Method and device for controlling the speed regulation of an autonomous vehicle

Abstract

A method for controlling the speed of an autonomous vehicle to manage acceleration of said vehicle approaching a roundabout, said method being implemented by a processor and comprising the steps of: Determining, from data obtained from a simple definition map and a geolocation system, a first distance (400), relative to said vehicle, to the start of said roundabout; a first type (410) of a first road sign; and a second distance (420), relative to said vehicle, to said first road sign when said first type relates to an intersection or a priority road; Determining a new distance (450) to the start of said roundabout based on said first distance, said first type, and said second distance; Regulating (460) the vehicle's speed from said new roundabout start distance. Figure to be published for the abstract: Figure 4

Description

Title of the invention: Method and device for controlling the speed regulation of an autonomous vehicle Technical field of the invention

[0001] The invention is in the field of autonomous vehicle driving assistance systems. In particular, the invention relates to controlling a speed regulation of an autonomous vehicle to manage acceleration of said vehicle arriving at a roundabout. State of the art

[0002] The term "vehicle" means any type of vehicle such as a motor vehicle, a moped, a motorcycle, a storage robot in a warehouse, etc. The term "autonomous driving" of a "vehicle" means any process capable of assisting the driving of the vehicle; the "vehicle" is then also called an "autonomous vehicle". The process may thus consist of partially or totally steering the vehicle or providing any type of assistance to a natural person driving the vehicle. The process thus covers all autonomous driving, from level 0 to level 5 in the OICA scale, for International Organization of Motor Vehicle Manufacturers.

[0003] Among the driving assistance systems, there are known, for example, lane keeping devices, lane changing devices, adaptive cruise control devices, etc.

[0004] A vehicle, comprising one of these devices, comprises numerous sensors such as a camera, a RADAR, a LIDAR, ultrasounds, accelerometers, an inertial unit, position or location sensors, speed sensors, acceleration sensors, etc. Information processing carried out by at least one computer on board the vehicle is known, which makes it possible to perceive the environment. By environment, we mean the exterior and the interior of the vehicle.

[0005] This perception of the environment makes it possible to identify, locate and then recognize road signs, such as a sign or a traffic light. In particular, in the presence of an on-board camera and by suitable image processing, it is known to identify road signs, such as a sign or a light, to determine a type of sign, for example a type of sign, such as a STOP sign, or a type of light, such as a traffic light, and to determine a distance which separates the vehicle from the identified road sign.

[0006] Furthermore, this vehicle also includes a navigation system which includes a means for locating itself and a map. There are different types of map. High definition map, called HD map, characterizes the lanes and road-related attributes such as the number of lanes, road curvatures, road gradient, road signs, etc. In addition, with HD mapping, the navigation system, which is connected to servers outside the vehicle via telecommunications links, regularly updates the mapping. Thus, the road-related attributes are kept up to date. Furthermore, in HD mapping, the attributes are well positioned (resolution of 1 meter).

[0007] Another type of mapping is a SD mapping, simple definition. The characterization of the lanes is much less precise and the attributes are not always well digitized (missing or less precise positioning of the order of several meters). In an SD mapping, all the lanes of the same road, of a roundabout, ..., are represented by a line. There is no information or positioning on a lateral distance in relation to a road edge or in relation to the position of the vehicle. Thus, the location of a roundabout start is very imprecise compared to reality. A position error of a roundabout start is of the order of half the width of a lane multiplied by the number of lanes in the roundabout plus the positioning error of the roundabout start due to the resolution of the mapping.For example, if we take the roundabout at Place Charles de Gaulle in Paris (Arc de Triomphe roundabout), the error is more than ten meters.

[0008] Adaptive cruise controls have been developed which manage the acceleration of the vehicle according to a probable trajectory of the vehicle using information from an SD map. Because the start of a roundabout on an SD map is generally further away than the actual start of the roundabout, and because this distance difference is not constant and is not determined by the map, speed regulation is uncomfortable and anxiety-inducing. You arrive at a roundabout faster than a normal driver, and this requires stronger braking in the roundabout to avoid excessive lateral acceleration, which is also synonymous with discomfort. Summary of the invention

[0009] An object of the present invention is to remedy the aforementioned problem, in particular to improve the accuracy of locating the start of a roundabout and to regulate the speed of the vehicle, for example by applying deceleration, as a driver would do.

[0010] To this end, a first aspect of the invention relates to a method for controlling a speed regulation of an autonomous vehicle to manage an acceleration of said vehicle arriving at a roundabout, said method being implemented by a processor and comprising the steps of: • Determination, based on data from simple definition mapping and a geolocation system, • a first distance, in relation to said vehicle, from the start of said roundabout; • of a first type of a first road sign; and • of a second distance, relative to said vehicle, from said first road sign when said first type relates to an intersection or a priority road; • Determining a new start distance from said roundabout based on said first distance, on said first type and on said second distance; • Regulation of the vehicle speed from the said new roundabout start distance.

[0011] Thus, the distance between the vehicle and the start of the roundabout is calculated differently. Taking into account the position of a road sign indicating an intersection or a priority road as well as the type of road sign makes it possible to make the actual distance from the start of the roundabout to the vehicle more predictable. We are no longer subject to the variation due to the size, number of lanes, of the roundabout.

[0012] Advantageously, the method further comprises the steps of: • Determination, based on data from a camera mounted on said vehicle, • of a second type of a second road sign; and • of a third distance, relative to said vehicle, of said second road sign when said second type relates to an intersection or a priority road; and wherein the determination of said new start distance from said roundabout is further based on said second type and on said third distance.

[0013] Thus, first of all, by comparing the first type to the second type, and by comparing the second distance and the third distance, it is identified that the second road sign is the same as the first road sign. This makes it possible to make the determination of the distance between the vehicle and the road sign more reliable by reducing the positioning uncertainties, compared to reality, of the objects (type of road, road sign, etc.) resulting from the simple definition mapping. By these cross-references of information, the environment is then better represented. The determination of the start of the roundabout (the new distance) is then more repetitive, more precise and closer to reality. In this way, the positioning uncertainties linked to the simple definition mapping are reduced. This allows better speed regulation and management of the acceleration of the vehicle before entering a roundabout.The vehicle speed profile before entering a roundabout is more . close to what a driver does.

[0014] Advantageously, a road sign whose type relates to an intersection or priority road is a stop sign, a give way sign, or another intersection or priority sign, or in which a road sign whose type relates to an intersection or priority road is a traffic light or another intersection light.

[0015] Advantageously, an intersection or priority sign is also a position signaling sign.

[0016] Thus, we do not take into account the so-called advance signs, which indicate in advance, more than 50 meters for example, the entrance to a roundabout. A position sign is a sign which is placed approximately ten centimeters before the actual start of what must be indicated. It is a sign which indicates the position. An advance sign is often supplemented by a sign indicating in writing a distance before the start, for example "150 m". However, the actual location of the advance sign in relation to the announced distance is of the order of 50 m. The announced distance must not be taken into account to determine the new distance otherwise the new distance will then be less precise.

[0017] A second aspect of the invention relates to a device comprising a simple definition map, a geolocation system, an on-board camera, a memory associated with at least one processor configured to implement the method according to the first aspect of the invention.

[0018] The invention also relates to a vehicle comprising the device.

[0019] The invention also relates to a computer program comprising instructions which, when the program is executed by the device according to the second aspect of the invention, lead the latter to implement the method according to the first aspect of the invention. Brief description of the figures

[0020] Other characteristics and advantages of the invention will emerge from the description of the non-limiting embodiments of the invention below, with reference to the appended figures, in which:

[0021] [Fig-1] schematically illustrates a device, according to a particular example of realization lization of the present invention.

[0022] [Fig.2] schematically illustrates a vehicle arriving at a roundabout according to a real view.

[0023] [Fig.3] schematically illustrates a vehicle arriving at a roundabout according to data from a simple definition map and a geolocation system. lization.

[0024] [Fig.4] schematically illustrates a method for controlling a speed regulation of an autonomous vehicle, according to a particular exemplary embodiment of the present invention. Detailed description of the invention

[0025] The invention is described below in its non-limiting application to the case of an autonomous motor vehicle traveling on a road or on a traffic lane. Other applications such as a robot in a storage warehouse or a motorcycle on a country road are also conceivable.

[0026] The term "horizontal plane" means a plane substantially parallel to the horizontal plane of a road at the location where the vehicle is traveling. The term "longitudinal axis" means a straight line substantially parallel to the lateral sides, sides including the doors, of the car and substantially parallel to the horizontal plane. The term "lateral axis" or "transverse axis" means a straight line perpendicular to the longitudinal axis such that the plane formed by the longitudinal and lateral axes is parallel to the horizontal plane. A longitudinal distance is a distance measured along an axis parallel to the longitudinal axis. A lateral distance is a distance measured along an axis parallel to the lateral axis. The words "front", "downstream", "rear", "upstream" are understood to refer to the longitudinal axis in the normal direction of travel of the vehicle.

[0027] [Fig. 1] represents an example of a device 101 included in the vehicle, in a network (“cloud”) or in a server. This device 101 can be used as a centralized device in charge of at least certain steps of the method described below with reference to [Fig. 4]. In one embodiment, it corresponds to an autonomous driving computer.

[0028] In the present description, the device 101 is included in the vehicle.

[0029] This device 101 can take the form of a box comprising printed circuits, any type of computer or even a mobile telephone (“smartphone”).

[0030] The device 101 comprises a random access memory 102 for storing instructions for the implementation by a processor 103 of at least one step of the method as described below. The device also comprises a mass memory 104 for storing data intended to be retained after the implementation of the method.

[0031] The device 101 may further comprise a digital signal processor (DSP) 105. This DSP 105 receives data to format, demodulate and amplify, in a manner known per se, this data.

[0032] The device 101 also comprises an input interface 106 for receiving the data implemented by the method according to the invention and an output interface 107 for transmitting the data implemented by the method according to the invention.

[0033] For example, the input interface 106 can receive the following data: position or geographical location of the vehicle, speed and / or acceleration of the vehicle, set or predetermined positions / speeds / accelerations, engine speed, position and / or travel of the clutch, brake and / or acceleration pedal, detection of other vehicles or objects, position or geographical location of the other vehicles or objects detected, speed and / or acceleration of the other vehicles or objects detected, operating states of sensors, confidence index of data originating from or processed by sensors and / or devices similar to the device 101. For example, the sensors capable of providing data are: GPS associated or not with mapping, tachometers, accelerometers, RADAR, LIDAR, lasers, ultrasound, camera, etc.

[0034] In the present invention, the input interface 106 can also receive data from a simple definition map and a geolocation system such as a distance from the start of a roundabout relative to the vehicle, a type of road sign, a distance from a road sign relative to the vehicle. The input interface 106 can also receive data from a camera mounted on said vehicle such as a type of road sign, a distance from the start of a roundabout relative to the vehicle.

[0035] For example, the output interface 107 can transmit data similar to the data received by the input interface 106. In the present invention, the output interface 107 can also transmit a new distance from the start of a roundabout relative to the vehicle, an instruction to a speed regulator to take the new distance into account.

[0036] [Fig-2] schematically illustrates a vehicle 230 arriving at a roundabout 200 according to a real view. Roundabout 200 has a central reservation 207 and two traffic lanes 201, 202. The two traffic lanes 201, 202 are separated by a road marking 203. The road marking 203 is located in the center of the traffic lanes of roundabout 200. The arrow 205 indicates a direction of travel.

[0037] A first road 210 allows entry and exit from the roundabout 200. The first road 210 has 4 lanes 211, 212, 213 and 214. The arrows 215 and 216 indicate a direction of travel. The two lanes 211, 213 are separated by a road marking and allow a vehicle to enter the roundabout 200. The two lanes 212, 214 are separated by a road marking and allow a vehicle to exit the roundabout 200.

[0038] A second road 220 also allows entry and exit from the roundabout 200. The second road 220 has 4 lanes 221, 222, 223 and 224. The arrows 225 and 226 indicate a direction of travel. The two lanes 221, 223 are separated by a road marking and allow a vehicle to exit the roundabout 200. The two lanes 212, 214 are separated by a road marking and allow a vehicle to enter from roundabout 200.

[0039] The vehicle 230 travels on the first road 210 on the lane 213 in the direction of travel indicated by the arrow 215. A double arrow 231 indicates a distance, longitudinal distance, between the vehicle 230, more precisely an origin of a reference point linked to the vehicle, and a start of the roundabout 200. At the entrance and upstream of the roundabout 200, there is a road sign 232. The road sign 232 is located, generally at the edge of the road, between the vehicle 230 and the entrance to the roundabout. A double arrow 233 indicates a longitudinal distance between the vehicle 230 and the road sign 232.

[0040] The origin of the vehicle 230 is a point linked to the vehicle. It is for example, the center of gravity, the middle of the front axle, the middle of the front bumper, ...

[0041] A double arrow 234 indicates a lateral distance between the vehicle 230 and an origin linked to the road 210. This origin may be an edge of the road. In the example of [Fig.2], this origin corresponds to the shortest distance between the origin of the vehicle and a straight edge of the road 210 on which the vehicle is traveling.

[0042] The distances 233 and 234 indicate a position of the vehicle in relation to a road sign. The entrance to the roundabout is defined in relation to the intersection between a lane of an entrance road to the roundabout and lane 201, the outer lane of the roundabout. The road sign is in an environment close to the roundabout. This close environment is generally about ten centimeters before the entrance to the roundabout.

[0043] Road sign 231 is a road sign whose type relates to an intersection or a priority road. This may be a sign or a traffic light. The type of sign must relate to an intersection or a priority road. For example, the type of sign is a stop sign, a yield sign, or another intersection or priority sign.

[0044] Advantageously, an intersection or priority sign is also a position sign. A position sign, position sign, is distinguished from an advance sign. An advance sign indicates a signal in advance. The “advance” distance is approximate and may be erroneous by around 25 m.

[0045] The type of traffic light must be relative to an intersection or a priority road. For example, the type of traffic light is a traffic light, or another intersection light.

[0046] [Fig.3] schematically illustrates vehicle 230, 330 arriving at roundabout 200 according to data from a simple definition map and a geolocation system. An outer edge of the roundabout 200, the central reservation 207, the first road 210 and the second road 220, and the vehicle 230 of [Fig.2] are represented in dotted. Dotted representations are not known from a single definition map.

[0047] The data from a simple definition map and a geolocation system makes it possible to place the vehicle 230 on a line 301, a thick black line drawn, a line corresponding to a probable future trajectory of the vehicle and corresponding to a past trajectory according to a predetermined duration. The position of the vehicle is here represented by the square 330.

[0048] Point 311 represents the position, longitudinal distance on line 301 and therefore also distance from vehicle 330, according to the map, from the start of the roundabout. Point 312 represents the position, longitudinal distance on line 301 and therefore also distance from vehicle 330, according to the map, from the end of the roundabout. Conventionally, line 301 in the roundabout corresponds to the middle of the width of all the lanes of the roundabout.

[0049] A double arrow 331 indicates a distance between the vehicle 330 and the start of the roundabout 311 provided by the data from a simple definition map and a geolocation system.

[0050] A road sign 332 represents road sign 232 on line 301. A double arrow 333 indicates a distance between the vehicle 330 and the road sign 332.

[0051] [Fig.2] and [Fig.3] illustrate the positioning error of the start of a roundabout using data from a simple definition map and a geolocation system and comparison with the "real" situation.

[0052] [Fig.4] schematically illustrates a method of controlling a speed regulation of an autonomous vehicle, according to a particular embodiment of the present invention. The method manages an acceleration of said vehicle 230 arriving at the roundabout 200. The method is implemented by a processor 103. The method comprises several steps.

[0053] Step 400, Distl, is a step of determining, from data from a simple definition map and a geolocation system, a first distance, relative to said vehicle, from a start of said roundabout. In the “real” world, the first distance is reference 231 in Fig. 2. According to the data, the first distance is reference 331 in [Fig.3].

[0054] It is known that data processing from a simple definition map associated with a geolocation system makes it possible to provide, in relation to the vehicle and on possible future trajectories of the vehicle, a type of road, roundabout for example, the presence of road signs and their type, etc. This information is given in relation to a distance from the vehicle.

[0055] For example, the vehicle is traveling on a national road and is heading in direction of a roundabout whose start is located 1000 m from the vehicle. An advanced "give way" sign is 325 m from the start of the roundabout, this sign indicating in writing, on a placard, that the roundabout is 300 m away. A "give way" position sign is 0.20 m from the start of the roundabout. In this example, data from a single definition map and a geolocation system can provide: • a new type of road at 1005 m, which determines the start of the roundabout at 1005 m; • a first first type of road sign being a “give way” sign at a first second distance of 675 m from the vehicle, the road sign corresponding to the advanced sign; • a second first type of road sign being a “give way” sign at a second second distance of 999 m from the vehicle, the road sign corresponding to a position sign. The data may also provide a type and distance of road signs not related to an intersection or priority road such as a speed limit, or other.

[0056] Step 410, Typel, is a step of determining, from data from a simple definition map and a geolocation system, a first type of a first road sign.

[0057] In the above example, said first type may be the first first type and / or the second first type.

[0058] Step 420, Dist2, is a step of determining, from data from a simple definition map and a geolocation system, a second distance, relative to said vehicle, from said first road sign when said first type relates to an intersection or a priority road.

[0059] Thus, if said first type is not relative to an intersection or a priority road, there is no determination of the second distance. This makes it possible to filter, not to take into account for a calculation load gain, road signs not relative to an intersection or a priority road.

[0060] In the example above, said second distance may be the first second distance and / or the second second distance.

[0061] In one operating mode, a step 450, NewDist, is a step of determining a new start distance of said roundabout based on said first distance, on said first type and on said second distance.

[0062] Different methods can be created for this determination of new distance. In one operating mode, very simply, said new distance is equal to the second distance. In another operating mode, the difference between the first distance and the second distance to determine the new distance. Also, for example, based on the first type, a new distance is calculated only for certain types of road signs. This makes it possible to exclude, for example, advanced signs. This can also modulate the determination of the new distance depending on a sign type or a traffic light type. Indeed, a position sign is generally placed just at the beginning of the roundabout, while a traffic light is generally placed 1 or 2 meters from the beginning of the roundabout to, for example, make way for a pedestrian crossing.

[0063] In the example above, for example, the first second distance is not taken into account because the first first type of signage corresponds to an advanced sign. However, the second first type, position sign "give way" being relative to an intersection or a priority road and being of position, the new distance can be equal to the second second distance, i.e. 999 m, if the difference between the first distance and the second second distance is small (of the order of 5 m, but other values ​​are possible).

[0064] Step 430, Type2, is a step of determining, from data from a camera on board said vehicle, a second type of a second road sign.

[0065] Step 440, Dist3, is a step of determining, from data from a camera on board said vehicle, a third distance, relative to said vehicle, from said second road sign when said second type relates to an intersection or a priority road.

[0066] It is known that a camera mounted on the vehicle, by means of suitable image processing, is capable of identifying and characterizing objects located in the field of vision of the camera. For example, the data may contain the presence of road signs, their type and their distance from the vehicle.

[0067] It is also known that an on-board camera can only provide reliable and accurate data for objects detected within approximately 200 meters. This distance of 200 meters depends on the characteristics of the camera (resolution, etc.) and the image processing. Other values ​​are possible.

[0068] In the example above, it will be assumed that the vehicle is now approximately 150 meters from the start of the roundabout. Data from a single-definition map and a geolocation system and data from a camera mounted on said vehicle can provide: • a new type of road at 155 m, which determines the start of the roundabout at 155 m; • a first type of road sign being a “give way” sign at a second distance of 149 m from the vehicle, the sign road corresponding to a position sign; and • a second type of road sign being a “give way” sign at a third distance of 150 m from the vehicle, the road sign corresponding to a position sign.

[0069] Step 450, New Dist is a step of determining a new start distance of said roundabout based on said first distance, on said first type and on said second distance. Above, an example, in the absence of data from a camera, has been described.

[0070] Advantageously, the determination of said new start distance of said roundabout is, in addition, based on said second type and on said third distance. Thus, the data from the camera is also taken. To determine the new distance, the first distance, first type, the second distance, second type and the third distance will be taken into account.

[0071] For example, types can be used to ignore the second or third distance. Also, if the first type and the second type are different, the second or third distance can be preferred depending on the confidence we have in the measurements from the camera. The third distance will be preferred if the measurements from the camera are constant over several meters, because the data from a single-definition map may no longer be up to date. Different possibilities are possible to determine this new distance. An example is to take as the new distance the distance equal to the third distance.Another example is to take as the new distance the average between the second and third distances, if the difference between the first distance and the second distance is less than a predetermined threshold and if the difference between the first distance and the third distance is less than the same predetermined threshold or another predetermined threshold.

[0072] Step 460, Regul, is a step of regulating the speed of the vehicle from said new distance from the start of the roundabout. Quite simply, the cruise control is controlled by providing, as input to the cruise control, the new distance. As this distance is more reliable than the position of the start of the roundabout given by the map, the regulator has less need to make corrections once at the start of the roundabout. Driving the vehicle is more flexible and pleasant for the occupants of the vehicle.

[0073] The present invention is not limited to the embodiments described above as examples: it extends to other variants. For example, the method has been described according to a sequence of steps. Certain steps can be carried out in parallel or according to another sequence. Also, certain steps can be carried out by iterations for each road sign present in the map before the start of the roundabout and / or for each road sign detected by the camera before the start of the roundabout.

[0074] Advantageously, when data from a simple definition map and a geolocation system provide a type and a distance from several first road signs, the road sign, the type of which relates to an intersection or a priority road, having the shortest distance from said vehicle, is taken into account. This avoids iterations and reduces the computational load.

[0075] Advantageously, when data from a camera on board said vehicle provides a type and a distance of several second road signs, the road sign, the type of which relates to an intersection or a priority road, having the shortest distance from said vehicle is taken into account. This also avoids iterations and reduces the computational load.

Claims

Claims

1. Method for controlling a speed regulation of an autonomous vehicle to manage an acceleration of said vehicle arriving at a roundabout, said method being implemented by a processor (103) and comprising the steps of: • Determining, from data from a single definition map and a geolocation system, a first distance (400), relative to said vehicle, from a start of said roundabout, a first type (410) of a first road sign, and a second distance (420), relative to said vehicle, from said first road sign when said first type relates to an intersection or a priority road; • Determining a new distance (450) from the start of said roundabout based on said first distance, on said first type and on said second distance; • Regulating (460) the speed of the vehicle from said new roundabout start distance.

2. Method according to the preceding claim, in which the method further comprises a step of determining (430), from data from a camera on board said vehicle, a second type of a second road sign, a step of determining (440), from data from a camera on board said vehicle, a third distance, relative to said vehicle, of said second road sign when said second type relates to an intersection or to a priority road, and in which the determination of said new distance (450) from the start of said roundabout is, in addition, based on said second type and on said third distance.

3. A method according to any preceding claim, wherein a road sign whose type relates to an intersection or priority road is a stop sign, a give way sign, or another intersection or priority sign, or wherein a road sign whose type relates to an intersection or priority road is a traffic light or another intersection light.

4. A method according to the preceding claim, wherein a panel intersection or priority sign is also a position sign.

5. Method according to one of the preceding claims, in which, when data from a simple definition map and a geolocation system provide a type and a distance of several first road signs, the road sign, the type of which relates to an intersection or a priority road, having the shortest distance from said vehicle is taken into account.

6. Method according to one of the preceding claims, in which, when data from a camera on board said vehicle provides a type and a distance of several second road signs, account is taken of the road sign, the type of which relates to an intersection or a priority road, having the shortest distance from said vehicle.

7. Device (101) comprising a simple definition map, a geolocation system, a camera, a memory (102) associated with at least one processor (103) configured to implement the method according to one of the preceding claims.

8.

9. Vehicle comprising the device according to the preceding claim. Computer program comprising instructions which, when the program is executed by the device (101) according to claim 7, cause the latter to implement the method according to one of claims 1 to 6.

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