Method and device for controlling the trajectory of a vehicle based on the risk of a pedestrian crossing obscured by another vehicle

Abstract

The present invention relates to a method and device for controlling the trajectory of a first vehicle (10) traveling on a traffic lane (1001) in a road environment (1). Specifically, the method comprises receiving first data representing the traffic lane, second data representing the position of a second vehicle (11) parked along the traffic lane, and third data representing the position and movement of a pedestrian (12) obscured by the second vehicle. A first distance separating the pedestrian from a lane boundary is compared to a threshold distance, and the pedestrian's state is determined based on the third data, the pedestrian's state being either moving or static. The trajectory of the first vehicle is then controlled based on the result of the comparison, the pedestrian's state, and the first and second data. (See Figure 1 for an abbreviation.)

Description

Title of the invention: Method and device for controlling a vehicle trajectory based on the risk of a pedestrian crossing while masked by another vehicle Technical field

[0001] The present invention relates to methods and devices for controlling a trajectory 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. Technological background

[0002] Road safety is one of the major challenges facing our societies. 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.

[0003] To improve road safety, some contemporary vehicles are equipped with driver assistance functions or systems, known as AD AS (Advanced Driver-Assistance System). AD AS systems, for example, implement methods based on knowledge of the road environment in which the vehicle is traveling. Knowledge of this environment is, for example, obtained from data obtained from sensors embedded in the vehicle and communicated to these AD AS systems in order to process this data.

[0004] These data include in particular data representative of the presence and position of objects or users in the vicinity of the vehicle as well as data relating to the road network, these data being used by one or more AD AS systems, for example to control the speed or trajectory of the vehicle depending on the presence of objects or users.

[0005] Some of the data obtained from sensors makes it possible in particular to increase the safety and efficiency of driving a vehicle, sensors being able to perceive more information than a driver. Summary of the present invention

[0006] An object of the present invention is to solve at least one of the problems of the technological background described above.

[0007] Another object of the present invention is to improve the operation of a vehicle driving assistance system.

[0008] Another object of the present invention is to improve the control of a trajectory of a vehicle in the presence of pedestrians, in particular those hidden by objects such as another vehicle.

[0009] According to a first aspect, the present invention relates to a method for controlling a trajectory of a first vehicle, the first vehicle traveling on a traffic lane of a road environment, the method comprising the following steps: - reception of initial data representative of the traffic lane; - receiving second data representative of a position of a second vehicle parked along the traffic lane from a first sensor on board the first vehicle; - reception of third data representative of a position and movement of a pedestrian masked by the second vehicle from a second sensor on board the first vehicle; - comparison of a first distance separating the pedestrian from a limit of the traffic lane to a threshold distance, the first distance being determined according to the first and third data; - determination of a state of the pedestrian based on the third data, the state of the pedestrian corresponding to a mobile state or a static state; - control of the trajectory of the first vehicle based on a result of the comparison, the state of the pedestrian and the first and second data.

[0010] Such a method thus allows the first vehicle to adapt its trajectory according to the presence and mobility of a pedestrian masked by a second vehicle. The trajectory of the first vehicle thus limits the risk of collision of the first vehicle with the masked pedestrian, who would then not have been seen by the driver of the first vehicle.

[0011] According to a variant of the method, the trajectory is controlled so as to: - stop the first vehicle so as not to exceed a limit associated with the second vehicle if the first distance is less than the threshold distance or the pedestrian's status is mobile, or - apply a lateral offset of the first vehicle in the traffic lane if the first distance is greater than or equal to the threshold distance and the pedestrian status is static, the limit associated with the second vehicle being defined based on the second data.

[0012] Thus, the first vehicle stops if the pedestrian is likely to cross. In the case where the risk of the pedestrian crossing is low, the first vehicle moves or swerves laterally to increase the distance separating it from the pedestrian.

[0013] According to yet another variant of the method, the lateral offset corresponds to an offset along a side of the traffic lane furthest from a position of the pedestrian, the lateral offset being applied at a second distance upstream, in a direction of travel of the first vehicle, from the limit associated with the second vehicle and no longer being applied at a third distance downstream from the limit associated with the second vehicle.

[0014] According to an additional method variant, the first sensor belongs to a set of sensors comprising: - a camera, - a radar, and - a lidar.

[0015] According to another variant of the method, the second sensor is a thermal camera.

[0016] According to yet another variant of the method, the threshold distance is equal to 50cm.

[0017] According to a second aspect, the present invention relates to a device for controlling a trajectory 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.

[0018] 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.

[0019] 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.

[0020] 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.

[0021] 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.

[0022] 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.

[0023] 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 can in particular be downloaded from an Internet-type network.

[0024] 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

[0025] 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:

[0026] [Fig.l] schematically illustrates a road environment 1 in which a vehicle moves, according to a particular and non-limiting exemplary embodiment of the present invention;

[0027] [Fig.2] schematically illustrates a device configured to control a trajectory of the vehicle of [Fig.l], according to a particular and non-limiting exemplary embodiment of the present invention;

[0028] [Fig.3] illustrates a flowchart of the different stages of a control process of a trajectory of the vehicle of [Fig.l], according to a particular and non-limiting exemplary embodiment of the present invention. Description of examples of implementation

[0029] A method and a device for controlling a trajectory 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.

[0030] The terms "first(s)", "second(s)" (or "first(s)", "second(s)"), etc. are used in this document by arbitrary convention to enable different elements (such as operations, means, etc.) implemented in the embodiments described below to be identified and distinguished. Such elements may be distinct or correspond to a single element, depending on the embodiment.

[0031] According to a particular and non-limiting example of embodiment of the present invention, the control of a trajectory of a vehicle, for example by a computer of the vehicle, the vehicle traveling on a traffic lane of a road environment.

[0032] Indeed, the method comprises receiving first data representative of the traffic lane, second data representative of a position of a second vehicle parked along the traffic lane and third data representative of a position and a movement of a pedestrian masked by the second vehicle.

[0033] A first distance separating the pedestrian from a limit of the traffic lane is compared to a threshold distance and a state of the pedestrian is determined based on the third data, the state of the pedestrian corresponding to a mobile state or a static state.

[0034] The trajectory of the first vehicle is then controlled based on a result of the comparison, the state of the pedestrian and the first and second data.

[0035] [Fig. 1] schematically illustrates an environment 1 in which a vehicle operates, according to a particular and non-limiting exemplary embodiment of the present invention.

[0036] The vehicle, subsequently called first vehicle 10, corresponds for example to a motor vehicle moving in a road environment 1 comprising one or more roads or portions of road.

[0037] The first vehicle 10 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. The first vehicle 10 thus corresponds for example 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.

[0038] The first vehicle 10 corresponds for example to a vehicle traveling in an autonomous or semi-autonomous mode. The first vehicle 10 travels for example according to a level of autonomy greater than or equal to 2, 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.

[0039] 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.

[0040] The concepts of right and left are defined according to the direction of travel of the first vehicle 10. The example in [Fig.l] corresponds to an example in which the vehicles travel on the right, as in France. The invention is however not limited to such an example and extends to all road configurations, including those where the vehicles travel on the left.

[0041] The front and rear of the first vehicle 10 as well as the left and right of the first vehicle 10 are defined according to a direction of travel of the first vehicle 10.

[0042] In the remainder of the description, the notions of front, rear, left and right will be defined according to the direction of travel of the first vehicle 10.

[0043] The first vehicle 10 has one or more driving assistance systems, called AD AS (from the English “Advanced Driver-Assistance System” or in French “Advanced Driving Assistance System”). Such AD AS systems are configured to assist, or even replace, the driver of the first vehicle 10 to control the first vehicle 10 on its route.

[0044] The first vehicle 10 for example carries one or more of the following AD AS systems for this purpose: - adaptive cruise control system, known as ACC (from the English “Adaptive Cruise Control”), - predictive cruise control, known as the P-ACC system (from the English “Predictive-Adaptive Cruise Control”), - intelligent speed adaptation system, known as ISA system (from the English “Intelligent Speed ​​Adaptation”), - curve speed adaptation system, known as CSA system (from the English “Curve Speed ​​Assist”), - electronic stability control system, known as ESC (Electronic Stability Control), DSC (Dynamic Stability Control) or ESP (Electronic Stability Program), - lane keeping assistance system, known as LKA (Lane-Keeping Assist) or LPA (Lane Positioning Assist), - semi-automatic lane change system, known as SALC (Semi Automatic Lane Change) system, and / or - object detection system, called ODS system (from the English “Object Detection System”).

[0045] The examples of AD AS systems in the list above are provided for illustrative purposes and are not limiting, this list not being exhaustive.

[0046] The AD AS systems on board the first vehicle 10 are for example supplied with data obtained from one or more on-board sensors, such as for example radars, LIDARs and / or optical, thermal or micro-bolometer cameras, and / or data received from a communication infrastructure.

[0047] The sensor(s) associated with these object detection systems correspond, for example, to 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 first vehicle 10; each radar is adapted to emit electromagnetic waves and to receive the echoes of these waves returned by one or more objects, with the aim of detecting obstacles and their distances from the vehicle; and / or - one or more LIDAR(s) (from the English “Light Detection And Ranging”, or “Light Detection and Ranging” 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 in the path of the light rays emitted by the emitter) and a photodetector which transforms the collected light into an electrical signal; a LIDAR sensor thus makes it possible to detect the presence of objects 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 vehicle located in the field of vision of the camera(s), a camera being for example sensitive to waves whose wavelength belongs to the visible range (400 to 700nm) and / or a thermal camera for example sensitive to waves in the infrared range (700 to 1000nm).

[0048] The data obtained from this or these sensors vary according to the type of sensor. When it is a radar or a LIDAR, the first 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 carrying the sensor. When it is a video camera, the first 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”).

[0049] The speed of an object is for example determined by analyzing the movement of the object between several data acquisitions at consecutive given times, for example taking into account the movement of the first vehicle 11.

[0050] According to a particular embodiment, the first vehicle 10 carries a communication system configured to communicate with one or more remote devices via a wireless communication network infrastructure. The remote device corresponds for example to a cloud server. The wireless communication infrastructure comprises for example a set of communication devices of the cellular network antenna type of the LTE 4G or 5G or UBR type (Roadside Unit).

[0051] The communication system of the first vehicle 10 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 10, in particular one or more computers responsible for controlling the AD AS systems of the vehicle 10. 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 first vehicle 10 and for assisting the driver and / or the passengers of the first vehicle 10 in its control.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 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) data bus type.

[0052] The wireless communication system allowing the exchange of data between the first vehicle 10 and the remote device(s) corresponds for example to: - a vehicle-to-infrastructure (V2I) communication system, for example based on the 3GPP LTE-V or IEEE 802.1 lp ITS G5 standards; or - a cellular network type communication system, for example an LTE (Long-Term Evolution), LTE-Advanced, LTE 4G or 5G type network; or - a Wifi type communication system according to IEEE 802.11, for example according to IEEE 802.1 In or IEEE 802.1 lac.

[0053] According to another particular example of embodiment, the first vehicle 10 carries a receiver of a satellite geolocation system of the GPS type (from the English “Global Positioning System” or in French “Système mondial de positioning”) or the Galileo system for example in communication with a computer of the on-board system of the first vehicle 10. The satellite geolocation system is, for example, associated with a map.

[0054] The mapping comprises, for example, a road map in which the roads constituting the road network on which the first vehicle 10 is traveling are located and referenced. This road map comprises different sections or different portions of roads and connections between these different portions called intersections, as well as, for example, topological, geometric, regulatory information such as speed limits or priority regimes and of events.

[0055] The road environment 1 comprises for example a first traffic lane 1001 on which the first vehicle 10 is traveling at a current time, the first traffic lane 1001 being for example adjacent to a second traffic lane 1002. The direction of travel on the second traffic lane 1002 is for example opposite to the direction of travel in the first traffic lane 1001. According to another example, the direction of travel is identical in the first 1001 and second 1002 traffic lanes.

[0056] Mapping data (or cartographic data) are advantageously received by the first vehicle 10, for example as the first vehicle 10 moves.

[0057] The map data of the environment 1 are received, for example via a wireless link from the server via the wireless communication infrastructure and the wireless communication system of the first vehicle 10.

[0058] These data are for example received as the first vehicle 10 moves according to a V2X communication mode (from the English “Vehicle-to-Everything” or in French “Véhicule vers tout”), for example according to an I2V mode (from the English “Infrastructure-to-Vehicle” or in French “Infrastructure vers véhicule”)•

[0059] The received mapping data advantageously comprises data representative of the type of traffic lane 1001 to come in a determined horizon (for example in a distance interval equal to 1000, 1500, 2000 or 2500 m starting from the position of the first vehicle 10 at the time of reception of the mapping data).

[0060] A process for controlling a trajectory of the vehicle 10 traveling on the traffic lane 1001 is advantageously implemented by the first vehicle 10, for example by one or more processors of one or more computers on board the first vehicle 10.

[0061] In a first operation, first data representative of the traffic lane 1001 are received, for example by a computer.

[0062] These first data are for example obtained from one of the vehicle's sensors and / or from a remote server. These first data include, for example: - traffic lane type 1001, - a maximum speed permitted on traffic lane 1001, - a type of environment, for example urban or extra-urban, - the width of traffic lane 1001, - the distance at which the first vehicle 10 is placed from a first lateral limit of the traffic lane 1001 located to the right of the first vehicle 10, a lateral limit of the traffic lane 1001 being for example defined by a continuous or broken line, by a border or by a change of road surface, and - the distance at which the first vehicle 10 is placed from a second lateral limit opposite the first lateral limit of the traffic lane 1001, the second lateral limit being located to the left of the first vehicle 10.

[0063] Thus, the first vehicle 10 is placed, for example, in the middle of the traffic lane 1001 or along the first lateral boundary of the traffic lane.

[0064] In a second operation, second data representative of a position of a second vehicle 11 parked along the traffic lane 1001 are received, the second data being obtained from a first sensor on board the first vehicle 10.

[0065] According to a particular embodiment, the second vehicle 11 is located on the right side of the traffic lane 1001. Of course, the operations which follow can be transposed for a second vehicle 11 located on the left side of the traffic lane 1001, the process not being limited to a second vehicle 11 present on the right side of the traffic lane 1001.

[0066] The second vehicle 11 is located in front of the first vehicle 10, that is to say that the first vehicle 10 has not yet reached the second vehicle 11.

[0067] According to a particular exemplary embodiment, the first sensor belongs to a set of sensors comprising: - a camera, - a radar, and - a lidar.

[0068] In a third operation, third data representative of a position and a movement of a pedestrian 12 masked by the second vehicle 11 are received, the third data being obtained from a second sensor on board the first vehicle 10.

[0069] According to a particular embodiment, the second sensor is a thermal camera. Such a thermal camera has, for example, a micro-bolometer type sensor. Some of these sensors are able to detect a pedestrian 12 behind the second vehicle 11 even if this pedestrian 12 is masked, the sensor being able to “see” through certain materials, as explained by Jean-Louis COUTAZ, University Professor at the Institute of Microelectronics, Electromagnetism and Photonics - Hyperfrequency and Characterization Laboratory (IMEP-LAHC) during his presentation “Amphis Pour Tous: Seeing through walls and other surprises of far infrared” on May 18, 2017.

[0070] Thus, the pedestrian 12 is not visible to the driver of the first vehicle 10, because the second vehicle 12 is located in the driver's field of vision between the driver and pedestrian 12, but his presence is detected by the second sensor.

[0071] The second sensor thus determines the position of the pedestrian 12 as well as the direction and speed of movement of the pedestrian 12.

[0072] According to the example for which the second vehicle 11 is located on the right side of the traffic lane 1001, the pedestrian 12 is also on the right side of the traffic lane 1001 and located at a distance from the first vehicle 10 greater than the distance separating the first vehicle 10 from the second vehicle 12.

[0073] In a fourth operation, a first distance dl separating the pedestrian 12 from a limit of the traffic lane 1001 is determined. This first distance dl is in particular determined from the first data comprising the position of the lateral limit of the traffic lane 1001 closest to the pedestrian 12 and from the third data comprising the position of the pedestrian 12.

[0074] In a fifth operation, this first distance dl is compared to a threshold distance e. This threshold distance e is for example equal to 30cm, 50cm or 1m. It is, for example, dependent on the speed of the first vehicle 10.

[0075] This threshold distance can for example be configured by the manufacturer of the first vehicle 10 or by the driver of the vehicle 10.

[0076] In a sixth operation, a state of the pedestrian 12 is determined based on the third data, the state of the pedestrian corresponding to a mobile state or a static state.

[0077] The state of the pedestrian 12 is for example determined from the direction and speed of his movement. For example, if the pedestrian 12 is stationary or moves away from the traffic lane 1001, his state is determined as “static”. Similarly, if the pedestrian 12 advances towards the traffic lane 1001 at a moderate speed, such that, for example, the first distance d1 separating him from the traffic lane 1001 will not be covered before the first vehicle 10 arrives at the height of the pedestrian within a safety factor, his state is also determined as “static”.

[0078] Conversely, if the pedestrian approaches the traffic lane 1001 at high speed, the risk that he will cross the traffic lane 1001 before the first vehicle 10 arrives at his height is significant. The status of the pedestrian is then determined as “mobile”.

[0079] In a seventh operation, the trajectory of the first vehicle 10 is controlled according to a result of the comparison, the state of the pedestrian 12 and the first and second data.

[0080] According to the particular embodiment for which the second vehicle 11 is located to the right of the first vehicle 10, the data necessary for controlling the trajectory further comprise: - the distance separating the left side of the first vehicle 10 from the left limit of the traffic lane 1001 (first data), - the distance separating the first vehicle 10 from a limit 110 associated with the second vehicle 11 (second data), for example the front face of the second vehicle 11, - the distance between the position of the pedestrian 12 and the right limit of the traffic lane 1001, and - the status of the pedestrian 12.

[0081] According to a particular exemplary embodiment, the trajectory is controlled so as to: - stop the first vehicle 10 so as not to exceed a limit associated with the second vehicle 11 if the first distance dl is less than the threshold distance e or if the status of the pedestrian 12 is mobile, or - apply a lateral offset e of the first vehicle 10 in the traffic lane 1001 if the first distance is greater than or equal to the threshold distance and the status of the pedestrian 12 is static.

[0082] The stopping of the first vehicle 10 is for example determined at the height of the limit 110 associated with the second vehicle 11, the limit 110 being determined in the extension of the front of the second vehicle 11. Thus the first vehicle 10 follows a trajectory 101 in the extension of its direction of movement until reaching the limit 110 where it stops.

[0083] The lateral offset e corresponds to an offset along one side of the traffic lane 1001 furthest from a position of the pedestrian 12, i.e. along the left side of the traffic lane 1001 if the pedestrian 12 is located on the right side of the traffic lane 1001. The lateral offset e is for example equal to 50cm or 1m.

[0084] The lateral offset e is then applied at a second distance d2 upstream, in a direction of travel of the first vehicle 10, from the limit associated with the second vehicle 11 and is no longer applied at a third distance d3 downstream from the limit associated with the second vehicle 11, the first vehicle 10 then follows a second trajectory 102 moving it away from the pedestrian 12.

[0085] The shift is for example carried out progressively, thus avoiding any sudden and abrupt change of direction of the first vehicle 10.

[0086] According to a particular embodiment, the second and third distances d2 and d3 are equal.

[0087] According to another particular embodiment, the second and third distances d2 and d3 are equal to 2, 5 or 10m.

[0088] Thus, the first vehicle 10 moves onto its traffic lane 1001 so as to increase the distance separating it from the pedestrian 12 and thus minimize any risk of collision with the pedestrian 12.

[0089] The determination of the value of the lateral offset e is for example a function of the distance separating the left limit of the first vehicle 10 from the left limit of the traffic lane 1001 if the pedestrian is located on the right side of the first vehicle 10.

[0090] According to a particular embodiment, in an additional operation, the absence of an obstacle on the left side of the traffic lane 1001 as well as on an adjacent lane 1002 is checked before carrying out the lateral shift of the first vehicle 10.

[0091] Thus, the first vehicle 10 follows a first 101 or second 102 trajectory that is safer, making it possible to avoid any risk of collision with a pedestrian 12 depending on whether the pedestrian 12 crosses the traffic lane 1001.

[0092] [Fig. 2] illustrates a flowchart of the different steps of a method 2 for controlling a trajectory of a vehicle, for example of the first vehicle 10, 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 10 or by the device 3 of [Fig. 3].

[0093] In a step 21, first data representative of the traffic lane 1001 are received.

[0094] In a step 22, second data representative of a position of a second vehicle 11 parked along the traffic lane 1001 from a first sensor on board the first vehicle 10.

[0095] In a step 23, third data representative of a position and a movement of a pedestrian 12 masked by the second vehicle 11 are received from a second sensor on board the first vehicle 10.

[0096] In a step 24, a first distance separating the pedestrian 12 from a limit of the traffic lane 1001 is compared to a threshold distance, the first distance being determined as a function of the first and third data.

[0097] In a step 25, a state of the pedestrian 12 is determined based on the third data, the state of the pedestrian corresponding to a mobile state or a static state.

[0098] In a step 26, the trajectory of the first vehicle 10 is controlled according to a result of the comparison, the state of the pedestrian 12 and the first and second data.

[0099] According to a variant, the variants and examples of the operations described in relation to [Fig.l] apply to the steps of the method of [Fig.2].

[0100] [Fig. 3] schematically illustrates a device 3 configured to control a trajectory of a vehicle, for example 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.

[0101] The device 3 is for example configured for the implementation of the operations described with regard to [Fig.l] and / or the steps described with regard to [Fig.2]. 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 electronics 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 into a single integrated circuit, into several integrated circuits, and / or into 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.

[0102] 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.

[0103] 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.

[0104] 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 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.

[0105] 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”).

[0106] 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).

[0107] 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 340, touch-sensitive or not, one or more speakers 350 and / or other peripherals 360 (projection system) via the output interfaces 34, 35, 36 respectively. According to a variant, one or other of the external devices is integrated into the device 3.

[0108] Of course, the present invention is not limited to the exemplary embodiments described above but extends to a method for controlling a trajectory of a 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.

[0109] The present invention also relates to a vehicle, for example an automobile or more generally an autonomous land-based motor vehicle, comprising the device 3 of [Fig.3].

Claims

Claims

1. Method for controlling a trajectory of a first vehicle (10), said first vehicle (10) traveling on a traffic lane (1001) of a road environment (1), said method comprising the following steps: - receiving (21) first data representative of said traffic lane (1001); - receiving (22) second data representative of a position of a second vehicle (11) parked along said traffic lane (1001) from a first sensor on board the first vehicle (10); - receiving (23) third data representative of a position and a movement of a pedestrian (12) masked by the second vehicle (11) from a second sensor on board the first vehicle (10); - comparison (24) of a first distance separating the pedestrian (12) from a limit of the traffic lane (1001) to a threshold distance, said first distance being determined as a function of the first and third data;- determination (25) of a state of the pedestrian (12) as a function of the third data, said state of the pedestrian corresponding to a mobile state or a static state; - control (26) of the trajectory of the first vehicle (10) as a function of a result of said comparison, said state of the pedestrian (12) and the first and second data.;

2. Method according to claim 1, for which said trajectory is controlled so as to: - stop the first vehicle (10) so as not to exceed a limit associated with said second vehicle (11) if the first distance is less than the threshold distance or the status of the pedestrian (12) is mobile, or - apply a lateral offset of the first vehicle (10) in the traffic lane (1001) if the first distance is greater than or equal to the threshold distance and the status of the pedestrian (12) is static, said limit associated with the second vehicle (11) being defined according to the second data.

3. The method of claim 2, wherein said lateral shift corresponds to an offset along a side of the traffic lane (1001) furthest from a position of the pedestrian (12), the lateral offset being applied at a second distance upstream, in a direction of travel of the first vehicle (10), of the limit associated with the second vehicle (11) and no longer being applied at a third distance downstream of the limit associated with the second vehicle (11).

4. Method according to one of claims 1 to 3, for which the first sensor belongs to a set of sensors comprising: - a camera, - a radar, and - a lidar.

5. Method according to one of claims 1 to 4, for which the second sensor is a thermal camera.

6. Method according to one of claims 1 to 5, for which the threshold distance is equal to 50cm.

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

8. A computer-readable recording medium on which is recorded a computer program comprising instructions for carrying out the steps of the method according to one of claims 1 to 6.

9. Device (3) for controlling a trajectory of a vehicle, 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 6.

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

Images