METHOD AND DEVICE FOR MANAGING WARNING MESSAGES FOR AN ADAPTIVE CRUISE CONTROL SYSTEM OF A VEHICLE

Description

technical field

[0001] The present invention claims priority from French application 2211397 filed on November 2, 2022. 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 also 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] A known ADAS system is described in DE 10 2016 223943 A1.

[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 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.

[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, 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 displaying warning messages, such as prompting the driver to take back control of the vehicle's speed, even when the situation doesn't actually require it. Finding the right balance between a degree of flexibility in speed control by the ACC and passenger safety can sometimes be challenging. 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 of 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; detection of a second vehicle travelling in the second traffic lane in front of the first vehicle; determination of a lateral distance between the first vehicle and the second vehicle along a transverse axis of a reference frame associated with the first vehicle; comparison of the lateral distance with a limit value representative of a lateral distance limit with respect to the first vehicle, the limit value being determined as a function of a determined constant, a determined maximum lateral acceleration value of the first vehicle, a longitudinal speed of the first vehicle and a value representative of a longitudinal position along a longitudinal axis of the reference frame;ACC system control based on a comparison result.

[0011] Detecting the activation of a turn signal allows the system to detect the driver's intention to change lanes, moving from the first lane to the second. Comparing the lateral distance between the first and second vehicles with a limit determined based on the first vehicle's kinematic parameters helps determine whether the second vehicle poses a danger to the first, for example, by assessing its sufficient distance. This allows the system to determine if a warning message should be issued as part of the ACC's speed control for the first vehicle. This control improves the ACC's performance by only issuing warning messages when the safety of the first vehicle truly requires it.

[0012] According to one variant, the limit value is denoted Y lim and is obtained according to the following equation: Y lim = Y0 + (A LatMax / 2) * (x 2< / V x 2< ), with Y0 corresponding to the determined constant, A LatMax corresponding to the determined maximum lateral acceleration value, x corresponding to the representative value of a longitudinal position and V x corresponding to the longitudinal speed of the first vehicle.

[0013] According to another variant, the determined constant is equal to 2 m and the determined maximum lateral acceleration value is equal to 3 ms -2< .

[0014] According to an additional variant, when the lateral distance between the first vehicle and the second vehicle is greater than the limit value then the ACC system is controlled according to the second vehicle without rendering a warning message to a driver of the first vehicle.

[0015] According to yet another variant, when the lateral distance between the first vehicle and the second vehicle is less than or equal to the limit value, then the ACC system is controlled according to the second vehicle with a warning message being sent to a driver of the first vehicle.

[0016] According to an additional variant, the warning message is representative of a request for the driver to take control of the speed of the first vehicle.

[0017] According to another variant, the method further includes a step of determining a portion of the second traffic lane according to the limit value, the portion corresponding to a part of the second traffic lane limited on a first side corresponding to the side of the first vehicle by the limit value and on a second side opposite to the first side corresponding to a lateral edge of the second traffic lane, the ACC system being controlled according to a presence or absence of the second vehicle in the portion of the second traffic lane.

[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 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 4 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 profile of the boundary of a portion of a second traffic lane on the section of road figure 1 , according to a particular and non-limiting example of the present invention; [ Fig. 3 ] 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. 4 ] 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 4 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 speed regulation system, referred to as an ACC system, of a first vehicle traveling in the first lane of a multi-lane road in the same direction of travel includes detecting the activation of one or more turn signals on the first vehicle. Following this detection, the first vehicle determines its lateral distance to a second vehicle detected in a second lane of the road, which second lane is adjacent to the first lane, for example, using data obtained from one or more radar sensors on the first vehicle.This lateral distance (along a transverse axis Y of a coordinate system (X,Y) associated with the first vehicle) is compared to a limit lateral distance (relative to the first vehicle) that delimits a portion of the second lane. This limit lateral distance is determined based on a specific constant, a specific maximum lateral acceleration value for the first vehicle, a longitudinal speed of the first vehicle, and a value representing a longitudinal position along a longitudinal axis of the coordinate system (X,Y) associated with the first vehicle. Finally, the ACC system is controlled based on the result of the comparison, for example, by displaying or not a warning message to the driver of the first vehicle so that they can regain control of the first vehicle's speed.

[0029] Detecting the activation of the first vehicle's turn signals allows the ACC system to recognize an intention to change lanes. Determining a portion of the second lane based on the first vehicle's kinematic parameters allows the system to determine, based on the presence of a second vehicle in that portion, whether or not to generate a warning message.

[0030] There figure 1 schematically 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.

[0031] 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.

[0032] 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.

[0033] 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.

[0034] 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).

[0035] 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).

[0036] 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).

[0037] 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.

[0038] 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.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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).

[0044] The light from a flashing light is usually amber, 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.

[0045] 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.

[0046] 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).

[0047] 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.

[0048] In a second operation, a second vehicle 11 travelling in front of the first vehicle 10 on 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.

[0049] In a third operation, the lateral distance (or set of lateral distances), expressed in meters (m) and denoted 'D lat', separating the first vehicle 10 from the second vehicle 11 along a transverse axis Y of 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, is determined or calculated, for example, from the detection data of the second vehicle 11, such as data obtained from radar(s). The lateral distance corresponds to the distance between a reference point of the first vehicle 10 (for example, the midpoint of the front axle or a point representing the front left corner of the first vehicle 10) and the point on the outer envelope of the second vehicle 10 (detected by the radar(s)) closest to the first vehicle 10, along the Y-axis.

[0050] According to another example, the lateral distance corresponds to a set of lateral distances between the reference point of the first vehicle 10 and a set of points representing the external envelope of the second vehicle 11.

[0051] In a fourth operation, a lateral limit value representing a limit (denoted 'Y lim') of lateral distance vis-à-vis the first vehicle 10 is calculated or determined as a function of a determined constant (denoted Y0), a determined maximum lateral acceleration value (denoted 'A LatMax') of the first vehicle 10, a longitudinal velocity (denoted 'V x') of the first vehicle 10 along the X axis and a value representing a longitudinal position (denoted 'x') along the longitudinal axis X of the frame (X,Y).

[0052] This function represents the variations of Y lim (represented along the Y axis of the coordinate system (X,Y)) as a function of the position x (represented along the X axis of the coordinate system (X,Y)) and is obtained, for example, via the following equation: Y lim = Y 0 + A LatMax 2 ∗ x 2 V x 2

[0053] Of course, the representation of Y lim as a function of x is not limited to the equation above but extends to other equations, for example: Y lim = Y 0 + A LatMax ∗ x 2 V x 2

[0054] Y0 corresponds, for example, to the average width of a motor vehicle and is, for example, equal to 2 m. According to other examples, Y0 is 1.5, 2.5 or 3 m.

[0055] For example, A LatMax is 3 ms -2<. According to other examples, A LatMax is 2, 2.5, 3.5 or 4 ms -2<.

[0056] There figure 2 illustrates a diagram 2 representing an example of a variation profile of Y lim (on the ordinate of diagram 2) as a function of x (on the abscissa of diagram 2).

[0057] x represents, for example, the position, along the longitudinal axis X, of the first vehicle 10 along the trajectory 100.

[0058] Such a limit Y lim makes it possible to determine or represent a zone 110 corresponding to a portion of the second traffic lane, illustrated in hatched lines on the figure 1 , the limit being represented by a curve with a first point at a determined lateral distance from the first vehicle 10, the points of the curve moving laterally away from the first vehicle 10 as x increases until the curve intersects a second lateral edge (or side) of the second traffic lane 1002, represented by a solid line (which second edge is parallel and opposite to the first edge (or side) of the second traffic lane, which first edge corresponds to the limit (represented by a dashed line) separating the first traffic lane 1001 from the second traffic lane 1002).

[0059] The limit Y lim and the associated portion 110 evolve as the first vehicle 10 moves along the trajectory 100.

[0060] In a fifth operation, the lateral distance D lat between the first vehicle 10 and the second vehicle 11, obtained in the third operation, is compared to the limit value Ylim according to the position x associated with this lateral distance D lat.

[0061] As an equivalent and alternative to the comparison above, the position of the second vehicle 11 is compared to section 110 to determine whether the second vehicle is positioned inside section 110 or at least partly outside of this section 110

[0062] In a sixth operation, the ACC system of the first vehicle 10 is controlled according to the result of the comparison of the fifth operation, or according to the presence of the second vehicle 11 in the portion 110 (or the presence of a part of the second vehicle 11 outside of this portion 110).

[0063] The second vehicle 11 is advantageously selected as the target vehicle of the ACC system and the ACC system is controlled according to the second vehicle 11, for example according to an inter-vehicle time (noted TIV) between the two vehicles and according to a setpoint TIV of the ACC system.

[0064] The ACC system is further controlled so as to render (for example by display on a screen and / or by rendering by speech synthesis via one or more speakers) one or more warning messages to the driver of the first vehicle 10 to request the driver to regain control of the first vehicle 10, in particular of the speed of the first vehicle 10.

[0065] Thus, when the lateral distance D lat between the first vehicle 10 and the second vehicle 11 is greater than the limit value Y lim (D lat > Y lim) then the ACC system is controlled according to the second vehicle without implementation of rendering of the warning message to the driver of the first vehicle.

[0066] Put another way, when the second vehicle 11 is detected as travelling in the portion 110 of the second traffic lane 1002, then no warning message is rendered by the ACC system.

[0067] In this first scenario, the second vehicle 11 is determined to be sufficiently far laterally from the first vehicle 10 and the second vehicle 11 therefore does not represent an immediate danger to the first vehicle 11. No warning message is generated or returned by the ACC system to the driver of the first vehicle 10.

[0068] Otherwise, when the lateral distance D lat between the first vehicle 10 and the second vehicle 11 is less than or equal to the limit value Y lim (D lat ≤ Y lim) then the ACC system is controlled according to the second vehicle with implementation of rendering at least one warning message to the driver of the first vehicle 10.

[0069] Put another way, when the second vehicle 11 is detected as travelling at least partly outside the portion 110 of the second traffic lane 1002, then one or more warning messages is / are rendered by the ACC system in the first vehicle 10.

[0070] In this second scenario, the second vehicle 11 is determined to be too close laterally to the first vehicle 10 and the second vehicle 11 represents a potential danger to the first vehicle 11. One or more warning messages are generated and delivered by the ACC system to the driver of the first vehicle 10 to alert the driver and to allow the latter to regain control of the speed of the first vehicle 10.

[0071] There figure 3This schematically illustrates a device 3 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 3 corresponds, for example, to a device embedded in the first vehicle 10, for example a control unit.

[0072] Device 3, for example, is configured to implement the operations described alongside the figures 1 and 2 and / or steps of the process described in relation to the figure 4Examples of such a device 3 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, and a laptop computer. The elements of the device 3, individually or in combination, may be integrated into a single integrated circuit, into several integrated circuits, and / or into discrete components. The device 3 may be implemented as electronic circuits, software (or computer) modules, or a combination of electronic circuits and software modules.

[0073] Device 3 includes one or more processors 30 configured to execute instructions for carrying out the steps of the process and / or for executing instructions from the software embedded in Device 3. The processor 30 may include integrated memory, an input / output interface, and various circuits known to those skilled in the art. Device 3 further includes at least one memory 31, 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.

[0074] 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 31.

[0075] According to various specific and non-limiting embodiment examples, device 3 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.

[0076] According to a specific and non-limiting embodiment, device 3 includes a block 32 of interface elements for communicating with external devices. The interface elements of block 32 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.

[0077] According to another particular and non-limiting embodiment, the device 3 includes a communication interface 33 which enables communication with other devices (such as other computers in the embedded system) via a communication channel 330. The communication interface 33 corresponds, for example, to a transmitter configured to transmit and receive information and / or data via the communication channel 330. The communication interface 33 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).

[0078] In a particular, non-limiting embodiment, device 3 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 3.

[0079] There figure 4 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 3 of the figure 3 .

[0080] In a first step 41, 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.

[0081] In a second step 42, a second vehicle is detected travelling in the second traffic lane in front of the first vehicle.

[0082] In a third step 43, a lateral distance between the first vehicle and the second vehicle is determined along a transverse axis of a reference frame associated with the first vehicle.

[0083] In a fourth step 44, the lateral distance is compared with a limit value representative of a lateral distance limit with respect to the first vehicle, the limit value being determined as a function of a determined constant, a determined maximum lateral acceleration value of the first vehicle, a longitudinal speed of the first vehicle and a value representative of a longitudinal position along a longitudinal axis of the frame of reference.

[0084] In a fifth step 45, the ACC system is controlled according to a result of the comparison.

[0085] According to one variant, the variants and examples of the operations described in relation to the figure 1 and / or 2 apply to the steps of the process of the figure 4 .

[0086] The present invention also relates to an adaptive speed control system for vehicles comprising device 3 of the figure 3 .

[0087] The present invention also relates to a vehicle, for example a motor vehicle or more generally an autonomous land-powered vehicle, comprising device 3 of the figure 3 or the adaptive cruise control system for the above-mentioned vehicle.

Claims

1. Method for controlling an adaptive speed regulation system, called ACC system, of a first vehicle (10), said first vehicle (10) travelling on a first taxiway (1001) of a road portion further comprising a second taxiway (1002) adjacent to said first taxiway (1001), said method comprising the following steps: - detection (41) of 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); - detection (42) of a second vehicle (11) travelling on said second taxiway (1) said first vehicle (10); - determining (43) a lateral distance between said first vehicle (10) and said second vehicle (11) along a transverse axis of a reference frame associated with said first vehicle (10); - comparing (44) said lateral distance with a boundary value representative of a lateral distance boundary with respect to said first vehicle (10), said boundary value being determined as a function of a determined constant, of a determined maximum lateral acceleration value of said first vehicle (10), of a longitudinal speed of said first vehicle (10) and of a value representative of a longitudinal position along a longitudinal axis of said reference frame; - checking (45) said ACC system as a function of a result of said comparison (44).

2. Method according to claim 1, wherein said limit value is denoted Ylim and is obtained according to the equation: Ylim = Y0 + (ALatMax / 2) * (x2 / Vx2), with Y0 corresponding to said determined constant, ALatMax corresponding to said determined maximum lateral acceleration value, x corresponding to said value representative of a longitudinal position and Vx corresponding to said longitudinal speed of said first vehicle (10).

3. Method according to claim 2, wherein said determined constant is equal to 2 m and said determined maximum lateral acceleration value is equal to 3 m.s-2.

4. Method according to one of claims 1 to 3 for which, when said lateral distance between said first vehicle (10) and said second vehicle (11) is greater than said threshold value, then said ACC system is on dock as a function of said second vehicle (11) without rendering a warning message to a driver of said first vehicle (10).

5. Method according to one of claims 1 to 4, for which, when said lateral distance between said first vehicle (10) and said second vehicle (11) is less than or equal to said limit value, then said ACC system is on dock as a function of said second vehicle (11) with warning message rendering intended for a driver of said first vehicle (10).

6. Method according to one of claims 4 and 5, for which said warning message is representative of a request for said driver to take control of the speed of said first vehicle (10).

7. Method according to one of claims 1 to 6, further comprising a step of determining a portion (110) of said second taxiway (1002) as a function of said boundary value, said portion corresponding to a part of said second taxiway bounded by a first side corresponding to the side of said first side by said boundary value and by a second side opposite said first vehicle corresponding to a lateral edge of said second taxiway, said ACC system being on dock as a function of the presence or absence of said second (11) in said portion (110) of said second taxiway (1002).

8. Computer plan comprising instructions which, when these instructions are executed by a processor, lead the latter to implement the method according to any one of the previous claims.

9. Device (3) for controlling an adaptive vehicle speed regulation system, said device (3) comprising a memory (31) associated with at least one processor (30) configured for implementing the steps of the method according to any one of claims 1 to 7.

10. Vehicle (10) comprising the device (3) according to claim 9.