Method for automated management of vehicle longitudinal speed - Patents.com

Abstract

The present invention relates to a method for automated management of the longitudinal speed of a first vehicle (10) traveling on a first lane (40), comprising: a first step (E1) of detecting the intention of a second vehicle (20) traveling on a second lane (42) adjacent to the first lane (40) to perform an insertion maneuver on the first lane (40); a second step (E2) of estimating a corrected longitudinal distance (DLCOR), the corrected longitudinal distance corresponding to the longitudinal distance that will separate the first vehicle (10) from the second vehicle (20) at the end of the insertion maneuver, the corrected longitudinal distance being calculated as a function of the measured longitudinal distance (DLMES) between the first and second vehicles and as a function of the relative longitudinal speed (VLR) measured between the second vehicle (20) and the first vehicle (10); and a third step (E3) of calculating a longitudinal speed setpoint of the first vehicle as a function of the corrected longitudinal distance (DLCOR).

Description

[Technical Field]

[0001] The present invention relates to a method for automated management of the longitudinal speed of a vehicle, a device for automated management of the longitudinal speed of a vehicle, and a motor vehicle including such an automated management device. [Background technology]

[0002] Driver assistance technology is becoming increasingly common and is no longer limited to high-spec vehicles.

[0003] These techniques can make motor vehicle operation easier and / or make vehicle driver behavior more reliable.

[0004] Some automated speed management systems are commonly installed in modern vehicles, and these systems generally operate based on adjusting the distance between the vehicle to which they are attached, also called the ego vehicle, and a vehicle ahead of it in the ego vehicle's lane of traffic, called the target.

[0005] Some automated speed management systems even take into account that a target will perform a cut-in maneuver before cutting into the host vehicle's lane. However, proactively adjusting speed for a target entering the host vehicle's lane can be irritating while driving. Summary of the Invention

[0006] The aim of the present invention is to provide a system and method for automated management of the longitudinal speed of a vehicle that remedies the above-mentioned drawbacks.

[0007] A first subject of the invention is a method for managing longitudinal speeds that produces comfortable and secure accommodation for the occupants in the vehicle.

[0008] To this end, the invention relates to a method for automated management of the longitudinal speed of a first vehicle traveling in a first lane, said method comprising the following steps: - a first step of detecting an intention of a second vehicle traveling in a second lane adjacent to the first lane to perform a cutting-in maneuver into the first lane; - a second step of estimating a corrected longitudinal distance, the corrected longitudinal distance corresponding to the longitudinal distance that will separate the first vehicle from the second vehicle at the end of the cut-in maneuver, the corrected longitudinal distance being calculated based on the longitudinal distance measured between the first and second vehicles and the relative longitudinal speed measured between the second and first vehicles; - a third step of calculating a longitudinal speed setpoint for the first vehicle based on the corrected longitudinal distance; Includes:

[0009] The first detection step may include a sub-step of calculating line crossing times and then comparing the line crossing times with a predefined threshold.

[0010] The corrected longitudinal distance calculated in the second step may depend on the measured longitudinal distance, the measured relative longitudinal velocity, and the line crossing time.

[0011] The corrected longitudinal distance calculated in the second step may be equal to the sum of the measured longitudinal distance and the product of the measured relative longitudinal velocity and the line crossing time.

[0012] The first detecting step may include the substep of detecting visual indicators on the second vehicle signaling a cutting-in maneuver, and in particular detecting the use of flashing lights.

[0013] The method may include a step of comparing a speed of the first vehicle and a speed of the second vehicle, and the longitudinal speed setpoint calculated in the third step is a strong deceleration setpoint if the speed of the second vehicle is strictly less than the speed of the first vehicle, and the longitudinal speed setpoint calculated in the third step is a weak deceleration setpoint if the speed of the second vehicle is strictly greater than the speed of the first vehicle.

[0014] This method is - calculating a first reference longitudinal speed based on the corrected longitudinal distance; - detecting at least one third vehicle in traffic around the first vehicle; - calculating at least one second reference longitudinal speed based on a speed of the at least one third vehicle; It may include:

[0015] The longitudinal velocity setpoint calculated in the third step may be equal to the minimum of the first reference longitudinal velocity and the at least one second reference longitudinal velocity.

[0016] The second vehicle and at least one third vehicle may be located in front of the first vehicle.

[0017] The invention further relates to a device for automated management of the longitudinal speed of a vehicle, comprising hardware and / or software elements implementing the method as defined above.

[0018] The invention further relates to a motor vehicle including a device for automated management of the longitudinal speed of the vehicle as defined above.

[0019] The invention further relates to a computer program product comprising program code instructions recorded on a computer-readable medium for performing the steps of the method defined above when the program is run on a computer, and / or to a computer program product which can be downloaded from a communications network and / or recorded on a computer-readable and / or computer-executable data medium, characterized in that the computer program product comprises instructions which, when the program is run by a computer, cause said computer to perform the method defined above.

[0020] The invention further relates to a computer-readable data storage medium having recorded thereon a computer program comprising program code instructions for carrying out the method defined above and / or to a computer-readable storage medium comprising instructions which, when executed by a computer, cause said computer to carry out the method defined above.

[0021] The invention further relates to a data carrier signal carrying a computer program product as defined above.

[0022] The attached drawings show, by way of example, one embodiment of a device for automated management of longitudinal speeds according to the invention and one mode of execution of the method for automated management of longitudinal speeds according to the invention. [Brief explanation of the drawings]

[0023] [Figure 1] 1 is a diagrammatic representation of an embodiment of a vehicle equipped with means for implementing a method for automated management of the longitudinal speed of a motor vehicle; [Figure 2] 2 shows a schematic diagram of a first traffic configuration taken into account by the method for managing the longitudinal speed of a motor vehicle; FIG. [Figure 3] FIG. 1 illustrates over time how interrupt steering is performed. [Figure 4] 1 is a flowchart of a first execution mode of a method for automated management of the longitudinal speed of a motor vehicle. [Figure 5] 4 is a flowchart of a second execution mode of the method for automated management of the longitudinal speed of a motor vehicle. [Figure 6] FIG. 1 illustrates an embodiment of the method in a first traffic configuration. [Figure 7] FIG. 10 illustrates an embodiment of the method in a second traffic configuration. [Figure 8] 2 shows a schematic diagram of a second traffic configuration taken into account by the method for managing the longitudinal speed of a motor vehicle; DETAILED DESCRIPTION OF THE INVENTION

[0024] An embodiment of a vehicle equipped with means for implementing a method for automated management of longitudinal speed is described below with reference to FIG.

[0025] Motor vehicle 10 may be any type of motor vehicle, particularly a leisure vehicle or utility vehicle. In this description of one embodiment, the vehicle that includes the means for implementing the present invention will be referred to as the "own" vehicle. This name merely allows the vehicle to be distinguished from other nearby vehicles and does not inherently impose any technical limitations on motor vehicle 10.

[0026] The first motor vehicle 10 or ego vehicle 10 comprises a system 1 for automated management of the longitudinal speed of the motor vehicle.

[0027] The system 1 for automated management of the longitudinal speed of a motor vehicle may form part of a more general driver assistance system 9 .

[0028] The system 1 for automated management of the longitudinal speed of a motor vehicle comprises mainly the following elements: detection means 3 for detecting vehicles traveling in the lane of the motor vehicle 10, called the main lane, and in the traffic lanes on either side of the main lane, called adjacent lanes; - microprocessor 2; - Memory 6 and Includes:

[0029] The system 1 for automated management of the longitudinal speed of a motor vehicle, and in particular the microprocessor 2, mainly comprises the following modules: a module 21 for detecting the intention of a second vehicle traveling in a second lane adjacent to the first lane to perform a cutting-in maneuver into the first lane, said module 21 being able to interact with the detection means 3; a module 22 for estimating the corrected longitudinal distance separating the ego vehicle 10 from the second vehicle at the end of the cut-in maneuver, said module 22 being able to interact with the detection means 3; a module 23 for calculating a longitudinal speed setpoint of the host vehicle based on said corrected longitudinal distance, said module 23 being capable of interacting with the detection means; Includes:

[0030] The motor vehicle 10, in particular the system 1 for automated management of the longitudinal speed of a motor vehicle, preferably includes all of the hardware and / or software elements configured to implement the methods defined in the subject matter of the present invention or as further described below.

[0031] The detection means 3 may for example comprise a radar, and / or a lidar, and / or a camera, and / or any other type of sensor suitable for detecting targets in the environment of the ego-vehicle.

[0032] The detection means 3 is - the longitudinal distance between the vehicle and the surrounding vehicle; - the longitudinal and lateral speeds of surrounding vehicles; - longitudinal and lateral accelerations of surrounding vehicles; - The relative longitudinal speed of surrounding vehicles with respect to the vehicle itself and The microprocessor 2 may be provided with measurements including:

[0033] As a variant, some of these measurements may be calculated by a microprocessor on the basis of measurements provided by the detection means 3. These measurements may be repeated indefinitely at a given frequency.

[0034] Furthermore, the microprocessor 2 may also receive information relating to the longitudinal speed of the ego vehicle, for example via a speed sensor of the ego vehicle connected to the system 1. The microprocessor 2 may also receive information relating to the lateral distance between the ego vehicle and surrounding vehicles and / or information for determining the position of the ego vehicle in the reference frame, in particular with respect to the boundary line.

[0035] The module 23 for calculating the longitudinal speed setpoint may send control commands to the engine 4 or to the braking system 5 of the vehicle to control the longitudinal speed of the host vehicle.

[0036] The system 1 for automated management of longitudinal speed of a motor vehicle includes a memory 6. The memory 6 constitutes a storage medium that can be read by a computer or by a processor and includes instructions that, when executed by the computer or processor, prompt the computer or processor to perform a method for automated management of longitudinal speed according to one embodiment of the present invention.

[0037] Referring to Figure 2, it is assumed that the ego vehicle 10 is traveling on a roadway that includes at least two lanes of traffic traveling in the same direction. In the example illustrated in Figure 2, the ego vehicle 10 is in a center lane 40 of a three-lane road. Two lanes of traffic 41, 42 are therefore adjacent to and on either side of the center lane 40.

[0038] Referring to Figure 2, definitions of terminology used in the remainder of this document are provided. An axis called longitudinal axis 101 of the ego vehicle is defined as the axis of symmetry of the ego vehicle pointing towards the front of the vehicle and parallel to the axis along which the vehicle moves in a straight line. An axis called the lateral axis 102 of the ego-vehicle intersects the longitudinal axis 101 at a right angle at a point located in the center of gravity of the ego-vehicle, this lateral axis 102 pointing to the left of the ego-vehicle, left and right being defined according to the driver's point of view. The velocity vector 103 of the ego vehicle in projection onto the longitudinal axis 101 defines a longitudinal component 104 of the velocity vector, called the longitudinal velocity. The velocity vector 103 of the ego vehicle in projection onto the lateral axis 102 defines a lateral component 105 of the velocity vector, called the lateral velocity. - In the same way, the distance between two vehicles can be projected onto the longitudinal and lateral axes, thereby defining the longitudinal and lateral distances. - Conventionally, a vehicle is considered to be located in front of the ego vehicle when it is at least partially (for example, up to at least 50%) within a hemispace delimited by an axis 106 parallel to the transverse axis 102 and running through the front edge of the ego vehicle's front bumper and oriented in the direction of the axis 101. This hemispace therefore corresponds to an area 107, called the traffic area, located in front of the ego vehicle. The traffic lane 40 of the vehicle is called the main lane. - The traffic lanes 41 and 42 adjacent to the main lane and located on both sides of this lane are called adjacent lanes.

[0039] The same terminology applies to defining the position and speed parameters of the second vehicle 20 shown in Figure 2. This second vehicle 20 is characterized by its location within the traffic surrounding the ego vehicle, more particularly, by its traveling within adjacent lanes 41, 42, and by the fact that the trajectory parameters (including position and speed) of the second vehicle 20 are taken into account when calculating the ego vehicle's setpoint longitudinal speed. In the remainder of this document, this second vehicle 20 may also be referred to using the term target vehicle 20.

[0040] The target vehicle may be any type of motor vehicle, particularly a leisure vehicle or utility vehicle, or a motorcycle.

[0041] The position and velocity parameters of the target vehicle 20 are defined as follows, with reference to FIG. An axis called longitudinal axis 201 of a target vehicle 20 is defined as the longitudinal axis of symmetry of that target vehicle 20 pointing towards the front of the vehicle. an axis of the target vehicle 20 called the lateral axis 202 intersects the longitudinal axis 201 at a right angle at a point located at the center of gravity of the target vehicle, said lateral axis 202 pointing to the left of the target vehicle; The velocity vector 203 of the target vehicle 20 in projection onto the longitudinal axis 201 defines a longitudinal component 204 of the velocity vector, called the longitudinal velocity. The velocity vector 203 of the target vehicle 20 in projection onto the lateral axis 202 defines a lateral component 205 of the velocity vector, called the lateral velocity.

[0042] In the remainder of this document, a "cut-in maneuver" refers to a driving sequence that allows a target vehicle 20, 50 traveling in an adjacent lane 41, 42 to cut in front of the vehicle and enter traffic in the primary driving lane 40.

[0043] In the remainder of this document, the term "traffic corridor of the ego vehicle" refers to a section of the ego vehicle's traffic lane that is bounded laterally by two notional lines parallel to the ego vehicle's longitudinal axis, and these two lines are equidistant from the ego vehicle's longitudinal axis. In one embodiment, the traffic corridor may be defined as the longitudinal projection of the ego vehicle onto the ego vehicle's traffic lane. In this embodiment, the width of the traffic corridor therefore corresponds to the width of the ego vehicle. In an alternative embodiment, the width of the ego vehicle's traffic corridor may be different from, and preferably greater than, the width of the ego vehicle. In this embodiment, the width of the traffic corridor may, for example, define a margin of 30 cm on either side of the ego vehicle.

[0044] FIG. 3 shows the main times for a cut-in maneuver for a target vehicle 20 into the lane of the ego vehicle 10. At time T0, the target vehicle 20 overtakes the ego vehicle 10. The speed of the target vehicle 20 is now purely longitudinal. The target vehicle's 20 intention to perform a cut-in maneuver cannot therefore be detected by the target vehicle's 20 driving parameters; the target vehicle's 20 lateral speed and lateral acceleration are very small, and the target vehicle's 20 trajectory remains centered on the target vehicle's 20 traffic lane 42. At this stage, the target vehicle 20 may signal its intention to perform a cut-in maneuver, for example using a visual indicator (flashing light). At time T1, the target vehicle 20 has a non-zero lateral velocity 205 and possibly a non-zero lateral acceleration. The target vehicle 20 is therefore moving towards the boundary line 420 located between the lane of the ego vehicle and the lane of the target vehicle. At this stage, the driving parameters of the target vehicle 20 enable the ego vehicle to detect the intention of the target vehicle 20 to perform a cut-in maneuver into the lane of the ego vehicle. At time T2, the target vehicle 20 crosses the boundary line separating its lane from the lane of the ego vehicle. At time T2b, the target vehicle 20 enters a traffic corridor 110 centered on the longitudinal axis of the ego vehicle 10. At time T3, the target vehicle 20 is located entirely within the ego vehicle's traffic lane.

[0045] The criteria for determining whether a vehicle has crossed the line are as follows: - the lateral edge of the vehicle chassis closest to the vehicle itself, or - the lateral edge of at least one of the wheels of the vehicle, or - Center of gravity of this vehicle may be defined as the intersection of this line with at least one point of

[0046] As an alternative, the criterion for a vehicle crossing a line may be defined as the crossing of this line by the entire vehicle.

[0047] Preferably, the intersection criterion is defined as the intersection of the line with at least one point of the lateral edge of the vehicle chassis.

[0048] In the remainder of this document, the phrase "end of the cutting-in maneuver" may refer to time T3, from which time T3 the target vehicle 20 is located entirely within the traffic lane of the ego vehicle. Preferably, the end of the cutting-in maneuver may be considered as time T2b, at which the target vehicle 20 enters a traffic corridor centered on the longitudinal axis of the ego vehicle. According to another alternative embodiment, the end of the cutting-in maneuver may also be considered as time T2b, at which the target vehicle 20 crosses the boundary line.

[0049] A first execution mode of the method for automated management of longitudinal speed is described below with reference to Figure 4. This management method may also be considered as a method for operating a management system or as a method for operating a motor vehicle equipped with a management system. This first execution mode of the method comprises three steps E1, E2, and E3, which are described below.

[0050] In a first step E1, the intention of a target vehicle 20 traveling in an adjacent lane 42 to perform a cut-in maneuver into the main lane 40 is detected.

[0051] 3 described above, an intent to perform a cut-in maneuver may be detected between time T0 and time T1. Moreover, as illustrated at time T0, detecting an intent to perform a cut-in maneuver may require detecting a flashing light even before the vehicle initiates the maneuver, i.e., before target vehicle 20 begins moving toward boundary line 420 located between its lane of traffic 42 and its own lane of traffic 40.

[0052] Additionally, or as an alternative, the intention to perform a cut-in maneuver may be detected at time T1 when the target vehicle makes a lateral movement towards the boundary line 420. In this case, detecting the intention to perform a cut-in maneuver may require trajectory parameters of the target vehicle 20. In the case of a vehicle traveling in a straight lane, the onset of an insertion maneuver may be manifested by an increase in the lateral speed 205, and possibly lateral acceleration, of the target vehicle 20. The method may therefore utilise data from the detection means 3 to compare the lateral speed and / or lateral acceleration of the target vehicle 20 with a minimum threshold.

[0053] Additionally, or as an alternative, the method uses the trajectory data of the target vehicle 20 to estimate the line crossing time (TLC in acronym form), which corresponds to the time at which the target vehicle 20 will cross the limit line located between the ego vehicle and the target vehicle at the end of that time.

[0054] In one preferred embodiment, the TLC relates to the intersection of the lateral limit lines of a traffic corridor 110 centered on the longitudinal axis of the ego vehicle 10. Calibrating the width of this corridor allows for a refined estimate of the time when the trajectory of the target vehicle 20 will effectively intersect with the trajectory of the ego vehicle.

[0055] Preferably, the width of the corridor 110 is therefore greater than the width of the ego vehicle and less than the width of a highway traffic lane.

[0056] Based on one or the other of the options for calculating the TLC time, the method detects the intention to perform an interrupt maneuver by comparing the TLC time with a maximum threshold, for example 1.5 seconds.

[0057] In one alternative embodiment, the method combines the conditions presented above to detect an intent to perform an interrupt maneuver.

[0058] According to another variant, the intention to perform an interrupt maneuver may be detected via a vehicle-to-vehicle communication device and / or via a device for communication with a remote server and / or via a geolocation device.

[0059] At a given time, the method detects the intention to perform a cut-in maneuver and moves to a second step E2 of estimating the corrected longitudinal distance DLCOR.

[0060] The corrected longitudinal distance DLCOR corresponds to an estimate of the longitudinal distance that will separate the ego vehicle 10 from the target vehicle 20 at the end of the cut-in maneuver.

[0061] For example, referring to Figure 3, the time of detection of the intention to perform a cut-in maneuver is T1. At time T1, a corrected longitudinal distance DLCOR1 is estimated, the meaning of which depends on the criterion chosen to calculate TLC: If TLC is calculated using a criterion involving the crossing of the boundary line between lanes 40 and 42, then TLC=T2 and DLCOR1 will be an estimate of the distance DLMES2 that will separate the ego vehicle 10 from the target vehicle 20 at time T2: If TLC is calculated using a criterion involving the target vehicle 20 entering a traffic corridor centered on the longitudinal axis of the ego vehicle, then TLC=T2b and DLCOR1 will be an estimate of the distance DLMES2b that will separate the ego vehicle 10 from the target vehicle 20 at time T2b; If TLC is calculated as the time when the target vehicle 20 is entirely within the ego vehicle's traffic lane, then TLC=T3, and DLCOR1 will be an estimate of the distance DLMES3 that will separate the ego vehicle 10 from the target vehicle 20 at time T3.

[0062] At time t, the corrected longitudinal distance can be estimated from the driving parameters of the ego vehicle 10 and the target vehicle 20, which parameters are measured at time t.

[0063] This method therefore uses the formula DLCOR(t)=maximum(0,DLMES(t)+VLR(t)xTLC(t)) Calculate the corrected longitudinal distance DLCOR(t) using During the ceremony, DLMES(t) is the longitudinal distance measured between the ego vehicle 10 and the target vehicle 20 at time t; VLR(t) is the relative longitudinal velocity measured between the ego vehicle 10 and the target vehicle 20 at time t; TLC(t) is the estimate of the line crossing time at time t.

[0064] The relative longitudinal velocity VLR(t) measured between the ego vehicle 10 and the target vehicle 20 can be positive or negative. Therefore, to avoid obtaining negative values ​​when calculating the corrected longitudinal distance DLCOR, the function "maximum()" is used to constrain the result of this calculation to a minimum value of 0.

[0065] The corrected longitudinal distance DLCOR(t) is therefore calculated in real time to be passed to a third step E3 of calculating the longitudinal velocity setpoint VLC applicable at time t.

[0066] At each time t, the corrected longitudinal distance DLCOR(t) is calculated depending on the relative longitudinal velocity VLR(t). The corrected longitudinal distance DLCOR(t) calculated in this manner may vary over time if the relative longitudinal velocity between the first vehicle and the second vehicle varies. This provides an estimate of the corrected longitudinal distance DLCOR(t) that is more accurate the longer the relative longitudinal velocity VLR(t) remains substantially constant over time t. According to an alternative embodiment of the present invention, the corrected longitudinal distance DLCOR(t) may further be calculated based on the acceleration of the first vehicle and / or the second vehicle, measured or calculated at time t. Such acceleration may be integrated over a period equal to the time TLC(t). Therefore, the calculation of the corrected longitudinal distance DLCOR(t) becomes more complex, but may also be more accurate.

[0067] In one embodiment of step E3, a longitudinal velocity setpoint VLC may be calculated to establish and maintain a reference longitudinal distance DLR between the ego-vehicle 10 and the target 20. In other words, based on the corrected longitudinal distance DLCOR calculated in step E2, the method calculates a longitudinal velocity setpoint VLC that the ego-vehicle 10 should apply in order for the longitudinal distance measured between the ego-vehicle 10 and the target vehicle 20 to be equal to the reference longitudinal distance DLR.

[0068] In this embodiment, the reference longitudinal distance may be calculated in step E3 based on the corrected longitudinal distance DLCOR and on driving parameters of the ego-vehicle 10 and the target vehicle 20. Advantageously, the driving parameters include the longitudinal speed of the target vehicle.

[0069] 6 illustrates the sequence of this method and the gradual change in the corrected longitudinal distance during a cut-in maneuver of the target vehicle 20 into the lane of the ego vehicle 10 in the case where the relative longitudinal velocity VLR of the target vehicle 20 with respect to the ego vehicle 10 is strictly positive. In other words, the target vehicle 20 moves away from the ego vehicle 10 during the cut-in maneuver.

[0070] In the example shown, the relative longitudinal velocity VLR measured at t=0 s is 10 meters per second.

[0071] At t=0s, In step E1, a target vehicle 20 is detected which intends to perform a cut-in maneuver into the lane of the ego vehicle 10. The two vehicles are traveling in two separate lanes, and the longitudinal distance DLMES measured between the target vehicle 20 and the ego vehicle 10 01 is 5 meters. In step E2, the line crossing time TLC is estimated. In the example of figure 6, the line crossing time TLC is estimated to be 1.5 s. In step E2, the corrected longitudinal distance is calculated and DLCOR01 =5+10x1.5=20 meters. In step E3, the corrected longitudinal distance is adjusted to a setpoint longitudinal speed VLC for establishing a reference longitudinal distance between the two vehicles. 01 In FIG. 6, the reference longitudinal distance DLR is calculated at time t=0 s. 01 is assumed to be equal to 25 meters to illustrate the effect of the present invention. With this implementation of the method, the adjustment of the longitudinal speed of the ego vehicle 10 at t=0 is 01 and the reference longitudinal distance DLR 01 The difference between ΔDLCOR 01 In other words, the adjustment of the longitudinal speed of the host vehicle 10 is calibrated to change the corrected longitudinal distance DLCOR from 20 meters to 25 meters between times t=0 and t=TLC=1.5 s, which corresponds to a moderate deceleration. If this method were not implemented, at t=0 s, the adjustment of the longitudinal speed of the host vehicle 10 would be calibrated based on the measured longitudinal distance DLMES. 01 and the reference longitudinal distance DLR 01 The difference between ΔDLMES 01 In other words, the adjustment of the longitudinal speed of the host vehicle 10 was calibrated to change the measured longitudinal distance DLMES from 5 meters to 25 meters between times t=0 and t=TLC=1.5 s, which corresponds to a strong deceleration.

[0072] In this way, in cases where the target vehicle 20 moves away from the host vehicle 10 during a cut-in maneuver, implementing this method makes it possible to avoid sudden movements associated with longitudinal adjustments to the target at the beginning of the cut-in maneuver, and therefore improve driving comfort.

[0073] 7 illustrates the sequence of this method and the gradual change in corrected longitudinal distance during a cut-in maneuver of the target vehicle 20 into the lane of the ego vehicle 10 in the case where the relative longitudinal velocity VLR of the target vehicle 20 with respect to the ego vehicle 10 is strictly negative. In other words, the target vehicle 20 moves toward the ego vehicle 10 during the cut-in maneuver.

[0074] In the example shown, the relative longitudinal velocity VLR measured at t=0 s is −5 meters per second.

[0075] At t=0s, In step E1, a target vehicle 20 is detected which intends to perform a cut-in maneuver into the lane of the ego vehicle 10. The two vehicles are traveling in two separate lanes, and the longitudinal distance DLMES measured between the target vehicle 20 and the ego vehicle 10 02 is 20 meters. In step E2, the method estimates the line crossing time TLC, which in the example of Figure 7 is estimated to be 1.5 seconds. In step E2, the corrected longitudinal distance is calculated and DLCOR 02 =20+(-5)x1.5=12.5 meters. - in step E3, the corrected longitudinal distance DLCOR 02 is taken into account to calculate the setpoint longitudinal velocity VLC for establishing the reference longitudinal distance between the two vehicles. In FIG. 7, the reference longitudinal distance DLR calculated at time t=0 s is 02 is assumed to be equal to 25 meters to illustrate the effect of the present invention. By implementing this method, the adjustment of the longitudinal speed of the host vehicle 10 at t=0 is 02 and the reference longitudinal distance DLR 02 The difference between ΔDLCOR 02In other words, the adjustment of the longitudinal speed of the host vehicle 10 is calibrated to change the corrected longitudinal distance DLCOR from 12.5 meters to 25 meters between the time t=0 and t=TLC=1.5 s, which corresponds to a strong deceleration. If this method is not implemented, at t=0 s, the adjustment of the longitudinal speed of the host vehicle 10 would be based on the measured longitudinal distance DLMES. 02 and the reference longitudinal distance DLR 02 The difference between ΔDLMES 02 In other words, the adjustment of the longitudinal speed of the host vehicle 10 was calibrated to change the measured longitudinal distance DLMES from 20 meters to 25 meters between times t=0 and t=TLC=1.5 s, which corresponds to an excessively weak deceleration, or even the absence of deceleration, to anticipate the approach of the target vehicle. This excessively weak deceleration would therefore have had to be followed by a sharp deceleration to avoid a collision with the target vehicle.

[0076] In the case illustrated by Fig. 7, the cut-in maneuver can be dangerous. The role of this method is to improve vehicle safety, i.e., to slow down the host vehicle early and strongly to anticipate the approach of the target vehicle.

[0077] It is therefore understood that the method may include a step of comparing the speed of the ego vehicle with the speed of the second vehicle. The longitudinal speed setpoint calculated in the third step E3 is a weak deceleration setpoint if the speed of the second vehicle is strictly greater than the speed of the ego vehicle. The longitudinal speed setpoint is a strong deceleration setpoint if the speed of the second vehicle is strictly less than the speed of the ego vehicle. The amplitude (or absolute value) of the weak deceleration is strictly less than the amplitude of the strong deceleration.

[0078] A second execution mode of the method for automated management of longitudinal speeds is described below with reference to Figure 5. This second execution mode of the method comprises four steps E0, E4, E5 and E6.

[0079] This execution mode relates to an embodiment of a method for automated management of longitudinal speed in the context of multi-target longitudinal guidance. In particular, this execution mode describes an embodiment of this method in the traffic configuration shown in FIG.

[0080] The traffic configuration shown in Figure 8 is - the ego vehicle 10 or the first vehicle is in the center lane 40 of a three-lane highway; a second vehicle 20 is traveling in the adjacent lane 41, 42, a third vehicle 30 is traveling in the lane of the host vehicle and in front of the host vehicle; - the second vehicle 20 performs a cut-in maneuver into the center lane between itself and the third vehicle 30; Something like that.

[0081] Step E0 consists of three sub-steps: E1, E2, and E3. Sub-steps E1, E2, and E3 of the second execution mode are similar to steps E1, E2, and E3, respectively, described above for the first execution mode.

[0082] During step E0, the method therefore detects an intrusion maneuver of the second vehicle 20 and calculates a first reference longitudinal speed based on the calculation of the corrected longitudinal distance between the host vehicle 10 and the second vehicle 20.

[0083] In parallel with the sequence of step E0, in step E4, the method detects a third vehicle 30.

[0084] In step E5, the method calculates a second reference longitudinal speed of the host vehicle based on the speed of the third vehicle 30.

[0085] The first and second reference longitudinal velocities are then processed in step E6.

[0086] In step E6, the method calculates a longitudinal speed setpoint for the ego vehicle 10 to maintain a given minimum longitudinal distance between the ego vehicle 10 and the second and third vehicles 20,30.

[0087] The longitudinal speed setpoint of the host vehicle will be calculated by selecting the minimum longitudinal speed from among the first and second reference longitudinal speeds calculated in steps E0 and E5.

[0088] This method is thus in a configuration with guidance relative to the target having the tightest reference longitudinal velocity.

Claims

1. A method for automated management of the longitudinal speed of a first vehicle (10) traveling in a first lane (40), comprising: a first step (E1) of detecting an intention of a second vehicle (20) traveling in a second lane (42) adjacent to said first lane (40) to perform a cutting-in maneuver into said first lane (40); a second step (E2) of estimating a corrected longitudinal distance (DLCOR), said corrected longitudinal distance corresponding to the longitudinal distance that will separate the first vehicle (10) from the second vehicle (20) at the end of the cut-in maneuver, said corrected longitudinal distance being calculated on the basis of a longitudinal distance (DLMES) measured between the first and second vehicles and on the basis of a relative longitudinal speed (VLR) measured between the second vehicle (20) and the first vehicle (10); a third step (E3) of calculating a longitudinal speed setting value of the first vehicle based on the corrected longitudinal distance (DLCOR) and a predetermined reference longitudinal distance (DLR), and adjusting the longitudinal speed of the first vehicle based on the longitudinal speed setting value; Including, said first step (E1) comprises a sub-step (E11) of calculating a line crossing time (TLC), which is the time it takes for said second vehicle (20) to cross a limit line located between said first vehicle (10) and said second vehicle (20), and then a sub-step (E12) of comparing said line crossing time with a predefined threshold value to detect said intention of said second vehicle (20) to perform said cutting-in maneuver; The method, characterized in that the corrected longitudinal distance (DLCOR) calculated in the second step (E2) is equal to the sum of the measured longitudinal distance (DLMES) and the product of the measured relative longitudinal velocity (VLR) and the line crossing time (TLC).

2. 2. The method for automated management of the longitudinal speed of the first vehicle (10) according to claim 1, characterized in that the first step (E1) includes a substep (E13) of detecting a visual indicator on the second vehicle signaling a cut-in maneuver.

3. the method including comparing a speed of the first vehicle with a speed of the second vehicle; and The longitudinal speed setpoint calculated in the third step is a hard deceleration setpoint for the first vehicle if the speed of the second vehicle is strictly less than the speed of the first vehicle; and 3. The method for automated management of the longitudinal speed of the first vehicle (10) according to claim 1 or 2, characterized in that the longitudinal speed setpoint calculated in the third step is a soft deceleration setpoint for the first vehicle if the speed of the second vehicle is strictly greater than the speed of the first vehicle.

4. The method comprises: Calculating a first reference longitudinal velocity based on the corrected longitudinal distance (DLCOR) and the reference longitudinal distance (DLR); a step (E4) of detecting at least one third vehicle (30) in the traffic around said first vehicle; calculating at least one second reference longitudinal velocity based on the velocity of the at least one third vehicle (30); and 4. The method for automated management of the longitudinal speed of the first vehicle (10) according to any one of claims 1 to 3, characterized in that the longitudinal speed setpoint calculated in the third step (E6) is equal to the minimum value of the first reference longitudinal speed and the at least one second reference longitudinal speed.

5. 5. The method for automated management of the longitudinal speed of the first vehicle (10) according to claim 4, characterized in that the second vehicle and the at least one third vehicle are located in front of the first vehicle.

6. A device (1) for automated management of the longitudinal speed of a vehicle (10), comprising hardware and software elements (1, 2, 3, 4, 5, 6, 9) for implementing the method according to any one of claims 1 to 5.

7. A motor vehicle (10) comprising a device (1) for automated management of the longitudinal speed of a vehicle (10) according to claim 6.

8. A computer program recorded on a computer readable medium comprising program code instructions for performing the steps of the method of any one of claims 1 to 5 when the program is run on a computer.

9. A computer-readable data storage medium having recorded thereon a computer program comprising program code instructions for carrying out the method of any one of claims 1 to 5.

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