Method for controlling semi-automatic lane change functionality of an automated vehicle

Abstract

The present invention relates to a method for controlling a motor vehicle (10), when the motor vehicle is on a road (30) with at least two driving lanes (31, 32) and when a semi-automatic lane change function is activated, the method comprising the steps of: acquiring first data related to the environment of the motor vehicle, comparing the acquired first data with a set of predetermined rules from national and / or international regulations, determining whether the function is in an activated or deactivated state according to the result of the comparison, determining a control command for at least one control actuator of the motor vehicle if the function is activated and if a lane change request is received from a driver of the motor vehicle, and applying the control command by the at least one actuator to change the driving lane. According to the present invention, the acquiring step comprises acquiring second data related to the environment of the vehicle, separate from the first data to be compared with the rules, and then determining the state of the function and / or the control command according to the acquired second data.

Description

[Technical Field]

[0001] The present invention relates generally to automated vehicle driver assistance.

[0002] The invention more particularly relates to a method for controlling a motor vehicle, when the motor vehicle is on a road comprising at least two lanes and the semi-automatic lane change function of the motor vehicle is activated, comprising the following steps: - acquiring first data relating to an environment of the motor vehicle; - comparing the obtained first data with a set of predetermined rules derived from national and / or international regulations; - determining an activation or deactivation state of the feature depending on the result of the comparison, and then, if the feature is activated, - determining a control command for at least one actuator for controlling the motor vehicle when a lane change request is received from a driver of the motor vehicle; - applying the control command through the at least one actuator to cause the motor vehicle to change lanes; Regarding the method.

[0003] The invention also relates to a motor vehicle suitable for carrying out such a method.The invention applies more particularly to automobiles and other motorized machines traveling on roads. [Background technology]

[0004] To make motor vehicles safer, said vehicles are nowadays equipped with driver assistance systems and even highly automated driving systems.

[0005] These are generally systems for keeping you in the center of your lane (better known by the acronym LKA, which stands for Lane Keeping Assist, or LCA, which stands for Lane Centering Assist), or semi-automatic lane change systems (better known by the acronym SALC, which stands for Semi-Autonomous Lane Change).

[0006] The semi-automatic lane change (SALC) feature may be "activated" when the driver requests the feature, for example, by pressing a special button or by selecting the feature from a menu presented on a display screen. Once the feature is activated, a lane change may occur automatically as soon as the driver requests this change (e.g., by activating a turn signal). Activation of the feature thereby does not directly result in a lane change, but rather the change is contingent on another action of the driver.

[0007] To implement this SALC functionality, it is essential that the vehicle has a good understanding of its environment.

[0008] In this regard, the regulations provide criteria for monitoring whether a lane change can be permitted, taking into account data related to the environment. These environmental data, once acquired by the vehicle's sensors, make it possible, more particularly, to determine parameters (better known by the acronym ODD, which stands for Operational Design Domain), which then make it possible to binary check whether the SALC function can be activated or not.

[0009] Generally, the regulation prohibits any lane-changing maneuvers on roads with lanes for pedestrians or cyclists. In this configuration, the regulation stipulates that the SALC function must be deactivated. Therefore, to benefit from the function again when conditions permit, the driver must reactivate the function via a button or menu available to the driver.

[0010] It will be appreciated that this solution is inconvenient for the driver, who must manually reactivate the function as soon as he has passed an area that is considered to be dangerous.

[0011] However, among other things, one major drawback of this solution is that the decision to activate or deactivate the SALC function is very clearly dichotomous. In fact, this solution consists of a binary adherence to rules derived from regulations. This allows the SALC function to be activated in potentially dangerous areas and, conversely, deactivated in areas that are not particularly dangerous, depending on the strictness of the rules imposed. Summary of the Invention

[0012] To remedy the above-mentioned drawbacks of the prior art, the present invention proposes to improve authorization to implement SALC functionality according to multiple criteria.

[0013] More particularly, what is proposed according to the invention is a control method as defined in the introduction, in which the acquisition step is adapted to acquire second data relating to the vehicle's environment, separate from said first data (which are compared with said rules), and these second data are then: - determining the status of said SALC function; and / or Modifying the control instructions when the SALC function is activated and a lane change is in progress, for example, to reduce the time needed to be able to change the state of the function (to deactivate or inhibit the function). It is used to do the following.

[0014] The present invention thereby proposes to adopt a non-binary, multi-criteria approach to decide whether or not the SALC function can be activated, taking the environment into account.

[0015] This solution allows for a slightly more aggressive maneuver profile, for example in cases of high traffic density, in order to increase the success rate and safety of the maneuver. During overtaking, this solution generally allows for the termination of the maneuver to be accelerated if a significant change in conditions is detected, or for example, for the vehicle to return to its original position if there is a risk that another vehicle will eventually interrupt the maneuver.

[0016] The solution further proposes that preferably the SALC function is only temporarily suspended (referred to as inhibited) rather than being completely deactivated, and the function is then automatically reactivated as soon as possible (this means that the driver does not have to manually reactivate the function).

[0017] This allows for a choice between three distinct states (activated, deactivated, inhibited) depending on whether the environment is considered safe, dangerous, or potentially dangerous.

[0018] This solution eliminates the need for compromises, as the SALC function - Even in the case of a low probability, if a potential danger is detected, it will be disabled immediately. - When the SALC function is only suppressed, it will automatically reactivate without waiting for the driver to manually try to reactivate the SALC function, so that it is available as soon as possible. Because it can be done.

[0019] Other advantageous, non-limiting features of the control method according to the invention, taken individually or in any technically possible combination, are the following: - in a determining step, the state of the function is selected from the following states: activated, deactivated, and temporarily inhibited; - in the step of determining the state, selecting either a deactivated state or one of an activated state or a temporary inhibited state depending on the result of the comparison, and then, if the deactivated state is not selected, selecting an activated state or a temporary inhibited state depending on the acquired second data; - when the function changes to a deactivated state, the acquisition and comparison steps are stopped, whereas when the function changes to a temporarily inhibited state, the acquisition and comparison steps continue; - the control instructions may be modified during operation in response to acquired second data; - in the obtaining step, at least a portion of the first data and / or the second data is obtained from a database of map data; - in the acquiring step, at least a portion of the first data and / or the second data is acquired via a communication means installed in the motor vehicle; - in the acquiring step, at least a portion of the first data and / or the second data is acquired via a sensor mounted on the motor vehicle; In an obtaining step, third data relating to an operating state and / or a position and / or a dynamics of the motor vehicle is obtained, and in a determining step, a state is selected depending on said third data.

[0020] The invention also proposes a motor vehicle comprising means for acquiring data relating to the environment of the vehicle, at least one actuator for controlling the motor vehicle, and a computer programmed to implement the control method described above.

[0021] Of course, the various features, variations and embodiments of the invention can be combined with each other in various combinations, provided they are not mutually exclusive or incompatible.

[0022] The following description, given by way of non-limiting example and with reference to the accompanying drawings, will give a good understanding of the contents of the invention and how it can be implemented. [Brief explanation of the drawings]

[0023] [Figure 1] 1 is a schematic diagram of a motor vehicle suitable for carrying out the method according to the invention; [Figure 2] 1 is a block diagram illustrating the various steps of a method according to the present invention; DETAILED DESCRIPTION OF THE INVENTION

[0024] FIG. 1 illustrates a motor vehicle 10 suitable for implementing the present invention.

[0025] In this case, the vehicle 10 is a car. Alternatively, the vehicle 10 can be another type of vehicle (truck, motorcycle, etc.).

[0026] In this case, the vehicle 10 conventionally comprises a passenger compartment including, inter alia, a seat and a steering wheel 12 for a driver 20 of the vehicle.

[0027] The vehicle 10 includes a drivetrain, a braking system, and a steering system (not visible in the figures) for turning the vehicle. Conventionally, the steering system includes an electronically controllable power steering actuator, the drivetrain includes an electronically controllable engine control actuator, and the braking system includes an electronically controllable brake actuator.

[0028] The vehicle 10 also comprises an electronic and / or computerized processing unit (hereinafter referred to as computer 11) comprising at least one microprocessor, at least one memory, an input interface and an output interface.

[0029] The input interface allows the computer 11 to receive various input data originating from sensors or computers belonging to third parties.

[0030] These sensors include, for example, devices such as a front camera and radar and / or lidar remote sensors that are used to identify the edges of the lane in which the motor vehicle 10 is traveling and to characterize the environment of the motor vehicle 10.

[0031] Its output interfaces enable the computer 11 to control power steering actuators, engine control actuators and brake actuators.

[0032] By means of its input and output interfaces, computer 11 is connected to a telecommunications chip that allows computer 11 to communicate with third party entities separate from motor vehicle 10. This makes it possible to communicate with other vehicles or road infrastructure, for example, via V2V (for vehicle-to-vehicle) or V2I (for vehicle-to-infrastructure) communication protocols. Computer 11 may also use data from dynamic notification or collaborative services, such as data available on the Waze navigation service.

[0033] The computer 11 may also communicate with a navigation system installed in the vehicle, which includes a geolocation chip and a storage unit that stores a database of map data.

[0034] Through its memory, computer 11 stores a set of rules derived from national or international regulations that allow or prohibit the implementation of SALC functions depending on the conditions. An example of such rules is defined by NHTSA (National Highway Traffic Safety Administration) in its program entitled Federal Automated Vehicle Policy or by SAE International.

[0035] The computer 11 also stores a computer application consisting of a computer program including instructions which, when executed by the computer, enable the implementation of a function for automatically keeping the vehicle in the center of its lane (hereinafter referred to as the LCA function), the implementation of a semi-automatic lane change function (hereinafter referred to as the SALC function), and more generally the implementation of the methods described below.

[0036] Figure 1 shows a perspective view of a motor vehicle 10 as it travels in a lane 31 of a road 30. In Figure 1, it can be seen that the road 30 has two side marking lines 34, 35 (which define the road 30) and a central marking line 33 which defines two lanes 31, 32.

[0037] A lane is defined herein as a portion of a roadway on which only one vehicle is permitted to travel at a time. Such lanes are generally defined between marking lines.

[0038] A road (or roadway) is itself defined as a set of lanes. In the example considered here for illustrative purposes, this road 30 therefore comprises two lanes 31 along which vehicles can travel in the same direction.

[0039] The aim of the present invention is to allow the implementation of semi-automatic overtaking as soon as possible and only when conditions permit.

[0040] In practice, the method is implemented in multiple steps, repeated in a loop at regular time intervals (on the order of 1 / 100th of a second).

[0041] These steps are illustrated in FIG.

[0042] For clarity of explanation, it is assumed that the LCA and SALC functions are initially activated.

[0043] The LCA function will not be described in detail here, as it is well known to those skilled in the art and is not the subject of the present invention as such.

[0044] Note that the SALC function can be "activated" by the driver by performing a special task, for example, by pressing a button or selecting the function from a menu displayed on a touchscreen located in the passenger compartment.

[0045] Note that the SALC feature can only be "used" if the SALC feature is activated and the driver issues a request to do so. To issue this request, the driver must, for example, set the turn signal in the direction in which the driver desires to trigger a lane change.

[0046] The first step consists in the computer 11 acquiring a set of data relating to the environment of the motor vehicle.

[0047] This first step then comprises a sub-step S1a during which the computer records first preliminary data through sensors (radar, camera, etc.) mounted on the motor vehicle 10.

[0048] These first preliminary data can be used in raw form or, in some cases, processed again. In general, the information generated from the camera and the remote sensor can be compared to obtain more reliable data in an operation called a fusion operation.

[0049] The first preliminary data makes it possible to determine, for example, the following information: the number of lanes on the road 30, the width of the lanes, the location and type of upcoming intersections, the quality and nature of lane marking lines, the nature of temporary lines that may or may not signal road works, etc.

[0050] The first preliminary data also makes it possible to determine the number of other vehicles in the vicinity, their displacement vectors, and their nature (cars, trucks, emergency vehicles in action, etc.).

[0051] The first preliminary data also allows for the perception of road information, such as static or dynamic signs, road construction cones, etc.

[0052] In other words, these first preliminary data make it possible to determine the vehicle's position in its lane 31 and to characterize nearby objects (other vehicles, obstacles, etc.).

[0053] At this stage, the computer may also obtain data that is not related to the vehicle's environment but to the vehicle itself (position, dynamics, operating state of its sensors, etc.) In this case, the computer 11 obtains, in particular, the status of the vehicle's turn indicators or the position of the actuator stalks for these turn indicators.

[0054] In a second substep S1b, the computer 11 obtains second preliminary data of the map type, which the computer 11 obtains from the navigation software, taking into account the position of the motor vehicle 10.

[0055] This data makes it possible, for example, to characterize the intersection ahead of the vehicle (which is generally not visible to cameras and remote sensors), determine the type of lane the vehicle is entering, and so on.

[0056] In a third sub-step S1c, the computer 11 uses its communication means to obtain third preliminary data.

[0057] These data allow, for example, third party entities (vehicles, infrastructure, etc.) to provide their location and possibly their speed to the computer 11. These data also allow for the detection in advance of broken down vehicles, traffic jams, and emergency vehicles on call.

[0058] It should be noted that the preliminary data acquired in substeps S1b and S1c make it possible in particular to obtain information beyond the limits of what is "visible" to the vehicle's equipment (cameras, remote sensors, etc.).

[0059] In a second step S2, the computer collates the preliminary data to reconstruct an artificial horizon, i.e., to reconstruct the vehicle's environment in digital form. This step does not necessarily consist of generating a 3D model of this environment. Rather, this step consists of collating all of the preliminary data and possibly processing it to establish a database characterizing the vehicle's environment (typically the various objects in this environment).

[0060] In step S3, the computer 11 is thereby able to evaluate two types of data.

[0061] The first data ODD1 makes it possible to check whether all of the rules defined above (here, as will be recalled, rules originating from national and / or international regulations) are fulfilled.

[0062] The second data ODD2 makes it possible, in the context of the present invention, to refine the permissions for implementing SALC functions.

[0063] In general, the first data ODD1 may correspond to whether or not a bicycle path exists on the road on which the motor vehicle 10 is traveling.

[0064] The set of first data ODD1 is clearly defined in the above rules.

[0065] The second data ODD2 are not subject to these rules as they are not relevant to these rules.

[0066] Generally, the second data ODD2 may correspond to the presence or absence of emergency vehicles in attendance or to road construction areas in the vicinity of the motor vehicle 10.

[0067] This allows the detection of potentially difficult areas, where it is necessary to temporarily inhibit or deactivate the SALC function or to speed up the execution of the maneuver, by measurements performed by sensors on board the vehicle (step S1a) and / or by an artificial horizon (established by the data acquired in steps S1b and S1c): these are, for example, road construction areas, areas where emergency vehicles are on the way or have arrived, areas where the road is indicated as slippery, areas where pedestrians or cyclists are detected at the edge of the road, areas of high traffic density which prompt the system to execute a faster lane change (which reduces comfort but allows a higher reliability of executing the maneuver).

[0068] On the other hand, it is also possible to detect areas where there are no particular difficulties, which also allows for increased confidence in the possibility of performing a lane change maneuver: these are, for example, areas where a significant number of other vehicles use periodic messages to transmit their positions distributed across the two lanes at relatively similar speeds, at a distance where an overtaking maneuver using the SALC function is possible.

[0069] The data thus makes it possible to influence the execution of the maneuver: in fact, using the vehicle's sensory elements to increase the level of confidence in the map information (visualizing the number of lanes, the nature of the road lines or the median strip) allows a better understanding of the environment.

[0070] These data also make it possible to influence how the driver is notified that a maneuver is taking place.

[0071] During step S4, the trajectory that the motor vehicle should take when the LCA function is activated alone (typically a trajectory that is in the middle of the separating lines 33, 35 of the lane 31 in which the motor vehicle 10 is traveling) is determined.

[0072] The computer 11 may also determine the trajectory that the motor vehicle may take to perform a lane change.

[0073] Next, in step S5, the obtained first data ODD1 is compared with a set of rules derived from the above mentioned rules.

[0074] As these rules are well known, this step will not be explained in more detail here, it is only noted that these rules make it possible to determine the circumstances in which it is not admissible to implement semi-automatic overtaking, and more particularly in which the SALC function must be deactivated.

[0075] It will be appreciated that when conditions permit (e.g., when a road no longer has a cycle path), the driver can reactivate this function by performing the tasks required to do so (selecting the function on a menu, pressing a button, etc.).

[0076] In contrast, if all of the rules are satisfied, the state of the function can be chosen from two options: activated or temporarily inhibited.

[0077] To make this selection, the computer 11 compares the second data ODD2 with a set of rules that do not originate from national or international regulations, but rather from principles of practice determined by the vehicle's manufacturer.

[0078] More precisely, as soon as one of these principles is no longer observed, a state of temporary inhibition is selected.

[0079] Generally, if an intersection is detected at a close distance to the vehicle (taking into account its speed), the SALC function may be inhibited to prevent the driver from triggering semi-automatic overtaking in such areas that are considered dangerous.

[0080] Similarly, this function may be transiently suppressed, such as in a road construction zone when there are emergency vehicles in operation.

[0081] On the other hand, if all of the execution principles are observed, the computer 11 keeps the SALC function activated.

[0082] The main difference between the deactivated and temporarily inhibited states is that in the deactivated state, the driver must perform specific tasks to reactivate the SALC function, whereas in the temporarily inhibited state, the computer is able to automatically reactivate this function as soon as conditions permit. The above steps therefore continue to be implemented in a loop in the inhibited state, whereas the above steps are interrupted in the deactivated state.

[0083] The implementation principle therefore relies on data generated from various types of sources and collected together to inhibit the SALC function when it is preferable to do so and to reactivate the SALC function as soon as possible, which increases the driver's level of confidence in the function.

[0084] If the SALC function is temporarily inhibited, information relating to this inhibition is communicated to the driver (step S6), for example, via a display screen or any other interface available to the driver. The message displayed here preferably states the reason why lane changes are temporarily impossible (e.g., "road construction zone").

[0085] If the SALC function remains activated, and if a lane change request is received from the driver via the turn signal, the computer 11 uses the previously calculated control command and sends the control command to the power steering actuator in step S7, which can then perform the desired lane change maneuver, for example to overtake a vehicle.

[0086] Note that this lane change may be interrupted or may occur more quickly than originally planned (i.e., the command may be modified during execution) if preliminary data relating to the environment indicates significant changes that should be taken into account.

[0087] Generally, if a vehicle is traveling in the right lane of a three-lane road and the driver of the vehicle then triggers a lane change to the second lane when another vehicle is moving from the third lane to the second lane, the second data ODD2 may indicate this change and instructions may be modified to return the vehicle to the right lane or to increase the vehicle's speed.

[0088] The idea here is to ensure that the vehicle initiates a lane change and when conditions are no longer considered favorable for executing such a lane change, the vehicle will more quickly terminate this semi-automatic lane change and the SALC function can be quickly deactivated or inhibited.

[0089] This is generally - Previously undetected road construction areas - In the vicinity of a previously undetected emergency vehicle in action, - On a slippery road - In the vicinity of a newly detected pedestrian or cyclist, - Near areas with high traffic density, This applies when you arrive at a destination such as:

[0090] It should be noted that at this stage, the suppression (and desuppression) is performed automatically by the computer, which makes the use of the SALC function easier for the driver and at the same time increases its safety.

[0091] The invention is in no way limited to the embodiments described and shown, rather a person skilled in the art would know how to add any variant thereto in accordance with the invention.

Claims

1. A method for controlling a motor vehicle (10), when said motor vehicle (10) is on a road (30) comprising at least two lanes (31, 32) and a semi-automatic lane (31, 32) changing function (SALC) is activated, comprising the following steps: - obtaining first data (ODD1) relating to the environment of said motor vehicle (10); - comparing said first data (ODD1) obtained with a set of predetermined rules derived from national and / or international regulations; determining the activation or deactivation state of said function (SALC) depending on the result of said comparison; - determining a control command for at least one actuator for controlling the motor vehicle (10) if said function is activated and if a lane change request is received from a driver of the motor vehicle (10); applying said control command through said at least one actuator to change lanes (31, 32); A method comprising: In the obtaining step, second data (ODD2) related to the environment of the vehicle and separate from the first data (ODD1) to be compared with the rules is obtained; When the function (SALC) is activated and a lane change is in progress, the acquired second data (ODD2) is used to determine the state of the function (SALC) and / or to modify the control command. A method characterized by:

2. 2. The method of claim 1, wherein in the determining step, the state of the function is selected from the following states: activated, deactivated, and temporarily inhibited.

3. In the step of determining the state, - depending on the result of the comparison, selecting either the deactivated state or one of the activated state or the temporarily inhibited state, and then, if the deactivated state has not been selected, Selecting the activated state or the temporarily inhibited state depending on the acquired second data (ODD2). The control method according to claim 2 ,

4. 4. The control method according to claim 2 or 3, wherein when the function (SALC) changes to the deactivated state, the acquisition step and the comparison step are stopped, whereas when the function changes to the temporarily inhibited state, the acquisition step and the comparison step continue.

5. 5. The control method according to claim 1, wherein the control instructions are modified during operation depending on the acquired second data (ODD2).

6. The control method according to claim 1 , wherein in the obtaining step, at least a part of the first data (ODD1) and / or the second data (ODD2) is obtained from a database of map data.

7. 7. A control method according to claim 1, wherein in the acquisition step, at least a portion of the first data (ODD1) and / or the second data (ODD2) is acquired via a communication means installed in the motor vehicle (10).

8. 8. A control method according to claim 1, wherein in the acquisition step, at least a portion of the first data (ODD1) and / or the second data (ODD2) is acquired via a sensor mounted on the motor vehicle (10).

9. 9. A control method according to claim 1, wherein in the acquiring step, third data relating to the operating state and / or position and / or dynamics of the motor vehicle (10) is acquired, and in the determining step, the state is selected depending on the third data.

10. 10. A motor vehicle (10) comprising means for acquiring data relating to the vehicle's environment and at least one actuator for controlling the motor vehicle (10), characterized in that the motor vehicle (10) further comprises a computer (11) programmed to carry out the control method according to any one of claims 1 to 9.

Images