Method and device for controlling a driver-assistance system of a vehicle

Abstract

The present invention relates to a method and device for controlling a driver-assistance system of a vehicle (11). According to the invention, items of data representative of a traffic lane ahead of the vehicle (11) are received from at least one onboard device. On the basis of said items of data, an item of information representative of a slope that is greater than a first threshold value and associated with the traffic lane is determined, and an item of information representative of a first portion (1020) and a second portion (1010) of the traffic lane is determined, the second portion (1020) following the first portion (1020) and comprising the slope. The driver-assistance system is controlled when the vehicle (11) is driving in the first portion (1010) and is stopped when the vehicle (11) is driving in the second portion (1020).

Description

[0001] DESCRIPTION

[0002] Title: Method and device for controlling a vehicle driving assistance system

[0003] Technical field

[0004] The present invention claims priority from French application 2201052 filed on 07.02.2022, the content of which (text, drawings and claims) is incorporated herein by reference. The present invention relates to methods and devices for assisting the driving of a vehicle, in particular a motor vehicle. The present invention also relates to a method and a device for controlling a driving assistance system on board a vehicle. The present invention also relates to a method and a device for controlling a vehicle carrying one or more driving assistance systems, in particular an autonomous vehicle.

[0005] Technological background

[0006] Road safety is one of the most important issues facing our society. With the increasing number of vehicles on the world's road networks, regardless of traffic conditions, the risk of accidents and incidents caused by traffic conditions has never been greater.

[0007] To improve road safety, some contemporary vehicles are equipped with driver assistance functions or systems, known as ADAS (Advanced Driver-Assistance System). For example, ADAS systems implement processes based on the detection of surrounding obstacles using peripheral sensors onboard a vehicle such as cameras, radars, or even lidars (Light Detection And Ranging).

[0008] ADAS systems can also take into account navigation data indicating in advance the characteristics of a road, including speed limits, hills or even the radius of curvature of bends on the route, in order to optimize the vehicle's driving in advance.

[0009] Since ADAS systems are configured to operate in specific conditions, the road layout may not be compatible with the operation of ADAS systems. In particular, a road with a significant slope may be outside the operating conditions of ADAS systems, and in itself represents an additional hazard. The arrival of a vehicle equipped with ADAS systems on a road with a significant and / or dangerous slope therefore runs the risk of loss of control of the vehicle and / or abrupt deactivation of ADAS functions, representing a loss of comfort for the driver and a substantial risk for all road users.

[0010] Summary of the present invention

[0011] An object of the present invention is to solve at least one of the drawbacks of the technological background.

[0012] Another object of the present invention is to allow controlled recovery of the vehicle on a slope.

[0013] According to a first aspect, the present invention relates to a method for controlling a driving assistance system of a vehicle traveling in a road environment, the method comprising the following steps:

[0014] - reception of data representative of a traffic lane located in front of the vehicle on a trajectory of the vehicle, from at least one device on board the vehicle;

[0015] - first determination of information representative of a slope greater than a first threshold value and associated with the traffic lane, based on the data;

[0016] - second determination of information representative of a first portion of the traffic lane and of a second portion of the traffic lane as a function of the data, the second portion following the first portion in a direction of travel of the vehicle and comprising the slope greater than the first threshold value; - control of the driving assistance system when the vehicle is traveling on the first portion; and

[0017] - stopping the driving assistance system when the vehicle is traveling on the second section.

[0018] In other words, the vehicle's movement is controlled on the first section in advance of the driver assistance system stopping on the second section, with the vehicle moving successively on the first section and then on the second section.

[0019] Thanks to the present invention, the arrival of the vehicle on a section of road presenting a slope incompatible with the operation of driving assistance systems is optimized in advance to allow sufficient time for the vehicle and / or the driver to react and travel safely.

[0020] According to a variant, the first determination comprises a first comparison of a first tilt value obtained from the data with the first threshold value.

[0021] According to another variant, the second determination comprises a second comparison of at least a second inclination value obtained from the data with a second threshold value, the first and second portions being determined according to a result of the second comparison.

[0022] According to an additional variant, the control of the driving assistance system comprises a control of a vehicle speed according to a third threshold value corresponding to a maximum speed of the vehicle compatible with the stopping of the driving assistance system.

[0023] According to a further variant, the data includes:

[0024] - at least one item of information representing an inclination associated with a section of the traffic lane; and

[0025] - at least one piece of information representing a distance between the vehicle and the section.

[0026] According to an additional variant, the method further comprises rendering an alert to a driver of the vehicle, the alert belonging to a set of alerts comprising: - a slope presence alert;

[0027] - an alert for the vehicle entering the first and / or second portion;

[0028] - a driver assistance system shutdown alert; and

[0029] - a vehicle recovery alert.

[0030] According to another variant, the on-board device corresponds to a navigation system on board the vehicle.

[0031] According to a second aspect, the present invention relates to a device for controlling a driving assistance system of a vehicle, the device comprising a memory associated with a processor configured for implementing the steps of the method according to the first aspect of the present invention.

[0032] 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.

[0033] According to a fourth aspect, the present invention relates to a computer program which comprises instructions adapted for executing the steps of the method according to the first aspect of the present invention, in particular when the computer program is executed by at least one processor.

[0034] Such a computer program may use any programming language, and may be in the form of source code, object code, or intermediate code between source code and object code, such as in a partially compiled form, or in any other desirable form.

[0035] 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 method according to the first aspect of the present invention.

[0036] On the one hand, the recording medium may be any entity or device capable of storing the program. For example, the medium may comprise a storage means, such as a ROM memory, a CD-ROM or a ROM memory of the microelectronic circuit type, or a magnetic recording means or a hard disk. On the other hand, this recording medium may also be a transmissible medium such as an electrical or optical signal, such a signal being able to be conveyed via an electrical or optical cable, by conventional or hertzian radio or by self-directed laser beam or by other means. The computer program according to the present invention may in particular be downloaded from a network of the Internet type.

[0037] Alternatively, the recording medium may be an integrated circuit in which the computer program is incorporated, the integrated circuit being adapted to perform or to be used in performing the method in question.

[0038] Brief description of the figures

[0039] Other characteristics and advantages of the present invention will emerge from the description of the particular and non-limiting exemplary embodiments of the present invention below, with reference to the appended figures 1 to 3, in which:

[0040] [Fig. 1] schematically illustrates a vehicle traveling in a road environment presenting a slope, according to a particular and non-limiting exemplary embodiment of the present invention;

[0041] [Fig. 2] schematically illustrates a device configured for controlling a driving assistance system of the vehicle of FIG. 1, according to a particular and non-limiting exemplary embodiment of the present invention;

[0042] [Fig. 3] illustrates a flowchart of the different steps of a method for controlling a driving assistance system of the vehicle of FIG. 1, according to a particular and non-limiting exemplary embodiment of the present invention.

[0043] Description of examples of implementation

[0044] A method and a device for controlling a driving assistance system of a vehicle will now be described in the following with joint reference to Figures 1 to 3. The same elements are identified with the same reference signs throughout the description which follows. According to a particular and non-limiting example of embodiment of the present invention, a method for controlling a driving assistance system, called an ADAS system, of a vehicle traveling in a road environment comprises the reception, by the vehicle, of data representative of a traffic lane located in front of the vehicle on a trajectory of the vehicle. In other words, the data makes it possible to characterize the traffic lane on which the vehicle will travel. The data correspond for example to data for mapping the road environment associated for example with a position of the vehicle in the road environment.The data is received from a device embedded in the vehicle, for example a geolocation system integrated into the vehicle or a connected device such as a smartphone associated with an occupant of the vehicle.

[0045] The data makes it possible to determine information representative of a slope greater than a first threshold value and associated with the traffic lane. In other words, the vehicle detects that the traffic lane has a slope greater than the first threshold value, this first threshold value corresponding for example to a maximum slope beyond which the vehicle's ADAS systems can no longer operate, or more generally to a slope representing a danger.

[0046] The vehicle then determines, based on the data, information representative of a first portion of the traffic lane, called the anticipation portion, and of a second portion of the traffic lane, called the slope portion. The second portion follows the first portion, in the direction of travel of the vehicle, and includes the slope greater than the first threshold value as previously determined. In other words, just as the traffic lane is located in front of the vehicle, the second portion is located in front of the first portion.

[0047] The driver assistance system is then controlled when the vehicle is traveling on the first portion, and stopped when the vehicle is traveling on the second portion. In other words, the vehicle first travels on the anticipation portion, on which the driver assistance system is controlled according to the method, then on the slope portion, at the entrance to which the driver assistance system is stopped. The control of the driver assistance system corresponds, for example, to an adaptation of its operation to allow the driver to take control of the vehicle when it stops.

[0048] Such a method thus makes it possible to make a transition between driving using the vehicle's ADAS system(s), for example in an autonomous or semi-autonomous driving mode, and driving without an ADAS system, in advance of the vehicle entering the slope. Facilitating this transition in advance thus ensures good control of the vehicle and increases the comfort and safety of the driver of the vehicle equipped with ADAS systems as well as other road users.

[0049] [Fig. 1] schematically illustrates a vehicle 11 traveling in a road environment 1, according to a particular exemplary embodiment of the present invention.

[0050] Figure 1 illustrates a road environment 1 comprising for example a traffic lane 1000 on which a vehicle 11 is traveling. The vehicle 11 corresponds for example to a vehicle with a thermal engine, with electric motor(s) or even a hybrid vehicle with a thermal engine and one or more electric motors.

[0051] The vehicle 11 thus corresponds, for example, to a land vehicle, for example a car, a truck, a bus, a motorcycle. Finally, the vehicle 11 corresponds, for example, to a vehicle traveling in an autonomous or semi-autonomous mode.

[0052] The autonomy levels of the federal agency responsible for road safety classification are:

[0053] - level 0: no automation, the vehicle driver has full control over the main functions of the vehicle (engine, accelerator, steering, brakes);

[0054] - level 1: driver assistance, automation is active for certain vehicle functions, the driver retaining overall control over the vehicle's driving; cruise control is part of this level, as are other aids such as TABS (anti-lock braking system) or ESP (programmed electro-stabilizer);

[0055] - level 2: automation of combined functions, the control of at least two main functions is combined in the automation to replace the driver in certain situations; for example, adaptive cruise control combined with lane centering allows a vehicle to be classified as level 2, as does automatic parking assistance (from the English “Park assist”);

[0056] - level 3: limited autonomous driving, the driver can cede complete control of the vehicle to the automated system which will then be in charge of critical safety functions; autonomous driving can however only take place in certain specific environmental and traffic conditions (only on motorways for example);

[0057] - level 4: fully autonomous driving under certain conditions, the vehicle is designed to ensure all critical safety functions on its own over a complete journey; the driver provides a destination or navigation instructions but is not required to make himself available to take back control of the vehicle;

[0058] - level 5: completely autonomous driving without driver assistance in all circumstances.

[0059] The vehicle 11 travels, for example, at a level of autonomy greater than or equal to 2. The vehicle 11 thus corresponds, for example, to a vehicle adapted to travel in an autonomous or semi-autonomous driving mode, that is to say under the partial or total supervision of one or more ADAS systems embedded in the vehicle 11.

[0060] The vehicle 11 thus advantageously incorporates one or more driving assistance systems, called ADAS (from the English “Advanced Driver-Assistance System” or in French “Advanced Driving Assistance System”), assisting the driver in driving the vehicle 11 and / or ensuring control of the vehicle 11 which is able to drive in its environment 1 with limited intervention from the driver, or even without intervention from the driver.

[0061] The first ADAS system(s) embedded in the vehicle 11 implement one or more driver assistance functions. For example, the vehicle 11 incorporates one or more of the following systems, in any possible combination:

[0062] - adaptive cruise control system, known as ACC (from the English “Adaptive Cruise Control”); and / or

[0063] - predictive cruise control, known as PCC (Predictive Cruise Control) system; and / or - intelligent speed adaptation system, known as ISA (Intelligent Speed ​​Adaptation) system; and / or

[0064] - curve speed adaptation system, known as CSA (Curve Speed ​​Assist) system; and / or

[0065] - electronic stability control system, known as ESC (Electronic Stability Control), DSC (Dynamic Stability Control) or ESP (Electronic Stability Program); and / or

[0066] - lane keeping assistance system, known as LKA (Lane-Keeping Assist) or LPA (Lane Positioning Assist); and / or

[0067] - semi-automatic lane change system (SALC).

[0068] The examples of ADAS systems in the list above are provided for illustrative purposes and are not limiting, this list is not exhaustive.

[0069] In a first operation, at least one processor of the vehicle 11, for example a central computer, a set of computers, or even a peripheral computer associated with the ADAS system of the vehicle 11, receives data representative of the traffic lane 1000.

[0070] The at least one processor comprises, for example, an intelligent service box or BSI (in English "Built-In Systems Interface") or VSM (from the English "Vehicle Supervisor Module" or in French "Module de Supervision de Véhicule") capable of forming a communication network, for example a multiplexed communication network, in which data is transmitted via a wireless or wired link. The at least one processor or BSI (hereinafter referred to as "BSI") is thus connected to a plurality of peripheral computers, for example to the peripheral computers associated with the on-board ADAS systems of the vehicle 11 and / or to other computers of systems and / or on-board devices of the vehicle 11.

[0071] The BSI thus receives data by communication in the multiplexed communication network allowing for example to control the ADAS system. The data received by the BSI are for example generated from data representative of the road environment 1, for example data obtained by one or more sensors of the object detection system(s) on board the vehicle 11, this or these systems being for example part of an ADAS system of the vehicle 11.

[0072] According to one variant, the BSI receives data from an on-board navigation system of the vehicle 11. The vehicle 11, for example, has a navigation system coupled to a satellite geolocation system configured to determine the current position of the vehicle 11, the vehicle 11 having for this purpose a receiver of a GPS (Global Positioning System) type system or the Galileo system, for example, in communication with a computer of the on-board system of the vehicle 11.

[0073] The navigation system and the geolocation system are for example integrated into the vehicle 11 and implemented by one or more computers of the on-board system of the vehicle 11.

[0074] According to another example, the navigation system and the geolocation system are implemented by a mobile communication device (for example a smartphone or a tablet), for example in the form of a mobile application, such a mobile communication device being embedded in the vehicle 11. According to a particular example, the mobile communication device is connected in communication, for example wirelessly (for example according to a Bluetooth® or Wifi® type connection), with the vehicle 11 via a communication system of the vehicle 11. In such an example, the BSI receives the data from the mobile communication device according to a wireless communication mode.

[0075] According to another example, the BSI and / or the on-board navigation system is in communication with a remote device 100 allowing the reception of data. The vehicle 11 for example carries a communication system configured to communicate with one or more remote devices via an infrastructure of a wireless communication network. The remote device advantageously corresponds to a device configured to process data, for example data stored in memory of the remote device and / or data received from the vehicle 11. The remote device corresponds for example to a server of the “cloud” 100 (or “cloud” in French), the remote device hosting for example in memory a database comprising a set of data representative of the road map of the environment 1.The wireless communication infrastructure includes, for example, a set of 110 communication devices of the relay antenna or UBR (Roadside Unit) type.

[0076] The communication system of the vehicle 11 comprises, for example, one or more communication antennas connected to a telematic control unit, called TCU (from the English "Telematic Control Unit"), itself connected to one or more computers of the on-board system of the vehicle 11. The antenna(s), the TCU unit and the computer(s) form, for example, a multiplexed architecture for the realization of different services useful for the proper functioning of the vehicle and for assisting the driver and / or the passengers of the vehicle in the control of the vehicle 11.The computer(s) and the TCU communicate and exchange data with each other via one or more computer buses, for example a communication bus of the data bus type CAN (from the English "Controller Area Network" or in French "Réseau de contrôles"), CAN FD (from the English "Controller Area Network Flexible Data-Rate" or in French "Réseau de contrôles à débit de données flexible"), FlexRay (according to the ISO 17458 standard) or Ethernet (according to the ISO / IEC 802-3 standard).

[0077] The wireless communication system allowing the exchange of data between the vehicle 11 and the remote device(s) corresponds for example to:

[0078] - a vehicle-to-everything (V2X) infrastructure communication system, for example based on the 3GPP LTE-V or IEEE 802.11 p ITS G5 standards; or

[0079] - a cellular network type communication system, for example an LTE (Long-Term Evolution), LTE-Advanced, LTE 4G or 5G type network; or

[0080] - a Wifi type communication system according to IEEE 802.11, for example according to IEEE 802.11 n or IEEE 802.11ac.

[0081] In particular, an on-board navigation system, optionally in communication with a server of the “cloud” 100, compared to on-board sensors of the vehicle 11, has a greater range making it possible to characterize the traffic lane with greater advancement, in particular when the vehicle 11 is traveling at a high speed. The on-board navigation system is also not affected by the light and / or traffic conditions, or by the layout of the traffic lane, making it possible to obtain more reliable data.

[0082] According to yet another variant, the data comprise at least one piece of information representative of an inclination 01, 02, 03 associated with a section 1001, 1002, 1003 of the traffic lane 1000, and at least one piece of information representative of a distance between the vehicle 11 and the section 1001, 1002, 1003. The two pieces of information are for example received by the BSI in the form of two streams, for example two vectors associated respectively with the inclinations 01, 02, 03 and with the distances associated with the sections 1001, 1002, 1003.

[0083] According to a particular example, the vehicle 11 is traveling at a current time on a first flat or essentially flat section 1001 of the traffic lane 1000, the first section 1001 being followed by the second and third descending sections 1002 and 1003. The trajectory followed by the vehicle 10 comprises the first section 1001, followed by the second section 1002, followed by the third section 1003, the second section 1002 and the third section 1003 being traveled by the vehicle 11 at a time subsequent to the current time. In this sense, the second and third sections 1002, 1003 are located in front of the vehicle 11 considering the current time and the direction of travel of the vehicle 11.

[0084] A descending section corresponds to a section of the traffic lane 1000 with a negative gradient, that is to say with a difference in height between the origin or the beginning of the section 1001, 1002, 1003 (corresponding to the first point of the section 1001, 1002, 1003 traveled by the vehicle 11) and the end of the section 1001, 1002, 1003 (corresponding to the last point of the section 1001, 1002, 1003 traveled by the vehicle 11), the highest point of each descending section 1002, 1003 corresponding to the beginning of the descending section 1002, 1003 and the lowest point of the descending section 1002, 1003 corresponding to the end of the descending section 1002, 1003. Obviously, according to other examples, the first section 1001 is followed by one or more ascending sections, that is to say sections with a positive difference in altitude. The inclinations 61, 62, 63 are thus for example expressed:

[0085] - by a percentage, the slope P then being equal to the ratio between the vertical height H (positive number corresponding to the difference between the highest point and the lowest point or equal to the absolute value of the difference in level) and the horizontal distance L between the highest point and the lowest point, this ratio being multiplied by 1 6 to obtain an inclination expressed as a percentage, i.e. 6 = 166 x (H / L); or

[0086] - by an angle 6 expressed in degrees, corresponding to the angle between the hypotenuse of a right triangle (having as other sides the height H and the length L) and the side corresponding to the length L.

[0087] The ratio between angle 6 and slope P is: P = tan(6), or 6 = arctan(P).

[0088] It is understood that the information representative of the inclination 61, 62, 63 corresponds to any information making it possible to directly or indirectly obtain a value associated with the inclination 61, 62, 63, expressed as a percentage or in degrees.

[0089] The BSI receives, for example:

[0090] - a first inclination value 61 associated with the first section 1661 and a first distance representing the start of the first section 1001, for example a zero distance representing the section immediately located in front of the vehicle 11;

[0091] - a second inclination value 62 associated with the second section 1662 and a second distance representing the start of the second section 1662 and the end of the first section 1661; and

[0092] - a third inclination value 63 associated with the third section 1663 and a third distance representing the start of the third section 1663 and the end of the second section 1662.

[0093] The inclination values ​​61, 62, 63 are thus respectively valid from the beginning to the end of each section 1001, 1662, 1663 delimited by the distances. Obviously, a variety of means of representing the inclinations 61, 62, 63 and / or the sections 1661, 1662, 1663 are designed, for example a delimitation of the sections 1661, 1662, 1663 according to a regular distance, several successive sections potentially having a similar inclination, or even a delimitation of the sections 1001, 1002, 1003 for each variation of the inclination 01, 02, 03.

[0094] Receiving this data thus allows the BSI to detect and characterize a slope associated with traffic lane 1000.

[0095] In a second operation, based on the data received, the BSI determines information representative of a slope greater than a first threshold value, for example a value recorded in a memory of the BSI and configurable, the slope being associated with the traffic lane 1000, for example the slope of the third section 1003.

[0096] According to a variant, this slope greater than the first threshold value is for example determined by comparing a first inclination value with the first threshold value. The BSI compares for example the inclinations 01, 02, 03 associated with the sections 1001, 1002, 1003 with the first threshold value, the slope greater than the first threshold value being determined when any one of the inclinations 01, 02, 03 is greater than the first threshold value and for example associated with the respective section 1001, 1002, 1003.

[0097] It is understood here that the slope greater than the first threshold value corresponds to a slope incompatible with the operation of the driving assistance systems, in accordance with the underlying concept of the invention. The first threshold value therefore corresponds, for example, to the maximum inclination for which the driving assistance systems can operate, or a value derived from this maximum inclination, for example modulated by an offset. For example, the first threshold value corresponds to a percentage inclination of 50% or 70%. According to the example in Figure 1, the BSI determines, for example, that the third section 1003 has a third inclination 03 greater than the first threshold value and therefore corresponds to the slope greater than the first threshold value.

[0098] In a third operation, the BSI then determines information representative of a first portion 1010 of the traffic lane 1000, called the anticipation portion, and of a second portion 1020 of the traffic lane 1000, called the slope portion. The second portion 1020 advantageously follows the first portion 1010, according to the direction of travel of the vehicle 11, and comprises the slope greater than the first threshold value. Thus, the anticipation portion 1010 corresponds to a portion of the traffic lane 1000 in which the ADAS systems of the vehicle 11 are still able to operate, in preparation for the slope portion 1020. The second threshold value corresponds for example to an inclination value representative of a start of slope, for example the end of a flat section of the traffic lane 1000.The anticipation portion 1010 and the slope portion 1020 correspond for example to distance values ​​relative to the vehicle 11 making it possible to identify their start and / or their end, or even to geographical zones associated with the on-board navigation system making it possible to determine whether or not the vehicle 11 is located within the anticipation portion 1010 or the slope portion 1020.

[0099] According to a particular variant, the first portion 1010 and the second portion 1020 are determined by comparing a second inclination value obtained from the data with a second threshold value, that is to say that the second threshold value makes it possible to delimit the first portion 1010 from the second portion 1020. For example, the second threshold value corresponds to an inclination percentage of 10%. In the same example of figure 1, the BSI compares for example all the inclinations 01, 02, 03 with the second threshold value, for example successively, the start of the second portion 1020 corresponding to the first of the inclinations 01, 02, 03 being greater than the second threshold value, for example the second inclination 02 associated with the second section 1002.The second portion 1020 then corresponds to the set formed by the second section 1002 and the third section 1003, the first portion 1010 corresponding to the section directly preceding the second section 1002, that is to say the first section 1001. According to another variant, the comparison with the second threshold value makes it possible to determine the start and the end of the second portion 1020, the successive comparison of the inclinations 01, 02, 03 making it possible to identify an inclination greater than the second threshold value followed by one or more inclinations lower than this threshold value.

[0100] It is understood here that, depending on the selection of the first threshold value and the second threshold value, the first portion 1010 is arranged more or less forward with respect to the slope greater than the first threshold value, and the second portion 1020 includes a more or less pronounced slope in addition to the slope greater than the first threshold value. This selection can be made according to the performance of the ADAS systems of the vehicle 11, the need to anticipate slopes incompatible with the ADAS systems, or even the comfort of the driver of the vehicle 11 with respect to intermittent operation of the ADAS systems.

[0101] When the vehicle 11 is traveling on the first portion 1010, the BSI controls the ADAS system(s) in a fourth operation and then, when the vehicle 11 is traveling on the second portion 1020, the BSI stops the ADAS system(s) in a fifth operation. In other words, the control on the anticipation portion 1010 corresponds to an adaptation of the behavior of the vehicle 11 and the ADAS systems in anticipation of their stopping on the slope portion 1020. This design thus makes it possible to have an advance in relation to the actual engagement of the vehicle 11 on a slope incompatible with the ADAS systems.

[0102] Optionally, the control of the ADAS systems comprises a control of a speed of the vehicle 11, that is to say a parameterization of the ADAS systems to regulate the speed of the vehicle 11 in the anticipation portion 1010. This speed control is carried out according to a third threshold value corresponding to a maximum speed of the vehicle 11 compatible with the stopping of the ADAS systems. The third threshold value is for example recorded in a memory of the BSI and / or determined according to the traffic lane 1000, for example a speed limit associated with the traffic lane 1000 and / or the slope, or according to a speed appropriate for the driver to take control of the vehicle 11 without the assistance of the ADAS systems, that is to say a change to a driving mode according to a level of autonomy equal to 0 or 1, for example if other ADAS systems remain compatible independently of the slope of the traffic lane 1000.

[0103] According to an additional variant, the BSI renders an alert to a driver of the vehicle 11, for example via one or more human-machine interfaces (HMIs) embedded in the vehicle 11. The BSI transmits, for example, information representative of the alert within the multiplexed network to an IVI (In-Vehicle Infotainment) computer. The alert is, for example, displayed on a display screen, for example a touch screen, integrated into the passenger compartment (for example, integrated into a dashboard of the vehicle 11). The display is accompanied, for example, by the display of one or more virtual buttons, pressing a button allowing, for example, the driver to confirm reading of the message and to suppress the display of the alert. The alert belongs in particular to a set of alerts comprising:

[0104] - a slope presence alert;

[0105] - an alert of entry of the vehicle 11 into the first portion 1010 and / or the second portion 1020, for example accompanied by the associated behavior of the vehicle 11 during such entry;

[0106] - an alert to stop the ADAS system(s); and

[0107] - an alert for the driver to take control of the vehicle 11.

[0108] It is understood here that the alert(s) are displayed at different times, an alert on the presence of the slope or request to take control of the vehicle 11 being able to be displayed in advance, for example when the vehicle is traveling on the first portion 1010, while an alert to stop the ADAS systems is for example displayed when the vehicle 11 is traveling on the second portion 1020.

[0109] According to yet another variant, the BSI further transmits information representative of the slope greater than the first threshold value and / or of the first portion 1010 and of the second portion 1020 to a server of the “cloud” 100, for example a server of a community database or of a manager of the traffic lane 1000, and making it possible to facilitate the characterization of the traffic lane 1000 by other vehicles. The transmission is carried out for example according to a communication system of the V2X, cellular or Wifi type as described above.

[0110] Thus, the method according to the invention makes it possible to apply anticipation zones to the detection of each dangerous slope for the operation of the ADAS systems and the driver, allowing controlled takeover of the vehicle and a smooth transition between an autonomous or semi-autonomous driving mode and a driving mode according to an autonomy level of 0 or 1. The safety and comfort of the driver is thus ensured when driving in a road environment with a significant difference in level.

[0111] [Fig. 2] schematically illustrates a device configured to control a driving assistance system of a vehicle, according to a particular and non-limiting exemplary embodiment of the present invention. The device 2 corresponds for example to a device on board the vehicle 11, for example a computer of the ADAS system or a BSI. The device 2 is for example configured to receive data from on-board systems of the vehicle 11 and / or other computers, and to control an ADAS system of the vehicle 11.

[0112] The device 2 is for example configured for the implementation of the operations described with regard to figure 1 and / or the steps of the method described with regard to figure 3. Examples of such a device 2 include, but are not limited to, on-board electronic equipment such as an on-board computer of a vehicle, an electronic calculator such as an ECU (“Electronic Control Unit”), a smartphone, a tablet, a laptop. The elements of the device 2, individually or in combination, can be integrated in a single integrated circuit, in several integrated circuits, and / or in discrete components. The device 2 can be produced in the form of electronic circuits or software (or computer) modules or even a combination of electronic circuits and software modules.

[0113] The device 2 comprises one (or more) processor(s) 20 configured to execute instructions for carrying out the steps of the method and / or for executing the instructions of the software(s) embedded in the device 2. The processor 20 may include integrated memory, an input / output interface, and various circuits known to those skilled in the art. The device 2 further comprises at least one memory 21 corresponding for example to a volatile and / or non-volatile memory and / or comprises a memory storage device which may comprise volatile and / or non-volatile memory, such as EEPROM, ROM, PROM, RAM, DRAM, SRAM, flash, magnetic or optical disk.

[0114] The computer code of the embedded software(s) comprising the instructions to be loaded and executed by the processor is for example stored in the memory 21. According to various particular and non-limiting exemplary embodiments, the device 2 is coupled in communication with other similar devices or systems and / or with communication devices, for example a TCU (Telematic Control Unit), for example via a communication bus or through dedicated input / output ports. According to a particular and non-limiting exemplary embodiment, the device 2 comprises a block 22 of interface elements for communicating with external devices, for example a remote server or the “cloud”, other nodes of the ad hoc network. The interface elements of the block 22 comprise one or more of the following interfaces:

[0115] - RF radio frequency interface, for example Wi-Fi® type (according to IEEE 802.11), for example in the 2.4 or 5 GHz frequency bands, or Bluetooth® type (according to IEEE 802.15.1), in the 2.4 GHz frequency band, or Sigfox type using UBN (Ultra Narrow Band) radio technology, or LoRa in the 868 MHz frequency band, LTE (Long-Term Evolution), LTE-Advanced;

[0116] - USB interface (from the English “Universal Serial Bus” or “Universal Serial Bus” in French);

[0117] - HDMI interface (from the English “High Definition Multimedia Interface” or “High Definition Multimedia Interface” in French);

[0118] - LIN interface (from the English “Local Interconnect Network”).

[0119] Data is for example loaded to the device 2 via the interface of the block 22 using a Wi-Fi® network such as according to IEEE 802.11, an ITS G5 network based on IEEE 802.11 p 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.

[0120] According to another particular and non-limiting embodiment, the device 2 comprises a communication interface 23 which makes it possible to establish communication with other devices (such as other computers of the on-board system) via a communication channel 24. The communication interface 23 corresponds for example to a transmitter configured to transmit and receive information and / or data via the communication channel 24. The communication interface 23 corresponds for example to a wired network of the CAN (Controller Area Network) type, CAN FD (Controller Area Network Flexible Data-Rate), FlexRay (standardized by the ISO 17458 standard) or Ethernet (standardized by the ISO / IEC 802-3 standard).

[0121] According to a particular and non-limiting exemplary embodiment, the device 2 can provide output signals to one or more external devices, such as a display screen 25, touch-sensitive or not, one or more speakers 26 and / or other peripherals 27 (projection system) via output interfaces 28, 29 and 30 respectively. According to a variant, one or other of the external devices is integrated into the device 2.

[0122] [Fig. 3] illustrates a flowchart of the different steps of a method for controlling a driving assistance system of a vehicle traveling in a road environment, for example an ADAS system of the vehicle 11, according to a particular and non-limiting exemplary embodiment of the present invention. The method is for example implemented by a device on board the vehicle 11 or by the device 2 of FIG. 2.

[0123] In a first step 31, data representative of a traffic lane located in front of the vehicle on a trajectory of the vehicle are received from at least one device on board said vehicle.

[0124] In a second step 32, information representative of a slope greater than a first threshold value and associated with the traffic lane is determined based on the data.

[0125] In a third step 33, information representative of a first portion and a second portion of the traffic lane is determined based on the data, the second portion following the first portion in the direction of travel of the vehicle and comprising the slope greater than the first threshold value.

[0126] In a fourth step, the driver assistance system is checked while the vehicle is traveling on the first section.

[0127] In a fifth step, the driver assistance system is stopped when the vehicle is traveling on the second portion. According to a variant, the variants and examples of the operations described in relation to Figure 1 apply to the steps of the method of Figure 3.

[0128] Of course, the present invention is not limited to the exemplary embodiments described above but extends to a method for controlling a driving assistance system of a vehicle in a plurality of situations and / or which would include additional steps without thereby departing from the scope of the present invention. The same would apply to a device configured for implementing such a method.

[0129] The present invention also relates to a vehicle, for example an automobile or more generally an autonomous land-based motor vehicle, comprising the device

[0130] 2 of Figure 2.

Claims

DEMANDS 1. Method for controlling a driver assistance system of a vehicle (11) travelling in a road environment (1), said method comprising the following steps: - reception (31) of data representative of a traffic lane (1000) located in front of said vehicle (11) on a trajectory of said vehicle (11), from at least one device on board said vehicle (11); - first determination (32) of information representative of a slope greater than a first threshold value and associated with said traffic lane (1000), according to said data; - second determination (33) of information representative of a first portion (1010) of said traffic lane (1000) and a second portion (1020) of said traffic lane (1000) according to said data, said second portion (1020) following said first portion (1010) in a direction of travel of said vehicle (11) and including said slope greater than said first threshold value; - control (34) of said driver assistance system when said vehicle (11) is travelling on said first section (1010); and - shutdown (35) of said driver assistance system when said vehicle (11) is travelling on said second section (1020).

2. Method according to claim 1, wherein said first determination (32) comprises a first comparison of a first inclination value obtained from said data with said first threshold value.

3. Method according to claim 1 or 2, wherein said second determination (33) comprises a second comparison of at least a second inclination value obtained from said data with a second threshold value, said first and second portions (1010, 1020) being determined as a function of a result of said second comparison.

4. A method according to any one of claims 1 to 3, wherein said control (34) of said driver assistance system comprises a control of a speed of said vehicle (11) as a function of a third threshold value corresponding to a maximum speed of said vehicle (11) compatible with said stop (35) of said driver assistance system.

5. A method according to any one of claims 1 to 4, wherein said data comprise: - at least one piece of information representing an inclination (01, 02, 03) associated with a section (1001, 1002, 1003) of said traffic lane (1000); and - at least one piece of information representative of a distance between said vehicle (11) and said section (1001, 1002, 1003).

6. A method according to any one of claims 1 to 5, further comprising rendering an alert to a driver of said vehicle (11), said alert belonging to a set of alerts comprising: - an alert indicating the presence of said slope; - an alert of the entry of said vehicle (11) into said first and / or said second section (1010, 1020); - an alert indicating that the said driver assistance system has stopped working; and - an alert to regain control of said vehicle (11).

7. A method according to any one of claims 1 to 6, wherein said on-board device corresponds to an on-board navigation system in said vehicle (11).

8. Computer program comprising instructions for implementing the method according to any one of the preceding claims, when these instructions are executed by a processor.

9. Device (2) for controlling a vehicle driving assistance system, said device (2) comprising a memory (21) associated with at least one processor (20) configured for carrying out the steps of the method according to any one of claims 1 to 7.

10. Vehicle (11) comprising the device according to claim 9.

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