• 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 makes it possible to assist the driving of a vehicle (V) on a taxiway (R) comprising a portion (PV) provided with passage zones (ZP11-ZP22), said vehicle (V) communicating by way of and having a controlled driving independently. This method comprises a step where, when the vehicle (V) reaches the vicinity of the portion (PV), determining its relative position with respect to a predefined location of at least one compulsory passage area (ZP21), then determining a trajectory to follow passing through a compulsory passage zone (ZP21) as a function of cartographic information defining the zones of obligatory passage, traffic information in the zones of obligatory passage and the determined relative position, then the driving control is controlled of the vehicle (V) so that it follows this path to follow.
    公开号:FR3068944A1
    申请号:FR1756609
    申请日:2017-07-12
    公开日:2019-01-18
    发明作者:Stefano Mafrica；Rachid Attia；Audrey Mandard；Audrey Rizzo
    申请人:PSA Automobiles SA；
    IPC主号:
    专利说明:

    DRIVING ASSISTANCE METHOD AND SYSTEM
    AUTONOMOUS VEHICLE ON A TRAFFIC LANE WITH
    CROSSING AREAS REQUIRED
    The invention relates to self-driving vehicles, possibly of the automotive type, and more specifically assistance in driving such vehicles.
    Certain vehicles, generally of the automobile type, include a driving assistance device (for example of the ADAS (“Advanced Driver Assistance System”) type) which is responsible for controlling their positioning with respect to the transverse and longitudinal directions (and therefore by relative to the traffic lane used) in order to allow them to drive at least partially autonomously, that is to say without their drivers acting on their steering wheels or pedals. Such assistance devices are therefore capable of at least partially controlling the dynamics (direction, speed and acceleration) of their vehicle as a function of information representative of the environment of the latter and of its current position.
    Currently, this type of assistance device does not allow autonomous driving control in certain driving situations, and in particular when the vehicle is passing through a forced passage zone of a traffic lane, such as for example a highway or tunnel or bridge toll or even a car park toll. Thus, when the vehicle arrives at a forced passage zone, its driver must completely regain control for a safety question, since his assistance device is not arranged to control the passage in this zone, including when it is a compulsory passage zone called automated because it allows a controlled automatic passage of vehicles which are authorized to pass in a controlled manner.
    This is mainly due to the fact that driving assistance is currently based on an analysis of the environment of the vehicle by on-board means based on the presence of markings on the ground and / or a map defining the different compulsory passage zones. a portion of taxiway (as described in patent document FR 3007724). However, such driving assistance is currently very difficult, if not impossible, owing to the fact that most of the compulsory passage zones do not have any markings on the ground and that there is no precise mapping defining them. In addition, it very often happens that forced passage zones are temporarily closed, which can lead to the selection of a closed forced passage zone.
    In addition, the satellite guidance function (for example of the GPS type) which makes it possible to provide the current position of the vehicle to its assistance device, does not work, or works at best in an imprecise manner which is unsuitable for guidance with an accuracy of a few centimeters, when the vehicle is in a covered place (for example in a building parking lot or a tunnel or even a toll station with a roof or awning.
    Furthermore, the on-board sensors which supply data to the vehicle analysis means are not currently capable of correctly detecting a barrier and a fire in the channel of a forced passage zone, and therefore these analysis means have real difficulties in determining when the passage is authorized.
    Consequently, the current functioning of assistance devices does not correspond to what users expect from autonomous driving vehicles.
    The invention therefore aims in particular to improve the situation.
    It notably proposes for this purpose a method intended to assist the driving of a vehicle on a traffic lane comprising a portion provided with at least two forced passage zones, this vehicle communicating by waves and having a controlled driving independently depending on its position.
    This assistance process is characterized by the fact that it includes a step in which, when the vehicle arrives in the vicinity of the portion of taxiway:
    - a relative position of this vehicle is determined relative to a predefined location of at least one forced passage zone, then
    - A trajectory to be followed is determined for this vehicle passing through a compulsory passage zone as a function of cartographic information defining at least some of the compulsory passage zones, traffic information defining traffic in certain at least of the compulsory passage zones and from this / each determined relative position and then
    - we control the driving of this vehicle so that it follows this trajectory to follow.
    Thus, when the vehicle arrives in a portion of a taxiway comprising forced passage zones, its driving assistance device is able to manage its dynamics correctly and precisely throughout the crossing of a compulsory passage zone, without its driver having to intervene (at least in driving).
    The assistance method according to the invention may include other characteristics which can be taken separately or in combination, and in particular:
    - in a first embodiment, in its step, it is possible to determine each relative position of the vehicle and the trajectory to be followed in a computer associated with the taxiway portion, then one can transmit a definition of this trajectory to be followed from the computer to the vehicle ;
    in a second embodiment, in its step, it is possible to determine each relative position of the vehicle and of the trajectories passing respectively through at least some of the forced passage zones in a computer associated with the portion of taxiway, then it is possible to transmit from this computer to the vehicle of the definitions of these determined trajectories, the map information defining at least some of the compulsory passage zones, the traffic information defining the traffic in at least some of the compulsory passage zones, and the position information defining each position determined relative, then one can select in the vehicle the trajectory to follow among the determined trajectories, according to this cartographic information, traffic information and position information;
    in a third embodiment, in its step, it is possible to determine each relative position of the vehicle in a computer associated with the portion of taxiway, then it is possible to transmit from this computer to the vehicle the cartographic information defining at least some of the compulsory passage zones, the traffic information defining the traffic in at least some of the compulsory passage zones, and the position information defining each determined relative position, then it is possible to determine in the vehicle the trajectory to be followed, passing through one compulsory passage zones, according to this cartographic information, traffic information and position information;
    - in its stage, it is possible to transmit from a computer, associated with the taxiway portion, to the vehicle of the successive relative positions of the latter with respect to a predefined location of at least one forced passage zone, up to what it leaves the forced passage zone through which passes its trajectory to follow, so that it determines its absolute current position from each relative position received and from an absolute position of this predefined place, contained in the cartographic information transmitted;
    in its stage, it is possible to determine in the vehicle successive absolute positions of the latter with respect to a predefined location of at least one forced passage zone as a function of distances deduced from data representative of the environment in front of the vehicle and determined by analysis means on board the latter, so that it has at all times its absolute position relative to an absolute position of this predefined location, contained in the transmitted map information;
    - in its stage, a speed profile adapted to each forced passage zone can be transmitted from a computer, associated with the taxiway portion, to the vehicle, so that the driving of the vehicle on its trajectory can be checked. follow while respecting the speed profile adapted to the compulsory passage zone through which this trajectory to be followed passes;
    - in its stage, it is possible to transmit to the vehicle state data signaling whether its automatic passage is authorized or not authorized, so that the speed of the vehicle on its trajectory to be monitored is controlled as a function of these state data and d '' a position of a virtual target located in the forced passage zone through which the path to be followed passes, the vehicle remaining stationary just before this position of this virtual target as long as this transmitted status data is not representative an authorization;
    - in its stage, transmissions can be direct and short-range or carried out via a mobile communication network;
    - each compulsory passage zone may, for example, include a toll station.
    The invention also provides a system for implementing the assistance method presented above and comprising for this purpose at least one computer and a first communication module, installed in a portion of taxiway comprising at least two zones compulsory passage, and at least one vehicle present in this portion and comprising an assistance device cooperating with this computer to control the driving of its vehicle when passing through a compulsory passage zone.
    Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawing, in which the single figure schematically and functionally illustrates a traffic lane comprising a portion comprising passage zones obliged in one of which is preparing to circulate a vehicle authorized to use an automated zone and which can benefit from the assistance process according to the invention.
    The object of the invention is in particular to propose an assistance method intended to assist (or help) the driving of a vehicle V with autonomous driving during a passage in a forced passage zone ZP1j or ZP2k of a portion PV of a traffic lane VC further comprising at least one other forced passage zone ZP1 j or ZP2k, possibly automated.
    In what follows, it is considered, by way of nonlimiting example, that vehicle V is of the automobile type. This is for example a car. However, the invention is not limited to this type of vehicle. It relates in fact to any type of land vehicle which can carry out movements and maneuvers on traffic lanes comprising forced passage zones. Thus, it also relates to motorcycles, coaches (or buses), trucks, utility vehicles, and road vehicles.
    Furthermore, it is considered in the following, by way of nonlimiting example, that the portion PV of taxiway VC with forced passage zones ZP1 j and ZP2k is a toll zone of a highway. However, the invention is not limited to this type of forced passage zone. It concerns in fact any type of forced passage zone forming part of a portion of a traffic lane, whether or not it includes a toll barrier. Thus, it relates in particular to expressways, tunnels, bridges, parking lots (exterior or interior), city entrances or sub-parts of cities (such as downtown areas), and airport areas. It will be noted that the invention relates not only to forced passage zones in which an exchange of data by wave is carried out between a local control station and a DT electronic toll collection device (or badge) on board vehicle V, but also the compulsory passage zones in which the registration of the vehicle V is recorded, for example by means of camera (s), without this requiring that the vehicle include a DT electronic toll device (or badge).
    There is schematically shown in the single figure a portion PV of a traffic lane VC comprising five forced passage zones ZP1j and ZP2k suitable for being crossed by vehicles. Here, the PV portion includes three forced passage zones ZP11 to ZP13 (j = 1 to 3) not allowing automatic controlled passage and therefore said to be non-automated, and two compulsory passage zones ZP21 and ZP22 (k = 1 and 2 ) authorizing a controlled automatic passage and therefore called automated. Note that in order for the invention to be implemented, the PV portion of the taxiway VC must include at least two forced passage zones, at least one of which is automated (ZP2k).
    Each non-automated zone ZP1j includes a toll station SP placed on one side of a channel in which vehicles can circulate and whose passage is possibly impeded by a barrier BP rotatably mounted.
    Each ZP2k automated zone includes a SP toll station, equipped with a DC control device responsible for controlling the passage of each vehicle, and placed on one side of a channel in which vehicles can circulate, equipped (here) with a DT electronic toll collection device, the passage of which is possibly hindered by a BP barrier rotatably mounted.
    Each DC control device is (here) arranged so as to exchange data by waves (at short range) with a DT electronic toll device on board a vehicle V.
    As mentioned above, the invention relates more precisely to vehicles V equipped with a driving assistance device DA responsible for controlling their positioning with respect to the transverse and longitudinal directions (and therefore with respect to the taxiway VC) in order to allow them to be driven at least partially autonomously, that is to say without their drivers acting on their steering wheels or their pedals. For example, this DA (driving) assistance device is of the ADAS (Advanced Driver Assistance System) type.
    This assistance device DA controls driving as a function, in particular, of the current position of its vehicle V and of information supplied by analysis means MA on board vehicle V and responsible for analyzing data representative of the environment in front of vehicle V, acquired by acquisition means also on board vehicle V. These acquisition means can, for example, comprise at least one camera and / or at least one scanning laser and / or at least a radar or lidar and / or at least one ultrasonic sensor.
    Also as mentioned above, the invention proposes an assistance method intended to assist (or help) the driving of a vehicle V (with autonomous driving) during a passage in a forced passage zone ZP1 j or ZP2k a PV portion of a VC traffic lane.
    The implementation of this assistance method requires that the PV portion is also equipped with at least one computer CA and at least one first communication module by means of waves MC1, and that the vehicle V includes in in addition to a second communication module by wave MC2 (suitable for exchanging messages with the first communication module by wave MC1) and a positioning device DP, for example by satellite, and suitable, at least, for determine its current position. The transmissions between the first MC1 and second MC2 communication modules by wave are preferably direct and short-range (possibly of the "vehicle with infrastructure" type (Car2X or V2X, for example)). However, these transmissions could be carried out via a mobile communication network.
    The assistance method according to the invention comprises a step which is implemented each time a vehicle V (authorized and with autonomous driving) arrives in the vicinity of the PV portion of the taxiway VC. In this case, we start by determining a relative position prv of this vehicle V with respect to a predefined location of at least one forced passage zone ZP1 j or ZP2k. This determination can, for example, be carried out by the CA computer using data supplied by detectors implanted in the ground and / or safety rails or walls of the PV portion and / or by cameras or lasers or radars or ultrasonic detectors installed on at least one side of the PV portion. For example and without limitation, the computer CA can determine the relative position prv of the vehicle V with respect to a predefined location of the first automated zone ZP21. Thus, even when the vehicle V is not detected by the detectors of the PV portion, it will still be able to use the measurement of its position carried out by its positioning device DP (possibly of the differential type). As a variant, it would be possible to transmit to the vehicle V its position in a local frame of reference (for example with respect to the computer CA) without passing through geographic coordinates (absolute), and when the vehicle V is not detected by the detectors of the portion PV he can estimate his position by odometry or SLAM (“Simultaneous Localization and Mapping”) using the perception of his local environment provided by his means of analysis MA. This predefined location can, for example and without limitation, be the location where the toll station SP of the first forced passage zone ZP21 is installed (here). However, the computer CA could determine the relative position prv of the vehicle V with respect to a predefined location of each forced passage zone ZP1j or ZP2k or only of each automated zone ZP2k (when the vehicle V includes a electronic toll device DT (or the like) ). It will be understood that the computer CA has geographical coordinates defining the absolute positions of the forced passage zones ZP1j and ZP2k, and therefore that it is capable of deducing therefrom the relative position in progress prv of a vehicle V, detected in the portion PV, compared to at least one predefined location of this PV portion.
    Then, for the vehicle V, a trajectory to be followed TS is determined, passing through a compulsory passage zone ZP1j or ZP2k as a function of cartographic information defining at least some of the compulsory passage zones ZP1 j and ZP2k, traffic information defining a traffic in at least some of the compulsory crossing zones ZP1 j and ZP2k and the / each relative prv position determined. We will see later that this determination of the trajectory to follow TS can be done in different ways, in the computer CA or in the vehicle V.
    It will be noted that when the vehicle V comprises an electronic toll device DT (or the like), it is possible possibly to determine for the vehicle V a trajectory to be followed TS passing through an automated zone ZP2k as a function of cartographic and traffic information relating to the zones only automated ZP2k.
    Then, the driving of the vehicle V is controlled, by means of its assistance device DA, so that it follows this trajectory to be followed TS.
    The trajectory to be followed TS being defined very precisely and the assistance device DA having very precise position information, both relating to its vehicle V and to the forced passage zone ZP1 j or ZP2k that its vehicle V must this assistance device DA is therefore advantageously able to correctly and precisely manage the dynamics of its vehicle V during the entire crossing of this forced passage zone ZP1j or ZP2k, without its driver having to intervene (at least for the conduct). In addition, it is now certain that the trajectory to follow TS will be determined as a function of the only forced passage zones ZP1 j and ZP2k (possibly only those automated ZP2k) which are effectively open and not failing, which is not known at each time. instant only by the CA computer.
    The trajectory to follow TS is for example that which allows, a priori, to lose the minimum time during the controlled automatic passage, taking into account the traffic in each forced passage zone ZP1 j or ZP2k (possibly only those automated ZP2k) and the relative position prv of the vehicle V when it is detected for the first time in the PV portion. But it could also be the shortest or safest trajectory or even the most suitable for autonomous driving.
    In the example illustrated without limitation in the single figure, taking into account the zero traffic in each automated zone ZP2k and the fact that the vehicle V comprises an electronic toll device DT and has been detected in the rightmost part of the portion PV, located in the axis of the channel of the first automated zone ZP21 (k = 1), the trajectory to follow TS passes through this first automated zone ZP21.
    At least three embodiments can be envisaged for determining the trajectory to follow TS of the vehicle V to pass through a forced passage zone ZP1 j or ZP2k.
    In a first embodiment, in the process step, each relative position prv of the vehicle V and the trajectory to be followed TS can be determined in the computer CA which is associated with the portion PV. In this case, the definition of this trajectory to be followed TS is then transmitted from the computer CA to the vehicle V. It will be understood that the computer CA orders the first communication module (by waves) MC1 to transmit a message containing a definition of this trajectory to follow TS to the second communication module (by waves) MC2 of the vehicle V, and this second communication module MC2 transmits this definition to the assistance device DA of his vehicle V so that he controls his driving in order to make it follow the trajectory to follow TS defined.
    Vehicle V and its communication identifier can be identified in at least two ways.
    In a first way, the registration number of the vehicle V can be determined by means of images acquired by cameras of the PV portion, then the computer CA searches for the communication identifier which is associated with this registration number in a subscriber file.
    In a second way, the vehicle V can automatically connect to the first communication means MC1 (here) of the toll zone by knowing its communication identifier (for example its IP address), then it can transmit its own geographical position (provided by its own DP positioning device). Thus, the first means of communication MC1 can identify it among all the approaching vehicles. It should be noted that this "unicast" type communication solution is only necessary if you want to send from the toll zone a trajectory to follow TS and / or the position of vehicle V.
    In a second embodiment, in the process step, it is possible to start by determining each relative position prv of the vehicle V and of the paths passing respectively through at least some of the forced passage zones ZP1 k and ZP2k (possibly only those automated ZP2k) in the CA calculator which is associated with the PV portion. In this case, it is then possible to transmit from the computer CA to the vehicle V definitions of these determined trajectories, the cartographic information defining at least some of the forced passage zones ZP1k and ZP2k (possibly only those automated ZP2k), the traffic information defining the traffic in at least some of the forced passage zones ZP1k and ZP2k (possibly only those automated ZP2k), and the position information defining each relative position prv determined. It will be understood that the computer CA orders the first communication module MC1 to transmit a message containing the definitions of the trajectories and the aforementioned information to the second communication module MC2 of the vehicle V.
    Then, it is possible to select in the vehicle V the trajectory to follow TS from among these determined trajectories (received), as a function of this cartographic information, traffic information and position information received. This selection can, for example, be made by the assistance device DA of the vehicle V, which will then control the driving of the latter (V) in order to make it follow the trajectory to follow TS that it has just selected. However, in a variant, it could be envisaged that the vehicle V comprises a selection device, external to the assistance device DA while being coupled to the latter (DA), and responsible for selecting the trajectory to be followed TS from the determined trajectories received.
    In this second embodiment, the identification of vehicle V and its communication identifier is not compulsory. We can indeed consider that the CA computer sends to all vehicles (broadcast mode) a set of trajectories leading to each of the forced passage zones ZP1k and ZP2k (possibly only those automated ZP2k), as well as corrections position (for example GPS) to improve the positioning of the surrounding vehicles, and then the DA assistance device (or the aforementioned selection device) of each vehicle chooses its own trajectory to follow from this set.
    In a third embodiment, in the process step we can start by determining each relative position prv of the vehicle V in the computer CA which is associated with the portion PV. In this case, it is then possible to transmit from the computer CA to the vehicle V the cartographic information defining at least some of the forced passage zones ZP1k and ZP2k (possibly only the automated zones ZP2k), the traffic information defining the traffic in at least some of the forced passage zones ZP1k and ZP2k (possibly only those automated ZP2k), and the position information defining each determined relative position prv. It will be understood that the computer CA orders the first communication module MC1 to transmit a message containing the above information to the second communication module MC2 of the vehicle V.
    Then, one can determine in the vehicle V the trajectory to follow TS, which passes through one of the forced passage zones ZP1k and ZP2k (possibly only those automated ZP2k), according to this cartographic information, traffic information and information of position received. This determination can, for example, be carried out by the assistance device DA of the vehicle V, which will then control the driving of the latter (V) in order to make it follow the trajectory to follow TS that it has just selected. But in a variant, it could be envisaged that the vehicle V comprises a calculation device, external to the assistance device DA while being coupled to the latter (DA), and responsible for determining the trajectory to follow TS according to the information received.
    It will be noted that in the process step, it is possible to transmit from the computer CA, associated with the PV portion, to the vehicle V successive relative positions prv of the latter (V) relative to a predefined location of at least one area of compulsory passage ZP1 j or ZP2k, until it leaves the compulsory passage zone ZP1 k or ZP2k through which the trajectory to follow TS passes. It will be understood that the computer CA orders the first communication module MC1 to transmit successive messages respectively containing the successive relative prv positions of the vehicle V to the latter's second communication module MC2 (V).
    Thus, one can determine in the vehicle V its absolute current position from each relative position prv received and from an absolute position of the predefined location, contained in the cartographic information. It will be noted that in the case of the first embodiment described above, this option requires that the computer CA instructs the first communication module MC1 to also transmit a message containing the aforementioned cartographic information to the second communication module MC2 of the vehicle V. This message can also include the very first relative position prv of the vehicle V determined. Furthermore, the determination of each absolute position can, for example, be carried out by the assistance device DA of the vehicle V, which will then control the driving of the latter (V) as a function of this determined absolute position, in order for it forward the trajectory to follow TS. However, in a variant, it could be envisaged that the vehicle V comprises a calculation device, external to the assistance device DA while being coupled to the latter (DA), and responsible for determining each absolute position.
    This last option makes it possible to avoid having to use current positions of the vehicle V provided by its positioning device DP, which are a priori insufficiently precise and therefore unreliable.
    It will also be noted that in the process step it is possible to determine in the vehicle V successive absolute positions of the latter (V) with respect to a predefined location of at least one forced passage zone ZP1 j or ZP2k as a function of distances deduced from data representative of the environment in front of the vehicle V and determined by the analysis means MA on board the latter (V).
    Thus, the vehicle V, and more precisely its assistance device DA, has at all times its absolute position relative to an absolute position of this predefined location, contained in the cartographic information. It will be noted that in the case of the first embodiment described above, this option requires that the computer CA instructs the first communication module MC1 to transmit successive messages containing respectively the successive absolute positions of the vehicle V to the second communication module MC2 of the latter (V).
    This last option makes it possible to avoid having to use current positions of the vehicle V provided by its positioning device DP, which are a priori insufficiently precise and therefore unreliable.
    It will also be noted that in the process step, it is possible to transmit from the computer CA, associated with the PV portion, to the vehicle V a speed profile adapted to each forced passage zone ZP1k or ZP2k (possibly only those automated ZP2k), in order to that the driving of the vehicle V is controlled on the trajectory to be followed TS while respecting the speed profile which is adapted to the forced passage zone ZP1 k or ZP2k through which this trajectory to follow TS passes. It will be understood that the computer CA orders the first communication module MC1 to transmit a message containing the / each speed profile suitable for / to each forced passage zone (s) ZP1k or ZP2k to the second communication module MC2 of the vehicle V, and this second communication module MC2 transmits the / each speed profile adapted to / to each forced passage zone (s)
    ZP1k or ZP2k to the assistance device DA of his vehicle V so that he controls his driving in order to make him follow the trajectory to follow TS defined while respecting the speed profile concerned.
    Each speed profile can, for example, be a decreasing speed law, possibly depending on the traffic in the forced passage zone ZP1k or ZP2k, and / or weather conditions / constraints, and / or local pollution, and / or the type or dynamics of the vehicle (for a question of safety and / or comfort.
    It should also be noted that in the process step, state data can be transmitted to vehicle V signaling whether automatic passage is authorized or not authorized (here by the DC control device of the toll station SP concerned). For example, the computer CA can be informed by this DC control device of the authorized or unauthorized state, and can order the first communication module MC1 to transmit successive messages containing the state data defining the current state. to the second communication module MC2 of the vehicle V, and this second communication module MC2 transmits this status data to the assistance device DA of his vehicle V. As a variant, the control device DC concerned can address the electronic toll device DT of vehicle V successive state data, and this electronic toll device DT can transmit this state data to the assistance device DA of its vehicle V.
    Thus, one (the assistance device DA) can control the speed of the vehicle V on the trajectory to be followed TS as a function of these state data and of a position of a virtual target situated in the forced passage zone ZP1 k or ZP2k by which the trajectory to follow TS passes. Vehicle V remains stationary just before this position of the virtual target as long as the state data is not representative of a passage authorization generated by the DC control device concerned. The virtual target can, for example, be (here) the BP barrier of the forced passage zone ZP1k or ZP2k. But when another vehicle precedes vehicle V in the forced passage zone ZP1k or ZP2k, this virtual target can be the rear part of this other vehicle. It will be noted that the position of the virtual target of the forced passage zone ZP1k or ZP2k (for example the BP barrier) can be transmitted from the computer CA, associated with the portion PV, to the vehicle V, by means of a dedicated message. or a message containing at least one position (relative or absolute) and / or information among those mentioned above. In the case of a transmission in broadcast mode, it is possible, for example, to send to all vehicles a set of trajectories and information on at least some of the forced passage zones ZP1k and ZP2k (possibly only those automated ZP2k) open and closed, and therefore each vehicle V is able to understand if the passage authorization concerns it or if it concerns another vehicle located in front of it in the same forced passage zone ZP1k or ZP2k thanks to the analysis carried out by its means d MA analysis.
    This last option makes it possible to avoid having to wait for means of analysis MA for information signaling the detection of the authorization to pass following the detection of the ascent of the barrier BP of the forced passage zone ZP1 k or ZP2k concerned and / or the transition to the green color of the light in this compulsory passage zone ZP1 k or ZP2k, which is quite often difficult to detect given, in particular, their close proximity to the means of acquisition of the vehicle V or the fact that these are objects not recognizable in the database of objects learned by vehicle V (for example due to a shape and / or colors specific (here) to the toll zone) .
    It will also be noted that the passage via an automated zone ZP2k is done, a priori, without any intervention from the driver of the vehicle V since the electronic toll device DT cooperates with the control device DC (here) of the toll station SP. But when the passage is made via a non-automated zone ZP1j, the driver of the autonomous vehicle must pay or present a passage card once his vehicle stopped at the SP station, and once he has made this last operation, the computer CA transmits to its vehicle V the status data signaling the authorization so that the assistance device DA starts the vehicle again.
    The DA assistance device can be advantageously modified, compared to an assistance device of the prior art, in order to take into account the aforementioned positions (relative or absolute) and / or the aforementioned information and / or the definitions of aforementioned trajectory and / or any aforementioned speed profiles and / or any aforementioned state data. This modification can be done by modification and / or addition of software module (s) (or computer or "software") and / or by modification 5 and / or addition of electronic circuits (or "hardware").
    It will also be noted that the invention also provides a system, intended to implement the assistance method described above, and comprising:
    at least one computer CA and a first communication module MC1, 10 installed in a PV portion of a traffic lane VC comprising at least two forced passage zones ZP1 j and ZP2k, and
    - at least one vehicle V present in this portion PV and comprising an assistance device DA cooperating with this computer CA to control the driving of its vehicle V during its passage through an area of is compulsory passage ZP1j or ZP2k.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. Method for assisting in driving a vehicle (V) on a traffic lane (VC) comprising a portion (PV) provided with at least two forced passage zones (ZP1 j, ZP2k), said vehicle ( V) communicating by waves and having an independently controlled driving according to its position, characterized in that it comprises a step in which, when said vehicle (V) arrives in the vicinity of said portion (PV), a relative position of said vehicle (V) is determined relative to a predefined location of at least one forced passage zone (ZP1 j, ZP2k), then a trajectory to be followed for said vehicle (V) passing through a zone of compulsory passage (ZP1 j, ZP2k) as a function of cartographic information defining at least some of the compulsory passage zones (ZP2k), traffic information defining traffic in at least some of the compulsory passage zones (ZP1 j, ZP2k) and from said relative position dete rminine, then we control the driving of said vehicle (V) so that it follows this trajectory to follow.
    [2" id="c-fr-0002]
    2. Method according to claim 1, characterized in that in said step each relative position of said vehicle (V) and said trajectory to be determined is determined in a computer (CA) associated with said portion (PV), then said definition of this trajectory to be followed from said computer (CA) to said vehicle (V).
    [3" id="c-fr-0003]
    3. Method according to claim 1, characterized in that in said step each relative position of said vehicle (V) and of the trajectories passing respectively through at least some of the forced passage zones (ZP1 j, ZP2k) are determined in a computer (CA) ) associated with said portion (PV), then transmitting from said computer (CA) to said vehicle (V) definitions of these determined trajectories, said cartographic information defining at least some of the compulsory passage zones (ZP1 j, ZP2k), said traffic information defining the traffic in at least some of the compulsory passage zones (ZP1 j, ZP2k), and said position information defining each determined relative position, then selecting in said vehicle (V) said trajectory to be followed from said determined trajectories , based on said map information, said traffic information and said location information.
    [4" id="c-fr-0004]
    4. Method according to claim 1, characterized in that in said step each relative position of said vehicle (V) is determined in a computer (CA) associated with said portion (PV), then transmission from said computer (CA) to said vehicle (V) said cartographic information defining at least some of the compulsory passage zones (ZP1 j, ZP2k), said traffic information defining the traffic in at least some of the compulsory passage zones (ZP1 j, ZP2k), and said position information defining each determined relative position, then determining in said vehicle (V) said trajectory to be followed, passing through one of said compulsory passage zones (ZP1j, ZP2k), as a function of said cartographic information, said traffic information and said traffic information position.
    [5" id="c-fr-0005]
    5. Method according to one of claims 1 to 4, characterized in that in said step is transmitted from a computer (CA), associated with said portion (PV), to said vehicle (V) successive relative positions of this last (V) with respect to a predefined location of at least one forced passage zone (ZP1 j, ZP2k), until it leaves the compulsory passage zone (ZP1 j, ZP2k) through which said pass passes trajectory to follow, so that it determines its current absolute position from each relative position received and from an absolute position of said predefined location, contained in said cartographic information.
    [6" id="c-fr-0006]
    6. Method according to one of claims 1 to 5, characterized in that in said step is determined in said vehicle (V) successive absolute positions of the latter (V) relative to a predefined location of at least one area compulsory passage (ZP1 j, ZP2k) as a function of distances deduced from data representative of the environment in front of said vehicle (V) and determined by analysis means (MA) on board the latter (V), so that it has at all times its absolute position relative to an absolute position of said predefined location, contained in said map information.
    [7" id="c-fr-0007]
    7. Method according to one of claims 1 to 6, characterized in that in said step is transmitted from a computer (CA), associated with said portion (PV), to said vehicle (V) a speed profile adapted to each compulsory passage zone (ZP1 j, ZP2k), so that the driving of said vehicle (V) is controlled on said trajectory to be followed while respecting the speed profile adapted to the compulsory passage zone (ZP1 j, ZP2k) by which passes this trajectory to follow.
    [8" id="c-fr-0008]
    8. Method according to one of claims 1 to 7, characterized in that in said step transmits to said vehicle (V) state data signaling whether said automatic passage is authorized or not authorized, so that the speed of said vehicle (V) on said trajectory to be followed as a function of these state data and of a position of a virtual target situated in the forced passage zone (ZP1 j, ZP2k) through which passes said trajectory to be followed, said vehicle (V) remaining stationary just before this position of said virtual target as long as said status data is not representative of an authorization.
    [9" id="c-fr-0009]
    9. Method according to one of claims 1 to 8, characterized in that each forced passage zone (ZP1j, ZP2k) comprises a toll station.
    [10" id="c-fr-0010]
    10. System, characterized in that it is intended to implement an assistance method according to one of the preceding claims, and that it comprises at least one computer (CA) and a first communication module (MC1) , installed in a portion (PV) of a traffic lane (VC) comprising at least two forced passage zones (ZP1 j, ZP2k), and at least one vehicle (V) present in said portion (PV) and comprising a assistance device (DA) cooperating with said computer (CA) to control the driving of said vehicle (V) during its passage through a forced passage zone (ZP1 j, ZP2k).
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    同族专利:
    公开号 | 公开日
    EP3428900B1|2020-03-25|
    CN109249936A|2019-01-22|
    EP3428900A1|2019-01-16|
    US20190016334A1|2019-01-17|
    FR3068944B1|2019-07-19|
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    法律状态:
    2019-01-18| PLSC| Search report ready|Effective date: 20190118 |
    2020-06-23| PLFP| Fee payment|Year of fee payment: 4 |
    2021-06-23| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1756609A|FR3068944B1|2017-07-12|2017-07-12|METHOD AND SYSTEM FOR ASSISTING THE DRIVING OF AN AUTONOMOUS VEHICLE ON A CIRCULATION PATH HAVING OBLIGED PASSAGE AREAS|
    FR1756609|2017-07-12|FR1756609A| FR3068944B1|2017-07-12|2017-07-12|METHOD AND SYSTEM FOR ASSISTING THE DRIVING OF AN AUTONOMOUS VEHICLE ON A CIRCULATION PATH HAVING OBLIGED PASSAGE AREAS|
    EP18179572.5A| EP3428900B1|2017-07-12|2018-06-25|Method and system to assist with driving an autonomous vehicle on a roadway having force passage zones|
    CN201810735816.7A| CN109249936A|2017-07-12|2018-07-06|Auxiliary drives the method and system of autonomous vehicle on the runway with necessary area|
    US16/031,422| US20190016334A1|2017-07-12|2018-07-10|Method and system for assisting the driving of an autonomous vehicle on a road having required passing zones|
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