Method and device for controlling a lane change assistance function of a vehicle

Abstract

The present invention relates to a method and a device (10) for controlling a lane change assistance function (F1) of an ego-vehicle (10) traveling in a current lane (30), adjacent to a second destination lane (32). The method comprises: detecting, from first sensor data (DT1), the flashing (CL1) of a turn signal (5) of a neighboring vehicle (4); determining, as a function of a current position of the neighboring vehicle (4) and a direction of the flashing (CL1), whether said flashing indicates a critical lane change (22), causing an insertion or an exit of the neighboring vehicle (4) respectively into or out of the destination lane (32); and controlling said function (F1) to authorize or not a lane change (20) of the ego-vehicle (2) from the current lane (30) to the destination lane (32), as a function of whether a critical change is determined or not. Figure for abstract: Figure 1

Description

Title of the invention: Method and device for controlling a lane change assistance function of a vehicle Technical field

[0001] The present invention relates to methods and devices for controlling a lane change assistance function, known as SALC function, of a vehicle, for example a motor vehicle. The present invention also relates to a method and a device for controlling a vehicle, in particular an autonomous or semi-autonomous vehicle. Technological background

[0002] Road safety is one of the major challenges facing our societies. With the increasing number of users, whether vehicles, pedestrians or cyclists, on road networks around the world, the risks of accidents and incidents caused by these same users have never been greater.

[0003] To improve road safety and user experience, some contemporary vehicles are equipped with driver assistance functions, or system(s), known as AD AS (from the English “Advanced Driver-Assistance System” or in French “Advanced Driving Assistance System”).

[0004] Among these functions, the lane change assistance function, also called semi-automatic lane change function or SALC system (from the English "Semi-Automatic Lane Change"), has the primary function of assisting the driver of a vehicle when the driver wishes to change lanes. Upon detecting the activation of the turn signals on one side of the vehicle to indicate its intention to change lanes from a current lane to a target lane on the side where the turn signals have been activated by the driver, the SALC system performs the lane change after having carried out certain checks.Among these checks, the SALC system determines whether conditions relating to the current traffic lane and the destination traffic lane are met, such as for example the presence of other vehicles and the distances separating the vehicle carrying the SALC system from other vehicles before checking a possible change of traffic lane of this same vehicle.

[0005] These controls, however, prove insufficient in the face of complex vehicle life or driving situations. A lane change maneuver may be authorized in certain cases when traffic conditions present a high risk of collision or an anxiety-provoking situation. Conversely, a lane change maneuver may in other cases be refused by the SACL function when even if traffic conditions would allow such a maneuver safely. These limitations of current SALC functions can cause frustration or confusion for users, limit the user experience and pose problems in terms of traffic flow and road safety. 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 SALC function of a vehicle, for example of the automobile type or more generally of the motorized land vehicle type.

[0008] Another object of the present invention is to effectively control a SALC function of a vehicle so as to maximize the opportunities to make a lane change regardless of the traffic conditions, while ensuring the safety of the individuals and vehicles involved.

[0009] According to a first aspect, the present invention relates to a method for controlling a lane change assistance function (SALC) of a vehicle, called an ego-vehicle, traveling in a current lane, adjacent to a second lane, called the destination lane, said method comprising: - detection, from first sensor data, of the flashing of a turn signal of a neighboring vehicle; - determination, as a function of a current position of the neighboring vehicle and a direction of the flashing, of whether said flashing indicates a change of lane, called a critical change, causing an insertion or an exit of the neighboring vehicle respectively into or out of the destination lane; and - control of the lane change assistance function to authorize or not a lane change of the ego-vehicle from the current lane to the destination lane, depending on whether a critical change is determined or not.

[0010] According to a particular embodiment, a critical change causing an insertion of the neighboring vehicle into the destination lane is detected if at least one of the following conditions is met: - the current position of the neighboring vehicle is in the current lane and the direction of flashing indicates a lane change to the destination lane; and - the current position of the neighboring vehicle is in a secondary adjacent lane, called the third lane, other than the current lane and adjacent to the destination lane, and the direction of the flashing indicates a lane change towards the destination lane.

[0011] According to a particular embodiment, a critical change causing the neighboring vehicle to leave the destination lane is detected if the current position of the neighboring vehicle is located in the destination lane and the direction of the flashing indicates a lane change away from the destination lane.

[0012] According to a particular embodiment, the method comprises, if a critical change causing said insertion of the neighboring vehicle into the destination lane is detected: - estimation, from the first sensor data, of a first flashing activation time; - estimation, from second sensor data, of a first distance separating the neighboring vehicle from the ego-vehicle; and - checking whether the first authorization conditions are met based on the first flashing activation time and the first distance; wherein the control of the lane change assist function comprises: - refusal of the ego-vehicle to change lane from the current lane to the destination lane if the first authorization conditions associated with said insertion of the neighboring vehicle are met.

[0013] According to a particular embodiment, the first authorization conditions are determined to be fulfilled if the following conditions are fulfilled: - detection that the first time during which the indicator of the neighboring vehicle flashes is at least equal to a first time threshold value; and - detection that the first distance separating the neighboring vehicle from the ego-vehicle is less than or equal to a first distance threshold value.

[0014] According to a particular embodiment, the method comprises, if a critical change causing said departure of the neighboring vehicle from the destination lane is detected: - estimation, from the first sensor data, of a second flashing activation time; - estimation, from third sensor data, of a second distance separating the neighboring vehicle from the ego-vehicle; and - checking whether second authorization conditions are met depending on the second flashing activation time and the second distance; wherein the control of the lane change assist function comprises: - authorization of the ego-vehicle to change lane from the current lane to the destination lane if the second authorization conditions associated with said exit of the neighboring vehicle are met.

[0015] According to a particular embodiment, the second authorization conditions are determined as being fulfilled if at least the following conditions are fulfilled: - detection that the second time during which the indicator of the neighboring vehicle flashes is at least equal to a second time threshold value; and - detection that the second distance separating the neighboring vehicle from the ego-vehicle is greater than a second distance threshold value.

[0016] According to a second aspect, the present invention relates to a device for controlling a lane change assistance function of a vehicle, called an ego-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. This ego-vehicle is capable of traveling in a current lane, adjacent to a second lane, called the destination lane.

[0017] 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 or a system as described above according to the third aspect of the present invention.

[0018] 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.

[0019] 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.

[0020] 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.

[0021] 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.

[0022] 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.

[0023] 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.

[0024] The present invention advantageously makes it possible to effectively control a lane change assistance function, called SALC function, of a vehicle, by example of automobile type or more generally of motorized land vehicle type. Thanks to the invention, it is possible to advantageously maximize the opportunities to make a lane change whatever the traffic conditions, while ensuring the safety of the individuals and vehicles involved.

[0025] The invention makes it possible to safely authorize a lane change of an ego-vehicle in certain road situations where the lane change would normally be refused by a conventional SALC function, which makes it possible to improve the road flow and maximize the opportunities to carry out a lane change safely. Conversely, the invention makes it possible to block a lane change of an ego-vehicle in certain risky road situations where the lane change would normally be authorized by a conventional SALC function, which makes it possible to improve road safety. 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 7, in which:

[0027] [Fig-1] schematically illustrates an environment of a vehicle comprising a device for controlling a lane change assistance function, according to a particular and non-limiting exemplary embodiment of the present invention;

[0028] [Fig.2] schematically illustrates an environment comprising the vehicle of [Fig.l], according to particular and non-limiting exemplary embodiments of the present invention;

[0029] [Fig.3] schematically illustrates an environment comprising the vehicle of [Fig.1], according to particular and non-limiting exemplary embodiments of the present invention;

[0030] [Fig.4] schematically illustrates an environment comprising the vehicle of [Fig.1], according to particular and non-limiting exemplary embodiments of the present invention;

[0031] [Fig.5] schematically illustrates an environment comprising the vehicle of [Fig.l], according to particular and non-limiting exemplary embodiments of the present invention;

[0032] [Fig.6] schematically illustrates a control device configured to control a lane change assistance function of a vehicle, such as the vehicle of [Fig.1], according to particular and non-limiting exemplary embodiments of the present invention; and

[0033] [Fig.7] illustrates a diagram of the different stages of a method for controlling a semi-automatic lane change system for the vehicle of the [Fig.l], according to a particular and non-limiting exemplary embodiment of the present invention. Description of examples of implementation

[0034] A method and a device for controlling a lane change assistance function (or system), also called a semi-automatic lane change function or SALC function, of a vehicle will now be described in the following with joint reference to FIGS. 1 to 7. The same elements are identified with the same reference signs throughout the description which follows.

[0035] 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.

[0036] In the present disclosure, the invention relates in particular to a device and a method for controlling a lane change assistance function (or system), called SALC function, of a first vehicle, called ego-vehicle (or ego vehicle), traveling in a current lane. This control aims to authorize or not a lane change of the ego-vehicle from a current lane to a destination lane (or target lane). To this end, the invention is based in particular on the detection and taking into account the flashing of a neighboring vehicle to control the SALC function of the ego-vehicle so as to authorize or not the lane change of the ego-vehicle from a current lane to a destination lane.

[0037] In the present disclosure, the term "lane" means any suitable traffic lane on which a vehicle can travel. In particular, it may be one of a plurality of traffic lanes forming a portion of road.

[0038] In the present disclosure, the ego-vehicle may be a vehicle of the automobile or other type, or more generally a vehicle of the motorized land vehicle type. The invention aims in particular at the control of an autonomous or semi-autonomous vehicle.

[0039] According to a particular and non-limiting example of embodiment of the present invention, this method comprises: - detection, from first sensor data, of the flashing of a turn signal of a neighboring vehicle; - determination, as a function of a current position of the neighboring vehicle and a direction of the flashing, of whether said flashing indicates a change of lane, called a critical change, causing an insertion or an exit of the neighboring vehicle respectively into or out of the destination lane; and - control of the lane change assistance function to authorize or not a lane change of the ego-vehicle from the current lane to the destination lane, depending on whether a critical change is determined or not.

[0040] [Fig. 1] schematically illustrates an environment 1 in which a vehicle 2, called an ego-vehicle, moves according to a particular and non-limiting embodiment of the present invention. By way of example, we consider an ego-vehicle 2 of an automobile, traveling on a portion of road noted 1.

[0041] According to other examples, the ego-vehicle 2 may be a car, a bus, a truck, a utility vehicle or a motorcycle, or more generally a motorized land vehicle.

[0042] The vehicle 2 is for example configured to travel under the total supervision of a driver or to travel in an autonomous or semi-autonomous mode. The vehicle 2 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.

[0043] The 5 levels of autonomy of the classification of the federal agency responsible for road safety are: - level 0: no automation, the vehicle driver has full control over the main functions of the vehicle (engine, accelerator, steering, brakes); - level 1: driver assistance, automation is active for certain vehicle functions, the driver retaining overall control over the vehicle's driving; cruise control is part of this level, as are other aids such as ABS (anti-lock braking system) or ESP (programmed electro-stabilizer); - level 2: automation of combined functions, the control of at least two main functions is combined in the automation to replace the driver in certain situations; for example, adaptive cruise control combined with lane centering allows a vehicle to be classified as level 2, as does automatic parking assistance (from the English “Park assist”); - level 3: limited autonomous driving, the driver can cede complete control of the vehicle to the automated system which will then be in charge of critical safety functions; autonomous driving can however only take place in certain determined environmental and traffic conditions (only on motorways for example). example) ; - level 4: fully autonomous driving under certain conditions, the vehicle is designed to ensure all critical safety functions on its own over a complete journey; the driver provides a destination or navigation instructions but is not required to make himself available to take back control of the vehicle; - level 5: completely autonomous driving without driver assistance in all circumstances.

[0044] According to a particular embodiment, the vehicle 2 travels in a semi-autonomous or autonomous mode, that is to say with a level of autonomy greater than or equal to 2 according to the classification above.

[0045] According to the example of [Fig.l], the portion of road 1 comprises three separate traffic lanes, namely a current lane 30 on which the ego-vehicle 2 travels, a destination lane 32 adjacent to the current traffic lane 30, and a third traffic lane 34. The third lane 34 is a secondary adjacent lane, other than the current lane 30, adjacent to the destination lane 32. In other words, the third lane 34 is adjacent to the destination lane 32 and positioned opposite the current lane 30 relative to the destination lane 32. Thus, the lanes 30 and 34 do not share a common border since the destination lane 32 is interposed between, and contiguous with, the current lane 30 on the one hand and the third lane 34 on the other hand.

[0046] It is subsequently assumed that at least one other vehicle 4 (figures 1-5), called a neighboring vehicle, is traveling on one of the lanes 30, 32 and 34 in the vicinity of the ego-vehicle 2. Depending on the case, this neighboring vehicle 4 may be in the current lane 30 of the ego-vehicle 2, in the destination lane 32 or in the third lane 34.

[0047] An example of the arrangement of the traffic lanes 30, 32 and 34 is illustrated in Figures 2-5 described below. It is subsequently considered that the current lane 30 is bordered by the destination lane 32, the latter extending to the left of the current lane 1001 (according to the direction of travel of the ego-vehicle 2). Similarly, the destination lane 32 is bordered by the third lane 34, the latter extending to the left of the destination lane 32. The number and arrangement of the traffic lanes included in the road section 1 may however vary depending on the case.

[0048] The concepts of right and left are defined according to the direction of travel of the ego-vehicle 2. For example, the destination lane 32 is a faster lane than the current lane 30, and the third lane 34 is an even faster lane than the destination lane 32. The concepts of fast lane, slow lane, etc. are however a function of the regulations in force in the territory concerned, the invention being able to be applied in a similar manner to various road configurations, including those where vehicles travel on the left.

[0049] According to the examples described below, the portion of road 1 corresponds for example to a portion of motorway or to a portion of fast road comprising at least three traffic lanes in the direction of travel of the ego-vehicle 2. Each of the traffic lanes is materialized or delimited by lateral delimitations which correspond for example to marking lines on the ground or to safety barriers (or barriers).

[0050] As shown in [Fig.l], the ego-vehicle 2 carries a control device 10 configured to control one or more driving assistance functions (or systems), called AD AS (from the English “Advanced Driver-Assistance System” or in French “Système d’aide à la conduite avance”). The control device 10, also called device, is in particular configured to control a lane change assistance function (or system) F1, also called semi-automatic lane change function or SALC function (from the English “Semi-Automatic Lane Change”). Such a function F1 aims to authorize or not lane changes based on the detection of other road users, in particular at least one other vehicle 4 (figures 1-5), called neighboring vehicle, present on one of the traffic lanes 30-34 of the road portion 1.Various parameters of a neighboring vehicle 4 can be taken into account, such as in particular its position, its distance from the ego-vehicle 2 and / or its relative speed with respect to the ego-vehicle 2.

[0051] It is assumed in the following examples that the ego-vehicle 2 is traveling on the current lane 30 and that a lane change noted 20 of the ego-vehicle 2 is desired, from the current lane 30 to the destination lane 32 (to the left of the current lane 30), while a neighboring vehicle 4 is in the vicinity of the ego-vehicle 2 on any one of the three traffic lanes 30, 32 and 34.

[0052] As shown in [Fig.l], the vehicle 2 may also carry sensors designated CPI and CP2. The CPI and / or CP2 sensors may be separate from the control device 10 or included in the latter.

[0053] The first CPI sensor is configured to generate first DTI sensor data representative of the flashing CL1 of at least one turn signal 5 of a neighboring vehicle 4. The device 10 can thus obtain this DTI sensor data and control the function F1 accordingly. From the DTI sensor data, the device 10 can detect a turn signal 5, of the neighboring vehicle 4, in the process of flashing CL1.

[0054] According to a particular example, the first CPI sensor comprises one or more cameras generating DTI video data that the device 10 is able to recover and process to control the FL function.

[0055] According to a particular example, the first CPI sensor comprises V2X (for vehicle-to-everything) type communication means configured to allow the device 10 to communicate with the outside (or the environment) of the ego-vehicle 2, including other vehicles, road infrastructure, pedestrians and networks. This connectivity aims to improve road safety, reduce congestion and support autonomous vehicles, using technologies such as DSRC (for “Dedicated Short-Range Communications”) wireless communication designed for automotive applications or communication via a mobile telecommunications network, such as 5G for example. These V2X communication means then allow the device 10 to retrieve first DTI sensor data.

[0056] The second sensor CP2 is configured to generate second sensor data DT2 representative of a distance dl separating the ego-vehicle 2 from the neighboring vehicle 4. The device 10 can thus obtain this sensor data DT2 and control the function Fl accordingly. From the sensor data DT2, the device 10 can in particular estimate the separation distance dl separating the vehicles 2 and 4 and adapt the control of the function Fl as a function of this distance dl.

[0057] The first and / or second sensors CPI, CP2 may for example comprise one or more of the following sensors: - one or more millimeter wave radars arranged on the vehicle 2, 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 neighboring vehicle 4), for the purpose of detecting obstacles or other objects and / or their distances from the ego-vehicle 2; 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, constituting a monoscopic or stereoscopic vision system.

[0058] As illustrated in [Fig.l] according to a particular example, the control device 10 may comprise at least one processor 12 and a non-volatile memory 14. The device 10 is configured to implement a control method (or process) as described below. For this purpose, the device 10 may comprise a computer program PG1 stored in the non-volatile memory 14 (Flash type memory or ROM for example), this computer program PG1 comprising instructions for implementing the control method (or process) as described below. The processor 12 is thus configured to execute in particular the instructions defined by the computer program PG1.

[0059] The control device 10 may for example be (or comprise) a computer, or a combination of computers, of the on-board system of the ego-vehicle 2, for example the computer(s) responsible for controlling the SALC system of the ego-vehicle 2. An example of implementation of the control device 10 is described later.

[0060] As indicated above, the control system 10 is configured to implement a control process. This process is now described in conjunction with FIGS. 1-5 according to particular embodiments. For this purpose, the processor 12 of the device 10 executes the instructions of the computer program PG1 to control the lane change assistance function F1.

[0061] It is assumed in the following examples that the ego-vehicle 2 is traveling on the current lane 30 and that a lane change 20 of the ego-vehicle 2 is desired or requested (to the left in this example), from the current lane 30 to the destination lane 32, while a neighboring vehicle 4 is detected in the vicinity of the ego-vehicle 2 on any one of the three traffic lanes 30, 32 and 34. Depending on the case, the neighboring vehicle 4 may be in front of or behind the ego-vehicle 2 relative to the direction of travel of the portion of road 1.

[0062] The control process is for example triggered upon detection of a lane change request 20 from the ego-vehicle 2, for example in response to the detection of activation of a turn signal of the ego-vehicle 2.

[0063] Each of Figures 2-5 illustrate, as non-limiting examples, distinct cases corresponding to distinct traffic situations in which the control process can be carried out. More particularly, Figures 2-3 illustrate cases where a risky situation occurs that may hinder a lane change 20 of the ego-vehicle 2 from its current lane 30 to the destination lane 32 due to the detection of the neighboring vehicle 4 in the vicinity. Conversely, Figures 4-5 illustrate cases where an opportunity arises to authorize such a lane change of the ego-vehicle 2 despite the detection in the vicinity of the neighboring vehicle 4. In each of the cases, the device 10 is responsible for controlling the function F1 as a function of the road situation in which the ego-vehicle 2 is located.

[0064] In a first operation, the device 10 detects a flashing CL1 of one (or at least one) flashing light 5 of the neighboring vehicle 4 from first DTI sensor data. In this example, the DTI sensor data are generated and provided by the first CPI sensor ([Fig. 1 ]). These DTI sensor data are representative of the cli CL1 flashing of one or more indicators 5 of the neighboring vehicle 4. A flashing is characterized by an alternation, over time, of periods of activation during which the indicator 5 is activated and periods of inactivation during which the indicator 5 is inactivated.

[0065] In a second operation, the device 10 determines, as a function of a current position of the neighboring vehicle 4 and a direction (or a sense) of the flashing CL1, whether this flashing CL1 indicates a change of lane 22, called a critical change, causing an insertion or an exit of the neighboring vehicle 4 respectively into or out of the destination lane 32 (figures 2-5).

[0066] To do this, the device 10 can obtain sensor data provided by at least one on-board sensor of the ego-vehicle 2 and thus determine, from this sensor data, the current position of the vehicle 4. It is assumed by way of example that the device 10 uses at least the first DTI sensor data coming from the CPI sensor(s), although other examples are possible where the DTI and / or DT2 sensor data and / or other sensor data are used for this purpose.

[0067] It is considered by way of example that the device 10 determines the direction (or sense) of the flashing CL1 from the first DTI data provided by the CPI sensor(s). The flashing CL1 indicates in itself the intention of the neighboring vehicle 4, or of its driver where appropriate, to change lane, while the direction (or sense) of this flashing CL1 indicates on which side the lane change 22 is planned. The direction of the flashing CL1 can therefore be towards the left, or towards the right, to indicate a lane change towards the left or the right respectively with respect to the direction of travel. By detecting the side, left or right, towards which the flashing light 5 of the neighboring vehicle 4 is flashing, the device 10 can therefore determine into which lane the neighboring vehicle 4 is preparing to enter, which advantageously provides critical information on a level of risk associated with the current road situation.

[0068] According to an example illustrated in the cases of figures 2-3, a critical change 22 causing an insertion (or entry) of the neighboring vehicle 4 into the destination lane 32 of the ego-vehicle 2 is detected if at least one of the following conditions is met: - the current position of the neighboring vehicle 4 is in the current lane 30 and the direction of the CL1 flashing indicates a lane change to the destination lane 32, as illustrated in [Fig.2]; and - the current position of the neighboring vehicle 4 is located in the secondary adjacent lane 34, called the third lane (other than the current lane 30 and adjacent to the destination lane 32), and the direction of the CL1 flashing indicates a lane change towards the destination lane 32, as illustrated in [Fig.3].

[0069] [Fig.2] represents two distinct possible examples of critical change 22 corresponding to an insertion of the neighboring vehicle 4, namely a case where the neighboring vehicle 4 is positioned on the current lane 30 and another where the neighboring vehicle 4 is positioned on the third lane 34. In these two cases, the neighboring vehicle 4 is positioned behind the ego-vehicle 2 and at least one indicator 5 of said neighboring vehicle 4 flashes to indicate a change of lane 20 towards the destination lane 32.

[0070] [Fig. 3] represents two distinct possible examples of critical change 22 corresponding to an insertion of the neighboring vehicle 4, namely a case where the neighboring vehicle 4 is positioned on the current lane 30 and another where the neighboring vehicle 4 is positioned on the third lane 34. In these two cases, the neighboring vehicle 4 is positioned in front of the ego-vehicle 2 and at least one indicator 5 of said neighboring vehicle 4 flashes to indicate a change of lane 20 towards the destination lane 32.

[0071] According to an example illustrated in the cases of Figures 4-5, a critical change 22 causing an exit of the neighboring vehicle 4 from the destination lane 32 is detected if the current position of the neighboring vehicle 4 is located in the destination lane 32 and the direction of the flashing CL1 indicates a lane change 22 from the destination lane 22 (i.e. either towards the current lane 30 or towards the third lane 34). In this case, the exit of the ego-vehicle 2 is detected regardless of the direction of the flashing (towards the current traffic lane or away from the current traffic lane).

[0072] [Fig. 4] shows two distinct possible examples of critical change 22 corresponding to an exit of the neighboring vehicle 4, namely a case where the flashing CL1 indicates a change of lane 20 towards the current lane 30 (to the right) and another where the flashing CL1 indicates a change of lane 20 towards the third lane 34 (to the left). In both cases, the neighboring vehicle 4 is positioned on the destination lane 32 behind the ego-vehicle 2.

[0073] [Fig. 5] shows two possible distinct examples of critical change 22 corresponding to an exit of the neighboring vehicle 4, namely a case where the flashing CL1 indicates a change of lane towards the current lane 30 (to the right) and another where the flashing CL1 indicates a change of lane 20 towards the third lane 34 (to the left). In both cases, the neighboring vehicle 4 is positioned on the destination lane 32 in front of the ego-vehicle 2.

[0074] In all the above cases illustrated in figures 2-5, the device 10 can detect, during the second operation, that the flashing CL1 of the indicator 5 of the neighboring vehicle 4 represents a critical lane change 22, that is to say a lane change 22 causing either an insertion (as illustrated in figures 2-3), or an exit (as illustrated in figures 4-5), respectively into or out of the current lane 32.

[0075] In a third operation, the control device 10 controls the lane change assistance function F1 to authorize or not a lane change 20 of the ego-vehicle 2 from the current lane 30 to the destination lane 32, depending on whether or not a critical change 22 is determined during the second operation. Thanks to this control operation, a lane change maneuver 20 of the ego-vehicle 2 can be authorized or blocked, depending on whether or not a risky situation associated with the lane change 22 of the neighboring vehicle 4 is detected.

[0076] According to a particular example, if a critical change 22 causing a said insertion of the neighboring vehicle 4 into the destination lane 32 is detected (as illustrated in the examples of figures 2-3) during the second operation, then the device 10 performs the following operations: - estimation, from the first DTI sensor data, of a first time Tl of activation of the CL1 flashing; - estimation, from second sensor data DT2, of a distance dl separating the neighboring vehicle 4 from the ego-vehicle 2; and - checking whether the first authorization conditions CD1 ([Fig.l]) are met depending on the first time Tl of activation of the flashing CL1 and the distance dl.

[0077] The third control operation of the lane change assistance function Fl then comprises: - refusal (or blocking) of the change of lane 20 of the ego-vehicle 2 from the current lane 30 to the destination lane 32 if the first authorization conditions CD1 associated with said insertion of the neighboring vehicle 4 are met.

[0078] Thus, if it is detected that the neighboring vehicle 4 is in the process of entering (or engaging) the destination lane 32, this may cause a risky situation with respect to the lane change 20 of the ego-vehicle 2 from the current lane 30 to the destination lane 32, a situation which may lead to a risk of collision or at least to an anxiety-provoking or risky situation for the various individuals and equipment involved. In this case, the device 10 can estimate for how long T1 the flashing CL1 of the indicator 5 has been in progress (i.e. for how long and for how long the indicator has been activated) and estimate the distance d1 separating the neighboring vehicle 4 from the ego-vehicle 2. From the data T1 and d1, the device 10 can then carry out a first check to verify whether the first predefined authorization conditions CD1 are met or not, and carry out the operation of control based on the result of this first check.In particular, the device 10 can control the function F1 by deciding to authorize or block the change of lane 20 of the ego-vehicle 2 from the current lane 30 to the destination lane 32, which advantageously makes it possible to avoid a risky situation where appropriate and thus secure the individuals and equipment involved.

[0079] As illustrated by way of example in Figures 2-3, the device 10 can thus control the function Fl to block the change of lane 20 of the ego-vehicle 2 from the current lane 30 to the destination lane 32 if each first authorization condition CD1 associated with said insertion of the neighboring vehicle 4 is fulfilled.

[0080] If, on the other hand, at least one of the first conditions CD1 is not met, the device 10 can authorize the lane change 20 of the ego-vehicle 2 to the left from the current lane 30 to the destination lane 32, to the extent that no risky situation is detected. The configuration of the first authorization conditions CD1 can vary depending on the case. It is thus advantageously possible to maximize the opportunities for the ego-vehicle 2 to carry out a lane change safely.

[0081] According to a particular example, the first authorization conditions CD1 are determined to be met if the following conditions are met: - detection that the first time Tl during which the indicator 5 of the neighboring vehicle 4 flashes is at least equal to a first threshold value Tla of time; and - detection that the first distance dl separating the neighboring vehicle 4 from the ego-vehicle 2 is less than or equal to a first distance threshold value dla.

[0082] In other words, if the two conditions above based respectively on the threshold values ​​Tla and dla are respected, this means that the vehicle 4 has undertaken its change of lane 22 for some time and that it is relatively close to the ego-vehicle 2, which indicates a sufficiently high level of risk to prohibit the change of lane 20 of the ego-vehicle 2. The threshold values ​​Tla and dla can be adapted as appropriate.

[0083] According to a particular example, the first distance threshold value dla is a function of a speed difference dV between a current speed VI of the ego-vehicle 2 and a current speed V2 of the neighboring vehicle 4. To do this, the device 10 can be configured to obtain sensor data representative of this speed difference dV, for example from the sensor data DTI and / or DT2.

[0084] As an example, the first distance threshold value dla is defined as follows: dla = Cl * D(dV) where D(dV) is a function taking dV as input, and Cl is a predefined coefficient such that Cl < 1 (for example, Cl = 0.5).

[0085] According to a particular example, if a critical change 22 causing a said departure of the neighboring vehicle 4 from the destination lane is detected during the second operation, the control device 10 carries out the following operations: - estimation, from the first DTI sensor data, of a second time T2 of activation of the CL1 flashing; - estimation, from second sensor data DT2, of the distance dl separating the neighboring vehicle 4 from the ego-vehicle 2; and - checking whether second authorization conditions CD2 ([Fig.l]) are met as a function of the second time T2 of activation of the flashing CL1 and the distance dl.

[0086] The third control operation of the lane change assistance function Fl then comprises: - authorization of the change of lane 20 of the ego-vehicle 2 from the current lane 30 to the destination lane 32 if the second authorization conditions CD2 associated with said exit of the neighboring vehicle 4 are met.

[0087] Thus, if it is detected that the neighboring vehicle 4 is leaving or releasing the destination lane 32, this means that there might not be a significant risk resulting from the lane change 20 of the ego-vehicle 2 from the current lane 30 to the destination lane 32, and that this change could potentially therefore be authorized in a secure manner. In this case, the device 10 can estimate for how long T2 the flashing CL1 of the indicator 5 has been in progress and estimate the distance d1 separating the neighboring vehicle 4 from the ego-vehicle 2. From the data T2 and d1, the device 10 can then carry out a second check to verify whether second predefined authorization conditions CD2 are met or not, and carry out the control operation according to a result of this second check.In particular, the device 10 can control the function F1 by deciding to authorize or block the lane change 20 of the ego-vehicle 2 from the current lane 30 to the destination lane 32, which advantageously makes it possible to maximize the chances for the ego-vehicle 2 to carry out its lane change 20 while guaranteeing the safety of the individuals and equipment involved.

[0088] As illustrated by way of example in figures 4-5, the device 10 can thus control the function Fl to authorize the change of lane 20 of the ego-vehicle 2 from the current lane 30 to the destination lane 32 if each second authorization condition CD2 associated with said exit of the neighboring vehicle 4 is fulfilled.

[0089] If, on the other hand, at least one of the second conditions CD2 is not respected, the device 10 can block or refuse the lane change 20 of the ego-vehicle 2 to the left from the current lane 30 to the destination lane 32, to the extent that a risky situation is detected. The configuration of the second authorization conditions CD2 can vary depending on the case.

[0090] According to a particular example, the second authorization conditions CD2 are determined to be met if the following conditions are met: - detection that the second time T2 during which the indicator 5 of the neighboring vehicle 4 flashes is at least equal to a second threshold value T2a of time; and - detection that the distance dl separating the neighboring vehicle 4 from the ego-vehicle is greater than a second threshold value dlb of distance.

[0091] In other words, if the two conditions above based respectively on the threshold values ​​T2a and dlb are respected, this means that the neighboring vehicle 4 has started its change of lane 22 for a relatively short time and that this neighboring vehicle 4 is relatively far from the ego-vehicle 2, which indicates a sufficiently low level of risk to authorize the change of lane 20 of the ego-vehicle 2. The threshold values ​​T2a and dlb can be adapted as appropriate.

[0092] According to a particular example, the second distance threshold value dlb is a function of a speed difference dV between a current speed VI of the ego-vehicle 2 and a current speed V2 of the neighboring vehicle 4. To do this, the device 10 can be configured to obtain sensor data representative of this speed difference dV, for example from the sensor data DTI and / or DT2.

[0093] As an example, the second distance threshold value dlb is defined as follows: dlb = C2 * D(dV) where D(dV) is a function taking dV as input, and C2 is a predefined coefficient such that C2 < 1 (e.g., Cl = 0.7). The function D used here to check the second authorization conditions CD2 can be the same or different from the function D mentioned above to check the first authorization conditions CD1.

[0094] According to a particular example, the authorization conditions CD1 and / or CD2 described above can be supplemented by adding at least one additional condition, such as a first additional condition based on a lateral position of the neighboring vehicle 4 in the lane and / or a second additional condition based on a lateral movement speed. These first and / or second additional conditions allow, if necessary, the device 10 to determine whether the neighboring vehicle 4 is actually moving towards the destination lane 32 (case of figures 2-3 where the neighboring vehicle 4 enters the destination lane 32) or to release the destination lane (case of figures 4-5 where the neighboring vehicle 4 leaves the destination lane 32), case corresponding to a critical lane change as already indicated.

[0095] Thus, according to a particular example, during the second determination operation, the device 10 performs at least any one of the following operations: - estimation, from sensor data, called sixth sensor data (for example the DTI and / or DT2 data), of a lateral component of the current position of the neighboring vehicle 4; and - estimation, from sensor data, called seventh sensor data (for example DTI and / or DT2 data), of a lateral speed of the neighboring vehicle 4; said determination of whether said flashing CL1 indicates (or not) a critical change 22 being a function of at least any one of the lateral component of the current position and the lateral velocity.

[0096] The authorization conditions CD1 and / or CD2 can thus be supplemented by adding a condition on the lateral position of the neighboring vehicle 4 in its lane and / or its lateral movement speed, so as to confirm or not that the neighboring vehicle 4 is in the process of making a critical lane change 22 (i.e. in the process of entering the destination lane 32 or in the process of leaving it).

[0097] Such a process advantageously makes it possible to effectively control the lane change assistance function Fl, called the SALC function, of the ego-vehicle 2. Thanks to the invention, it is possible to advantageously maximize the opportunities for carrying out a lane change regardless of the traffic conditions, while ensuring the safety of the individuals and vehicles involved.

[0098] In particular, this makes it possible to securely authorize a lane change 20 of the ego-vehicle 2 in certain road situations where the lane change would normally be refused by a conventional SALC function, which makes it possible to improve the road flow and maximize the opportunities to carry out a lane change safely. Conversely, the invention makes it possible to block a lane change 20 of the ego-vehicle 2 in certain risky road situations where the lane change would normally be authorized by a conventional SALC function, which makes it possible to improve road safety.

[0099] [Fig. 6] schematically illustrates a control device 10 configured to control a lane change assistance function F1 (LAC), according to a particular and non-limiting exemplary embodiment of the present invention. The device 10 corresponds for example to a device on board the vehicle 2, for example a computer.

[0100] The control device 10 is for example configured for the implementation of the operations described above with regard to figures 1-5 and / or the steps of the control method described below with regard to [Fig.7]. Examples of such a device 10 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 10, individually or in combination, can be integrated into a single integrated circuit, into several integrated circuits, and / or into discrete components. The device 10 can be produced in the form of electronic circuits or software (or computer) modules or even a combination of electronic circuits and software modules.

[0101] The device 10 comprises one (or more) processor(s) 40 configured to execute instructions for carrying out the steps of the method and / or for executing the instructions of the software(s) embedded in the device 2. The processor 40 (corresponding for example to the processor 12 illustrated in [Fig. 1]) can include integrated memory, an input / output interface, and various circuits known to those skilled in the art. The device 10 further comprises at least one memory 41 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.

[0102] 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 4L memory.

[0103] According to various particular and non-limiting embodiments, the device 10 is coupled in communication with other similar devices or systems 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.

[0104] According to a particular and non-limiting exemplary embodiment, the device 10 comprises a block 42 of interface elements for communicating with external devices, for example a remote server or the “cloud”, or the vehicle 2 when the device 10 corresponds to a smartphone or a tablet for example. The interface elements of the block 42 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 (LTE) “Long-Term Evolution” or in French “Long-Term Evolution”), LTE-Advanced (or in French 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”).

[0105] According to another particular and non-limiting embodiment, the device 10 comprises a communication interface 43 which makes it possible to establish communication with other devices (such as other computers of the on-board system or on-board sensors) via a communication channel 45. The communication interface 43 corresponds for example to a transmitter configured to transmit and receive information and / or data via the communication channel 45. The communication interface 43 corresponds for example to a wired network of the CAN type (from the English “Controller Area Network” or in French “Réseau de contrôles”), CAN FD (from the English "Controller Area Network Flexible Data-Rate"), FlexRay (standardized by ISO 17458), Ethernet (standardized by ISO / IEC 802-3) or LIN (from the English "Local Interconnect Network").

[0106] According to a particular and non-limiting exemplary embodiment, the device 10 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 10.

[0107] The interface elements of the block 42 and / or the communication interface 43 may for example be used by the control device 10 to receive the DTI and / or DT2 sensor data from the CPI and / or CP2 sensors, respectively.

[0108] [Fig.7] illustrates a diagram of the different steps of a method for controlling a lane change assistance function, also called SALC function, according to a particular and non-limiting exemplary embodiment of the present invention. The method is for example implemented by the control device 10, as previously described, this device being able to be on board the vehicle 2 ([Fig.l]).

[0109] It is assumed that the ego-vehicle 2 travels in a current lane 30, adjacent to a second lane 32, called the destination lane (figures 1-5).

[0110] In a first step SI, a flashing CL1 of a flashing light 5 of a neighboring vehicle 4 is detected from first DTI sensor data.

[0111] In a second step S2, it is determined, as a function of a current position of the neighboring vehicle 4 and a direction of the flashing CL1, whether said flashing CL1 indicates a change of lane 22, called critical change, causing an insertion or an exit of the neighboring vehicle 4 respectively into or out of the destination lane 32.

[0112] In a third step S3, the lane change assistance function is controlled to authorize or not a lane change 20 of the ego-vehicle 2 from the current lane 30 to the destination lane 32, depending on whether a critical change is determined or not.

[0113] According to a variant, the variants and examples of the operations described in relation to figures 1-5 apply to the steps of the method of [Fig.7].

[0114] However, the present invention is not limited to the embodiments described above but extends to a control method which would include secondary steps without thereby departing from the scope of the present invention. The same would apply to a control device configured for the implementation of such a method.

[0115] The present invention also relates to a SALC system comprising the device 10 of [Fig. 1].

[0116] The present invention also relates to a vehicle, for example an automobile or more generally an autonomous land-based motor vehicle, comprising the device 10 of [Fig.l] or the SALC system above.

Claims

Claims

1. Method for controlling a lane change assistance function (Fl) of a vehicle (2), called ego-vehicle, traveling in a current lane (30), adjacent to a second lane (32), called destination lane, said method comprising: - detection (SI), from first sensor data (DTI), of the flashing (CL1) of a turn signal (5) of a neighboring vehicle (4); - determination (S2), as a function of a current position of the neighboring vehicle and a direction of the flashing, of whether said flashing (CL1) indicates a lane change (22), called critical change, causing an insertion or an exit of the neighboring vehicle (4) respectively into or out of the destination lane (32); and - control (S3) of the lane change assistance function (Fl) to authorize or not a lane change (20) of the ego-vehicle (2) from the current lane to the destination lane, depending on whether a critical change is determined or not.

2. The method of claim 1, wherein a critical change (22) causing an insertion of the neighboring vehicle (4) into the destination lane (32) is detected if at least one of the following conditions is met: - the current position of the neighboring vehicle is in the current lane and the direction of the flashing indicates a lane change to the destination lane; and - the current position of the neighboring vehicle is in a secondary adjacent lane, called a third lane, other than the current lane and adjacent to the destination lane, and the direction of the flashing indicates a lane change to the destination lane.

3. A method according to claim 1 or 2, wherein a critical change (22) causing the neighboring vehicle (4) to depart from the destination lane (32) is detected if the current position of the neighboring vehicle is in the destination lane and the direction of the flashing (CL1) indicates a lane change out of the destination lane.

4. Method according to any one of the preceding claims, wherein the method comprises, if a critical change (22) causing a said insertion of the neighboring vehicle (4) into the destination lane (32) is detected: - estimation, from the first sensor data (DTI), of a first flashing activation time (Tl); - estimation, from second sensor data (DT2), of a first distance (dl) separating the neighboring vehicle (4) from the ego-vehicle (2); and - verification of whether first authorization conditions (CD1) are met as a function of the first flashing activation time and the first distance; wherein the control of the lane change assistance function (Fl) comprises: - refusal of the lane change (20) of the ego-vehicle from the current lane to the destination lane if the first authorization conditions associated with said insertion of the neighboring vehicle are met.

5. Method according to claim 4, in which the first authorization conditions (CD1) are determined as being fulfilled if the following conditions are fulfilled: - detection that the first time during which the indicator of the neighboring vehicle flashes is at least equal to a first threshold value (Tla) of time; and - detection that the first distance separating the neighboring vehicle from the ego-vehicle is less than or equal to a first threshold value (dla) of distance.

6. Method according to any one of the preceding claims, wherein the method comprises, if a critical change (22) causing a said departure of the neighboring vehicle (4) from the destination lane (32) is detected: - estimation, from the first sensor data (DTI), of a second time (T2) of activation of the flashing; - estimation, from third sensor data, of a second distance (dl) separating the neighboring vehicle (4) from the ego-vehicle (2); and - verification of whether second authorization conditions (CD2) are fulfilled as a function of the second time of activation of the flashing and the second distance; wherein the control of the lane change assistance function (Fl) comprises: - authorization of the lane change of the ego-vehicle from the current lane to the destination lane if the second authorization conditions associated with said departure of the neighboring vehicle are fulfilled.

7. Method according to claim 6, in which the second authorization conditions (CD2) are determined as being fulfilled if at least the following conditions are fulfilled: - detection that the second time (T2) during which the indicator (5) of the neighboring vehicle flashes is at least equal to a second threshold value (T2a) of time; and - detection that the second distance separating the neighboring vehicle from the ego-vehicle is greater than a second threshold value (dlb) of distance.

8. Computer program (PG1) comprising instructions for implementing the method according to any one of the preceding claims, when these instructions are executed by a processor (12; 40).

9. Device (10) for controlling a lane change assistance function (Fl) of a vehicle (2), called an ego-vehicle, capable of traveling in a current lane (30), adjacent to a second lane (32), called the destination lane, said device (10) comprising a memory (14, 41) associated with at least one processor (12, 40) configured for implementing the steps of the method according to any one of claims 1 to 7.

10. Vehicle (2) comprising the device (10) according to claim 9.

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