• 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:
    A method is provided to assist the driver of a vehicle (VA) capable of being driven manually and automatically by means of a steering wheel (VV) on a taxiway (VC1). This method comprises a step in which an optimum vehicle trajectory (VA) is determined in the case of automated driving, an actual running trajectory of the vehicle (VA) on the taxiway (VC1), and a value of a representative parameter a manual intervention in progress of the driver on the steering wheel (VV), and materialized on a support (EA) these optimal trajectory and current trajectory determined determined with an aspect that is a function of this value of the determined parameter.
    公开号:FR3063958A1
    申请号:FR1752279
    申请日:2017-03-20
    公开日:2018-09-21
    发明作者:Sergey Abrashov；Francois Aioun；Franck Guillemard；Rachid Malti；Xavier Moreau
    申请人:Centre National de la Recherche Scientifique CNRS；Peugeot Citroen Automobiles SA；Universite de Bordeaux；Institut Polytechnique de Bordeaux；
    IPC主号:
    专利说明:

    Holder (s): PEUGEOT CITROEN AUTOMOBILES SA Public limited company, NATIONAL CENTER FOR SCIENTIFIC RESEARCH, POLYTECHNIC INSTITUTE OF BORDEAUX, UNIVERSITY OF BORDEAUX Public establishment.
    Extension request (s)
    Agent (s): PEUGEOT CITROEN AUTOMOBILES SA Public limited company.
    METHOD AND DEVICE FOR SUPPORTING A DRIVER OF A VEHICLE WITH AUTONOMOUS DRIVING, PARTICULARLY DURING A RESUMPTION OF MANUAL CONTROL.
    FR 3 063 958 - A1 f5 /) A method is intended to assist the driver of a vehicle (VA) capable of being driven in an automated manner and manually, by means of a steering wheel (VV), on a circulation (VC1). This method comprises a step in which an optimal trajectory of the vehicle (VA) is determined in the case of automated driving, an actual trajectory in progress of the vehicle (VA) on the traffic lane (VC1), and a value of a representative parameter of a manual intervention in progress of the driver on the steering wheel (VV), and one materializes on a support (EA) these optimal trajectory and effective trajectory in progress determined with an aspect which is a function of this value of the determined parameter.

    i
    METHOD AND DEVICE FOR SUPPORTING A DRIVER OF AUTONOMOUS DRIVING VEHICLE, PARTICULARLY DURING A RESUMPTION OF MANUAL CONTROL
    The invention relates to autonomous driving vehicles, possibly of the automotive type, and more specifically assistance which is intended to help the drivers of such vehicles to drive the latter.
    îo It will be noted that here the term “autonomous driving vehicle” means a vehicle which can be driven in an automated manner (and therefore without the intervention of its driver) during a phase of autonomous driving or manually (and therefore with the intervention of driver on the steering wheel) during a manual driving phase.
    As those skilled in the art know, certain vehicles, generally of the automobile type, include an assistance device responsible for controlling their positioning relative to the direction transverse to the road and for driving them temporarily without their driver being acts on the steering wheel or on a pedal.
    This type of assistance device ensures the control of the vehicle as a function, in particular, of information relating to the external environment of the vehicle and provided at least by means of analysis of the on-board external environment. To do this, the assistance device permanently determines the optimal trajectory of the vehicle in the context of automated driving, and, during each phase of autonomous driving, it controls the angle of the steering wheel and the speed of the vehicle so that the latter follows at best the determined optimal trajectory.
    It has been proposed, in particular in patent document US 2014/371988, to display the optimal trajectory determined on a screen of the vehicle, so that the driver of the latter is, if he wishes, informed of the best trajectory to follow. . Such a display reassures the driver during an autonomous driving phase, as it shows him that the assistance device performs its task correctly. However, it does not allow the driver, during a manual driving phase, to know whether the trajectory he is imposing on his vehicle is similar to the optimal trajectory displayed.
    It has certainly been also proposed in the aforementioned patent document to display, during a manual driving phase, the effective current trajectory of the vehicle at the same time as the optimal trajectory. However, when the driver regains control of the vehicle following an autonomous driving phase, this simultaneous display of the optimal and effective trajectories does not allow the driver to determine the share of his manual intervention (or what amounts to even the intervention part of the assistance device) in the effective control of the vehicle. In other words, the driver does not know at all if he controls his vehicle alone or if the assistance device is at least partially involved in this control.
    This can be dangerous because the assistive device may have decided to stop participating in vehicle control at a time when the driver believes it is still the case and therefore is not fully focused on driving manual.
    The invention aims in particular to improve the situation.
    It proposes in particular for this purpose a method, on the one hand, making it possible to assist a driver of a vehicle capable of being driven in an automated manner and manually, by means of a steering wheel, on a traffic lane, and , on the other hand, comprising a step in which an optimal trajectory of the vehicle is determined in the event of automated driving and an effective trajectory in progress of the vehicle on the taxiway.
    This assistance process is characterized by the fact that in its stage:
    - a value is also determined of a parameter representative of a manual intervention in progress by the driver on the steering wheel, and
    - materializes on a support the optimal trajectory and effective trajectory in progress determined with an aspect which is a function of this value of the determined parameter.
    Thanks to this dual trajectory display according to an aspect that depends on the manual intervention of the driver in progress on the steering wheel, this driver is now informed, when regaining control of the vehicle, from his manual intervention (or which amounts to the same part of intervention of the assistance device) in the effective control of the vehicle.
    The assistance method according to the invention may include other characteristics which can be taken separately or in combination, and in particular:
    - in its stage, the aspect can be a level of transparency which is a function of the value of the parameter determined;
    > in its step, one can use a maximum level of transparency when the value of the parameter determined exclusively represents a manual intervention in progress of the driver on the steering wheel without automated driving, and one can use a minimum level of transparency when the value of the parameter determined exclusively represents automated driving without any manual intervention by the driver on the steering wheel;
    • in its stage, the maximum level of transparency can correspond to a total invisibility of the optimal trajectory and effective trajectory in progress determined;
    • alternatively, in its step, when the value of the determined parameter exclusively represents a manual intervention in progress by the driver on the steering wheel without automated driving, the level of transparency can gradually be increased by a first maximum value, corresponding to an invisibility partial of the optimal trajectory and effective trajectory in progress determined, up to a second maximum value, corresponding to a total invisibility of the optimal trajectory and effective trajectory in progress determined;
    - in its stage, when the vehicle comprises a steering column actuated by the steering wheel and by a motor capable of producing an assistance torque, it is possible to determine a reference angle imposed on the steering wheel so that the vehicle follows the optimal trajectory in function representative information of the vehicle and an environment thereof, then it is possible to determine a torque to be produced as a function of an angle of the current steering wheel and of the determined reference angle, then it is possible to determine the value of the parameter as a function of this determined assistance torque;
    > in its step, the lower the determined assistance torque, the more the value of the parameter can be representative of a high manual intervention in progress by the driver on the steering wheel;
    - in its stage, one can materialize the optimal trajectory and actual trajectory in progress determined by displaying different lines on a support island which is chosen from a display screen fitted to the vehicle and a vehicle windshield;
    - As a variant, in its stage, it is possible to materialize the optimal trajectory and effective trajectory in progress determined by projection of different lines on the traffic lane which then constitutes the support.
    The invention also provides a device, on the one hand, intended to assist a driver of a vehicle capable of being driven in an automated manner and manually, by means of a steering wheel, on a traffic lane, and, d on the other hand, comprising means of calculation suitable for determining an optimal trajectory of the vehicle in the event of automated driving and an effective trajectory during the vehicle on this traffic lane.
    This assistance device is characterized by the fact that its calculation means are also suitable for determining a value of a parameter representative of a manual intervention in progress by the driver on the steering wheel, and for triggering a materialization on a trajectory support. optimal and effective trajectory in progress determined with an aspect which is a function of this value of the parameter determined.
    The invention is particularly well suited, although not limited to, in the case where the autonomous or partially autonomous vehicle is of the automotive type.
    Other characteristics and advantages of the invention will appear on examining the detailed description below, and the attached drawings, in which:
    - Figure 1 schematically and functionally illustrates a road comprising three lanes of traffic on one of which circulates an example of a self-driving vehicle and comprising means for analyzing the environment and a computer provided with an exemplary embodiment of FIG. an assistance device according to the invention,
    FIG. 2 schematically illustrates an example of an algorithm implementing an assistance method according to the invention, and
    - Figure 3 schematically illustrates an example of an image displayed on the screen of the central vehicle handset of Figure 1 at a given time.
    îo The object of the invention is in particular to propose an assistance method, and an associated DA assistance device, intended to assist a driver of a VA vehicle with autonomous driving to drive the latter (VA).
    It is recalled that here the term “autonomous driving vehicle” means a vehicle which can be driven in an automated manner (and therefore without the intervention of its driver) during a phase of autonomous driving, under the control of a device for assistance, or manually (and therefore with the driver intervening on the steering wheel) during a manual driving phase.
    In what follows, it is considered, by way of nonlimiting example, that the vehicle VA is of the automobile type. This is for example a car. However, the invention is not limited to this type of vehicle. It concerns in fact any type of autonomous driving vehicle which can circulate on land traffic lanes.
    There is diagrammatically and functionally shown in FIG. 1 a road comprising three lanes of traffic VCj (j = 1 to 3) on one of which a vehicle VA which is driving autonomously. Here the vehicle VA travels on the first lane of traffic VC1.
    The vehicle VA being autonomous driving, it comprises in particular means of analysis of the environment MA and an assistance device DA, according to the invention, acting on its steering wheel VV.
    Although it does not appear in Figure 1, the VV steering wheel is fixedly secured to a steering column, to allow the driver to control it. This steering column is also β
    controllable by an electric motor controlled by the DA assistance device and being, for example, part of a power steering device.
    This DA assistance device is in fact responsible for controlling the positioning of the vehicle VA with respect to the transverse direction Y to the road and for driving it without its driver acting on the steering wheel or on a pedal. This control is provided by control means MC as a function, in particular, of information which relates to the external environment of the vehicle, provided at least by the on-board external environment analysis means MA. It constitutes, for example, what a person skilled in the art calls an ADAS ("Advanced Driver Assistance System") device.
    The steering wheel VV allows the driver of the vehicle VA to exert a torque Te on the steering column with at least one of his hands.
    Note that a sensor is coupled to the steering column to measure the angle of the steering wheel θν.
    The electric motor is responsible for applying an assistance torque T A to the steering column when it receives the order from the assistance device DA. To this end, the latter (DA) can determine a reference angle 0 re f that the steering wheel VV should take so that the vehicle VA follows an optimal trajectory TO, as a function of the information representative of the vehicle VA and of its environment.
    The representative information of the VA vehicle can, for example, be provided by a computer on board the VA vehicle and responsible for analyzing its dynamics. For example, this information can be representative of the current geographic position of the VA vehicle and / or of the current speed of the VA vehicle and / or of the current acceleration of the VA vehicle.
    The information representative of the environment of the vehicle VA is determined by the analysis means MA. It will be noted that the latter (MA) must here determine at least the arrangement of the traffic lane VCj on which their vehicle VA is traveling. Consequently, they comprise at least one camera, suitable for acquiring digital images of the environment located at least in front of the VA vehicle, and associated with a digital image analyzer comprising shape recognition means. However, they can also include ultrasonic sensors and / or at least one scanning laser and / or at least one radar or lidar, in particular for detecting obstacles in the environment of the vehicle.
    GO.
    The assistance device DA can, for example, determine the assistance torque Ta that the electric motor must produce, as a function of the angle of the steering wheel θν in progress (measured by the sensor coupled to the steering column) and of the reference angle 0 re f (which he has just determined). It will be understood that the assist torque Ta depends on the torque Te applied by the driver, and therefore on the angle of the steering wheel θν.
    As mentioned above, the invention provides an assistance method intended, in particular, to assist the driver of the VA vehicle to drive the latter (VA).
    A method of assistance, according to the invention, comprises a step in which one begins first of all to determine an optimal trajectory TO of the vehicle VA in the event of automated driving (and therefore without intervention of its driver) and an effective trajectory TE in progress of the vehicle VA on the traffic lane VCj which it is using (see FIG. 3).
    These determinations of the optimal trajectory TO and effective trajectory
    TE are produced by the DA assistance device on board the VA vehicle, and more specifically by MC calculation means that this DA assistance device includes and which are arranged for this purpose.
    In the nonlimiting example of algorithm illustrated in FIG. 2 and implementing the assistance method according to the invention, the determinations of the optimal trajectory TO and effective trajectory TE are carried out in sub-step 10.
    It will be noted that in the example illustrated without limitation in FIG. 1, the assistance device DA is installed in a computer CA of the vehicle VA which can possibly perform at least one other function. But it could include a calculator. Consequently, a DA assistance device can be produced in the form of software modules (or computer or “software”), or electrical or electronic circuits or components (or “hardware”), or even a combination electrical or electronic circuits or components and software modules.
    Any technique known to those skilled in the art, making it possible to determine the optimal trajectory TO of the vehicle VA and the actual trajectory TE in progress (and therefore real) of the vehicle VA, can be used here.
    For example, the optimal trajectory TO can be determined from the reference angle 0 re f of the steering wheel VV, and the effective trajectory TE can be determined from the measured angle (and therefore effective) θν of the steering wheel VV.
    These trajectories TO and T2 are determined by N future positions p n (with n = 1 to N) of a representative point of the vehicle VA, traveling at speed v (for example considered as constant for the N positions) and having an angle wheel θ ν (for example considered as constant for the N positions). Each future position p n , in an XY plane and corresponding to an instant dt, is then located at a distance n * dt * v / 3.6 from the current position of the point representing the vehicle VA (if v is given in km / h). Direction X is the longitudinal direction of the road and direction Y is the transverse direction of the road. We can then use a VA vehicle model of bicycle type, defined by the following equations:
    î.
    v y _ Cf + C r - -12 v + v x M y / aCf bC r Cf v x M V% ) Mn v aCf-bC r v x I
    V y + v x I x = v x cos (<p) - v y sin (ç ) Ÿ = v x sin (<p) + v y cos (<p) where (x, y) are the global coordinates of the vehicle, (a, b) are the distances between the center of gravity of the vehicle VA and the front and rear axles respectively, M is the mass of the vehicle VA, (Cf, C r ) are the coefficients of connection between the tires and the ground, I is the inertia of the vehicle VA, n is the gain in the deflection between the wheels of the vehicle VA and the steering wheel VV, (v x , v y ) are the longitudinal and transverse speeds in a reference frame associated with the vehicle VA, and φ is a yaw angle of the vehicle VA.
    The parameters of the vehicle VA (a, b, M, Cf, C r , I, n vx, vy, φ) are assumed to be known. Furthermore, it is assumed that at the given time t0, in the reference frame fixed to the center of gravity of the vehicle VA and not moving with the vehicle VA, the yaw angle φ remains small for the duration ts = N * dt and that the speeds v y (t0) and φ '(ΐθ) are zero to avoid the impact of the initial conditions (it is however possible to use the value of φ' (ΐθ) measured by a yaw speed sensor on-board to improve the quality of the trajectory prediction, especially in the case of a major turn). Under these conditions, the vehicle model VA becomes the following linear model:
    Φ
    Φ
    -ÿ-
    Cy + C r v x M i aC f bC r V v x M x ) 0 0 -v y - r £ qΜη aCf-bC r a 2 Cf + b 2 C r 0 0 Φ + G.C y v x I v x l φ In 0 1 0 0 .y. 0 L i 0 Vx oJ X Where o
    If we now assume that the speed v x remains constant for N * dt, the last vehicle model VA becomes a linear state representation of the form sX = ΑΧ + ΒΘ; y = CX, where C = [0 0 0 1] and s is a Laplace operator replacing the derivation.
    This state representation is "continuous time". Consequently, to obtain the state representation equivalent to "discrete time", we can use Tustin's transformation: s = (2 / dt) * [(1 - z ' 1 ) / (1 + z' 1 ) ], where z ' 1 is the delay operator. The discrete state representation then has the following form:
    X (k + 1) = AjX (k) + Bd0 (k); y (k) = CdX (k). The coordinates of the N future positions p n of the trajectory are then given by:
    Xref = {Xi, X 2 , * 3> -AnI Y re f = MnI
    X ^ ixdtx ^, yi = A d J ) B d 0.
    Here, the coordinates of p n are calculated in the frame which corresponds to the vehicle frame at time tO. However, it is possible that the materialization of the trajectories TO and TE requires global coordinates. These can be deducted by making the base change:
    M Ly'J
    COS 0 -sin0 sin01 rx - Xoi cos </ J Îy -yol · where φ is the yaw angle in a new global coordinate system and the coordinates ίο (x 0 , yo) are the coordinates of the center of gravity of the vehicle VA at the instant t0 expressed in the new global coordinate system, and (x ', y') are the new coordinates of a position p n .
    By way of example, the number N of positions p n contained in a trajectory TO or TE can be between three and ten. For example, N can be equal to five.
    Also by way of example, the time interval dt can be between 0.2 s and 0.6 s. For example, dt can be equal to 0.4 s.
    In the process step, we (the calculation means MC) determine (nt), îo in addition to the optimal trajectories TO and effective TE, a value vp of a parameter which is representative of a manual intervention during the driver on the VV steering wheel. This determination is carried out in substep 20 of the algorithm of FIG. 2.
    Then, materializes on a support EA the optimal trajectory TO and effective trajectory TE in progress determined with an aspect which is a function of the value of the parameter determined. This materialization is triggered by the calculation means MC and carried out in substep 30 of the algorithm of FIG. 2.
    It will be noted that the materialization of the optimal trajectory TO and the effective trajectory TE determined can be done in different ways.
    Thus, it can be done by displaying different lines on an EA support which is chosen from a display screen fitted to the VA vehicle and a windshield of the VA vehicle. In the example illustrated without limitation in Figures 1 and 3, the materialization is done by displaying IA images on a screen
    EA of the central handset CC installed in (or on) the dashboard PB of the vehicle VA. As a variant or in addition, it could be done by displaying IA images on a screen of the dashboard of the VA vehicle or on the windscreen when the VA vehicle has a display device called "head-up".
    In a variant embodiment not illustrated, the materialization of the optimal trajectory TO and effective trajectory TE in the course of being determined can be done by projection of different lines on the traffic lane VCj which then constitutes the support EA. This projection can be done using at least one light projector or an optical device (such as a laser grid), installed in the front part of the VA vehicle. Such a headlamp may possibly be part of an optical unit (headlight or front light) of the VA vehicle.
    This double display of the optimal trajectory TO and effective trajectory
    TE according to an aspect which depends on the manual intervention in progress of the driver on the steering wheel VV, very advantageously makes it possible to inform the driver, when regaining control of the vehicle VA, not only of the influence of its manual action on the effective trajectory TE, but also on the part of its manual intervention (or what amounts to the same part of intervention of the assistance device DA) in the effective control of the vehicle VA.
    Consequently, the driver knows whether he controls his VA vehicle by himself or whether the DA assistance device at least participates in this control. This makes it possible to prevent the driver from finding himself in a situation in which the assistance device DA has decided to no longer participate in checking the vehicle VA at a time when he believes that this is still the case, or else not contradict the DA assistance device when the latter (DA) has not yet stopped controlling the VA vehicle but the driver has already put his hands on the steering wheel VV.
    It will be noted that the determinations and materializations can be carried out periodically, for example every half-second or second, at least as long as the value of the parameter vp determined does not exclusively represent a manual intervention in progress by the driver on the steering wheel VV.
    For example, in the process step, the aspect of the optimal trajectory TO and effective trajectory TE can be a level of transparency which is a function of the value of the parameter vp determined (by the calculation means MC).
    In this case, in the process step, we (the calculation means MC) can (ven) t use a maximum level of transparency when the value of the parameter vp determined exclusively represents a manual intervention in progress by the driver on the steering wheel VV without automated driving, and we (the calculation means MC) can (ven) t use a minimum level of transparency when the value of the parameter vp determined exclusively represents automated driving without any manual intervention in progress by the driver on the steering wheel VV.
    It will be noted that this maximum level of transparency can, for example, correspond to a total invisibility of the optimal trajectory TO and effective trajectory TE in course determined. In this case, when the value of the parameter vp determined indicates that only the driver acts on the steering wheel VV, none of the optimal trajectory TO and effective trajectory TE is materialized on the support EA. For example, this maximum level of transparency can be equal to 100% transparency. Also for example, the minimum level of transparency can be equal to a transparency of 0%.
    In an alternative embodiment, when the value of the parameter vp determined exclusively represents a manual intervention in progress by the driver on the steering wheel VV without automated driving, we (the calculation means MC) can (gradually) gradually increase the level of transparency from a first maximum value, corresponding to a partial invisibility of the optimal trajectory TO and effective trajectory TE in progress, up to a second maximum value, corresponding to a total invisibility of the optimal trajectory TO and effective trajectory TE in progress determined. In this case, when the value of the parameter vp determined indicates that only the driver acts on the steering wheel VV, the optimal trajectory TO and effective trajectory TE on the support EA are materialized according to the first maximum value of the level of transparency, then one gradually increases the latter until the optimal trajectory TO and effective trajectory TE are no longer materialized at all on the support EA. For example, the first maximum value of the transparency level can be equal to a transparency of 90%, and the second maximum value of the transparency level can be equal to a transparency of 100%.
    For example, one can use a law of growth of the level of transparency of the exponential type.
    On the image IA of augmented reality, which is displayed in FIG. 3 by way of nonlimiting example, the driver can observe, on the one hand, that the optimal trajectory TO and effective trajectory TE are almost identical in the very short term , but that they differ slightly in the medium term, and on the other hand, that the level of transparency is intermediate. Consequently, the driver can instantly deduce therefrom, on the one hand, that the assistance device DA continues to partially control the steering column at the same time as him, and, on the other hand, that it does not apply sufficient torque on the VD steering wheel (and more precisely that it does not turn enough).
    It will be noted that aspects other than the level of transparency can be used to represent the share of manual intervention in the course of the driver on the steering wheel VV. Thus, or could use different levels of gray (going from black to very light gray, for example), or different colors, or different widths of trajectory (going from a very wide to a very fine, for example), or lines of different aspects (ranging from continuous with dotted lines, or from continuous to more and more spaced dashes, for example). We can also consider combining at least two different types of aspects for the materialization of the trajectories TO and TE as a function of vp.
    It will also be noted that any technique, known to a person skilled in the art and making it possible to determine the value of the parameter vp which represents the manual intervention in progress of the driver on the steering wheel VV (or what amounts to the same part of assistance device DA), can be used by the calculation means MC.
    Thus, in the process step, when, as mentioned above, the vehicle VA comprises a steering column actuable by the steering wheel VV and by a motor capable of producing an assistance torque T A , we (the calculation means MC ) can start by determining the reference angle 0 re f imposed on the steering wheel VV so that the vehicle VA follows the optimal trajectory TO as a function of information representative of the vehicle VA and of its environment. Then, we (the calculation means MC) can (ven) t determine an assistance torque T A to be produced as a function of the angle of the current steering wheel θν and of the reference angle 0 re f determined. Then, we (the calculation means MC) can (ven) t determine the value of the parameter vp as a function of this assistance torque T A determined.
    In this case, in the process step, the lower the assistance torque TA determined, the more the value of the parameter vp can, for example, be representative of a manual intervention in progress by the driver on the steering wheel VV ( or what amounts to the same from a weak intervention of the assistance device AD).
    However, other techniques can be used, and in particular techniques using the measurements made by capacitive sensors located on the VV steering wheel, or techniques described in patent documents FR 2016/52243 and FR 2016/52244.
    îo It will also be noted that the invention is not only useful when the driver retakes control of the vehicle following a phase of autonomous driving. Indeed, it is also useful during an autonomous driving phase, because the optimal trajectory TO and effective trajectory TE are materialized with an aspect representative of this total autonomy and are normally almost superimposed, thus allowing the driver to control whether the action of the assistance device DA on the vehicle VA is correct. It could also be envisaged that the driver chooses an operating mode in which the optimal trajectory TO and effective trajectory TE are materialized again a few moments (for example five or ten seconds) after he has effectively and durably regained complete control of the vehicle GO. For example, the driver may be able to activate or deactivate the DA assist device at any time. This last option is intended to allow the driver to compare the actual trajectory TE that he prints to the vehicle VA with the optimal trajectory TO which is determined by the assistance device DA.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. Assistance method for a driver of a vehicle (VA) capable of being driven in an automated manner and manually, by means of a steering wheel (VV), on a traffic lane (VCj), said method comprising a step in which an optimal trajectory of said vehicle (VA) is determined in the event of automated driving and an effective trajectory in progress of said vehicle (VA) on said traffic lane (VCj), characterized in that in said step also a value of a parameter representative of a manual intervention in progress of said driver on said steering wheel (VV), and one materializes on a support (EA) said optimal trajectory and actual trajectory in progress determined with an aspect depending on said value of the determined parameter .
    [2" id="c-fr-0002]
    2. Method according to claim 1, characterized in that in said step said aspect is a level of transparency depending on said value of the determined parameter.
    [3" id="c-fr-0003]
    3. Method according to claim 2, characterized in that in said step a maximum level of transparency is used when said determined value of the parameter exclusively represents a manual intervention in progress of said driver on said steering wheel (VV) without automated driving, and use is made a minimum level of transparency when said determined value of the parameter exclusively represents automated driving without any manual intervention in progress by said driver on said steering wheel (VV).
    [4" id="c-fr-0004]
    4. Method according to claim 3, characterized in that in said step said maximum level of transparency corresponds to a total invisibility of said optimal trajectory and effective trajectory in progress determined.
    [5" id="c-fr-0005]
    5. Method according to claim 3, characterized in that in said step when said determined value of the parameter exclusively represents a manual intervention in progress of said driver on said steering wheel (VV) without automated driving, said level of transparency is gradually increased a first maximum value, corresponding to a partial invisibility of said optimal trajectory and effective trajectory in progress determined, up to a second maximum value, corresponding to a total invisibility of said optimal trajectory and effective trajectory in progress determined.
    [6" id="c-fr-0006]
    6. Method according to one of claims 1 to 5, characterized in that in said step, when said vehicle (VA) comprises a column of
    5 direction actuable by said steering wheel (VV) and by a motor capable of producing an assistance torque, a reference angle imposed on said steering wheel (VV) is determined so that said vehicle (VA) follows said optimal trajectory as a function of information representative of said vehicle (VA) and of an environment of the latter (VA), then a torque assistance is determined to be produced as a function of an angle of the current steering wheel and of said determined reference angle, then one determines said value of the parameter according to said determined assistance torque.
    [7" id="c-fr-0007]
    7. Method according to claim 6, characterized in that in said step, the lower said determined assistance torque, the more said value of
    15 parameter is representative of a high manual intervention in progress by said driver on said steering wheel (VV).
    [8" id="c-fr-0008]
    8. Method according to one of claims 1 to 7, characterized in that in said step materializes said optimal trajectory and effective trajectory in progress determined by displaying different lines on a
    20 support (EA) chosen from a display screen fitted to said vehicle (VA) and a windshield of said vehicle (VA).
    [9" id="c-fr-0009]
    9. Method according to one of claims 1 to 7, characterized in that in said step materializes said optimal trajectory and effective trajectory in progress determined by projection of different lines on said
    25 traffic lane (VCj) which then constitutes said support (EA).
    [10" id="c-fr-0010]
    10. Device (DA) for assisting a driver of a vehicle (VA) capable of being driven in an automated manner and manually, by means of a steering wheel (VV), on a traffic lane (VCj), said device (DA) comprising calculation means (MC) suitable for determining an optimal trajectory of said
    30 vehicle (VA) in the event of automated driving and an effective trajectory in progress of said vehicle (VA) on said taxiway (VCj), characterized in that said calculation means (MC) are also suitable for determining a value of a parameter representative of a manual intervention in progress of said driver on said steering wheel (VV), and in triggering a materialization on a support (EA) of said optimal trajectory and actual trajectory in progress determined with an aspect depending on said value of the determined parameter.
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    同族专利:
    公开号 | 公开日
    WO2018172648A1|2018-09-27|
    US10946875B2|2021-03-16|
    US20200377116A1|2020-12-03|
    EP3601005A1|2020-02-05|
    EP3601005B1|2021-04-28|
    FR3063958B1|2019-03-22|
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    法律状态:
    2018-02-19| PLFP| Fee payment|Year of fee payment: 2 |
    2018-09-21| PLSC| Publication of the preliminary search report|Effective date: 20180921 |
    2020-02-20| PLFP| Fee payment|Year of fee payment: 4 |
    2021-02-19| PLFP| Fee payment|Year of fee payment: 5 |
    2022-02-18| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1752279|2017-03-20|
    FR1752279A|FR3063958B1|2017-03-20|2017-03-20|METHOD AND DEVICE FOR ASSISTING A DRIVER OF AUTONOMOUS DRIVING VEHICLE, ESPECIALLY IN A MANUAL CONTROL RECOVERY|FR1752279A| FR3063958B1|2017-03-20|2017-03-20|METHOD AND DEVICE FOR ASSISTING A DRIVER OF AUTONOMOUS DRIVING VEHICLE, ESPECIALLY IN A MANUAL CONTROL RECOVERY|
    PCT/FR2018/050572| WO2018172648A1|2017-03-20|2018-03-12|Method and device for assisting an autonomous-drive vehicle driver, in particular when resuming manual control|
    US16/492,550| US10946875B2|2017-03-20|2018-03-12|Method and device for assisting an autonomous-drive vehicle driver, in particular when resuming manual control|
    EP18713331.9A| EP3601005B1|2017-03-20|2018-03-12|Method and device for assisting a driver of a self-driving vehicle, in particular when a manual control is resumed|
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