Device for securing the overtaking phase of one vehicle by another, and associated method

Abstract

The invention relates to a method for securing an overtaking maneuver of a first vehicle (100) traveling in the first lane (v1) of a roadway (ch1) by a second vehicle (200) traveling in the second lane (v2) of the roadway (ch1). The method is implemented by an electronic device (110) of the first vehicle (100) and is characterized in that it comprises a step of determining initial information indicating whether the second vehicle (200) is overtaking the first vehicle (100), a step of analyzing said overtaking maneuver, and when the overtaking analysis detects that the second vehicle (200) has overtaken the first vehicle (100) and that safety conditions are met, a step of transmitting a lane-merge information to the second vehicle (200) based on the overtaking analysis, indicating that the second vehicle (200) may merge back into the first lane (v1). (Fig. 1)

Description

Title of the invention: Device for securing the overtaking phase of one vehicle by another, and associated method. Technical field of the invention

[0001] The invention relates, in general, to the field of motor vehicles, and more particularly to the safety of these vehicles. prior art

[0002] Autonomous or AI-assisted vehicles represent a major advance in the automotive field, incorporating advanced technologies that allow them to analyze their environment and make autonomous decisions to assist the driver. Thanks to onboard systems including, for example, cameras, proximity sensors, radar, and / or LiDAR, these vehicles can, for example, detect obstacles, adjust their speed, and maintain a safe trajectory.

[0003] However, these vehicles are generally not configured to communicate in real time with their external environment.

[0004] Furthermore, a non-autonomous vehicle or one not assisted by artificial intelligence can also become so in certain areas of traffic / driving after the addition of on-board systems reported in the vehicle such as those mentioned above.

[0005] However, these vehicles do not incorporate technologies for dialogue as described above, these technologies being more difficult to integrate on pre-existing vehicles.

[0006] There is therefore a real need to improve vehicle safety to take into account, as realistically and relevantly as possible, its external environment, particularly during dynamic driving phases such as overtaking. Description of the invention

[0007] The invention aims to remedy the drawbacks of the prior art and to improve the safety of autonomous or assisted vehicles, in particular during a phase of overtaking an autonomous or assisted vehicle by another vehicle.

[0008] To this end, according to a first aspect of the invention, a method is proposed to secure an overtaking phase of a first motor vehicle travelling on a first lane of a roadway by a second motor vehicle travelling on a second lane of the roadway.

[0009] The method is implemented by an electronic device of the first vehicle, and is notable in that it comprises: • a step of determining initial information, the information indicating whether the second vehicle is overtaking the first vehicle. • an analysis step of the overtaking of the first vehicle by the second vehicle, and when the overtaking analysis detects that the second vehicle has overtaken the first vehicle and that predetermined safety conditions are valid: • a step of transmitting information to the second vehicle to indicate the possibility of the second vehicle returning to the first lane of the roadway.

[0010] In this way, the second vehicle is informed that it can safely complete its overtaking maneuver, in particular by pulling back in front of the first vehicle. The driver of the second vehicle is thus informed that their driving does not impede the smooth flow of traffic for other road users, and more specifically for the first vehicle.

[0011] According to one embodiment, the method includes a step of determining a second piece of information, the second piece of information indicating whether an electronic device of the second vehicle is capable of communicating with the electronic device of the first vehicle. The electronic device then detects whether the second vehicle overtaking the first vehicle is a vehicle with which it can communicate in order to establish cooperation during the overtaking phase of the first vehicle by the second vehicle.

[0012] According to one embodiment, the lane-change information preferably comprises at least one external, unconnected signal, preferably a visual signal, preferably emitted by one or more of the first vehicle's lights. This embodiment is particularly advantageous when the second piece of information obtained during the associated determination step confirms that the second vehicle is not configured to establish vehicle-to-vehicle communication. The display device may, for example, be an LED panel capable of displaying a text message or a symbol (e.g., an arrow). The visual signal may also be emitted by the vehicle's headlights. The use of high beams can thus enable the emission of brief, alternating illumination, such as flashing the headlights. In this way, the second vehicle is informed that it is safe to lane change.

[0013] According to one embodiment, one of the predetermined safety conditions includes a threshold safety distance separating the second vehicle from the first vehicle in front of the first vehicle, the overtaking analysis step comprising: • a step of measuring an actual distance separating the second vehicle from the first vehicle in front of the first vehicle, and • a step comparing the actual distance with the predetermined safety threshold distance, the predetermined safety distance threshold being a function, preferably, of a first speed of the first vehicle, a second speed of the second motor vehicle and a speed differential measured between the first speed and the second speed.

[0014] Indeed, such parameters will allow for the optimally safe assessment of the safety threshold distance before informing the second vehicle that it is safe to move back in front of the first vehicle. For example, the higher the speed of the first and second vehicles, the greater the safety threshold distance can be. Conversely, a safety threshold distance can be smaller if the second vehicle has a higher relative speed compared to the first vehicle.

[0015] Thus, thanks to the speed differential, if the second vehicle has a positive but very low relative speed compared to the first vehicle (for example 2 km.h'), then the distancing of the second vehicle from the first vehicle after lane change will be relatively slow and may result in a risky situation, whereas if the second vehicle has a positive but relatively high relative speed compared to the first vehicle (for example 10 km.h'), then the distancing of the second vehicle from the first vehicle after lane change will be relatively fast and may result in a risk-free situation.

[0016] According to one embodiment, one of the predetermined safety conditions is that the second speed of the second motor vehicle is greater than or equal to the first speed of the first vehicle.

[0017] The speed difference between the two vehicles determines whether the second vehicle is traveling at the same speed as or greater than the first vehicle. The microprocessor then determines whether information authorizing the second vehicle to pull back in front of the first vehicle can be transmitted without requiring the first vehicle to slow down. This step therefore determines whether the second vehicle can pull back in front of the first vehicle without risking having to slow down the first vehicle being overtaken.

[0018] According to one embodiment, the speed differential is obtained by calculating the difference between the second speed of the second vehicle and the first speed of the first vehicle, the safety distance increasing as the speed differential tends towards 0. If the second vehicle, after overtaking the first vehicle, wishes to return to the same speed as the first vehicle, then it is necessary that the safety distance be at its maximum.

[0019] According to another aspect of the invention, a computer program is proposed comprising instructions, executable by a microprocessor or a microcontroller, for the implementation of the process as described above, when executed by the microprocessor or the microcontroller.

[0020] According to another aspect of the invention, an electronic device is proposed that is configured to implement the steps of the process as described above.

[0021] According to another aspect of the invention, a motor vehicle is proposed comprising the electronic device as described above. Brief description of the figures

[0022] Other features and advantages of the invention will become apparent from the following description, with reference to the accompanying figures, which illustrate: • [Fig.1]: a schematic top view of a phase of overtaking a first vehicle by a second vehicle, the first vehicle implementing a method to secure said overtaking phase according to an embodiment of the invention; • [Fig.2]: a schematic top view of the overshoot phase first vehicle by the second vehicle of the [Fig.1], the second vehicle having completely overtaken the first vehicle and being able to move back in front of the first vehicle; • [Fig. 3]: a flowchart of the steps implemented during the process according to an embodiment of the invention.

[0023] For clarity, identical or similar elements are identified by identical reference signs throughout the figures. DETAILED description of a method of implementation

[0024] Fig. 1 represents a portion of a road forming a chl carriageway and comprising a first lane v1 and a second lane v2, adjacent to the first lane v1 of the chl carriageway.

[0025] A first vehicle 100 is illustrated, traveling in the first lane vl, the first vehicle 100 being a motor vehicle. The first vehicle 100 includes an electronic device comprising a microprocessor 110, for example a neural network of the microprocessor 110. The electronic device is configured to implement a method for ensuring the safe overtaking of the first vehicle 100, a motor vehicle traveling in the first lane vl of the carriageway chl, by a second vehicle 200 traveling in a second lane v2 of the carriageway chl. The microprocessor 110 is connected to control means 125 for controlling an environment external to the first vehicle 100 and to communication means 150 configured for communicating with other vehicles.

[0026] The control means 125 include at least one three-dimensional environmental perception sensor, for example an optical sensor or a lidar (light detection and ranging) sensor. In this embodiment, the control means 125 include a front camera 120, configured to acquire environmental data in front of the first vehicle 100, and a rear camera 130, configured to acquire environmental data in front of the first vehicle 100.

[0027] The communication means 150 include at least one inter-vehicle data transmission and reception device, configured to perform inter-vehicle communication, for example according to a standardized protocol to which the vehicle is connected (Wi-Fi, Bluetooth, etc.).

[0028] With reference to [Fig.3], at a step S00, vehicle 100 travels on a first lane vl of a carriageway chl along a longitudinal axis corresponding to the axis of traffic of the carriageway. The first vehicle 100 travels at a predetermined speed and in a direction of travel si.

[0029] At a step S10, the microprocessor 110, for example a neural network of the Microprocessor 110 detects a second vehicle 200. This second vehicle 200 is traveling in the second lane v2 of the chl carriageway, adjacent to the first lane vl of the chl carriageway, and in the same direction of travel as the first vehicle 100. At this stage S10, microprocessor 110 also determines initial information indicating whether the second vehicle 200 is overtaking the first vehicle 100 on either side of said first vehicle 100. The detection of the second vehicle 200 overtaking the first vehicle 100 is performed using data acquired by the control means 125, and more specifically the rear camera 120.

[0030] At a stage S20, the microprocessor 110 attempts to communicate with the second vehicle 200 via the communication means 150. The microprocessor 110 then determines a second piece of information indicating whether the second vehicle is configured to communicate with its environment or not.

[0031] At a step S30, the microprocessor 110 implements an analysis step of the overtaking allowing to determine if the second vehicle 200 can make a move back into the first lane vl in front of the first vehicle 100 without risk.

[0032] The overtaking analysis step S30 includes a step S31 for detecting a complete overtaking of the first vehicle 100 by the second vehicle 200. The complete overtaking detection step S31 determines whether the second vehicle 200 has completely overtaken the first vehicle 100. By "completely overtaken," it is meant that a rear end 210 of the second vehicle 200 (here, the overtaking vehicle) has overtaken a front end 140 of the first vehicle 100 (here, the vehicle exceeded), as illustrated in [Fig.2]. In other words, an orthogonal projection onto the longitudinal axis of the chl roadway of the rear end 210 of the second vehicle 200 is at a non-zero distance d in front of an orthogonal projection onto this same longitudinal axis of the chl roadway of the front end 140 of the first vehicle 100.

[0033] In a step S32, subsequent to step S31, the microprocessor 110 then determines a first speed of movement of the first vehicle 100, by means of the control means 125 or other more common means such as a wheel speed sensor linked to the electronic control unit (ECU) of the first vehicle 100. The first speed preferably corresponds to an average speed determined over a very short period, preferably less than two seconds. Alternatively, an instantaneous speed may be measured.

[0034] In a step S33, subsequent to step S32, the microprocessor 110 also determines a second speed of movement of the second vehicle 200, via the control means 125. The second speed preferably corresponds to an average speed determined over a very short period, preferably less than two seconds. Alternatively, an instantaneous speed can be measured.

[0035] The overtaking analysis S30 then includes a step S34 for determining a speed differential. Determining a speed differential S34 involves comparing the first speed S32 and the second speed S33. More specifically, in order for the first vehicle 100 to maintain a constant speed throughout the overtaking phase, lane change is permitted if it does not involve slowing down the first vehicle. In other words, it is preferable for the second vehicle 200 to travel at a second speed greater than or equal to the first speed of the first vehicle 100. The speed differential S34 is calculated by subtracting the first speed S32 from the second speed S33. In this embodiment, the differential must be greater than or equal to 0 in order to allow the second vehicle 200 to lane change in front of the first vehicle 100.

[0036] In order to ensure the safety of both vehicles, the overtaking analysis S30 also includes a step of determining a threshold safety distance S35 and a step of measuring an actual distance S36.

[0037] Determining the threshold safety distance S35 allows the second vehicle to pull back into its lane only if it can be done without risk of an accident. To do this, the safety distance is calculated based on the speed differential and the speed of one of the two vehicles, either the first vehicle (100 km / h) or the second vehicle (200 km / h). Indeed, the higher the speed of the two vehicles, for example, approaching 130 km / h, the greater the safety distance must be. Furthermore, the smaller the speed differential, meaning that the second vehicle (200 km / h) is moving at a lower speed, the greater the safety distance required. The more slowly the first vehicle passes 100, the greater the safety distance, since the relative separation of the two vehicles is slow.

[0038] In addition, the safety distance threshold may also depend on the location of the first vehicle 100 or on a predetermined setting of its user, so as to comply with the highway code in force in the region where the first vehicle 100 is traveling.

[0039] The measurement of a real distance S36 makes it possible to determine the distance d separating the second vehicle 200 from the first vehicle 100 dynamically, between an orthogonal projection on the longitudinal axis of the roadway chl of the rear end 210 of the second vehicle 200 and an orthogonal projection on the longitudinal axis of the roadway chl of the front end 110 of the first vehicle 100. It is determined from the data acquired by the control means 125.

[0040] The S30 overtaking analysis finally includes a step comparing the actual distance d and the safety distance. When the actual distance d is greater than or equal to the previously determined threshold safety distance, the microprocessor 110 of the first vehicle 100 is in favor of the second vehicle 200 pulling back into lane vl in front of the first vehicle 100. The microprocessor 110 then implements a step S40 of transmitting a pull-back instruction to the second vehicle 200.

[0041] If, at step S20, the second piece of information indicates that the second vehicle 200 is not configured to communicate with its environment (not connected), then step S40, which involves transmitting a lane-cutting signal, can be carried out by means of added or, preferably, existing light signaling devices on the first vehicle, for example, a display device such as an LED panel displaying a message, or high beams, which can, for example, be illuminated briefly ("flash of the headlights"). Alternatively or in addition, the lane-cutting signal may include, or even consist of, at least one audible signal (horn).

[0042] Such a transmission of lane-closing information is therefore transmitted, not to warn of a danger, but rather to inform of a possible lane-closing without risk detected by the first vehicle.

[0043] If, at step S10, no vehicle passes the first vehicle 100 and, as a result, the microprocessor 110 does not detect any vehicle doubling the first vehicle 100, then the microprocessor 110 implements a new iteration of step S10 at regular intervals according to a predetermined periodicity, or implements step S10 continuously, until the detection of a second vehicle 200 doubling said first vehicle 100.

[0044] Of course, other predetermined safety conditions can be checked during the overshoot analysis step. For example, according to a mode One of the predetermined safety conditions for implementation includes the absence of any object separate from the first and second vehicles that could impede the safety of the lane-cutting maneuver. This could be a static object, such as an obstacle in front of the first vehicle. The object could also be moving, such as a third motor vehicle (not shown) traveling on the carriageway (chl) whose behavior might suggest dangerous conduct. This could be, for example, a third two-wheeled vehicle traveling behind the first and second vehicles, whose relative speed compared to the first and second vehicles allows for the anticipation of a third vehicle overtaking the first vehicle, particularly by lane-splitting between the first lane (vl) and the second lane (v2).

[0045] The microprocessor 110 then determines whether there is a risk of collision between the third vehicle and the first and / or second vehicle 100, 200 when the second vehicle 200 cuts in front of the first vehicle 100, such a maneuver imposing a trajectory intersecting an anticipated trajectory of the third vehicle. The determination of the risk may be based, for example: . • a distance separating the first vehicle 100 and the third vehicle, • the speed of the third vehicle; and / or • the distance d and the speed of the second vehicle 200.

[0046] Naturally, the invention is described above by way of example. It is understood that a person skilled in the art is able to carry out different embodiments of the invention without departing from the scope of the invention.

[0047] It is emphasized that all features, as they are apparent to a person skilled in the art from the present description, drawings and attached claims, even if in practice they have only been described in relation to other specific features, both individually and in any combinations, can be combined with other features or groups of features disclosed herein, provided that this has not been expressly excluded or that technical circumstances make such combinations impossible or meaningless.

Claims

Demands

1. A method for securing an overtaking phase of a first motor vehicle (100) travelling on a first lane (vl) of a roadway (chl) by a second motor vehicle (200) travelling on a second lane (v2) of the roadway (chl), the method being implemented by an electronic device (110) of the first vehicle (100), and characterized in that it comprises: - a step of determining a first piece of information (S10), the information indicating whether the second vehicle (200) is overtaking the first vehicle (100), - a step of analyzing the overtaking (S30) of the first vehicle (100) by the second vehicle (200),and when the overtaking analysis (S30) detects that the second vehicle (200) has overtaken (S31) the first vehicle (100) and that predetermined safety conditions are valid: - a step of transmitting a lane-return information (S40) to the second vehicle (200) from the overtaking analysis to indicate the possibility for the second vehicle (200) to merge back into the first lane (vl) of the roadway (chl).,

2. A method according to claim 1, characterized in that it comprises a step of determining a second piece of information (S20), the second piece of information indicating whether an electronic device (210) of the second vehicle (200) is capable of communicating with the electronic device (110) of the first vehicle (100).

3. Method according to claim 1 or 2, characterized in that the lay-down information (S40) comprises, preferably consists of, at least one unconnected external signal, preferably luminous, preferably still emitted by one or more of the lights of the first vehicle (100).

4. A method according to any one of the preceding claims, characterized in that one of the predetermined safety conditions comprises a threshold safety distance (S35) separating the second vehicle (200) from the first vehicle (100) in front of the first vehicle (100), the overtaking analysis step (S30) comprising:

5.

6.

7.

8. - a measurement step (S36) of an actual distance (d) separating the second vehicle (200) from the first vehicle (100) in front of the first vehicle (100), and - a comparison step (S37) of the actual distance (d) with the predetermined threshold safety distance, the predetermined threshold safety distance (S35) being a function, preferably, of a first speed (S32) of the first vehicle (100), a second speed (S33) of the second vehicle (200) and a speed differential (S34) measured between the first speed (S32) and the second speed (S33). Method according to any one of the preceding claims, characterized in that one of the predetermined safety conditions is that the second speed (S33) of the second vehicle (200) is greater than or equal to the first speed (S32) of the first vehicle (100). A computer program comprising instructions, executable by a microprocessor or microcontroller, for implementing the method according to any one of claims 1 to 5, when executed by the microprocessor or microcontroller. An electronic device (110) configured to implement the steps of the method according to any one of claims 1 to 5. A motor vehicle (100) comprising the electronic device (110) according to the preceding claim.

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