METHOD AND DEVICE FOR CONTROLLING AN ADAPTIVE SPEED CONTROL SYSTEM OF A LANE-CHANGING VEHICLE

Description

technical field

[0001] 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

[0002] 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").

[0003] 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.

[0004] 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 delivered 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.

[0005] 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.

[0006] Passenger comfort is another important factor, particularly for the acceptance of driver assistance systems. For example, in certain driving situations, such as when a vehicle equipped with adaptive cruise control (ACC) changes lanes, the ACC can be limiting for the driver by imposing a speed regulation that isn't perfectly suited to the situation. Finding the right balance between a degree of flexibility in speed control and passenger safety can sometimes be challenging.

[0007] Adaptive speed control systems are known from US 2003 / 163239 A1, US 5 999 874 A, US 2017 / 123430 A1. Summary of the present invention

[0008] One object of the present invention is to solve at least one of the problems of the technological background described above.

[0009] Another object of the present invention is to improve the operation of an ACC system of a vehicle.

[0010] 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 first vehicle traveling on a first traffic lane of a section of road further comprising a second traffic lane adjacent to the first traffic lane, the method comprising the following steps: detection of the activation of at least one turn signal by the first vehicle, the activation being representative of an indication of a change of traffic lane from the first traffic lane to the second traffic lane; determination of an intersection point between a lane marking separating the first traffic lane from the second traffic lane and a trajectory of the first vehicle representative of the traffic lane change; determination of a portion of the second traffic lane between a current position of the first vehicle and the intersection point; detection of a second vehicle travelling in the portion of the second traffic lane;selection of the second vehicle as the target vehicle of said ACC system based on the result of a comparison between, on the one hand, a current speed of the second vehicle with a current speed of the first vehicle adjusted by a predetermined speed value, and on the other hand, a representative value of a current inter-vehicle time between the first vehicle and the second vehicle, called the current TIV value, with a predetermined threshold value; control of the ACC system based on the result of the selection.

[0011] Detecting the activation of a turn signal allows the system to detect the driver's intention to change lanes from the first lane to the second. Determining a second lane segment based on the first vehicle's lane change trajectory allows the system to manage situations where a second vehicle is traveling in that lane segment adjacent to the first vehicle's current position. This is achieved by selecting the second vehicle as the target vehicle for the first vehicle's ACC (Adaptive Cruise Control) system, taking into account the respective speeds of the first and second vehicles and the current lane-changing traffic pattern between them. This process, for example, allows the system to manage challenging situations where the second vehicle is traveling in the area adjacent to the first vehicle at a speed close to that of the first vehicle.

[0012] Such a process makes it possible to improve the operation of the ACC system by managing the particular life situations in which the first vehicle will change traffic lanes with a second vehicle present in the destination traffic lane of the traffic change.

[0013] According to one variant, the second vehicle is selected as the target vehicle for the ACC system when: the current speed of the second vehicle is greater than the current speed of the first vehicle adjusted by the determined speed value; and the current TIV value is greater than the determined threshold value.

[0014] According to another variant, when the second vehicle is selected as the target vehicle of the ACC system, the control of said ACC system includes speed regulation of the first vehicle with a TIV value equal to the minimum between the current TIV value and a representative value of an inter-vehicle time setpoint of the ACC system.

[0015] According to a further variant, the determined speed value depends on the type of the second traffic lane, the traffic lane type corresponding to: 'faster' for a second traffic lane that is faster than the first traffic lane; or 'slower' for a second traffic lane that is slower than the first traffic lane.

[0016] According to yet another variant, a speed value determined for a second traffic lane of the 'faster' type is greater than a speed value determined for a second traffic lane of the 'slower' type.

[0017] According to an additional variant, the process further includes the steps of: detection of the lane marking line from camera data obtained from at least one camera mounted in the first vehicle; and determination of the trajectory based on data representing a lateral acceleration of the first vehicle and data representing a longitudinal speed of the first vehicle.

[0018] According to another variant, the determined speed value is equal to -5 km / h or -10 km / h, and / or the determined threshold value is equal to 0.4 s or 0.5 s.

[0019] 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.

[0020] 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.

[0021] 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.

[0022] 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.

[0023] According to a fifth 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.

[0024] 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.

[0025] 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.

[0026] 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

[0027] 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 3 attached, on which: [ Fig. 1] schematically illustrates a first vehicle traveling on the first lane of a multi-lane road, according to a particular and non-limiting embodiment of the present invention; Fig. 2 ] 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. 3 ] 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

[0028] 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 3 The same elements are identified with the same reference symbols throughout the description that follows.

[0029] According to a particular and non-limiting embodiment of the present invention, the control of an adaptive cruise control system, referred to as an ACC system, of a first vehicle includes detecting the activation of one or more turn signals of the first vehicle. Following this detection, an intersection point is determined or estimated between a lane marking separating the first lane from a second lane adjacent to the first lane and a trajectory of the first vehicle representative of the lane change. An area corresponding to the portion of the second lane is determined from the intersection point and the current position of the first vehicle; this area corresponds to the segment of the second lane between the intersection point and the position of the first vehicle, for example, the front of the first vehicle.A second vehicle present in this section is detected, for example by one or more sensors on board the first vehicle, or by one or more radars. This second vehicle is selected as the target vehicle of the ACC system or not, depending on the result of a comparison between, on the one hand, the current speed of the second vehicle with the current speed of the first vehicle adjusted by a predetermined speed value, and on the other hand, a representative value of a current inter-vehicle time between the first and second vehicles, called the current TIV value, with a predetermined threshold value.Finally, the ACC system is controlled according to the result of the selection, that is to say the ACC system is controlled by taking the second vehicle as the target vehicle when the latter is selected and the ACC system is controlled by taking another vehicle, or no vehicle, as the target vehicle when the second vehicle is not selected.

[0030] Detecting the activation of the first vehicle's turn signals allows the ACC system to recognize an intention to change lanes. Identifying a portion of the second road outside the first vehicle's path allows the ACC system to control the first vehicle by considering a second vehicle present in that portion of the second road, based on criteria related to the speeds of both vehicles and the time between them.

[0031] There figure 1schematically illustrates a first vehicle 10 travelling on a portion of road in an environment 1, according to a particular and non-limiting embodiment of the present invention.

[0032] There figure 1 illustrates 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.

[0033] 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.

[0034] Following the example of the figure 1The first vehicle 10 travels on a two-lane section of road, 1001, 1002. For example, the first vehicle 10 travels in the right-hand lane 1001, referred to as the first lane, with lanes 1001 and 1002 being adjacent and traveling in the same direction. The first lane 1001 corresponds, for example, to the slower lane, and the left-hand lane 1002, referred to as the second lane, corresponds to the faster lane.

[0035] The first traffic lane 1001 is separated or distinguished from the second traffic lane 1002 by a ground marking line 1000, which line corresponds for example to a dotted line (discontinuous line).

[0036] 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).

[0037] Following the example of the figure 1 , a second vehicle 11 travels on the second traffic lane 1002, in front of the first vehicle 10 and in the same direction as the first vehicle 10. The second vehicle 11 travels at a determined distance from the first vehicle 10, which distance can vary over time (depending on the dynamic behavior of the first vehicle 10 and the second vehicle 11).

[0038] 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).

[0039] 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.

[0040] 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.

[0041] In one embodiment, 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 Asetpoint(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 on the same lane. The data obtained from the sensor(s) onboard 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 Asetpoint(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.

[0042] A target acceleration value is, for example, determined at a current instant t 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 setpoint parameters provided to the ACC system, such as, for example, a target speed, a distance or a target inter-vehicle time (IVT or IVT), these parameters being stored in memory, determined by analysis of the environment (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.

[0043] In one particular embodiment, the first vehicle 10 is also equipped with a semi-automatic lane change system, known as a SALC (Semi-Automatic Lane Change) system. This system relies on the detection and recognition of lane markings to authorize or prohibit a lane change from a current traffic lane to an adjacent traffic lane, and, when the change is authorized, to control the maneuver enabling the first vehicle 10 to change lanes.

[0044] The first vehicle 10, for example, also carries a lane marking detection system. Such a system is, for example, coupled to or integrated with the SALC system. This lane marking detection system receives data from one or more cameras mounted on the first vehicle 10 and configured to acquire images of the lane traveled by the first vehicle 10, for example, the section of road located in front of and / or to the sides of the first vehicle 10. The lane marking detection system is thus configured to detect lane markings in the vicinity of the first vehicle 10.Image processing is applied to the images obtained from the first camera(s) of the ground marking detection system to determine the presence of ground lines and to classify these lines into different categories, for example, to determine whether the ground lines correspond to edge lines or center lines. An example of image processing for detecting ground lines is described in document WO2017194890A1.

[0045] A control process for the ACC system of the first vehicle 10 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 lanes of traffic to move into the second traffic lane 1002 located to the left of the first traffic lane 1001 of the first vehicle 10, which first lane 1001 corresponds to the current traffic lane of the first vehicle 10 at a current time, which current time corresponds for example to the time at which the activation of the turn signals 101 is detected.

[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 to each other 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 traveling on the multiplexed architecture.Computers exchange data with each other via one or more computer buses, for example a CAN (Controller Area Network) data bus, CAN FD (Controller Area Network Flexible Data-Rate), FlexRay (according to ISO 17458) or Ethernet (according to ISO / IEC 802-3).

[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, the point of intersection 1010 between on the one hand the ground marking line 1000 separating the first traffic lane 1001 from the second traffic lane 1002 and on the other hand a trajectory 100 of the first vehicle 10 representing the change of traffic lane of the first vehicle 10 is determined.

[0053] The determination of the intersection point 1010 includes, for example, the determination of the coordinates of the intersection point 1010 in an orthonormal coordinate system (X,Y) associated with the vehicle, where X represents the longitudinal axis of the first vehicle 10 and Y the transverse axis orthogonal to the longitudinal axis X.

[0054] The second operation includes, for example, an operation to detect the ground marking line 1000 and an operation to determine the trajectory 100 of the first vehicle 10 to change lanes, both of these operations being implemented according to all methods known to a person skilled in the art.

[0055] For example, the detection of the ground marking line 1000 is obtained by the ground marking detection system on board the first vehicle 10 from the data obtained from one or more cameras of the first vehicle 10.

[0056] A polynomial representation of line 1010 is for example determined or calculated from the data obtained from the camera mounted in the first vehicle 10.

[0057] The 1000 line on the ground, for example, is represented by a polynomial of degree 3 in the form P(x) = C₀ + C₁x + C₂x + C₃x, where C₀, C₁, C₂, and C₃ are the coefficients of the polynomial. Each term C₀, C₁x, C₂x, and C₃x of the polynomial corresponds to a monomial of the polynomial. The term C₀ corresponds to the monomial of degree 0 (corresponding to C₀x) and C₀ is the coefficient associated with this monomial of degree 0. Similarly, C₁x corresponds to the monomial of degree 1 (with C₁ its coefficient), C₂x corresponds to the monomial of degree 2 (with C₂ its coefficient), and C₃x corresponds to the monomial of degree 3 (with C₃ its coefficient). 3 its coefficient).

[0058] The coefficients C 0 , C 1 , C 2 and C 3 are derived from the first camera(s) on board vehicle 10 or from the road marking detection system using images from this camera(s).

[0059] The coefficient C0 represents, for example, the distance between the center of the first vehicle 10 (or any other reference point of vehicle 10) and the road marking line 1000. The coefficient C1 represents an angle between the trajectory of the first vehicle 10 and a tangent to the traffic lane (the heading). The coefficient C2 represents a radius of curvature, and the coefficient C3 represents a derivative of this radius of curvature.

[0060] Determining the lane change trajectory of the first vehicle 10 includes, for example, determining a representation of this trajectory.

[0061] The determination of trajectory 100 is, for example, calculated by the SALC system when the lane change is carried out under the control of the SALC system.

[0062] The trajectory 100 is for example determined as a function of representative data of lateral acceleration 'A lat ' (along the Y axis) of the first vehicle 10 and representative data of longitudinal speed 'V x ' (along the X axis) of the first vehicle 10 when the lane change is carried out under the control of the driver of the first vehicle 10.

[0063] The trajectory is, for example, represented in the form of the following equation, with x and y being the positions of the first vehicle 10 in the coordinate system (X,Y): y = A lat 2 ∗ V x 2 ∗ x 2

[0064] The intersection 1010 is thus calculated from the representation of the trajectory 100 and the representation of the ground marking line 1000.

[0065] In a third operation, a portion 110 of the second traffic lane 1002, corresponding to the segment of the second traffic lane between the current position of the first vehicle 10 and the intersection point 1010, is determined. This portion is, for example, represented by a rectangle with two opposite and parallel transverse sides (along the Y-axis) and two opposite and parallel longitudinal sides (along the X-axis), the transverse sides corresponding to: a first straight segment orthogonal to line 1000 and having as its end the point of intersection 1010 and the point of the edge line delimiting the other edge of the second portion of road 1002; and a second straight segment parallel to the first straight segment and obtained by the extension of a line representing the first vehicle 10 along the Y axis (for example a line passing through the front axle of the first vehicle 10) and having as its end the intersection between this line and line 1010 and the edge line.

[0066] This section 110 evolves as the first vehicle 10 moves along the trajectory 100.

[0067] In a fourth operation, a second vehicle 11 travelling in the portion 110 of the second traffic lane 1002 is detected from the data obtained from one or more of the sensors on board the first vehicle 10, for example by one or more radars.

[0068] In a fifth operation, the current speed of the second vehicle 11, denoted 'V11', is compared to the current speed of the first vehicle 10, denoted 'V10', adjusted by a determined speed value (and for example stored in the memory of the ACC system), denoted 'ε V'. Thus, V11 is compared to (V10 + εv).

[0069] In this fifth operation, a representative value of the inter-vehicle time (hereafter called the TIV value) between the first vehicle 10 and the second vehicle 11, denoted 'current TIV', is compared to a determined threshold value (and for example stored in the memory of the ACC system), denoted 'min TIV'.

[0070] The TIV value corresponds to a control or setpoint parameter of the ACC system and represents the inter-vehicle time (expressed in seconds) or the inter-vehicle distance (expressed in meters). TIV and DIV are correlated with the speed 'V' of the first vehicle 10 according to the following formula: TIV = DIV / V.

[0071] Based on the result of these two comparisons, the second vehicle 11 is selected or not as the target vehicle for the ACC system.

[0072] Thus, when the following two conditions are met: V11 is greater than (V10+ ε V ) (i.e. V11 > V10+ ε V ) ; and current TIV is greater than min TIV (i.e. current TIV > min TIV ).

[0073] then the second vehicle 11 is selected as the target vehicle of the ACC system of the first vehicle 10.

[0074] Otherwise, the second vehicle 11 is not selected as the target vehicle of the ACC system of the first vehicle 10, i.e. when one (or both) of the following conditions is verified or fulfilled: V11 is less than or equal to (V10+ εv) (i.e. V11 ≤ V10+ ε V ); or TIVcurrent is less than or equal to TIVmin (i.e. TIVcurrent ≤ TIVmin).

[0075] By way of non-limiting example: ε V = − 5 km / h ou à ε V = − 10 km / h ; And TIV min = 0.4 s ou TIV min = 0.5 s .

[0076] Of course, the parameters can take other values, for example the determined speed value ε V is for example equal to 0 or 5 km / h and the threshold value TIV min is for example equal to 0.3 or 0.6 s.

[0077] According to one embodiment, the determined speed value εV is a function of the type of the second traffic lane 1002, the type of traffic lane corresponding to: 'faster' for a second traffic lane 1002 faster than the first traffic lane 1001; or 'slower' for a second traffic lane 1002 slower than the first traffic lane 1001.

[0078] Thus, the parameter ε V (called determined speed value) for a second traffic lane 1002 of the 'faster' type takes as a value greater than that taken by this parameter ε V for a second traffic lane 1002 of the 'slower' type.

[0079] In a sixth operation, the ACC system of the first vehicle 10 is controlled according to the result of the selection obtained in the fifth operation.

[0080] For example, when the second vehicle 11 is selected as the target vehicle of the ACC system, then the ACC system is controlled based on the second vehicle 11.

[0081] For example, the ACC system is controlled by taking as the TIV value the value corresponding to the minimum between the current TIV value (current TIV) and a setpoint TIV value, denoted setpoint TIV. The current TIV corresponds to the measured or determined TIV value between the first vehicle 10 and the second vehicle 11 at a current instant from the moment the activation of the turn signals 101 was detected (this current TIV value varying according to the movement of the first vehicle 10 and the movement of the second vehicle 11) until the first vehicle 10 crosses the line 1000. The setpoint TIV value corresponds, for example, to a default parameter of the ACC system (for example, equal to 1 or 2 s) or to a parameter set by the driver of the first vehicle 10 via an ad hoc human-machine interface (and, for example, between 1 and 2 s or between 1 and 3 s).

[0082] Thus, the speed of the first vehicle 10 is controlled as a function of an inter-vehicle time, noted TIV, which TIV = min(current TIV, setpoint TIV).

[0083] When the second vehicle 11 is not selected as the target vehicle of the ACC system, then the ACC system takes as its target vehicle another vehicle (for example a vehicle traveling in front of the first vehicle 10 in the first traffic lane 1001) or takes no vehicle as its target vehicle, the speed of the first vehicle 10 being controlled according to a parameter of the ACC system corresponding to a set speed chosen for example by the driver of the first vehicle 10.

[0084] Such a process allows the selection of a second vehicle 11 traveling in the destination lane of the first vehicle, in an area not covered by the lane change trajectory of the first vehicle 10, at a speed close to that of the first vehicle 10 (for example, slightly lower) and with a TIV (Traction Intent) above a threshold. This process thus avoids braking on objects (vehicles) slower than the first vehicle 10 or too close to the first vehicle 10, and also, during a lateral movement of the first vehicle 10 (during a lane change), prevents excessive braking of the first vehicle 10 to reach the target TIV.

[0085] There figure 2This schematically illustrates a device 2 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 2 corresponds, for example, to a device embedded in the first vehicle 10, for example a control unit.

[0086] Device 2, for example, is configured to implement the operations described opposite the figure 1 and / or steps of the process described in relation to the figure 3Examples of such a device 2 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 2, individually or in combination, may be integrated into a single integrated circuit, into several integrated circuits, and / or into discrete components. The device 2 may be implemented as electronic circuits, software (or computer) modules, or a combination of electronic circuits and software modules.

[0087] Device 2 comprises one (or more) processor(s) 20 configured to execute instructions for carrying out the steps of the process and / or for executing instructions from the software embedded in Device 2. The processor 20 may include integrated memory, an input / output interface, and various circuits known to those skilled in the art. Device 2 further comprises at least one memory 21, for example, 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.

[0088] 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 21.

[0089] According to various specific and non-limiting embodiment examples, device 2 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.

[0090] According to a specific and non-limiting embodiment, device 2 includes a block 22 of interface elements for communicating with external devices. The interface elements of block 22 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.

[0091] According to another particular and non-limiting embodiment, the device 2 includes a communication interface 23 which enables communication with other devices (such as other computers in the embedded system) via a communication channel 230. The communication interface 23 corresponds, for example, to a transmitter configured to transmit and receive information and / or data via the communication channel 230. The communication interface 23 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).

[0092] In a particular, non-limiting embodiment, device 2 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 2.

[0093] There figure 3 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 device 2 of the figure 2 .

[0094] In a first step 31, an activation of at least one turn signal of the first vehicle is detected, the activation being representative of an indication of a change of traffic lane from the first traffic lane to the second traffic lane.

[0095] In a second step 32, an intersection point is determined between a line marking on the ground separating the first traffic lane from the second traffic lane and a trajectory of the first vehicle representative of the change of traffic lane.

[0096] In a third step 33, a portion of the second traffic lane between a current position of the first vehicle and the point of intersection is determined.

[0097] In a fourth step 34, a second vehicle travelling in the portion of the second traffic lane is detected.

[0098] In a fifth step 35, the second vehicle is selected or not as the target vehicle of said ACC system based on the result of a comparison between, on the one hand, a current speed of the second vehicle with a current speed of the first vehicle adjusted by a determined speed value and, on the other hand, a representative value of a current inter-vehicle time between the first vehicle and the second vehicle, called the current TIV value, with a determined threshold value.

[0099] In a sixth step 36, the ACC system is controlled according to a result of the selection.

[0100] According to one variant, the variants and examples of the operations described in relation to the figure 1 apply to the steps of the process of the figure 3 .

[0101] The present invention also relates to an adaptive speed control system for vehicles comprising device 2 of the figure 2 .

[0102] The present invention also relates to a vehicle, for example a motor vehicle or more generally an autonomous land-powered vehicle, comprising device 2 of the figure 2 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 first vehicle (10) travelling on a first taxiway (1001) of a portion of a highway further comprising a second taxiway (1002) adjacent to said first taxiway (1001), said method comprising the steps of: - detecting (31) a triggering of at least one indicator (101) of said first vehicle (10), said triggering being representative of an indication of a change of taxiway from said first taxiway (1001) to said second taxiway (1002); - determining (32) a point of intersection (10) between a line (1000) marking on the ground separating said first taxiway (1001) from said second taxiway (1002) and a trajectory (100) of said first conveyance (10) representative of said change of taxiway; - determination (33) of a portion (110) of said second taxiway (1002) comprised between a current position of said first conveyance (10) and said point of intersection (1010); - detection (34) of a second conveyance (11) travelling in said portion (110) of said second taxiway (1002); - selection (35) as a target conveyance of said ACC system as a function of a current result (11) with a current speed of said first current (10) adjusted by a determined speed value and, on the other hand, a value representative of an inter-vehicle time between said first vehicle (10) and said second vehicle (11), called the current TIV value, with a determined threshold value; - control (36) of said ACC system as a function of a result of said selection (35).

2. Method according to claim 1, wherein said second vehicle (11) is selected as the target vehicle of said ACC system when: - said current speed of said second vehicle (11) is greater than said current speed of said first vehicle (10) adjusted by said determined speed value; and - said current TIV value is greater than said determined threshold value.

3. Method according to claim 1 or 2, wherein, when said second vehicle (11) is selected as the target vehicle of said ACC system, said control of said ACC system comprises a speed regulation of said first vehicle (10) with a value of TIV equal to the minimum between said value of current TIV and a value representative of a set inter-vehicle time of the ACC system.

4. Method according to one of Claims 1 to 3, for which said determined speed value is a function of a type of said second taxiway, said type of said taxiway corresponding to: - 'faster' for a second taxiway (1002) faster than said first taxiway (1001); or - 'slower' for a second taxiway (1002) slower than said first taxiway (1001).

5. Method according to claim 4, wherein a determined speed value for a second « faster » type lane is greater than a determined speed value for a second « slower » type lane.

6. Method according to one of claims 1 to 5, for which: - said determined speed value is equal to -5 km / h or to -10 km / h; and / or - said determined threshold value is equal to 0.4 s or 0.5 s.

7. Method according to one of claims 1 to 6, further comprising the steps of: - detecting said ground marking line (1000) from camera data obtained from at least one camera on board said first vehicle (10); and - determining said trajectory (100) as a function of data representative of a lateral acceleration of said first vehicle (10) and data representative of a longitudinal speed of said first vehicle (10).

8. 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.

9. Device (2) for controlling an adaptive vehicle speed regulation system, said device (2) comprising a memory (21) associated with at least one processor (20) configured for implementing the steps of the method according to any one of claims 1 to 7.

10. Vehicle (10) comprising the device (2) according to claim 9.