Method and device for controlling an adaptive cruise control system of a vehicle following detection of actuation of a turn signal

Abstract

The present invention relates to a method and a device for controlling an adaptive cruise control system, called ACC system, of a first vehicle (10). The ACC system has as its target a second vehicle (11) traveling in front of the first vehicle (10). The triggering of one or more indicators (101) of the first vehicle (10) is detected. Following this detection, a value of the inter-vehicle time, noted TIV, is adjusted according to a determined profile, with a first phase where the TIV value decreases and a second subsequent phase where the TIV value increases. The ACC system of the first vehicle (10) is controlled according to the adjusted TIV value. Figure for abstract: Figure 1

Description

Title of the invention: Method and device for controlling an adaptive speed regulation system of a vehicle following detection of actuation of a turn signal Technical field

[0001] The present invention relates to methods and devices for controlling an adaptive speed control system of a vehicle, in particular a motor vehicle. The present invention also relates to a method and a device for regulating the speed of a vehicle. The present invention also relates to a method and a device for controlling a vehicle, in particular an autonomous vehicle. Technological background

[0002] Some contemporary vehicles are equipped with functions or system(s) or driving assistance, known as AD AS (from the English “Advanced Driver-Assistance System” or in French “Advanced Driving Assistance System”).

[0003] Among these systems, the adaptive cruise control system, known as ACC (from the English "Adaptive Cruise Control"), has as its primary function the automatic regulation, in an adaptive manner, of the speed of the vehicles equipped therewith according to their environment. Such an ACC system determines one or more acceleration instructions according to a speed instruction and information relating to the environment of the vehicle, the acceleration instruction(s) being capable of regulating the speed of the vehicle in an adaptive manner, that is to say by taking into account the environment of the vehicle.

[0004] This environmental information corresponds for example to the distance between the vehicle equipped with the ACC system and a vehicle traveling in front, to the speed (for example relative) of the vehicle traveling in front, to the acceleration of the vehicle traveling in front and / or to a regulatory speed limit. The acceleration instruction(s) are for example determined from a control law based on estimates of the torque supplied by a powertrain (for example a thermal or electric engine) to one or more wheels of the vehicle and the current acceleration of the vehicle.

[0005] The environmental information of a vehicle is for example obtained from sensors on board the vehicle, such as radars for example. This information is particularly important for a vehicle, for example to improve the safety of the vehicle by taking into account the environment which surrounds it, in particular other vehicles.

[0006] The comfort of the passengers of a vehicle is another important factor, in particular for the acceptance of vehicle driver assistance systems. For example, in certain vehicle life situations, for example when a vehicle driving under the control of an ACC system wishes to overtake the vehicle in front of it, the ACC system can prove limiting for the driver by imposing speed regulation that is not perfectly adapted to the situation. The compromise between a certain flexibility in speed control and passenger safety is sometimes difficult to find.

[0007] Summary of the present invention

[0008] An 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 control system, called ACC system, of a first vehicle, the first vehicle traveling behind a second vehicle in a current traffic lane of a portion of road, the second vehicle corresponding to a target vehicle of the ACC system, the method comprising the following steps: - detection of the triggering of at least one indicator of the first vehicle; - adjustment of a value representative of a set inter-vehicle time, called the TIV value, of the ACC system upon detection of the triggering of at least one indicator, the adjustment comprising: • a first phase of reduction of the TIV value following the detection of the triggering of at least one flashing light, a minimum value determined for the TIV value being associated with the first phase; and • a second phase of increasing the TIV value following the first phase, the second phase being triggered when at least one condition of a set of conditions associated with a change of traffic lane of the first vehicle is verified; - control (53) of said ACC system as a function of said TIV value.

[0011] Detecting the triggering of a turn signal makes it possible to detect an intention by the driver of the first vehicle to change lane, for example to overtake the second vehicle traveling in front of the first vehicle. Reducing the TIV value used as a setpoint for the ACC system allows the first vehicle to accelerate while accepting that the latter is approaching the second vehicle, within a certain limit for safety reasons. A phase of increasing the TIV value is also provided, this second phase being triggered according to rules which correspond to certain determined situations linked to the change of traffic lane, this making it possible to guarantee the safety of the first vehicle and its passengers. by increasing the TIV value, for example when the first vehicle does not change lanes despite using the indicators.

[0012] According to a variant, a target TIV value is associated with the second phase, the target TIV value corresponding to the TIV value at the instant of detection of actuation of the at least one indicator.

[0013] According to another variant, the set of conditions comprises: - a duration of the first phase reaches a first determined threshold value; and - an occurrence of a target vehicle change in the current traffic lane for the ACC system; and - a period during which the TIV value is equal to the minimum TIV value reaches a second determined threshold value; and - a speed of the first vehicle is lower than a determined threshold speed; and - a lateral movement of the first vehicle is oriented towards a side of the first vehicle opposite to a side of actuation of the at least one indicator.

[0014] According to an additional variant, the first threshold value is equal to 10 s, the second threshold value is equal to 3 s and / or the threshold speed is equal to 50 km / h.

[0015] According to another variant, the minimum value of TIV is a function of the value of TIV at the time of detection of at least one flashing light.

[0016] According to an additional variant, the minimum value of TIV is equal to: - a first value equal to 0.6 s when the value of TIV at the instant of detection of at least one flashing light is equal to 1 s; - a second value equal to 1 s when the value of TIV at the instant of detection of at least one flashing light is equal to 1.5 s; and - a third value equal to 1.4 s when the value of TIV at the instant of detection of at least one flashing light is equal to 2 s.

[0017] According to another variant, a reduction in the TIV value during the first phase is a function of time according to a slope equal to - 0.5 and an increase in the TIV value during the second phase is a function of time according to a slope equal to 0.1.

[0018] According to a second aspect, the present invention relates to a device for controlling an adaptive vehicle speed regulation system, 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.

[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 comprises instructions adapted for the execution of 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.

[0021] Such a computer program may use any programming language, and 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.

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

[0023] 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 microelectronic circuit type ROM memory, or a magnetic recording means or a hard disk.

[0024] Furthermore, 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 an Internet-type network.

[0025] 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. Brief description of the figures

[0026] 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 4, in which:

[0027] [Fig.l] schematically illustrates a first vehicle following a second vehicle, according to a particular and non-limiting exemplary embodiment of the present invention;

[0028] [Fig.2] schematically illustrates a profile of an inter-vehicle time setpoint as a function of time for an ACC system of the first vehicle of [Fig.1], according to a particular and non-limiting exemplary embodiment of the present invention;

[0029] [Fig.3] schematically illustrates a device configured to control an adaptive cruise control system of the first vehicle of [Fig.1], according to a particular and non-limiting exemplary embodiment of the present invention;

[0030] [Fig.4] illustrates a flowchart of the different steps of a method for controlling an adaptive speed regulation system of the first vehicle of [Fig.l], according to a particular and non-limiting example of embodiment of the present invention.

[0031] Description of the examples of embodiment

[0032] A method and a device for controlling an adaptive speed regulation system of a vehicle will now be described in the following with joint reference to Figures 1 to 4. The same elements are identified with the same reference signs throughout the description which follows.

[0033] According to a particular and non-limiting example of embodiment of the present invention, the control of an adaptive cruise control system, called ACC system, of a first vehicle having as target a second vehicle traveling in front of the first vehicle comprises the detection of the triggering of one or more indicators of the first vehicle. Following this detection, a value representative of an inter-vehicle time (called TIV), corresponding to the TIV or to an inter-vehicle distance (called DIV), serving as a setpoint for the ACC system of the first vehicle is adjusted according to a determined profile, which profile comprises a first phase of reducing the TIV without exceeding a determined minimum TIV value and a second phase of increasing the TIV, which second phase is implemented when at least one condition of a determined set of conditions is implemented.The conditions forming the set of conditions relate to the behavior of the first vehicle once the activation of the indicators is detected, this set of conditions being thus associated with a change of lane of the first vehicle. The ACC system of the first vehicle is then controlled according to this TIV value.

[0034] Detecting the actuation of the turn signals of the first vehicle makes it possible to take into consideration an intention to change lane in the control of the ACC system. Controlling the TIV value according to the determined profile makes it possible to take into account the desire of the driver of the first vehicle to change lane (materialized by the actuation of the turn signals) while ensuring safe control of the speed of the first vehicle according to the behavior of the first vehicle once the turn signals are activated.

[0035] [Fig. 1] schematically illustrates a first vehicle 10 following a second vehicle 11 on a portion of road in an environment 1, according to a particular and non-limiting exemplary embodiment of the present invention.

[0036] [Fig.l] illustrates a first vehicle 10, for example a motor vehicle, carrying one or more sensors configured to detect the presence of objects in the environment 1 of the first vehicle 10. According to other examples, the first vehicle 10 corresponds to a coach, a bus, a truck, a utility vehicle or a motorcycle, that is to say to a vehicle of the motorized land vehicle type.

[0037] The first vehicle 10 corresponds to a vehicle circulating under the total supervision of a driver or traveling in an autonomous or semi-autonomous mode. The first vehicle travels according to a level of autonomy equal to 0 or according to a level of autonomy ranging from 1 to 5 for example, according to the scale defined by the American federal agency which has established 5 levels of autonomy ranging from 1 to 5, level 0 corresponding to a vehicle having no autonomy, the driving of which is under the total supervision of the driver, level 1 corresponding to a vehicle with a minimal level of autonomy, the driving of which is under the supervision of the driver with minimal assistance from an AD AS system, and level 5 corresponding to a completely autonomous vehicle.

[0038] According to the example of [Fig.l], the first vehicle 10 travels on a portion of road with two traffic lanes 1001, 1002. The first vehicle 10 travels for example on the right traffic lane 1001, the two traffic lanes 1001 and 1002 being in the same direction of travel. The right traffic lane 1001 corresponds for example to the traffic lane considered to be the slowest and the left traffic lane 1002 corresponds to the traffic lane considered to be the fastest.

[0039] The concepts of right and left are defined according to the direction of travel of the first vehicle 10. The “slowest” traffic lane is on the right in countries where vehicles travel in the right-hand lane (countries such as France, for example). The “slowest” traffic lane is on the left in countries where vehicles travel in the left-hand lane (countries such as the United Kingdom, for example).

[0040] According to the example of [Fig.l], the first vehicle 10 follows a second vehicle 11, at a determined distance which can vary over time (depending on the dynamic behavior of the first vehicle 10 and the second vehicle 11), the second vehicle 11 traveling on the same traffic lane 1001 as the first vehicle 10 and in the same direction as the first vehicle 10.

[0041] 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 returned by one or more objects (for example the second vehicle 11 located in front of the first vehicle 10 according to the example of [Fig.l]), with the aim of detecting obstacles and their distances from the first vehicle 10; and / or - one or more LIDAR(s) (from the English “Light Detection And Ranging”, or “Light Detection and Distance Estimation” in French), a LIDAR sensor corresponding to an optoelectronic system composed of a laser emitting device, a receiving device comprising a light collector (to collect the part of the light radiation emitted by the emitter and reflected by any object located on the path of the light rays emitted by the transmitter) 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 (associated or not with a depth sensor) for the acquisition of one or more images of the environment around the first vehicle 10 located in the field of vision of the camera(s).

[0042] The data obtained from this or these sensors vary according to the type of sensor. When it is a radar or a LIDAR, the data correspond for example to distance data between points of the detected object and the sensor. Each detected object is thus represented by a point cloud (each point corresponding to a point of the object receiving the radiation emitted by the sensor and reflecting at least part of this radiation), the point cloud representing the envelope (or part of the envelope) of the detected object as seen by the sensor and ultimately by the vehicle 10 carrying the sensor. When it is a video camera, the data correspond to data associated with each pixel of the acquired image(s), for example gray level values ​​coded on for example 8, 10, 12 or more bits for each color channel, for example RGB (from the English “Red, Green, Blue” or in French “Rouge, vert, bleu”).These data make it possible, for example, to determine the successive positions taken by an object moving in the environment 1, for example the second vehicle 11, and to deduce therefrom one or more dynamic parameters of the moving object such as the speed and / or the acceleration. These data also make it possible to determine the lines on the ground in order, for example, to participate in determining whether the second vehicle 11 and the first vehicle 10 belong to the same traffic lane, for example.

[0043] The data acquired by the on-board sensor(s) feed, for example, one or more driving assistance systems, known as AD AS (Advanced Driver-Assistance System) on board the first vehicle 10. Such an AD AS system is configured to assist, or even replace, the driver of the first vehicle 10 to control the first vehicle 10 on its route.

[0044] According to an example, the first vehicle 10 has an AD AS system corresponding to an automatic speed regulation system, called an ACC system. When the ACC system is activated, the ACC system aims to achieve a set acceleration, called Aconsigne(t), which varies over time 't' and which makes it possible to maintain or reach a regulation speed and / or to maintain a determined safety distance from the second vehicle 11 upstream of the first vehicle. 10, that is to say of a target vehicle traveling in front of the first vehicle 10 in the same direction of travel on the same traffic lane. The data obtained from the sensor(s) embedded in the first vehicle 10 allow the ACC system of the first vehicle 10 to establish a target acceleration value Acibie(t) over time 't'. The target acceleration AciWe(t) becomes an acceleration setpoint Aconsigne(t). The ACC system or a computer of this system transmits for example the acceleration setpoints Aconsigne(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 setpoints to be generated by the powertrain to comply with the acceleration setpoints Aconsigne(t) and regulate the speed of the first vehicle 10.

[0045] A target acceleration value is for example determined at a current time 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 m.s2) is for example calculated from setpoint parameters supplied to the ACC system, such as for example a target speed, a distance or a target inter-vehicle time (DIV or TIV), these parameters being recorded 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, called HMI.

[0046] A process for controlling the ACC system of the first vehicle 10 having the second vehicle 11 as the target vehicle is advantageously implemented by the first vehicle 10, that is to say by a computer or a combination of computers of the on-board system of the first vehicle 10, for example by the computer(s) responsible for controlling the ACC system.

[0047] 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.

[0048] A flashing light (also called a turn signal) advantageously corresponds to lighting 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).

[0049] The lighting of a flashing light is generally orange in color and a flashing light, when activated, emits light discontinuously. The flashing frequency is for example between 60 and 120 flashes. per minute, for example 90 flashes per minute.

[0050] The triggering 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 lane to move onto the lane 1002 located to the left of the current lane 1001 of the first vehicle 10.

[0051] The flashing lights of the first vehicle 10 are advantageously controlled by one or more computers of the on-board system of the first vehicle 10. The on-board system of the first vehicle 10 comprises a set of computers connected to each other by one or more communication buses. These computers form, for example, a multiplexed architecture for carrying out various services useful for the proper functioning of the first vehicle 10 and for assisting the driver and / or the passengers of the vehicle in controlling the first vehicle 10, for example by controlling the ACC system and / or the activation and deactivation of each of the flashing lights of the vehicle as a function of control signals received from control members arranged, for example, in the passenger compartment of the first vehicle 10, these control signals circulating on the multiplexed architecture.The computers exchange data between themselves via one or more computer buses, for example a communication bus of the CAN (Controller Area Network), CAN FD (Controller Area Network Flexible Data-Rate), FlexRay (according to the ISO 17458 standard) or Ethernet (according to the ISO / IEC 802-3 standard).

[0052] The detection of the activation of the indicators 1001 is thus for example obtained by the reception of a binary type wired information acquired by the computer or the intelligent service box, called BSI, of the first vehicle 10 when this information is transmitted on the wired network, for example the data bus, of the on-board system of the first vehicle 10. Such information corresponds to a binary value taking a first value when the indicators are active or activated and a second value when the indicators are inactive or deactivated. Such information is for example transmitted by the BSI to the computer in charge of the process via the data bus connecting these two computers.

[0053] In a second operation, a value representative of an inter-vehicle time (hereinafter called TIV value) is adjusted following the detection of the activation of the indicators 101 according to a determined profile, as a function of the time 't'.

[0054] The value of TIV corresponds to a control or setpoint parameter of the ACC system and corresponds to the inter-vehicle time (expressed in seconds) or the inter-vehicle distance (expressed in meters). The TIV and the DIV are correlated to each other with the speed 'V' of the first vehicle 10 according to the following formula: TIV = DIV / V.

[0055] The TIV value is advantageously controlled according to a first phase during which the TIV value is reduced according to a decreasing function of time. The first phase is advantageously initiated or implemented when the following conditions are met: - detection of the actuation of the indicator(s) of the first vehicle 10; and - presence of a target vehicle (the second vehicle 11 according to the example of [Fig.l]) in the current traffic lane 1001 of the first vehicle 10.

[0056] A minimum value of TIV is advantageously associated with the first phase, this minimum value corresponding to the lower limit below which the value of TIV cannot fall, that is to say that if the value of TIV reaches this minimum value during the first phase, then the value of TIV no longer decreases and remains equal to the minimum value.

[0057] The TIV value is further advantageously controlled according to a second phase (temporally subsequent to the first phase) during which the TIV value is increased according to an increasing function of time. The second phase is advantageously initiated or implemented when at least one condition of a determined set of conditions is verified, the conditions of the set being associated with a behavior of the first vehicle 10 following the initiation of the first phase and therefore following the detection of the actuation of one or more indicators 101.

[0058] The set of conditions includes, for example, all or part of the following conditions: - a duration of the first phase reaches a first determined threshold value. Such a condition is for example checked by triggering a first time counter at the start of the first phase (for example upon detection of the activation of the indicators when the ACC system has as target vehicle a vehicle traveling in front of the first vehicle in the current traffic lane 1001 of the first vehicle 10) and by comparing the value taken by the first counter with a first determined threshold time value (for example equal to 10s), this condition being verified when the value of the first counter reaches this first determined threshold time value; - an occurrence of a change of target vehicle in the current traffic lane for the ACC system. Such a condition is for example checked by determining whether the ACC system takes as target vehicle a vehicle traveling in front of the first vehicle in the current traffic lane 1001 of the first vehicle 10 and different from the target vehicle at the time of detection of the triggering of the turn signals, that is to say different from the second vehicle 11. Thus, if a third vehicle is taken as target by the ACC system after detection of the triggering of the turn signals, then this condition is verified; - a duration during which the value of TIV is equal to the minimum value of TIV reaches a second determined threshold value. Such a condition is for example controlled by triggering a second time counter when the value of TIV reaches the minimum value of TIV set as a parameter of the first phase, and by comparing the value taken by the second counter with a second determined threshold time value (for example equal to 3 s), this condition being verified when the value of the second counter reaches this second determined threshold time value; and - a speed of the first vehicle is lower than a determined threshold speed. Such a condition is for example checked by comparing the current speed of the first vehicle 10 to the threshold speed (for example equal to 50 km / h) after the start of the first phase, this condition being verified when the current speed of the first vehicle 10 reaches this threshold speed; and- a lateral movement of the first vehicle 10 is oriented towards a side of the first vehicle opposite to an actuation side of the at least one turn signal. Such a condition is controlled by analyzing the lateral movement of the first vehicle 10, for example based on data received from a camera on board the first vehicle 10 to determine the lateral movement of the first vehicle relative to one or more road marking lines detected from the camera data; according to another example, the lateral movement is detected from data received from an on-board inertial measurement unit, called IMU (from the English "Inertial Measurement Unit" or in French "Unité de mesure inertielle"), the condition being verified when the first vehicle moves towards the side opposite to the side of the first vehicle 10 on which the turn signals that have been triggered are arranged.Such a condition makes it possible to check that the first vehicle is moving towards the traffic lane adjacent to the current traffic lane located on the side indicated by the indicators.

[0059] Each of the conditions listed above is representative of an absence of initiation of overtaking of the second vehicle 11 by the first vehicle 10.

[0060] Thus, if the vehicle 10 changes lane sufficiently quickly, i.e. during the first phase, the vehicle 10 will benefit from an acceleration allowed by the reduction of the TIV to quickly enter the target lane of the lane change, i.e. the second lane 1002 according to the example of [Fig.l]. During this first phase, the first vehicle 10 accelerates due to the reduction of the TIV, which allows it to change lane more quickly while remaining at a safe distance from the second vehicle (which corresponds for example to the minimum value of TIV). The lane change in this first phase is done with greater safety for the first vehicle 10 which can quickly enter the second lane 1002, with a high speed, which allows it for example to inserting itself in front of another vehicle which would be traveling on the second traffic lane 1002 behind the first vehicle 10 at the moment when the first vehicle 10 initiates the lane change.

[0061] Limiting the duration of the first phase and / or setting a minimum value for the TIV makes it possible to guarantee minimum and sufficient safety for the first vehicle 10 by limiting the first phase during which the first vehicle 10 approaches the second vehicle 11 which precedes it on the first traffic lane 1001.

[0062] After the end of the first phase, the first vehicle 10 decelerates due to an increase in the TIV. It then becomes more dangerous and more uncomfortable for the first vehicle 10 to change lanes. Indeed, an acceleration necessary to change lanes will then take longer than in the first phase, the first vehicle 10 being in a deceleration phase. A lane change initiated in this phase would prove more dangerous, particularly in the situation where another vehicle is traveling in the second lane 1002 approaching the first vehicle 10 at the moment when the latter initiates the lane change.

[0063] [Fig.2] illustrates a diagram 2 representing an example of a profile of variation or adjustment of the value of TIV (noted TIV on the ordinate of diagram 2) as a function of time (noted 't on the abscissa of the diagram).

[0064] [Fig.2] represents 2 profiles of variation of the TIV as a function of time 't', with a first profile represented by a continuous solid line comprising 3 phases 21 to 23 and a second profile 200 represented by points. The first profile represents the TIV determined by the ACC system and corresponding to a target TIV and the second profile represents the TIV obtained from the target TIV, that is to say the TIV respected by the vehicle 10 by following the target TIV. The time difference between the first profile and the second profile (which corresponds to the real or observed TIV) is for example due to the inertia of the vehicle 10 for the implementation of the acceleration or deceleration with respect to a setpoint.

[0065] The function between the value of TIV and the time 't' according to the example of [Fig.2] includes: - a first part or first phase 21 according to which the TIV value decreases as a function of time 't' according to, for example, a decreasing linear function, with a negative slope equal to, for example, - 0.5 s / s. According to other examples, the slope is equal to - 0.4, - 0.45, - 0.55 or - 0.6 s / s. The TIV value begins to decrease from an instant 'tl' corresponding to the instant of detection of the activation of the indicators, the TIV value having as its initial value a maximum value, noted 'TIVmax', corresponding to the TIV value set as the TIV setpoint before the indicators 101 have been activated. This maximum value corresponds, for example, to the setpoint value previously configured by the driver of the first vehicle 10 or corresponds to a default value of the ACC system; - a second part or first phase 22 subsequent to the first phase 21. In this second phase 22, the TIV value increases as a function of time 't' according to, for example, an increasing linear function, with a positive slope equal to, for example, + 0.1 s / s. According to other examples, the slope is equal to + 0.08, + 0.15 or + 0.2 s / s. The TIV value begins to increase from an instant 't2' subsequent to 'tl', 't2' corresponding, for example, to the instant at which one or more of the conditions listed previously is / are fulfilled or verified. According to the example in [Fig. 2], the TIV value begins with the minimum TIV value, noted 'TIVmin' (which corresponds, for example, to the minimum TIV value set for the first phase 21), to reach the value 'TIVmax'; and - a third phase 23 located between the end of the first phase 21 and the beginning of the second phase 22.

[0066] According to the example of [Fig.2], the second phase 22 is triggered because: - the duration of the time interval between t1 and t2 has reached the first determined threshold value, this first threshold value being for example equal to 8, 9, 10, 11, 12 or 15 s; and / or - the second vehicle 11 is replaced by a third vehicle as the target vehicle of the ACC system at time 't2'; and / or - the duration during which the value of TIV is equal to TIVmin has reached the second threshold value determined at time 't2', this second threshold value being for example equal to 2, 3, 4 or 5 s; and / or - the speed of the first vehicle 10 has reached the threshold speed at time 't2', this threshold speed being for example equal to 40, 45, 50, 55, 60, 65 km / h; and / or - the first vehicle 10 moves to the right at time 't2' while the left indicators are activated (or conversely the first vehicle 10 moves to the left at time 't2' while the right indicators are activated).

[0067] According to a particular embodiment, the minimum value of TIV ('TIVmin') corresponding to the floor value of the first phase is a function of the value of TIV (denoted 'TIVmax' in [Fig.2]) at the instant of detection of the indicator(s) 101.

[0068] According to this example, the minimum value of TIVmin is for example equal to: - a first value equal to 0.6 s when the value of 'TIVmax' is equal to 1 s; - a second value equal to 1 s when the value of 'TIVmax' is equal to 1.5 s; and - a third value equal to 1.4 s when the value of 'TIVmax' is equal to 2 s.

[0069] In a third operation, the ACC system of the first vehicle 10 is controlled according to the TIV value adjusted in the second operation.

[0070] Thus, according to this process, if the first vehicle 10 does not finally trigger the lane change towards the traffic lane 1002 (on the side of the indicators 101 according to the example of [Fig.2]) before a time limit, for example to trigger the overtaking of the second vehicle 11, then the value of TIV will gradually rise to reach the setpoint which was set before the triggering of the indicators 101 was detected. Such a process allows the first vehicle 10 to accelerate during the first phase 21 to, for example, overtake the second vehicle 11 more quickly, while guaranteeing the safety of the first vehicle 10 via the minimum value of TIV ('TIVmin') and the triggering of the second phase 22 if at least one of the conditions of the set of conditions listed above is verified.

[0071] [Fig. 3] schematically illustrates a device 3 configured to control the ACC system of a vehicle, for example of the first vehicle 10, according to a particular and non-limiting exemplary embodiment of the present invention. The device 3 corresponds for example to a device on board the first vehicle 10, for example a computer.

[0072] The device 3 is for example configured for the implementation of the operations described with regard to figures 1 and 2 and / or the steps of the method described with regard to [Fig.4]. Examples of such a device 3 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 3, individually or in combination, can be integrated in a single integrated circuit, in several integrated circuits, and / or in discrete components. The device 3 can be produced in the form of electronic circuits or software (or computer) modules or even a combination of electronic circuits and software modules.

[0073] The device 3 comprises one (or more) processor(s) 30 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 3. The processor 30 may include integrated memory, an input / output interface, and various circuits known to those skilled in the art. The device 3 further comprises at least one memory 31 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.

[0074] 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 31.

[0075] According to various particular and non-limiting embodiments, the device 3 is coupled in communication with other similar devices or systems (for example other computers) and / or with communication devices, for example example a TCU (from the English “Telematic Control Unit” or in French “Telematic Control Unit”), for example via a communication bus or through dedicated input / output ports.

[0076] According to a particular and non-limiting exemplary embodiment, the device 3 comprises a block 32 of interface elements for communicating with external devices. The interface elements of the block 32 comprise one or more of the following interfaces: - 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; - USB interface (from the English “Universal Serial Bus” or “Universal Serial Bus” in French); - HDMI interface (from the English “High Definition Multimedia Interface” or “High Definition Multimedia Interface” in French); - LIN interface (from the English “Local Interconnect Network”).

[0077] According to another particular and non-limiting exemplary embodiment, the device 3 comprises a communication interface 33 which makes it possible to establish communication with other devices (such as other computers of the on-board 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 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).

[0078] According to a particular and non-limiting exemplary embodiment, the device 3 can provide output signals to one or more external devices, such as a display screen, touch-sensitive or not, one or more speakers and / or other peripherals (projection system) via respective output interfaces. According to a variant, one or other of the external devices is integrated into the device 3.

[0079] [Fig.4] illustrates a flowchart of the different steps of a method for controlling an ACC system of a vehicle, for example of the first vehicle 10, according to a particular and non-limiting example of embodiment of the present invention. The method is for example implemented by a device on board the first vehicle 10 or by the device 3 of [Fig.3].

[0080] In a first step 41, the triggering of at least one indicator of the first vehicle is detected.

[0081] In a second step 42, a value representative of a set inter-vehicle time, called TIV value, of the ACC system is adjusted following the detection of the triggering of at least one indicator, the adjustment comprising: - a first phase of reduction of the TIV value following the detection of the triggering of at least one indicator, a minimum value determined for the TIV value being associated with the first phase; and - a second phase of increasing the TIV value following the first phase, the second phase being triggered when at least one condition of a set of conditions associated with a change of traffic lane of the first vehicle is verified.

[0082] In a third step 43, the ACC system is controlled according to the adjusted TIV value.

[0083] According to a variant, the variants and examples of the operations described in relation to [Fig.l] and / or 2 apply to the steps of the method of [Fig.4].

[0084] Of course, the present invention is not limited to the exemplary embodiments described above but extends to a method for controlling a vehicle, for example an autonomous vehicle, which would include secondary steps without thereby departing from the scope of the present invention. The same would apply to a device configured for implementing such a method.

[0085] The present invention also relates to an adaptive cruise control system for a vehicle comprising the device 3 of [Fig.3].

[0086] The present invention also relates to a vehicle, for example a motor vehicle or more generally an autonomous land-based motor vehicle, comprising the device 3 of [Fig.3] or the adaptive vehicle speed regulation system above.

Claims

Claims

1. Method for controlling an adaptive cruise control system, called ACC system, of a first vehicle (10), said first vehicle (10) traveling behind a second vehicle (11) in a current traffic lane (1001) of a portion of road, said second vehicle (11) corresponding to a target vehicle of said ACC system, said method comprising the following steps: - detection (41) of a triggering of at least one indicator (101) of said first vehicle (10); - adjustment (42) of a value representative of a set inter-vehicle time, called TIV value, of said ACC system upon detection of said triggering of the at least one indicator (101), said adjustment comprising: • a first phase (21) of reducing said TIV value following said detection of said triggering of the at least one indicator (101), a minimum value determined for said TIV value being associated with said first phase;and • a second phase (22) of increasing said TIV value following said first phase (21), said second phase being triggered when at least one condition of a set of conditions associated with a change of traffic lane of said first vehicle (10) is verified; - control (43) of said ACC system as a function of said TIV value.;

2. Method according to claim 1, for which a target TIV value is associated with said second phase (22), said target TIV value corresponding to the TIV value at the instant of detection of actuation of said at least one indicator (101).

3. A method according to claim 1 or 2, wherein said set of conditions comprises: - a duration of said first phase (21) reaches a first determined threshold value; and - an occurrence of a change of target vehicle in said current traffic lane (1001) for said ACC system; and - a duration during which said TIV value is equal to said minimum TIV value reaches a second determined threshold value; and - a speed of said first vehicle (10) is less than a speed determined threshold; and - a lateral movement of said first vehicle (10) is oriented towards a side of said first vehicle opposite to an actuation side of said at least one indicator.

4. Method according to claim 3, for which: - said first threshold value is equal to 10 s; and / or - said second threshold value is equal to 3 s; and / or - said threshold speed is equal to 50 km / h.

5. Method according to one of claims 2 to 4 as a dependency of claim 2, for which said minimum TIV value is a function of said TIV value at the instant of detection of said at least one indicator (101).

6. Method according to claim 5, for which said minimum TIV value is equal to: - a first value equal to 0.6 s when said TIV value at the instant of detection of said at least one flashing light (101) is equal to 1 s; - a second value equal to 1 s when said TIV value at the instant of detection of said at least one flashing light (101) is equal to 1.5 s; and - a third value equal to 1.4 s when said TIV value at the instant of detection of said at least one flashing light (101) is equal to 2 s.

7. Method according to one of claims 1 to 6, for which a reduction in the TIV value during said first phase (21) is a function of time according to a slope equal to -0.5 s / s and an increase in the TIV value during said second phase (22) is a function of time according to a slope equal to 0.1 s / s.

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 (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.

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