Method for controlling a semi-automatic lane change function of a motor vehicle

Abstract

The invention relates to a method for controlling a motor vehicle (10) including, when the motor vehicle is on a road (30) comprising at least two traffic lanes (31, 32) and when a semi-automatic lane change function is enabled, steps of: - acquiring first data relating to the environment of the motor vehicle; - comparing the first data acquired with a set of predetermined rules from national and / or international regulations; - determining whether the function is in an enabled or disabled state according to the result of the comparison; - if the function is enabled and if a lane change request is received from the driver of the motor vehicle, determining a control instruction of at least one control actuator of the motor vehicle; and - applying the control instruction by the at least one actuator to change traffic lane. According to the invention, the acquisition step comprises acquiring second data relating to the environment of the vehicle, which are separate from the first data compared with the rules, and then determining the state of the function and / or the control instruction according to the second data acquired.

Description

Description Title of the invention: Method for controlling a semi-automatic lane change function of a motor vehicle Technical field of the invention

[0001] The present invention relates generally to driving aids for motor vehicles.

[0002] The invention relates more specifically to a method for controlling a motor vehicle comprising, when the motor vehicle is on a road comprising at least two traffic lanes and a semi-automatic lane change function of the motor vehicle is activated, steps of: - acquisition of initial data relating to the environment of the motor vehicle, - comparison of the first data acquired with a set of predetermined rules from a national and / or international regulation, - determining an activated or deactivated state of said function depending on the result of said comparison, then, if said function is activated, - when a lane change request is received from the driver of the motor vehicle, determination of a control instruction for at least one control actuator of the motor vehicle, and - application of said control instruction by said at least one actuator to cause the motor vehicle to change lane.

[0003] The invention also relates to a motor vehicle suitable for implementing such a method. It applies more particularly to cars and other motorized vehicles traveling on roads. State of the art

[0004] In an effort to make motor vehicles safer, they are currently being equipped with driver assistance systems and even highly automated driving systems.

[0005] These are typically lane keeping assist (LKA) or lane centering assist (LCA) systems or semi-autonomous lane change (SALC) systems.

[0006] The SALC semi-automated lane change function can be "activated" when the driver requires it, for example by pressing an ad hoc button or by selecting the function from a menu offered on a display screen. Once the function is activated, the lane change can be done automatically, as soon as the driver requests it (for example by using the indicators). Thus, the activation of the function does not directly lead to the lane change, this change being conditional on another action by the driver.

[0007] A good understanding of the vehicle's environment is essential for the implementation of this SALC function.

[0008] In this regard, a regulation provides criteria for controlling whether or not the lane change can be authorized, taking into account environmental data. This environmental data, once acquired by vehicle sensors, allows more precisely to determine parameters (better known by the English acronym ODD for "Operational Design Domain"), which then allow to check in a binary way whether the SALC function can be activated or not.

[0009] Typically, regulations prohibit any lane change maneuver on roads with pedestrian or cyclist lanes. In this configuration, these regulations require that the SALC function be deactivated. Therefore, to benefit from this function again when conditions permit, the driver must reactivate it using the button or menu available to them.

[0010] It is understandable that this solution is not very user-friendly for the driver who, as soon as he passes through an area deemed dangerous, will have to manually reactivate the function.

[0011] But above all, a major drawback of this solution is that the decision to activate or deactivate the SALC function is very clear-cut. Indeed, this solution consists of respecting rules from the regulations in a binary way. Thus, depending on the severity of the imposed rules, the SALC function can be activated in potentially dangerous areas, or on the contrary, be deactivated in less dangerous areas. Presentation of the invention

[0012] In order to remedy the aforementioned drawbacks of the state of the art, the present invention proposes to refine the authorization of the implementation of the SALC function based on several criteria.

[0013] More particularly, according to the invention, a piloting method is proposed as defined in the introduction, in which it is provided, in the acquisition step, to acquire second data relating to the environment of the vehicle which are distinct from said first data (those compared to said rules), these second data then being used for: - determine the status of said SALC function, and / or to - correct, when the SALC function is activated and a lane change is in progress, the said pilot instruction, for example in order to reduce the time required to be able to change the state of the function (in order to deactivate or inhibit it).

[0014] Thus, the invention proposes to adopt a multi-criteria approach rather than a binary one in order to determine whether, taking into account the environment, the SALC function can be activated or not.

[0015] This solution allows, for example, to make the maneuver profile a little more aggressive in heavy traffic, in order to increase the success rate and safety of the maneuver. During overtaking, it typically allows the completion of the maneuver to be accelerated if a significant change in the situation is detected, or to return the vehicle to its initial position, for example if another vehicle risks hindering the maneuver.

[0016] This solution also preferentially proposes not to completely deactivate the SALC function, but only to interrupt it temporarily (this is called inhibition), the function then reactivating automatically as soon as possible (thus avoiding the driver having to reactivate it manually).

[0017] It is thus possible to choose between three distinct states (activated, deactivated, inhibited), depending on whether the environment is considered safe, dangerous or potentially dangerous.

[0018] This solution therefore makes it possible to avoid having to make any compromises, since the SALC function can be made: - unavailable as soon as a danger is potentially detected, even with a low probability, - available as soon as possible since it will reactivate automatically when it has only been inhibited, without waiting for the driver to try to reactivate it manually.

[0019] Other advantageous and non-limiting characteristics of the control method according to the invention, taken individually or in all technically possible combinations, are the following: - at the determination step, the state of said function is chosen from the following states: activated, deactivated and momentarily inhibited; - at the stage of determining said state, it is planned to: choose either the deactivated state or one of the activated or momentarily inhibited states depending on the result of said comparison, then, if the deactivated state has not been chosen, select the activated state or the momentarily inhibited state depending on the second data acquired; - when said function switches to the deactivated state, the acquisition and comparison steps are stopped, while when said function switches to the momentarily inhibited state, the acquisition and comparison steps continue; - said piloting instruction can be corrected during the maneuver based on the second data acquired; - during the acquisition step, at least part of the first and / or second data are acquired in a cartographic database; - during the acquisition step, at least part of the first and / or second data are acquired via communication means equipping the motor vehicle; - during the acquisition step, at least part of the first and / or second data are acquired via sensors fitted to the motor vehicle; - during the acquisition step, third data relating to the operating state and / or the position and / or the dynamics of the motor vehicle are acquired, and, in the determination step, the state is selected according to said third data.

[0020] The invention also proposes a motor vehicle comprising means for acquiring data relating to the environment of the vehicle, at least one actuator for controlling the motor vehicle, and a computer programmed to implement a controlling method as mentioned above.

[0021] Of course, the various features, variants and embodiments of the invention may be combined with each other in various combinations to the extent that they are not incompatible or mutually exclusive. Detailed description of the invention

[0022] The description which follows with reference to the appended drawings, given as non-limiting examples, will make it clear what the invention consists of and how it can be implemented.

[0023] On the attached drawings:

[0024] [Fig.l] is a schematic view of a motor vehicle suitable for implementing a method in accordance with the present invention;

[0025] [Fig.2] is a block diagram illustrating various steps of a method according to the present invention.

[0026] In [Fig.l], a motor vehicle 10 is shown which is suitable for implementing the invention.

[0027] This is a car. Alternatively, it could be another type of vehicle (truck, motorcycle, etc.).

[0028] Here, this vehicle 10 conventionally comprises a passenger compartment in which there are in particular a seat for the driver 20 of the vehicle and a steering wheel 12.

[0029] This vehicle 10 includes a powertrain, a braking system and a steering system for turning the vehicle (not visible in the figure). Typically, the steering system includes an electronically controllable power steering actuator, the powertrain includes an electronically controllable engine control actuator, and the braking system includes an electronically controllable braking actuator.

[0030] The vehicle 10 also comprises an electronic and / or computer processing unit (hereinafter called computer 11) comprising at least one microprocessor, at least one memory and input and output interfaces.

[0031] Thanks to its input interfaces, the calculator 11 is adapted to receive different input data which come from sensors or third-party calculators.

[0032] Among these sensors, for example, a device such as a front camera and a RADAR and / or LIDAR remote sensor is provided, making it possible to locate the edges of the traffic lane taken by the motor vehicle 10 as well as to characterize the environment of the motor vehicle 10.

[0033] Thanks to its output interfaces, the computer 11 is adapted to control F power steering actuator, F engine control actuator, and F brake actuator.

[0034] Thanks to its input and output interfaces, the computer 11 is connected to a telecommunications chip which allows the computer 11 to communicate with third-party entities, distinct from the motor vehicle 10. Thus, for example, it can communicate with other vehicles or road infrastructures, through a V2V (for “vehicle-to-vehicle”) or V2I type communication protocol. (for “vehicle-to-infrastructure”). It can also use data from dynamic notification services or collaborative services (such as data available on the navigation service of the company Waze).

[0035] The computer 11 can also communicate with a navigation system fitted to the vehicle, which includes a geolocation chip and a storage unit which records a map database.

[0036] Thanks to its memory, the computer 11 memorizes a set of rules which come from a national or international regulation and which, depending on the conditions, authorize or prohibit the implementation of the SALC function. An example of such regulation is well defined by the NHTSA ("National Highway Traffic Safety Administration") in its program called "Federal Automated Vehicles Policy" or by the SAE-International.

[0037] The computer 11 also stores a computer application, consisting of computer programs comprising instructions whose execution by the computer allows the implementation of a function for automatically keeping the vehicle in the center of its traffic lane (hereinafter called the LCA function), of a semi-automatic lane change function (hereinafter called the SALC), and more generally of the process described below.

[0038] In [Fig.l], the motor vehicle 10 is shown in perspective, when it is traveling on a traffic lane 31 of a road 30. In [Fig.l], it can be seen that the road 30 has two lateral marking lines 34, 35 (which delimit it) and a central marking line 33 delimiting the two traffic lanes 31, 32.

[0039] A traffic lane is defined here as the part of a road on which only one vehicle is allowed to travel at a time. Such a traffic lane is usually demarcated between marking lines.

[0040] A road (or carriageway) is defined as a set of traffic lanes. In the example considered here for illustrative purposes, this road 30 therefore has two traffic lanes 31 on which vehicles can travel in the same direction.

[0041] The objective of the present invention is to allow the implementation of semi-automatic overtaking only when conditions permit, but as soon as possible.

[0042] In practice, this process is implemented in several steps which are repeated in a loop at regular time intervals (of the order of a hundredth of a second).

[0043] These steps are illustrated in [Fig.2],

[0044] For clarity of description, it is assumed that the LCA and SALC functions are initially activated.

[0045] Since the LCA function is well known to those skilled in the art and is not specifically the subject of the present invention, it will not be described in detail here.

[0046] It should be noted that the SALC function can be "activated" by the driver, by performing an ad hoc task such as pressing a button or selecting the function from a menu displayed on a touch screen located in the passenger compartment.

[0047] It should be noted that it can only be "used" if the SALC function is activated and if the driver requests it. To request it, the driver must, for example, put their indicator in the direction in which they wish to trigger the lane change.

[0048] The first step for the computer 11 is to acquire a set of data relating to the environment of the motor vehicle.

[0049] This first step then includes a sub-step Sla during which the computer collects initial preliminary data using the sensors (RADAR, camera, etc.) fitted to the motor vehicle 10.

[0050] These initial preliminary data can be used raw, or can possibly be reprocessed. Typically, information from cameras and remote sensors can be compared, in a so-called fusion operation, in order to obtain more reliable data.

[0051] The first preliminary data makes it possible, for example, to determine the following information: the number of traffic lanes on Route 30, the width of the traffic lanes, the position and type of future intersections, the quality and nature of the lane marking lines, the nature of temporary lines indicating or not a work zone, etc.

[0052] They also make it possible to determine the number of surrounding third-party vehicles, their movement vectors, and their nature (car, truck, emergency vehicle in intervention, etc.).

[0053] They also allow you to perceive road information such as static or dynamic traffic signs, work cones, etc.

[0054] In other words, this initial preliminary data makes it possible to determine the position of the vehicle on its lane 31 and to characterize the surrounding objects (other vehicles, obstacles, etc.).

[0055] At this stage, the computer can also acquire data relating, not to the vehicle's environment, but to the vehicle itself (position, dynamics, operating status of its sensors, etc.). Here, the computer 11 acquires in particular the status of the vehicle's turn signals or the position of the lever for operating these turn signals.

[0056] During a second sub-step Slb, the computer 11 acquires second preliminary data of cartographic types. It acquires them in the navigation software, taking into account the position of the motor vehicle 10.

[0057] This data makes it possible, for example, to characterize an intersection located in front of the vehicle (typically an intersection not visible to the camera and remote sensors), to determine the type of lane towards which the vehicle is heading, etc.

[0058] During a third sub-step Sic, the computer 11 acquires third preliminary data, using its communication means.

[0059] This data allows, for example, a third party entity (vehicle, infrastructure, etc.) to give the computer 11 its position and possibly its speed. It also allows for early detection of a broken-down vehicle, a traffic jam, or an emergency vehicle in response.

[0060] It should be noted that the preliminary data acquired during the Slb and Sic sub-stages make it possible to obtain information going beyond the horizon "visible" by the vehicle's equipment (camera, remote sensors, etc.).

[0061] In a second step S2, the computer gathers the preliminary data in order to reconstruct an artificial horizon, i.e. to reconstruct the vehicle's environment in digital form. This step does not necessarily consist of generating a 3D model of this environment. Rather, it consists of gathering all the preliminary data and possibly processing them in order to establish a database characterizing the vehicle's environment (typically the different objects found in this environment).

[0062] In this way, during a step S3, the calculator 11 can evaluate two types of data.

[0063] The first ODD1 data are those which will make it possible to verify whether all the rules defined above are met or not (rules which we recall here come from national or international regulations).

[0064] The second ODD2 data are those which, within the framework of the present invention, will make it possible to refine the authorizations for implementing the SALC function.

[0065] Typically, a first ODD1 data item may correspond to the presence or absence of a cycle path on the road taken by the motor vehicle 10.

[0066] All of the initial SDG1 data is well defined in the aforementioned regulations.

[0067] Second ODD2 data will not be subject to these rules since they are not affected by them.

[0068] Typically, a second ODD2 data item may correspond to the presence or absence of an emergency vehicle in intervention or to a work zone near the motor vehicle 10.

[0069] It will thus be possible to detect, thanks to the measurements carried out by the sensors equipping the vehicle (Sla stage) and / or thanks to the artificial horizon (established thanks to the data acquired in the Slb & Sic stages), areas potentially sources of difficulty in which it will be necessary to temporarily inhibit or deactivate the SALC function, or accelerate the execution of the maneuver. These are, for example, work zones, intervention zones or areas where an emergency vehicle arrives, areas where slippery roads are marked, areas where pedestrians or cyclists are detected on the side of the road, areas of dense traffic encouraging the system to make a faster lane change (to the detriment of comfort but allowing greater confidence to carry out the maneuver).

[0070] Conversely, it will also be possible to detect areas without specific difficulties, which will increase confidence in the possibility of carrying out a lane change maneuver. This will be, for example, an area in which a significant number of third-party vehicles transmit their positions via regular messages spread over two lanes, with relatively similar speeds over a distance allowing an overtaking maneuver by the SALC function.

[0071] The data thus makes it possible to influence the execution of the maneuver. Strengthening the level of confidence in the mapping information with vehicle perception elements (visualization of the number of lanes, the nature of the lines on the ground, or a central reservation) makes it possible to better qualify the environment.

[0072] This data also makes it possible to influence the way in which the driver is informed about the progress of the maneuver.

[0073] During a step S4, it is planned to determine the trajectory that the motor vehicle must take when the LCA function alone is activated (typically the trajectory located in the middle of the separation lines 33, 35 of the traffic lane 31 taken by the motor vehicle 10).

[0074] The computer 11 can also determine the trajectory that the motor vehicle could take to execute a lane change.

[0075] Then, during a step S5, it is planned to compare the first ODD1 data acquired with the set of rules from the aforementioned regulation.

[0076] Since these rules are well known, this step will not be described further here. It can only be noted that they allow us to determine the environment in which it will not be permitted to implement a semi-automatic override and in which the SALC function should more precisely be deactivated.

[0077] We then understand that, when conditions allow it (for example when the road no longer includes a cycle path), the driver can reactivate this function by performing the task required in this regard (selecting the function on a menu, pressing a button, etc.).

[0078] On the other hand, if all the rules are met, the state of the function can be chosen from two alternatives: an activated state or a momentarily inhibited state.

[0079] To make this choice, the calculator 11 will compare the second ODD2 data with a set of rules not derived from national or international regulations, but from execution principles determined by the vehicle manufacturer.

[0080] More precisely, the momentarily inhibited state will be selected when one of these principles is not respected.

[0081] Typically, if an intersection is detected at a close distance from the vehicle (taking into account its speed), the SALC function can be inhibited so as to prevent the driver from triggering semi-automatic overtaking in such an area deemed dangerous.

[0082] Similarly, this function will be temporarily inhibited in work zones, in the presence of an emergency vehicle in operation.

[0083] If all the execution principles are respected, the calculator 11 maintains the SALC function in the activated state.

[0084] The main difference between the deactivated state and the momentarily inhibited state is that, in the deactivated state, the driver must perform a specific task to restart the SALC function, whereas in the momentarily inhibited state, the computer is able to automatically reactivate this function as soon as conditions allow. Therefore, the aforementioned steps remain implemented in a loop in the inhibited state, while they are interrupted in the disabled state.

[0085] The execution principles therefore allow, by relying on cross-referenced data from different types of sources, to inhibit the SALC function when preferable and to reactivate it as soon as possible, which will strengthen the driver's level of confidence in this function.

[0086] If the SALC function is temporarily inhibited, information relating to this inhibition is transmitted to the driver, for example via the display screen or via any other interface available to the driver (step S6). The message displayed here will preferably mention the reason why no change of lane is temporarily possible ("works zone"...).

[0087] If the SALC function remains activated and if a lane change request is received from the driver via his turn signals, the computer 11 uses the previously calculated steering instruction and transmits it during a step S7 to the power steering actuator, which can then execute the desired lane change maneuver, for example to overtake a vehicle.

[0088] It should be noted here that this lane change may be interrupted or made faster than initially planned (i.e. the instruction may be corrected during execution) if the preliminary data relating to the environment indicate a significant change to be taken into account.

[0089] Typically, if the vehicle is traveling in the right lane of a three-lane road and then its driver initiates a lane change to the second lane at the same time as another vehicle is moving from the third lane to the second lane, the second ODD2 data may indicate this change and the command may be corrected to return the vehicle to the right lane or to accelerate the vehicle.

[0090] The idea here is to ensure that, when the vehicle has started to change lanes and the conditions are no longer deemed suitable for carrying out such a lane change, the vehicle completes this semi-automatic lane change more quickly and the SALC function can thus be quickly deactivated or inhibited.

[0091] This will typically be the case when the vehicle arrives: - on a previously undetected work area, - near an emergency vehicle not previously detected, - on a slippery road, - near a newly detected pedestrian or cyclist, - near a heavy traffic area...

[0092] At this stage, it can be noted that the inhibition (and disinhibition) will be carried out automatically by the computer, thus facilitating the use of the SALC function by the driver while increasing his safety.

[0093] The present invention is in no way limited to the embodiment described and shown, but those skilled in the art will be able to provide any variation in accordance with the invention.

Claims

Claims

1. Method for driving a motor vehicle (10) comprising, when the motor vehicle (10) is on a road (30) comprising at least two traffic lanes (31, 32) and a semi-automatic traffic lane change function (SALC) (31, 32) is activated, steps of: - acquisition of initial data (ODD1) relating to the environment of the motor vehicle (10), - comparison of the first data (ODD1) acquired with a set of predetermined rules from a national and / or international regulation, - determination of an activated or deactivated state of said function (SALC) depending on the result of said comparison, - if said function is activated and if a lane change request is received from the driver of the motor vehicle (10), determination of a control instruction for at least one control actuator of the motor vehicle (10), - application of said control instruction by said at least one actuator for changing traffic lane (31, 32), characterized in that, in the acquisition step, it is provided to acquire second data (ODD2) relating to the environment of the vehicle and which are distinct from said first data (ODD1) compared to said rules, and in that the second data (ODD2) acquired are used to determine the state of said function (SALC) and / or to correct, when the function (SALC) is activated and a change of traffic lane is in progress, said control instruction.

2. Control method according to claim 1, in which, in the determining step, the state of said function is chosen from the following states: activated, deactivated and momentarily inhibited.

3. A control method according to claim 2, in which, in the step of determining said state, it is provided to: - choose either the deactivated state or one of the activated or momentarily inhibited states, depending on the result of said comparison, then, if the deactivated state has not been chosen, - select the activated state or the momentarily inhibited state based on the second data (ODD2) acquired.

4. Control method according to one of claims 2 and 3, in which, when said function (SALC) goes to the deactivated state, the acquisition and comparison steps are stopped, while when said function goes to the momentarily inhibited state, the acquisition and comparison steps continue.

5. Piloting method according to one of claims 1 to 4, in which said piloting instruction is corrected during maneuvering according to the second data (ODD2) acquired.

6. Piloting method according to one of claims 1 to 5, in which, during the acquisition step, at least part of the first and / or second data (ODDI, ODD2) is acquired in a cartographic database.

7. Control method according to one of claims 1 to 6, in which, during the acquisition step, at least part of the first and / or second data (ODDI, ODD2) is acquired via communication means equipping the motor vehicle (10).

8. Control method according to one of claims 1 to 7, in which, during the acquisition step, at least part of the first and / or second data (ODDI, ODD2) is acquired via sensors equipping the motor vehicle (10).

9. A driving method according to one of claims 1 to 8, wherein, during the acquisition step, third data relating to the operating state and / or the position and / or the dynamics of the motor vehicle (10) are acquired, and, in the determination step, the state is selected as a function of said third data.

10. Motor vehicle (10) comprising means for acquiring data relating to the environment of the vehicle and at least one actuator for controlling the motor vehicle (10), characterized in that it further comprises a computer (11) programmed to implement a control method in accordance with one of claims 1 to 9.

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