• 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
  • 优先权
    • 专利摘要:
    The invention relates to a driving assistance method characterized in that it comprises steps of: - determining (210) a lane change proposal, requiring a first validation, - determining (220) a speed change proposal, requiring a second validation, - determination of a validation time (2 ') corresponding to a maximum time remaining to the driver after the validation of the lane change proposal to validate the shift proposal, If (240,250) the validation time (2 ') is less than or equal to a predetermined threshold then the cancellation (260) of the lane change proposal.
    公开号:FR3045544A1
    申请号:FR1562914
    申请日:2015-12-21
    公开日:2017-06-23
    发明作者:Stephane Feron；Duvergey Celine Taccori；Vincent Laine
    申请人:Peugeot Citroen Automobiles SA；
    IPC主号:
    专利说明:

    METHOD AND DEVICE FOR ASSISTING CHANGE OF SPEED AND CHANGE OF TRACK. The invention relates to assistance with the driving of a vehicle and, more particularly, assistance with the change of speed and the change of lane.
    It has recently been proposed to equip certain vehicles with a control device allowing them to be driven in an automated manner according to instructions provided by their driver, but without the driver acting on the operating controls such as the pedals. or the steering wheel. This type of control device is therefore capable of controlling the operation of the powertrain (or GMP), the power steering and the braking system of its vehicle according to information relating in particular to the environment of the latter (for example the curvature and slope of the traveled portion of the taxiway, the panels and lines of that portion, and the relative speed of each detected vehicle). This control is done by means of commands that are provided to selected actuators of the vehicle.
    Such a control device proposes, via a man-machine interface, a lane change maneuver to the driver. Driver validation is required before the maneuver is initiated by the control device. In this way, the device leaves the responsibility for the decision to the driver.
    It has also been proposed in the patent application FR1552540 a device for regulating the speed of a vehicle allowing the vehicle to run at a speed respecting a new speed limit at the location where the corresponding sign is located, while disturbing the other drivers as little as possible.
    This device comprises processing means arranged, in response to a validation by the driver of the vehicle of a new limit speed to be respected from a known position and less than a current control speed, to trigger the introduction. a chosen deceleration profile. The deceleration profile is capable of decreasing the current control speed until a new control speed complies with the new speed limit.
    This device like the preceding requires, before the application of the speed profile, a validation of the driver. In this way, the device leaves the responsibility for the decision to the driver.
    A problem arises when two requests for validations occur substantially at the same time. This is, for example, the case when the vehicle reaches a motorway junction where it is necessary to change lanes and generally reduce its speed because the speed limit is reduced in this zone. The invention therefore aims to remedy the aforementioned problem. It proposes more specifically for this purpose a driving assistance method characterized in that it comprises steps of: determining a lane change proposal, requiring a first validation, determining a gear shift proposal , requiring a second validation, determination of a validation time corresponding to a maximum time remaining to the driver after the validation of the lane change proposal to validate the shift proposal,
    If the validation time is less than or equal to a predetermined threshold then the cancellation of the lane change proposal. The invention avoids the driver to have two maneuver validations at the same time. The invention also allows, when two maneuvers are proposed by the vehicle, to give the driver enough time to validate these maneuvers, and in particular the shifting maneuver. The invention makes it possible to adjust a proposal conflict by staggering or canceling one of the proposals in order to allow the driver time to acknowledge both proposals one after the other.
    Advantageously, the step of determining a gear shift proposal comprises calculating a position at which, at the latest, it is possible to trigger the setting of a maximum deceleration profile.
    Advantageously, the step of determining a proposed lane change comprises the calculation of an end position maneuver.
    Advantageously, the validation time is equal to a travel time of the vehicle between the end maneuvering position and the position at which one can, at the latest, trigger the introduction of a maximum deceleration profile.
    Advantageously, the step of determining a lane change proposal comprises the calculation of a validation position corresponding to the last position at which the driver can complete the lane change validation proposal, the validation time. is equal to a vehicle travel time between the validation position and the position at which, at the latest, it is possible to initiate the introduction of a maximum deceleration profile.
    Advantageously, the driving assistance method according to the invention furthermore comprises, if the first proposition is the modification of the speed and the validation time is greater than the threshold of the steps of: - abandoning the proposal of the first maneuver. - Emission of the proposal of the lane change maneuver.
    Advantageously, the driving assistance method according to the invention furthermore comprises, if the first proposition is the lane change and the validation time is greater than the threshold: a step of terminating the lane change maneuver.
    Advantageously, the driving assistance method according to the invention further comprises a step of transmitting the speed proposal (295). The invention also relates to a driving assistance device characterized in that it is arranged to: - determine a lane change proposal, requiring a first validation, - determine a shift proposal, requiring a second validation , - determining a validation time corresponding to a maximum time remaining to the driver after the validation of the lane change proposal to validate the shift proposal, - If the validation time is less than or equal to a predetermined threshold (Si ) then cancel the lane change proposal. The invention also relates to a vehicle characterized in that it comprises a device according to the invention. Other features and advantages of the invention will appear on examining the detailed description below, and the accompanying drawings, in which: - Figure 1 illustrates an automated driving assistance system; FIG. 2 illustrates, in a diagram, an example of a speed evolution curve of a vehicle, subject to speed regulation according to a deceleration profile, as a function of distance; FIG. 3 illustrates, in a diagram, an example of the course of a lane change maneuver, as a function of the distance; FIG. 4 illustrates a flowchart representing the method according to the invention; - Figure 5 illustrates a first case where a change of lane must be validated before a gear change; - Figure 6 illustrates a second case where a change of speed must be validated before a change of lane.
    The attached drawings may not only serve to complete the invention, but also contribute to its definition, if any.
    With reference to FIG. 1, the automated driving assistance system 1 comprises a driver monitoring module 10, a driving context evaluation module 20, a driving unit 30, an operating mode module. driving assistance 40, as well as an information and warning module 50.
    The driver monitoring module 10 comprises, for example, a sub-module 11 for detecting the presence of the driver's hands on the steering wheel 10, as well as a sub-module 12 for detecting that of its feet on the accelerator pedals. , braking and clutch. The driver monitoring module 10 may also include a camera pointed towards the driver's face so as to determine his level of attention and / or the direction of his gaze.
    The driving context evaluation module 20 comprises, for example, a camera, for example of the CCD type (for "Load Coupling Sensors") oriented towards the front of the vehicle and delivering images making it possible to determine the type of road taken. (motorway, expressway or secondary road) from certain characteristic parameters such as track width, ground marking (color, width and line spacing) and the possible presence of a barrier or earth -Solid central separation between the two directions of circulation. The analysis of the images provided by this camera also makes it possible to establish the level of fluidity of the road traffic.
    The module 20 also comprises a plurality of sensors measuring certain internal driving parameters such as the instantaneous speed of the vehicle and the steering angle of the steering wheel.
    The data collected by the two driver monitoring modules 10 and driving context assessment 20 are routed in real time to the control unit 30 to which these two modules are connected. The control unit 30, preferably constituted by the intelligent service housing (BSI) of the vehicle, comprises a computer 31 and a storage module 32 comprising non-volatile memory type EEPROM or FLASH and RAM .
    The non-volatile memory stores a process for assisting the activation of the assistance modes for driving the motor vehicle whose flowchart is shown in FIG. 2 and which is implemented for example cyclically according to a predetermined period preferably between 100 ms and 1000 ms. All the information contained in this non-volatile memory can be updated by means of communication or reading means of a data medium. The control unit 30 is connected to the actuation module 40 to which it is able to transmit the command to activate or deactivate one of the modes of assistance to driving.
    This actuation module 40 comprises a plurality of actuators able to control certain vehicle components such as steering, acceleration, braking and gearbox to ensure the implementation of the various modes of assistance to driving. which the vehicle is equipped with, namely in the present case: a mode of assisting with the change of speed of the vehicle; a mode of assistance to the change of driving lane of the vehicle.
    The information and warning module 50 comprises a first information display 51 integrated in the instrumentation handset and / or a head-up display 50 apt to broadcast visual messages, for example to request a confirmation before the commitment of the maneuver.
    FIG. 2 illustrates, in a diagram, an example of a speed evolution curve of a vehicle, subject to speed regulation according to a deceleration profile, as a function of distance. Shift assist provides the user with a change in speed at a first P-i position. This position is located at a distance 1 of a new speed limit panel located at a second position P2. The user thus has all the distance 2 to validate this proposal in order to let the vehicle brake properly on the distance 3.
    The deceleration profile is capable of decreasing the current control speed V1 to a new control speed V2, which is at most equal to the new speed limit substantially to the position of the panel P2. This decay must take place between a primary position pacc possesses the vehicle at a time when its driver performs the validation of the proposed new speed limit and a second position pmax which can at the latest trigger the establishment of a profile of maximum deceleration.
    Here, the term "deceleration profile" is understood to mean the variation of the speed of the vehicle which enables the latter to go from the speed V1 to the speed V2.
    Furthermore, the term "maximum deceleration profile" is used here to denote the deceleration profile which makes it possible to pass the vehicle as quickly as possible from V1 to V2 without the degradation of passenger comfort exceeding a predefined threshold and without the behavior of vehicle is dangerous for other road users (eg due to sudden braking for no apparent reason).
    Figure 3 illustrates in a diagram an example of a course of a lane change maneuver, depending on the distance. Change assistance proposes a lane change to a first P position. The driver then has a time (or distance) to validate the lane change maneuver. The vehicle needs a time (or distance) to perform the maneuver. The lane change maneuver is completed when the vehicle is located on a second position P'2. Time 4 is the time corresponding to the sum of time 5 and time 6.
    The various steps of the first variant of the method according to the invention will now be described in detail and in support of the flowchart of FIG.
    The driver assistance method includes a step 210 of determining a lane change proposal by a lane assist mode. Said proposal requires a first validation.
    The driver assistance method also includes a step 220 of determining a gearshift proposal by a gearshift assist mode. Said proposal requires a second validation.
    Two cases can be distinguished: a first case where the change of lane should be validated before shifting (shown in Figure 5) and a second case where the shifting should be validated before the lane change (illustrated in Figure 6).
    In all cases, the method comprises the determination 225 of a validation time (2 ') corresponding to a maximum time remaining to the driver after the validation of the proposed lane change to validate the proposal of shifting.
    If 240,250 the validation time (2 ') is less than or equal to a predetermined threshold (S1) then the cancellation 260 of the proposed lane change.
    It is considered that the driver does not have enough time so it is the change of lane maneuver that must be eliminated in favor of the shifting maneuver. The method thus favors compliance with the speed limits.
    It will be recalled that: the determination step 220 of a gear change proposition comprises the calculation of a position Pmax at which, at the latest, it is possible to trigger the setting up of a maximum deceleration profile. the step 210 of determining a lane change proposal comprises the calculation of a maneuver end position P'2.
    According to a first embodiment, the validation time 2 'is equal to a vehicle travel time between the end maneuver position P'2 and the position Pmax ·
    In this embodiment, it is considered that the speed proposal can not be issued until the lane change maneuver is completed. In this way, the driver can supervise the lane change maneuver without being disturbed by the shift proposal.
    It is also recalled that the step 210 for determining a lane change proposal includes the calculation of a validation position P'max, which corresponds to the last position at which the driver can acknowledge the change validation proposal. way.
    In a second embodiment, the validation time 2 'is equal to a travel time of the vehicle between the validation position P'max and the Pmax position.
    This embodiment allows the issuance of a proposal during the lane change maneuver. This embodiment has the advantage of allowing a sequence of the two proposals over a shorter time.
    The driver assistance method furthermore comprises, if the first proposition is the modification of the speed 230 and the validation time (2 ') is greater than the threshold 240 of the steps of: abandonment 270 of the proposition of the first maneuver. emission 280 of the proposed lane change maneuver.
    The driver assistance method further comprises, if the first proposition 230 is the lane change and the validation time 2 'is greater than the threshold 250 a termination step 290 of the lane change maneuver.
    The driving assistance method further comprises a step of transmitting the proposal 295 speed.
    In all cases, the method finally provides a gear change to the driver so as to meet the limitation imposed by the panel.
    Figure 5 illustrates a case where a lane change proposal comes before a shift proposal. It is assumed that the device determines a lane change proposal and also determines a shift proposal to be issued during a phase 5. Phase 5 is a phase in which the driver can validate. (or not) the lane change proposal. Before submitting to the driver a speed proposal, the device determines 225 a validation time 2 'corresponding to the time remaining to the driver, after the lane change maneuver, to validate the change of speed.
    If the validation time 2 'is greater than a predefined threshold S-ι, (which leaves the driver sufficient time to proceed with the validation), the device proposes 295 the change of speed once the lane change maneuver is effected.
    If the validation time 2 'is below the predefined threshold S1, the request for validation of the lane change is canceled 260. The vehicle requests 295, instead, the validation of the change of speed.
    Figure 6 illustrates a case a shift proposal comes before a lane change proposal. It is assumed that during a phase 2 the device determines (or that the driver requests) a lane change. Phase 2 is a phase in which the driver can validate (or not) the gear shift proposal.
    Before submitting to the driver the proposed lane change, the vehicle calculates a validation time 2 'corresponding to the time remaining to the driver, after the lane change maneuver, to validate the change of speed. The estimate of the duration of phase 4 corresponding to the lane change includes: a time granted to the driver to validate and time for the maneuver itself.
    If this validation time 2 'is greater than a predefined threshold (Si) the vehicle cancels 270 the gear shift proposal and proposes 280 the lane change maneuver. The shift proposal reappears 295 once the lane change maneuver is made. If the validation time 2 'is less than a predefined threshold the vehicle does not offer the lane change maneuver (or refuses it if it is the initiative of the driver and continues 295 the proposed shift gear engaged.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. A driving assistance method characterized in that it comprises steps of: - determining (210) a lane change proposal, requiring a first validation, - determining (220) a change proposal speed, requiring a second validation, - determination (225) of a validation time (2 ') corresponding to a maximum time remaining to the driver after the validation of the lane change proposal to validate the shift proposal, - If (240,250) the validation time (2 ') is less than or equal to a predetermined threshold (S-ι) then the cancellation (260) of the lane change proposal.
    [2" id="c-fr-0002]
    Driving assistance method according to claim 1, characterized in that the step of determining (220) a gear shift proposal comprises calculating a position (Pmax) at which later, trigger the introduction of a maximum deceleration profile.
    [3" id="c-fr-0003]
    3. Driving assistance method according to one of claims 1 or 2, characterized in that the step of determining (210) a lane change proposal, comprises calculating an end position maneuver (P'2).
    [4" id="c-fr-0004]
    4. Driving assistance method according to claims 2 and 3, taken in combination, characterized in that the validation time (2 ') is equal to a travel time of the vehicle between the end position maneuver (P') 2) and the position (Pmax) at which, at the latest, it is possible to trigger the introduction of a maximum deceleration profile.
    [5" id="c-fr-0005]
    Driving assistance method according to claim 2, characterized in that the step of determining (210) a lane change proposal comprises calculating a validation position (P'max). , corresponding to the last position at which the driver can acknowledge the lane change validation proposal, the validation time (2 ') is equal to a vehicle travel time between the validation position (P'max) and the position (Pmax) at which, at the latest, triggering the introduction of a maximum deceleration profile.
    [6" id="c-fr-0006]
    6. Driving assistance method according to one of the preceding claims, characterized in that it further comprises, if the first proposal is the modification of the speed (230) and the validation time (2 ') is greater than the threshold (240) of the steps of: - abandoning (270) the proposition of the first maneuver. - Transmission of the proposal (280) for the lane change maneuver.
    [7" id="c-fr-0007]
    7. Driving assistance method according to one of the preceding claims, characterized in that it further comprises, if the first proposition (230) is the change of lane and the validation time (2 ') ( 250) is greater than the threshold: a step of terminating the lane change maneuver.
    [8" id="c-fr-0008]
    8. Driving assistance method according to one of the preceding claims, characterized in that it further comprises a step of transmitting the proposal (295) speed.
    [9" id="c-fr-0009]
    9. A driving assistance device characterized in that it is arranged to: - determine a lane change proposal, requiring a first validation, - determine a shift proposal, requiring a second validation, - determine a validation time (2 ') corresponding to a maximum time remaining to the driver after the validation of the proposed lane change to validate the shift proposal, - If the validation time (2') is less than or equal to one predetermined threshold (Si) then cancel the lane change proposal.
    [10" id="c-fr-0010]
    10. Vehicle characterized in that it comprises a device according to the preceding claim.
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    同族专利:
    公开号 | 公开日
    ES2750202T3|2020-03-25|
    CN108473138B|2021-06-25|
    EP3393876B1|2019-10-02|
    FR3045544B1|2018-03-16|
    WO2017109321A1|2017-06-29|
    US20190225223A1|2019-07-25|
    US10752250B2|2020-08-25|
    CN108473138A|2018-08-31|
    EP3393876A1|2018-10-31|
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    法律状态:
    2016-11-21| PLFP| Fee payment|Year of fee payment: 2 |
    2017-06-23| PLSC| Publication of the preliminary search report|Effective date: 20170623 |
    2017-11-21| PLFP| Fee payment|Year of fee payment: 3 |
    2018-06-29| CA| Change of address|Effective date: 20180312 |
    2018-06-29| CD| Change of name or company name|Owner name: PEUGEOT CITROEN AUTOMOBILES SA, FR Effective date: 20180312 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 5 |
    2021-09-10| ST| Notification of lapse|Effective date: 20210806 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1562914A|FR3045544B1|2015-12-21|2015-12-21|METHOD AND DEVICE FOR ASSISTING CHANGE OF SPEED AND CHANGE OF TRACK.|
    FR1562914|2015-12-21|FR1562914A| FR3045544B1|2015-12-21|2015-12-21|METHOD AND DEVICE FOR ASSISTING CHANGE OF SPEED AND CHANGE OF TRACK.|
    ES16815894T| ES2750202T3|2015-12-21|2016-12-07|Procedure and device to assist speed change and change of track|
    CN201680075131.3A| CN108473138B|2015-12-21|2016-12-07|Method and apparatus for assisting shifting and lane changing|
    US16/063,778| US10752250B2|2015-12-21|2016-12-07|Method and device for assisting with change of speed and with change of lane|
    EP16815894.7A| EP3393876B1|2015-12-21|2016-12-07|Method and device for assissting with change of speed and with change of lane|
    PCT/FR2016/053252| WO2017109321A1|2015-12-21|2016-12-07|Method and device for assissting with change of speed and with change of lane|
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