonomy, whose driving is under the full supervision of the driver, level 1 corresponding to a vehicle with a minimal level of autonomy, whose driving is under the supervision of the driver with minimal assistance from an ADAS system, and level 5 corresponding to a fully autonomous vehicle.

[0037] Following the example of the figure 1The first vehicle 10 is traveling on a two-lane section of road, 1001, 1002. For example, the first vehicle 10 is traveling in the right-hand lane 1001, with both lanes 1001 and 1002 traveling in the same direction. The right-hand lane 1001 corresponds, for example, to the slower lane, and the left-hand lane 1002 corresponds to the faster lane.

[0038] The concepts of right and left are defined according to the direction of travel of the first vehicle. The "slowest" lane is on the right in countries where vehicles travel on the right (countries such as France, for example). The "slowest" lane is on the left in countries where vehicles travel on the left (countries such as the United Kingdom, for example).

[0039] Following the example of the figure 1 , the first vehicle 10 follows a second vehicle 11, at a determined distance which may vary over time (depending on the dynamic behavior of the first vehicle 10 and the second vehicle 11), the second vehicle 11 traveling on the same traffic lane 1001 as the first vehicle 10 and in the same direction as the first vehicle 10.

[0040] The first vehicle 10, for example, carries one or more of the following sensors: one or more millimeter-wave radars arranged on the first vehicle 10, for example at the front, at the rear, on each front / rear corner of the vehicle; each radar is adapted to emit electromagnetic waves and to receive the echoes of these waves reflected by one or more objects (for example the second vehicle 11 located in front of the first vehicle 10 according to the example of the figure 1), in order to detect obstacles and their distances from the first vehicle 10; and / or one or more LIDAR(s) (from the English "Light Detection And Ranging", or "Detection and estimation of distance by light" in French), a LIDAR sensor corresponding to an optoelectronic system composed of a laser emitting device, a receiving device including a light collector (to collect the part of the light radiation emitted by the emitter and reflected by any object located in the path of the light rays emitted by the emitter) and a photodetector which transforms the collected light into an electrical signal; a LIDAR sensor thus makes it possible to detect the presence of objects (for example the second vehicle 11) located in the emitted light beam and to measure the distance between the sensor and each detected object;and / or one or more cameras (with or without a depth sensor) for acquiring one or more images of the environment around the first vehicle 10 located in the field of vision of the camera(s).

[0041] The data obtained from this sensor or these sensors varies depending on the type of sensor. In the case of radar or LiDAR, the data corresponds, for example, to distance data between points on the detected object and the sensor. Each detected object is thus represented by a point cloud (each point corresponding to a point on the object receiving the radiation emitted by the sensor and reflecting at least part of this radiation). The point cloud represents the envelope (or part of the envelope) of the detected object as seen by the sensor and ultimately by the vehicle carrying the sensor. In the case of a video camera, the data corresponds to data associated with each pixel of the acquired image(s), for example, grayscale values ​​coded on, for example, 8, 10, 12 or more bits for each color channel, for example RGB (Red, Green, Blue).This data allows, for example, the determination of the successive positions taken by an object moving within environment 1, such as the second vehicle 11, and the deduction of one or more dynamic parameters of the moving object, such as its speed and / or acceleration. This data also allows the determination of lane markings on the ground, for example, to help determine whether the second vehicle 11 and the first vehicle 10 belong to the same traffic lane.

[0042] The data acquired by the on-board sensor(s) feeds, for example, one or more driver assistance systems, known as ADAS (Advanced Driver-Assistance System), on-board in the first vehicle 10. Such an ADAS system is configured to assist, or even replace, the driver of the first vehicle 10 in controlling the first vehicle 10 on its journey.

[0043] In one example, the first vehicle 10 is equipped with an ADAS system corresponding to an automatic speed control system, known as ACC. When the ACC is activated, its objective is to achieve a target acceleration, called Atarget(t), which varies over time 't' and allows the vehicle to maintain or reach a set speed and / or maintain a predetermined safety distance from the second vehicle 11 ahead of the first vehicle 10, i.e., a target vehicle traveling in front of the first vehicle 10 in the same direction of travel in the same lane. The data obtained from the sensor(s) on board the first vehicle 10 allows the ACC of the first vehicle 10 to establish a target acceleration value Atarget(t) over time 't'. The target acceleration Atarget(t) becomes an acceleration setpoint Atarget(t).The ACC system or a computer of this system transmits for example the acceleration commands A setpoint(t) that it has determined to the computer(s) supervising the operation of a powertrain of the first vehicle 10, in particular so that the latter determine(s) the torque commands to be generated by the powertrain to respect the acceleration commands A setpoint(t) and regulate the speed of the first vehicle 10.

[0044] A target acceleration value is determined, for example, at a current instant t0 from a set of data obtained from one or more object detection sensors on board the first vehicle 10 and / or from setpoint parameters entered, for example, by the driver or determined from data on the environment of the first vehicle 10. The target acceleration value (expressed in ms⁻²) is, for example, calculated from: representative data of the dynamic behavior of the second vehicle 11 (e.g., speed and / or acceleration), this data being obtained, for example, from a set of positions taken by the second vehicle 11 over a time interval preceding the current instant t0 for which the target acceleration is determined. The data on the positions taken by the second vehicle 11 are advantageously determined from the data received from the object detection sensor(s) onboard the first vehicle 10; representative data of the dynamic behavior of the first vehicle 10 (e.g., speed, acceleration, distance from the second vehicle 11), this data being obtained from sensors onboard the first vehicle 10, the distance being obtained, for example, from the data received from the object detection sensor(s);and / or setpoint parameters provided to the ACC system, such as, for example, a target speed, distance, or inter-vehicle time (IVT or IVT), these parameters being stored in memory, determined by environmental analysis (for example, the target speed is determined by reading speed limit signs or from data received from a navigation system) or entered by a user via a Human-Machine Interface, known as an HMI.

[0045] A control process of the ACC system of the first vehicle 10 whose target vehicle is the second vehicle 11 is advantageously implemented by the first vehicle 10, i.e. by a computer or a combination of computers of the on-board system of the first vehicle 10, for example by the computer or computers in charge of controlling the ACC system.

[0046] In a first operation, the triggering of one or more side indicators, for example the left indicators 101 of the first vehicle 10, is detected or information representative of the triggering of the indicators is received by the computer in charge of the process.

[0047] A flashing light (also called a turn signal) is advantageously a light used to indicate or signal a change of direction (for example to the right (respectively to the left) when the right (respectively left) flashing light(s) are activated).

[0048] The light from a flashing light is usually orange, and when activated, it emits light intermittently. The flashing frequency is typically between 60 and 120 flashes per minute, for example, 90 flashes per minute.

[0049] The activation of the left turn signals 101 of the first vehicle 10 is thus representative of an intention of the first vehicle 10 (for example of its driver) to change traffic lanes to move into the traffic lane 1002 located to the left of the current traffic lane 1001 of the first vehicle 10.

[0050] The flashing lights of the first vehicle 10 are advantageously controlled by one or more computers of the vehicle's onboard system. The vehicle's onboard system comprises a set of computers connected by one or more communication buses. These computers form, for example, a multiplexed architecture for providing various services useful for the proper functioning of the vehicle 10 and for assisting the driver and / or passengers in controlling the vehicle, for example, by controlling the ACC system and / or the activation and deactivation of each of the vehicle's flashing lights based on control signals received from control devices arranged, for example, in the passenger compartment of the vehicle 10. These control signals travel on the multiplexed architecture.Computers exchange data with each other via one or more computer buses, for example a CAN data bus (from the English "Controller Area Network" or in French "Réseau de contrôlers"), CAN FD (from the English "Controller Area Network Flexible Data-Rate" or in French "Réseau de contrôlers à débit de données flexible"), FlexRay (according to the ISO 17458 standard) or Ethernet (according to the ISO / IEC 802-3 standard).

[0051] The detection of turn signal activation (1001) is thus achieved, for example, by receiving binary wired information acquired by the control unit or the intelligent control unit (BSI) of the first vehicle (10) when this information is transmitted over the wired network, for example, the data bus, of the first vehicle's onboard system (10). This information corresponds to a binary value, taking a first value when the turn signals are active or activated and a second value when the turn signals are inactive or deactivated. This information is transmitted, for example, by the BSI to the control unit responsible for the process via the data bus connecting these two control units.

[0052] In a second operation, a relevance indicator associated with the target vehicle of the ACC system, i.e. the second vehicle 11 according to the example of the figure 1, is determined according to the detection of the triggering of the turn signals 101 as a function of a current inter-vehicle time (IVT) between the first vehicle 10 and the second vehicle 11.

[0053] The TIV corresponds for example to the inter-vehicle distance (DIV, for example determined by one or more sensors on board the first vehicle 10) between the first vehicle 10 and the second vehicle 11 divided by the absolute value of the difference between the current speed of the first vehicle 10 and the current speed of the second vehicle 11.

[0054] The relevance indicator is, for example, determined according to a specific law or function, for example stored in the memory of the computer implementing the process.

[0055] There figure 2 illustrates an example of such a function 20 between the relevance indicator (noted I on the ordinate of diagram 2) and the TIV (on the abscissa of the diagram).

[0056] The relevance indicator corresponds, for example, to a value between 0 and 1 or to a value between a minimum value and a maximum value, the minimum value being, for example, equal to 0.3, 0.4, 0.5 or 0.6 and the maximum value being, for example, equal to 0.9 or 1.

[0057] Following the example of the figure 2 , the relevance indicator takes a maximum value equal to 1 and a minimum value equal to 0.5.

[0058] The function between the relevance indicator I and the TIV, according to the example of the figure 2 understand : a first part according to which I is constant and equal to 1 for a TIV between 0 and a minimum value of TIV (denoted TIVmin), for example equal to 3 seconds; a second part according to which I decreases as TIV increases, I decreasing according to a linear function to go from the maximum equal to 1 to the minimum equal to 0.5 between TIVmin and a maximum value of TIV (denoted TIVmax), for example equal to 6 seconds.

[0059] Thus, and overall, the higher the current TIV, the lower the relevance indicator.

[0060] According to another example, the relevance indicator is determined by further taking into consideration a basic relevance of the target vehicle determined when the ACC system of the first vehicle 10 determines or selects the second vehicle 11 as the target vehicle.

[0061] The basic relevance, for example, takes the value 1 by default when the ACC system selects a vehicle as the target vehicle, the basic relevance associated with that vehicle being equal to 0 until that vehicle has been selected as the target vehicle.

[0062] According to one variant, the value of the basic relevance depends for example on a reliability indicator associated with the detection of the vehicle selected as the target vehicle, the basic relevance then varying between a minimum value (for example equal to 0.5, 0.6 or 0.7) and a maximum value for example equal to 1.

[0063] According to this other example, the final relevance indicator used in the rest of the process is determined or calculated according to the following equation: I final = I base − 1 − I

[0064] With I final being the final relevance indicator, I base the basic relevance indicator, and I an indicator determined according to the function described above with respect to the figure 2 The final value of I is, for example, saturated or bounded between 0 and 1.

[0065] In a third operation, the ACC system of the first vehicle 10 is controlled according to the relevance indicator I or final I.

[0066] The ACC system control advantageously includes adjusting a system setpoint value or parameter based on the relevance indicator. For example, the inter-vehicle time (IVT) provided as a setpoint (ITT setpoint) or as a target (ITT target) is adjusted based on the relevance indicator.

[0067] For example, the target or setpoint value of the TIV is chosen by the driver from a set of values, for example from a set including a high value (e.g. equal to 2 s), an intermediate value (e.g. equal to 1.5 s) and a low value (e.g. equal to 1 s).

[0068] The target or setpoint value is, for example, adjusted so as to be: maintained when the relevance indicator takes its maximum value; and reduced as the relevance indicator decreases, the reduction of the target or setpoint TIV being limited, for example, to a minimum value.

[0069] The adjustment of the target or setpoint value of the TIV is achieved, for example, by adjusting the current speed of the second vehicle 11 (for example, determined by the first vehicle 10 from data obtained from the onboard object detection sensor(s)). The adjusted speed Vadjust of the second vehicle is, for example, determined as a function of the current speed Vcurrent of the second vehicle 11 and a difference between a setpoint speed Vsetpoint of the ACC system and the current speed Vcurrent, the difference being weighted by a weighting coefficient, denoted k, which is a function of the relevance indicator I or Ifinal.

[0070] The adjusted speed Vadjust of the second vehicle 11 is obtained, for example, by the following equation: V ajust = V courante + k * V consigne − V courante

[0071] According to this example, the relevance indicator allows the target vehicle speed used as input to the ACC system's longitudinal controller to be modulated or adjusted so that the first vehicle 10 brakes less (to avoid a collision with the second vehicle or to comply with the target or set TIV), particularly when the first vehicle 10 is sufficiently far from the second vehicle 11.

[0072] There figure 3 illustrates an example of a relationship between the weighting coefficient k (corresponding to the ordinate axis of diagram 3) and the relevance indicator I (corresponding to the abscissa axis of diagram 3), a function 30 linking these two quantities.

[0073] Following the example of the figure 3The weighting coefficient k, for example, is between 0 and a maximum value (e.g., 0.5 or 0.6). The weighting coefficient k is equal to its maximum value when the relevance indicator I is between 0 and a specific value (denoted Id) less than 1. The weighting coefficient follows a decreasing function of the relevance indicator I when the relevance indicator is between the specific value Id and 1.

[0074] Such a process thus makes it possible to avoid excessive braking of the first vehicle 10 triggered by the ACC system when the turn signals of the first vehicle 10 have been activated, in particular when the first vehicle 10 is at a distance deemed significant (greater than a threshold) from the second vehicle 11.

[0075] The regulation of the ACC system is modified more and more (compared to a normal operating mode when no activation of the turn signals of the first vehicle 10 has been detected) the further the first vehicle 10 is from the second vehicle 11. In other words, the regulation of the ACC system is modified more and more (compared to a normal operating mode when no activation of the turn signals of the first vehicle 10 has been detected) the higher the current TIV is, with a lower and an upper limit to limit the adjustment.

[0076] According to an optional embodiment, the regulation adjustment is only implemented when the detection of the activation or triggering of the turn signals corresponds to the detection of the turn signals on a determined lateral side of the first vehicle 10.

[0077] For example, the second and third operations are only implemented when the activated turn signals indicate a lane change to a "faster" lane (i.e., to a lane to the left of the current lane in countries where vehicles travel on the right and to a lane to the right of the current lane in countries where vehicles travel on the left).

[0078] There figure 4 This schematically illustrates a device 4 configured to control the ACC system of a vehicle, for example the first vehicle 10, according to a particular and non-limiting embodiment of the present invention. The device 4 corresponds, for example, to a device embedded in the first vehicle 10, for example a control unit.

[0079] Device 4, for example, is configured to implement the operations described alongside the figures 1 to 3 and / or steps of the process described in relation to the figure 5Examples of such a device 4 include, but are not limited to, embedded electronic equipment such as a vehicle's on-board computer, an electronic control unit such as an ECU (Electronic Control Unit), a smartphone, a tablet, or a laptop computer. The elements of the device 4, individually or in combination, may be integrated into a single integrated circuit, into several integrated circuits, and / or into discrete components. The device 4 may be implemented as electronic circuits, software (or computer) modules, or a combination of electronic circuits and software modules.

[0080] The device 4 comprises one (or more) processor(s) 40 configured to execute instructions for carrying out the steps of the process and / or for executing instructions from the software embedded in the device 4. The processor 40 may include integrated memory, an input / output interface, and various circuits known to those skilled in the art. The device 4 further comprises at least one memory 41, corresponding, for example, to volatile and / or non-volatile memory, and / or includes a memory storage device that may include volatile and / or non-volatile memory, such as EEPROM, ROM, PROM, RAM, DRAM, SRAM, flash, magnetic disk, or optical disk.

[0081] The computer code of the embedded software(s) including the instructions to be loaded and executed by the processor is, for example, stored on memory 41.

[0082] According to various specific and non-limiting embodiment examples, device 4 is coupled in communication with other similar devices or systems (e.g. other computers) and / or with communication devices, e.g. a TCU (Telematic Control Unit), e.g. via a communication bus or through dedicated input / output ports.

[0083] According to a specific and non-limiting embodiment, device 4 includes a block 42 of interface elements for communicating with external devices. The interface elements of block 42 include one or more of the following interfaces: radio frequency (RF) interface, for example of the Wi-Fi® type (according to IEEE 802.11), for example in the 2.4 or 5 GHz frequency bands, or of the Bluetooth® type (according to IEEE 802.15.1), in the 2.4 GHz frequency band, or of the Sigfox type using UBN (Ultra Narrow Band) radio technology, or LoRa in the 868 MHz frequency band, LTE (Long-Term Evolution), LTE-Advanced; USB (Universal Serial Bus) interface; HDMI (High Definition Multimedia Interface); LIN (Local Interconnect Network) interface.

[0084] Data is for example loaded to device 4 via the interface of block 42 using a Wi-Fi ®< network such as according to IEEE 802.11, an ITS G5 network based on IEEE 802.11p or a mobile network such as a 4G (or 5G) network based on the LTE (Long Term Evolution) standard defined by the 3GPP consortium, in particular an LTE-V2X network.

[0085] According to another particular and non-limiting embodiment, the device 4 includes a communication interface 43 which enables communication with other devices (such as other computers in the embedded system) via a communication channel 430. The communication interface 43 corresponds, for example, to a transmitter configured to transmit and receive information and / or data via the communication channel 430. The communication interface 43 corresponds, for example, to a wired network of the type CAN (Controller Area Network), CAN FD (Controller Area Network Flexible Data-Rate), FlexRay (standardized by ISO 17458) or Ethernet (standardized by ISO / IEC 802-3).

[0086] In one particular, non-limiting embodiment, device 4 can provide output signals to one or more external devices, such as a display screen (touchscreen or not), one or more speakers, and / or other peripherals (projection system), via respective output interfaces. In one variant, one or more of the external devices is integrated into device 4.

[0087] [ Fig. 5 [Illustrates a flowchart of the different stages of a method for controlling an ACC system of a vehicle, for example the first vehicle 10, according to a particular and non-limiting embodiment of the present invention. The method is implemented, for example, by a device embedded in the first vehicle 10 or by the device 4 of the] figure 4 .

[0088] In a first step 51, the activation of at least one turn signal of the first vehicle is detected.

[0089] In a second step 52, a relevance indicator of a second vehicle corresponding to a target vehicle of the ACC system is determined following the detection of the triggering of at least one turn signal, the relevance indicator being determined as a function of an inter-vehicle time running between the first vehicle and the second vehicle.

[0090] In a third step 53, the ACC system is controlled according to the relevance indicator.

[0091] According to one variant, the variants and examples of the operations described in relation to the figure 1, 2 and / or 3 apply to the steps of the process of the figure 5 .

[0092] Of course, the present invention is not limited to the embodiments described above but extends to a method for controlling a vehicle, for example an autonomous vehicle, which would include secondary steps without departing from the scope of the present invention as defined by the claims. The same would apply to a device configured for implementing such a method.

[0093] The present invention also relates to an adaptive speed control system for vehicles comprising device 4 of the figure 4 .

[0094] The present invention also relates to a vehicle, for example a motor vehicle or more generally an autonomous land-powered vehicle, comprising device 4 of the figure 4 or the adaptive cruise control system for the above-mentioned vehicle.

Claims

1. Method for controlling an adaptive speed regulation system, referred to as an ACC system, of a first vehicle (10), said method comprising the steps of: - detecting (51) a triggering of at least one indicator (101) of said first vehicle (10); - determining a relevance indicator of a second vehicle (11) corresponding to a target vehicle of said ACC system on detecting said triggering of at least one indicator (101) as a function of an inter-vehicle current time between said first vehicle (10) and said second vehicle (11); - controlling (53) said ACC system as a function of said relevance indicator; said method being characterised in that said control (53) of said ACC system comprises an adjustment of an inter-vehicle reference time value as a function of said inter-vehicle relevance indicator being obtained by determining an adjusted speed of said second vehicle (11), said adjusted speed being determined as a function of a current speed of said second vehicle (11) and of a difference between a setpoint speed of said ACC system and said current speed, said difference being weighted by a coefficient of balance as a function of said relevance indicator.

2. Method according to claim 1, wherein said relevance indicator takes a determined minimum value for a determined maximum value of said inter-vehicle current time and said relevance indicator takes a determined maximum value for a determined minimum value of said inter-vehicle current time.

3. Method according to claim 2, wherein said determined minimum value of said relevance indicator is equal to 0.5, said determined maximum value of said inter-vehicle current time is equal to 6 s, said determined maximum value of said relevance indicator is equal to 1 and said determined minimum value of said inter-vehicle current time is equal to 3 s.

4. Method according to one of claims 1 to 3, for which, said relevance indicator being between 0 and 1, said balance coefficient being between 0 and a maximum value, said balance coefficient being equal to its maximum value when said relevance indicator is between 0 and a determined value less than 1, said balance coefficient being according to a decreasing function of said relevance indicator when said relevance indicator is between said determined value and 1.

5. Method according to one of claims 1 to 4, for which an implementation of said control of said ACC system as a function of said relevance indicator is dependent on a belonging of said at least one flasher (101) activated at a determined lateral side of said first vehicle (10).

6. Computer plan comprising instructions for the implementation of the method according to any one of the previous claims, when these instructions are executed by a processor.

7. Device (4) for controlling an adaptive vehicle speed regulation system, said device (4) comprising a memory (41) associated with at least one processor (40) configured for implementing the steps of the method according to any one of claims 1 to 5.

8. Vehicle (10) comprising the device (4) according to claim 7.