• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
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    • 专利摘要:
    System for controlling the steering of a motor vehicle in the event of an imminent collision with an obstacle, the vehicle comprising a system capable of locating the vehicle with respect to its driving lane and able to determine a lateral deviation with respect to the center of the vehicle track at a sighting distance and a relative heading angle of the vehicle, a determination means associated with sensors, able to determine in real time the presence of obstacles, in lateral position with respect to the vehicle, and / or in the frontal position and in relative displacement towards the vehicle, a gyrometer able to measure the speed of rotation of the vehicle, a direction of the vehicle that can be steered in a steering angle as a function of the measurement of a steering angle sensor or a steering direction. vehicle capable of being steered in steering torque, The control system comprises a means of perception to determine the maximum lateral distance available for the displacement of the vehicle. vehicle relative to obstacles, a decision-making means adapted to issue a request for correction according to the trajectory of the vehicle, and the maximum lateral distance, a means of intervention able to control the direction of the vehicle to correct the trajectory of the vehicle.
    公开号:FR3041590A1
    申请号:FR1559256
    申请日:2015-09-30
    公开日:2017-03-31
    发明作者:Nicoleta Minoiu-Enache；Mihai Chirca
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    A steering system for the steering of a motor vehicle in the event of an imminent collision with an obstacle. The invention relates to technical assistance for driving motor vehicles, and more particularly assistance in the avoidance of obstacles.
    Accidents due to unintentional lane departure, due to driver inattention, continue to be an important part of traffic accidents. Equipped with active safety means, some vehicles are able to assess their trajectory and recognize the environment in order to have a risk measure associated with the situation. Actions can then be taken automatically or shared with the driver to keep the vehicle in its lane for cases of lack of vigilance of the driver, falling asleep or discomfort. This is the Lane Keeping Assistance (LKA) or Lane Departure Avoidance (LDA) active safety feature.
    Until now, the decision to activate such a driver assistance system only took into account a possible overtaking of the taxiway.
    From the state of the prior art, the following documents are known dealing with the problem of lateral or frontal collision avoidance when the vehicle leaves its lane.
    EP1790542 (Nissan Motors), KR100851120 (Hyundai Motor) and US7580785B2 (Nissan Motor) disclose Lane Departure Avoidance or Lane Keeping Assist applications.
    In this type of application, the markings of the track are detected and an intervention by steering wheels or differential braking is undertaken to avoid the exit of the track. However, in these documents, lateral obstacles are not taken into account.
    Documents EP 2 288 533 B1, EP 1 726 481 B1, US 8,111,147 B2 and GB (11) 2512317 (13) A 2 describe applications of the "Blind Spot Intervention" or "Lane Change Assist" type. In this type of application, it determines the driver's wish to change lanes through the activation of turn signals, and it is judged whether the maneuver is dangerous in determining whether a vehicle is present in a blind spot, or approaches with a significant relative speed. In such a case, a course correction is made through the steering or the differential braking. In these documents, fixed lateral obstacles are not taken into account. Moreover, the objective is only to help the driver in the case of a voluntary change of lane and not to intervene during an involuntary departure of the lane.
    In previous applications, the concept of an unintentional lane departure avoidance system that takes into account the real dangers of lateral collision does not exist.
    There is therefore a need for a vehicle steering control system in the event of an imminent collision effectively taking into account side obstacles and operating in a manner transparent to the driver.
    Indeed, too frequent activations can annoy the driver and push him to disable the function, which reduces its effectiveness to prevent accidents.
    In addition, in certain situations the navigable waterway in full safety narrows even more if there are obstacles at the side of the road. For example, the risk to the vehicle when crossing a white line is different if beyond this, the roadway comprises 80 cm of tar or if the roadway includes only 20 cm of tar followed by a ditch or a security fence. The invention relates to a steering system of the steering of a motor vehicle in the event of an imminent collision with an obstacle. The vehicle comprises a system capable of locating the vehicle with respect to its driving lane and able to determine a lateral deviation from the center of the lane at a sighting distance and a relative heading angle of the vehicle, an associated determining means to sensors, able to determine in real time the presence of obstacles, in lateral position relative to the vehicle, and / or in front position and in relative displacement towards the vehicle, a gyrometer able to measure the speed of rotation of the vehicle and a direction of the vehicle, adapted to be steered at a steering angle depending on the measurement of a steering angle sensor or a direction of the vehicle capable of being steered in steering torque.
    The control system comprises a perception means able to evaluate the position of the obstacles and to determine the maximum lateral distance available for the movement of the vehicle with respect to these obstacles, a decision-making means able to issue a correction request based on the trajectory of the vehicle, and the maximum lateral distance and a means of intervention able to control the direction of the vehicle to correct the path of the vehicle.
    The means of perception may be able to determine the position of the obstacles by shape recognition, then to determine a lateral displacement distance of the vehicle according to the yaw rate, the relative heading angle between the axis of the vehicle and the tangent to the reference track, the lateral deviation between the vehicle axis and the tangent to the vehicle ahead, the drift angle, the distance from the center of gravity to the front axle, and the sighting distance for measuring the lateral deviation in front of the vehicle.
    The decision means may be able to issue a correction activation request depending on the position of the vehicle on the lane relative to the maximum lateral displacement of the vehicle on the lane determined by the means of perception.
    The decision means may be capable of continuously determining position correction gains, storing a first set of position correction gains corresponding to a lateral displacement value less than a maximum lateral displacement value on the side. left of the track, storing a second set of position correction gains corresponding to a lateral displacement value less than a maximum lateral displacement value on the right side of the track, and issuing the request for activation of the correction for a deviation to the left, respectively to the right, when among the first or the second set of gains, there remains only one gain, the remaining gain being transmitted to the intervention means so that the correction is executed.
    The decision means may be capable of determining position correction gains, storing a third set of position correction gains corresponding to a lateral displacement value less than a maximum distance from the center of the track, and to issue the activation request of the correction when among the gains of the third set there remains only one gain, the remaining gain being transmitted to the intervention means so that the correction is executed.
    The intervention means may be able to control the correction of the trajectory of the vehicle according to the gain received from the decision-making means, the correction being sent to a steering calculation means in relation to the direction of the vehicle. in the form of a steering angle setpoint, or the correction is sent to a steering assistance control means in the form of a steering torque setpoint.
    The steering of the vehicle may be changed through a steering column directing the front wheels of the vehicle, or through a steering system of the rear wheels of the vehicle, or by the differential braking of at least one of the four wheels of the vehicle or by any other means capable of changing the direction of the vehicle. In the following descriptions, a steering column of the front steering wheels will be taken as an example, the other embodiments of the actuation remain entirely possible. Other objects, features and advantages of the invention will become apparent on reading the following description, given solely by way of nonlimiting example and with reference to the appended drawings in which: FIG. 1 illustrates the main elements of a control system of the steering of a motor vehicle in the event of an imminent collision with an obstacle and - Figure 2 illustrates a traffic situation of the motor vehicle equipped with a system according to the invention.
    The following notations are defined: m (kg): Total mass of the vehicle
    Iz (Nm): Inertia of the vehicle around a vertical axis passing through its center of gravity CG lf (m): Distance from CG to the front axle lr (m): Distance from CG to the rear axle a (m) ): Wheelbase cf (N / rad): Drift stiffness of the front wheels cr (N / rad): Drift stiffness of the rear wheels öf (rad): Angle of the front wheels with the longitudinal axis of the vehicle r (rad / s): Yaw rate (speed of rotation of the vehicle around its center of gravity along a vertical axis) Ψ (rad / s): Vehicle heading angle in absolute reference ΊΜ (rad / s): Angle of heading from the tangent to the reference path in absolute reference ΊΈ (rad / s): Relative heading angle between the vehicle axis and the tangent to the reference trajectory yLCG (m): Lateral deviation between the vehicle axis and the tangent to the trajectory at the CG of the vehicle yL (m): Lateral deviation between the vehicle axis and the tangent to the trajectory ahead of the vehicle ls ( m): The sighting distance for measuring the lateral deviation in front of the vehicle β (rad): Angle of drift (angle made by the vehicle speed vector with its longitudinal axis) (vCG) v: Vehicle speed vector at the center of gravity v (m / s): Vehicle speed along the longitudinal axis (1 / m): Curvature of the road L: The width of the taxiway a (rad): Angle of drift calculated by a observer g: Gravitational acceleration considered equal to 9.81m / s2 ξν: Parameter describing the variation of the velocity within the interval [vmin; vmax] K: Real vector of dimension 1x4 P: Real matrix of dimension 4x4, defined positive and symmetrical. Q: Real matrix of dimension 4x4, defined positive and symmetrical. Q = P_1: P Real matrix of dimension 4x4, defined positive and symmetrical.
    The motor vehicle is equipped with the following equipment: - A system for locating the vehicle with respect to its taxiway (for example a camera), able to determine a lateral deviation from the center of the track at a distance of sight yL and a relative heading angle of the vehicle Ψί; Sensors, of the camera or radar type, and an associated determining means capable of determining in real time the presence of obstacles. The parameters relating to the obstacles determined are the position of the obstacle in a reference with the origin fixed at the center of the respective sensor. - A gyrometer able to measure the speed of rotation of the vehicle. - A direction of the vehicle capable of being steered at a steering angle depending on the measurement of a steering angle sensor or a direction of the vehicle capable of being steered in steering torque.
    The control system 1 of the direction of the vehicle in the event of imminent collision comprises a perception means 2, a decision-making means 3 and an intervention means 4, as illustrated by FIG.
    The perception means 2 is able to evaluate the position of the lateral obstacles or the lateral distance with respect to a frontal obstacle towards the vehicle.
    The decision-making means 3 is able to analyze whether corrective action is necessary or not.
    The intervention means 4 is able to control the actuator to correct the trajectory of the vehicle.
    These three means can be located in three different calculation units or in the same calculation unit.
    We will now describe the principles of the perception of lateral obstacles.
    In order to ensure the safety of the vehicle and its occupants, it is necessary to detect the position and the envelope of the obstacles as well as the lateral and longitudinal distance between the vehicle and these obstacles. Moreover, it is necessary to discriminate these obstacles according to their speeds (static, dynamic).
    It is interesting to note that some cases of collision are not taken into account today by the conventional LKA (acronym for "Lane Keep Assist"). These cases occur when the critical line of lateral deflection is inside the lane.
    In one case, it is not sufficient to perform lane tracking using ground markings, but it is also necessary to determine where the obstacles are and make the necessary avoidance decisions.
    In addition, it is also necessary to take into account obstacles that are not located in a collision position, for example an obstacle located outside the track, in order to define a minimum safety distance so that the vehicle goes off at the approach of this obstacle. Figure 2 illustrates such a situation of the vehicle 5 in which obstacles 7 are located outside the taxiway 6, another vehicle 8 approaching in the opposite direction. It is then necessary to detect the envelope 10 of these obstacles and the lateral and longitudinal distance between the vehicle 5 equipped with the control system, the vehicle 8 approaching against the direction and the obstacles 7. In addition, it is necessary to calculate the speed of these objects and discriminate them according to their speed (static objects, dynamic objects). We can observe the collision limit 11 and the critical limit 12. In case of crossing these lines, the accident can not be avoided.
    For the calculation of the velocity of objects it suffices to continuously calculate the distance between our means of perception and the objects. By also knowing the movement of our vehicle, so the perception means which is fixed on the vehicle, one can thus determine the variation of displacement of the objects in a time interval.
    Depending on the sensor used, the calculation of the distance is different. For example, we can use radars that can measure distances directly without going through an estimate. However, if the radars have excellent performance in the calculation of the distance, they have much worse performance for the determination of angles and therefore lateral distances.
    It is also possible to use LIDARs (an acronym for "Light Detection and Ranging") in a similar way to radars. However, their price is high which is a limiting factor for the automotive industry.
    Alternatively, the same camera used for lane change detection can be used. It is this last case that will be described now.
    For this, we put the principles of calculating the distance between the vehicle and a point on the road from an image acquired by an onboard camera.
    The correspondence between a point in a two-dimensional space (image) and a point in a three-dimensional space (real world) is given by the following equation.
    (Eq. 1)
    With: X, Y, Z: the coordinates of the point in the three-dimensional space, in a fixed coordinate system (named absolute reference) such that Z = 0 corresponds to the level of the road x, y: the coordinates of the point in three-dimensional space, centered on the camera, calculated at a scale factor near s: a scale factor, P3D: vector of homogeneous coordinates of the point in three-dimensional space in absolute reference Π: matrix transfer or projection expressed in homogeneous form, p: coordinate vector of the point in three-dimensional space, centered on the camera, calculated to a scale factor close
    The transfer matrix déc is decomposed as follows:
    (Eq 2)
    i 3x3: Matrix of rotation three lines by three columns; Γ3χ1: Matrix of translation three lines by a column; 0lx3: Vector null three lines by a column; 03xl: Vector null one line by three columns;
    This matrix comprises the following information, known after a calibration phase.
    The exact location of each camera in the vehicle is known. Thus, the rotation matrix R and the translation matrix T are known for each of the cameras.
    The matrix of intrinsic parameters Mi is determined by calibrating each camera with a pattern. Here is the reference method and tool in the field, "Camera Calibration Toolbox for Matlab" published by Caltech University. This tool takes as input the size of the rectangles in the composition of the test pattern, the number of lines and columns of the test pattern and several shots of the test pattern from different positions. The algorithm outputs the matrix of intrinsic parameters.
    If we consider that the car is on a flat road and that we detect points arranged on it, the problem is simplified but remains dependent on the resolution of the image.
    We then set the coordinates (X, Y, Z) defining a point of three-dimensional space responding to the postulate described above. The equations are rewritten in the following manner if the Z coordinate is zero. Indeed, the point is then located on the road.
    (Eq 3)
    A point in the three-dimensional coordinate system is well determined in two-dimensional space by using only one shot if and only if that point is set on the road (which implies that Z = 0). The scale factor (s) then disappears.
    (Eq.4)
    It is then possible to simplify the transfer matrix Π and the coordinate matrix of the point in the three-dimensional space P3D since the coordinate corresponding to the direction Z is zero, which corresponds to the level of the road. Equation 4 can then be rewritten as follows.
    (Eq.5)
    Continuous monitoring of points of interest improves the accuracy of calculation. The state of the prior art includes many examples of classification of objects for such tracking. In order to promote conciseness and clarity of the present description, such examples will not be described.
    The following description is given only in the context of taking into account points respect the constraint Z = 0. At the moment t, one looks in the image all the points of interest, in other words all the possible obstacles. For this, one can use a Harris-type operator comprising the following steps, for each point of interest:
    A cropped image including the point of interest in the center is determined. The size of this cropped image is selected in the calibration step of the algorithm, and depends on the quality of the image and the search algorithm for cropped points / images. We generally use dimensions between 20x20 pixels and
    50x50 pixels. The larger the cropped image, the more accurate the comparison will be, but the comparison of cropped images will require more computation time.
    The position of the point of interest is determined at time t as a function of the cropped image that corresponds to it.
    Knowing the relative displacement of the vehicle thanks to the odometry and the estimated position at time t, the position of the point of interest is estimated at time t + dt if it belongs to the plane Z = 0.
    At the instant t + dt, the cropped image comprising the point of interest is determined.
    The position of the point of interest is determined at time t + dt as a function of the cropped image that corresponds to it.
    It is determined whether the estimated position of the point of interest at t + dt corresponds to the position of the point of interest determined according to the cropped image acquired at time t + dt.
    If this is the case, it is determined that the point of interest is on the ground, otherwise the point of interest is considered to be higher or lower than the road.
    This process is applied recurrently and to avoid false object detections, previous responses are saved and only after repeated confirmation of the result, the existence of an obstacle is confirmed.
    This simple and already known method is well used in the image processing community for problems of 3D reconstruction of the environment. This function of calculating the distance to an object can very well be replaced by another more efficient without calling into question the overall functioning of the system.
    The result of the obstacle detection is a 3D position in the absolute reference which then makes it possible to determine a longitudinal and lateral collision distance between the vehicle and the obstacle. Then, after adding a margin that can be calibrated according to the position of the obstacle with respect to the center of the track, the critical distance Dmax is calculated by means of the equations described below.
    One objective is to not exceed the critical distance Dmax during the course correction phase in case of involuntary exit of the taxiway. The evaluation of the maximum lateral displacement of the vehicle on the track is carried out by a system for controlling the direction of the vehicle in the event of an imminent collision as illustrated in FIG. 1, able to perform a static state-return-type trajectory correction. from the vehicle model.
    The doctoral thesis of N. Minoiu Enache "Preventive assistance at the end of lane", supported on 17.11.2008 at the University of Evry Val d'Essonne includes an example of a formula for calculating the maximum lateral displacement of the vehicle .
    In order to model the vehicle, we make the following assumptions.
    The angles β, δf, are small so that the approximation of small angles can be applied to the trigonometric functions (sin (angle) angle and cos (angle) ~ 1).
    We put (vcg) v = (v, v * (sin β), 0) T and after the approximation of the small angles we get (vcg) v ~ (v, ν * β, 0) T (vcg) v : represents the velocity vector in the vehicle reference with the origin at the center of gravity of the vehicle. v: represents the longitudinal speed of the vehicle. β: represents the drift angle formed by the vehicle speed vector with the longitudinal axis of the vehicle.
    The lateral contact forces of the tires Fyf and Fyr vary linearly with the fins of the tires af and ar and according to the stiffness of the tires cf and cr: Fyf = cf * af and Fyr = cr * ar.
    We put yL ~ yLCG + ls * TL where TL = T- Td. yL: lateral deviation of the vehicle measured at a distance of sight, yLcG: lateral deviation of the vehicle measured at the center of gravity, Ψ: angle of heading of the vehicle in an absolute reference, ΊΜ: angle of heading of the desired trajectory, respectively the channel axis Ψl: relative heading angle.
    With these assumptions, the vehicle is modeled by a state equation according to the "bicycle" model, the vehicle being situated on an infinite plane. The corresponding state vector comprises the vehicle drift angle β and the yaw rate r. The equation of state thus obtained is the following.
    (Eq 6) Angle δf is the steering angle of the front wheels of the vehicle. It can be determined by measuring the steering angle of the vehicle direction. The drift angle of the velocity vector β is obtained via an estimator. Such an estimator is known from the state of the prior art, in particular document WO 2005/061305 describes such an estimate by means of a state observer.
    The yaw rate r is measured by the gyro of the vehicle. The error of position of the vehicle with respect to the center line is expressed as a function of the lateral deviation from the yL axis of the vehicle ahead and its relative course angle Ψί relative to at
    the tangent to the axis of the track. The position error is given by the following system of equations:
    (Eq.7) The relative heading angle Ψί and the lateral deviation from the center line of the forward path of the vehicle yL can be obtained by image processing by on-board cameras, known to the state of the technique.
    The curvature of the road pref is considered unmeasurable and taken into account as a disturbance of the system.
    By gathering the elements presented in Equation 6 and Equation 7, we obtain the following model of the vehicle and its placement error with respect to the axis of the track.
    (Eq 8)
    The inputs of this model are the steering angle of the front wheels δf and the curvature of the road pref.
    At the end of this model, we obtain the complete state of the vehicle model x.
    (Eq.9)
    The model of equation Eq. 8 can be reformulated using the following matrix equation:
    (Eq.10)
    It is assumed later that a static state return of the following form has already been synthesized by the pole placement method or another automatic method: (Eq.11) (Eq.12)
    The representation of the LKA (Lane Keep Assist) closed-loop vehicle system and for which the entry of the curvature is neglected is therefore given by:
    (Eq.13)
    For this closed-loop system, we search for a definite positive function V (x) = xTPx with P = PT and P a positive definite matrix such that for all xgR *, the following condition is satisfied:
    (Eq.14)
    Declining by time derivation of V (x) = xTPx starting from the Error! Source of the return not found. we obtain the sequence of equivalences below:
    (Eq.15)
    The initial inequality is thus satisfied, if the following matrix inequality is satisfied.
    (Eq.16) The matrix inequality of equation Eq.16 can be reformulated thanks to the following variable change:
    (Eq 17)
    Applying this change of variable, we obtain the final form of the matrix equation
    (Eq 18)
    In addition, it is assumed that the corrective action LKA starts for a state of the vehicle contained in an initial zone, corresponding to the set described by the following limits:
    (Eq 19)
    The summits of this set are given by:
    (Eq. 20)
    The function sought is thus found by solving the following LMI (Linear Matrix Inequalities) optimization problem:
    (Eq 21)
    The system described above ensures that each path of the system starting in the initial zone remains in an invariant set circumscribed to that initial zone.
    The link of this invariant assembly with the position on the track of the two front wheels of the vehicle is written as follows:
    (Eq 22)
    By geometric construction, the two front wheels of the vehicle are on a strip of width 2d centered on the track. The following double condition must therefore be satisfied.
    (Eq.23)
    The double condition of equation Eq. 23 can be redrafted as follows:
    (Eq. 24)
    We then include the invariant set obtained in the space between two parallel hyperplanes of equation each corresponding to one of the equations of equation Eq. 24.
    The maximum band on the track in which the front wheels of the vehicle will remain during the LKA correction is therefore described by the following system of equations:
    (Eq. 25)
    Moreover, if we consider an initial activation position xO, the maximum displacement d (xO) on the channel is given by the following equation:
    (Eq.26)
    The perception means 2 determines the maximum lateral displacement Dmax of the vehicle on the track by applying the principles of perception of the lateral obstacles described above. Thus, for a calculated state return K and an initial position at the time of the activation xO, the maximum lateral displacement on the vehicle track d (xO) is determined by applying the equation Eq. 26.
    For the rest, let us assume that a set of Ki gains has been calculated offline by a pole placement method or another automatic method for more or less dynamic responses (returns to the center track that take place more or less less quickly) of the vehicle. These gains are stored in a non-volatile memory embedded in the vehicle for use in real time.
    The operation of the decision-making means 3 will now be described.
    The decision-making means 3 sends a correction activation request according to the position of the vehicle on the taxiway with respect to the maximum lateral displacement of the vehicle on the track determined by the perception means 2.
    The decision-making means 3 is able to operate according to two possible modes that can be selected by the driver.
    In a first mode, the decision-making means 3 issues an activation request when a lateral collision is imminent.
    In a second mode, the decision-making means 3 sends an activation request when exceeding the lateral marking. This second mode of operation corresponds to the operation of an LKA device. It will not be described here.
    In the first operating mode, the activation request is issued for right-side or left-side correction only if there is a right-side or left-side obstacle. Here are some examples that illustrate this:
    If the car drifts to the left and there is an obstacle on the left side, a correction trigger will occur. In another embodiment, the use of the flashing light will be interpreted as a desire to change lanes and the assistance will not be triggered.
    If the car drifts on the left side and there are no obstacles on the left side, the correction will not be triggered. In another embodiment, the use of the flashing light will be interpreted as a change of lane and assistance will not be triggered anyway.
    If the car drifts on the left side and there are no obstacles on the left side but there is a right side obstacle, the correction will not be triggered. In another embodiment, the use of the flashing light will be interpreted as a change of lane and assistance will not be triggered anyway.
    The operation of the decision-making means 3 will now be described more precisely.
    In real time, with Equation 26, the maximum displacement on the path d (xO) i is calculated for an instantaneous activation request for each gain Ki. Ki gains are calculated as previously mentioned by the pole placement method or some other automatic method. At each time step, among the gains Ki, gains Kj are stored corresponding to a lateral displacement value d (xO) less than the maximum lateral displacement value on the left side of the channel Dmax_g, which value comes from the means of perception and associated algorithms. At each time step, among the gains Ki, gains Kj are stored corresponding to a lateral displacement value d (xO) less than the maximum lateral displacement value on the right side of the channel Dmax_d, which value comes from perception means and associated algorithms. At each time step, among the gains Ki, one saves gains Kp corresponding to a lateral displacement value d (xO) p less than a maximum distance from the center of the track. It may for example equal to a track width.
    The more the vehicle deviates from the center of the track, the more the overall gains Kj and Kp are reduced, because only the very large gains can successfully correct a lane departure without the vehicle position exceeds the displacement value lateral maximum on the right side of the Dmax d path, or a maximum lateral displacement value on the left side of the Dmaxg pathway. These very strong corrections should not in any case put the car in a situation of skidding and for that in the phase of calibration of the system, tests of handling and dynamics of the vehicle will be carried out by pilots. It should also be determined experimentally what is the maximum lateral acceleration that can be given to the car and which will be accepted from the point of view of customer service. For a significant deviation, at a given moment a single corrective gain remains among the sets of gains Kj, and Kp.
    In a first mode of operation of the decision-making means 3, the request for activation of the correction is issued for a deviation on the left, respectively on the right, when, among the gains Kj, there remains only one gain; The remaining gain is transmitted to the intervention means 4 so that the correction is executed.
    In a second mode of operation of the decision-making means 3, the activation request of the correction is issued when, among the gains Kp, there remains only one gain. The remaining gain is transmitted to the interventional means 4 so that the correction is executed.
    In all cases, it aims at a late correction, which does not hinder the driver, but avoids the exit lane.
    Intervention means 4 will now be described. After receiving the correction activation request transmitted by the decision-making means 3, the intervention means 4 control the correction according to the type of direction fitted to the vehicle.
    The correction may be issued to a steering calculation means in relation to the direction of the vehicle, if the vehicle has a steering angle-controlled direction by an on-board computer. The correction then takes the form of a steering angle setpoint calculated according to equation 11 with the gain K given by the gain Kj, respectively the gain Kp retained.
    The correction can be sent to a steering assistance control means and takes the form of a steering torque setpoint, if the vehicle has a direction steering torque controlled by an onboard computer. In this case, the decision-making means 3 determines by applying the equation Eq. 11 a set steering angle, for example, a numerical regulator type "Proportional Integral Derivative", which slaved the steering torque as a function of the error between the set steering angle and the angle measured steering.
    The control system described above requires only a small amount of computation in real time, both in terms of the detection of obstacles and the determination of the correction.
    Taking into account lateral obstacles considerably improves the acceptability of the LKA function by drivers who want to be assisted only in case of imminent danger.
    权利要求:
    Claims (6)
    [1" id="c-fr-0001]
    1. A system for controlling the steering of a motor vehicle in the event of an imminent collision with an obstacle, the vehicle comprising a system able to locate the vehicle with respect to its lane and able to determine a lateral deviation from the center of the track at a sighting distance and a relative heading angle of the vehicle, a determination means associated with sensors, able to determine in real time the presence of obstacles, in lateral position with respect to the vehicle, and / or in frontal position and in relative displacement towards the vehicle, a gyro able to measure the speed of rotation of the vehicle, a direction of the vehicle able to be steered in a steering angle according to the measurement of a steering angle sensor or a steering of the vehicle adapted to be steered in steering torque, characterized in that the control system comprises a perception means (2) able to evaluate the position of the obstacles s and to determine the maximum lateral distance available for the movement of the vehicle with respect to these obstacles, a decision-making means (3) able to issue a correction request according to the trajectory of the vehicle, and the maximum lateral distance , intervention means (4) adapted to control the direction of the vehicle to correct the trajectory of the vehicle.
    [2" id="c-fr-0002]
    2. Control system according to the preceding claim, wherein the perception means (2) is adapted to determine the position of the obstacles by shape recognition, then to determine a lateral displacement distance of the vehicle according to the yaw rate, the relative heading angle between the vehicle axis and the tangent to the reference track, the lateral deviation between the vehicle center line and the tangent to the vehicle ahead, the drift angle , the distance from the center of gravity to the front axle, and the sighting distance for measuring the lateral deviation in front of the vehicle.
    [3" id="c-fr-0003]
    3. Control system according to claim 2, wherein the decision means (3) is adapted to issue a correction activation request according to the position of the vehicle on the taxiway relative to the maximum lateral displacement. of the vehicle on the track determined by the means of perception (2).
    [4" id="c-fr-0004]
    4. Control system according to claim 2, wherein the decision means (3) is able to determine position correction gains, to memorize a first set among the position correction gains corresponding to a displacement value. laterally less than a maximum lateral displacement value on the left side of the track, storing a second set of position correction gains corresponding to a lateral displacement value less than a maximum lateral displacement value on the right side of the track. channel, and to issue the request for activation of the correction for a deviation on the left, respectively on the right, when among the first or the second set of gains, there remains only one gain, the remaining gain being transmitted by means of intervention (4) so that the correction is executed.
    [5" id="c-fr-0005]
    5. Control system according to claim 2, wherein the decision means (3) is able to determine position correction gains, to store a third set of position correction gains corresponding to a displacement value. later than a maximum distance from the center of the track, and to issue the activation request of the correction when among the gains of the third set there remains only one gain, the remaining gain being transmitted to the intervention means (4) so that the correction is executed.
    [6" id="c-fr-0006]
    6. Control system according to any one of claims 4 or 5, wherein the intervention means (4) is adapted to control the correction of the trajectory of the vehicle according to the gain received from the decision-making means (3). ), the correction being transmitted to a steering calculation means in relation to the direction of the vehicle in the form of a steering angle setpoint or the correction is transmitted to a control means of steering assistance in the form of a steering torque setpoint.
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    同族专利:
    公开号 | 公开日
    CN108349532A|2018-07-31|
    JP2018536572A|2018-12-13|
    KR20180063199A|2018-06-11|
    WO2017055738A1|2017-04-06|
    CN108349532B|2021-01-26|
    EP3356204A1|2018-08-08|
    US20180290686A1|2018-10-11|
    FR3041590B1|2018-08-17|
    US10730555B2|2020-08-04|
    JP6829255B2|2021-02-10|
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    法律状态:
    2016-09-21| PLFP| Fee payment|Year of fee payment: 2 |
    2017-03-31| PLSC| Publication of the preliminary search report|Effective date: 20170331 |
    2017-09-28| PLFP| Fee payment|Year of fee payment: 3 |
    2018-09-24| PLFP| Fee payment|Year of fee payment: 4 |
    2019-09-26| PLFP| Fee payment|Year of fee payment: 5 |
    2020-09-14| PLFP| Fee payment|Year of fee payment: 6 |
    2021-09-21| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1559256|2015-09-30|
    FR1559256A|FR3041590B1|2015-09-30|2015-09-30|SYSTEM FOR CONTROLLING THE DIRECTION OF A MOTOR VEHICLE IN THE EVENT OF AN IMMINENT COLLISION WITH AN OBSTACLE|FR1559256A| FR3041590B1|2015-09-30|2015-09-30|SYSTEM FOR CONTROLLING THE DIRECTION OF A MOTOR VEHICLE IN THE EVENT OF AN IMMINENT COLLISION WITH AN OBSTACLE|
    KR1020187012116A| KR20180063199A|2015-09-30|2016-09-28|A system for controlling steering means of a vehicle in the event of an imminent collision with an obstacle|
    US15/764,669| US10730555B2|2015-09-30|2016-09-28|System for controlling the steering means of a motor vehicle in case of an imminent collision with an obstacle|
    JP2018516759A| JP6829255B2|2015-09-30|2016-09-28|Control system for steering means of motorized vehicles in situations where a collision with an obstacle is imminent|
    CN201680062823.4A| CN108349532B|2015-09-30|2016-09-28|System for controlling a steering device of a motor vehicle in the event of an imminent collision with an obstacle|
    EP16785234.2A| EP3356204A1|2015-09-30|2016-09-28|System for controlling the steering means of a motor vehicle in case of an imminent collision with an obstacle|
    PCT/FR2016/052458| WO2017055738A1|2015-09-30|2016-09-28|System for controlling the steering means of a motor vehicle in case of an imminent collision with an obstacle|
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