EP1127344B1 - Procede d'aide a la conduite d'un vehicule automobile et systeme de mise en oeuvre - Google Patents
Procede d'aide a la conduite d'un vehicule automobile et systeme de mise en oeuvre Download PDFInfo
- Publication number
- EP1127344B1 EP1127344B1 EP99950856A EP99950856A EP1127344B1 EP 1127344 B1 EP1127344 B1 EP 1127344B1 EP 99950856 A EP99950856 A EP 99950856A EP 99950856 A EP99950856 A EP 99950856A EP 1127344 B1 EP1127344 B1 EP 1127344B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- vehicle
- speed
- driver
- distance
- target
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
Definitions
- the invention relates to a driving assistance method. of a motor vehicle, especially in a situation of restart in a queue of stopped vehicles, as well than an implementation system.
- ACC Adaptive Cruise Control
- the vehicle being equipped with a radar, intended to detect vehicles in front of him, if a slower vehicle is detected on the same lane circulation, the system automatically modulates the speed of the vehicle equipped to adapt its distance to target vehicle. For this, this information is sent to a control computer which controls the air intake throttle, gearbox and possibly the brakes in order to act on vehicle acceleration. The driver is informed at any time on the state of the system by through a dedicated interface.
- a current ACC system does not prevent the driver, whose vehicle is stationary in a file, as soon as the way is clear to restart, and which therefore does not optimally have these "times death. "
- the present invention aims to solve these drawbacks by proposing a driving assistance process which automatically detects shutdown situations equipped vehicle behind another vehicle, then then also automatically detects actions of the previous vehicle to authorize the restart by the driver.
- the determining a stop situation for the vehicle equipped, behind a target vehicle is obtained at from the zero speed state of the equipped vehicle, the relative distance and speed between the two vehicles following each other, and their duration immobilization.
- the determination of free lane information is obtained by detecting a movement of the vehicle target beyond a predetermined threshold, or by detection of both a relative speed and a relative acceleration of the target vehicle compared to the equipped vehicle immobilized above thresholds Predefined.
- a second object of the invention is a delivery system implementing said driving assistance method.
- the vehicle must be equipped with a system including a computer control electronics 5 receiving information a vehicle speed sensor 1, which allows detect the stopping or starting of the vehicle, and a rangefinder 2 which detects target vehicles located in front of the equipped vehicle and determines the position, relative speed and acceleration of vehicles targets in relation to the equipped vehicle following them.
- a computer control electronics 5 receiving information a vehicle speed sensor 1, which allows detect the stopping or starting of the vehicle, and a rangefinder 2 which detects target vehicles located in front of the equipped vehicle and determines the position, relative speed and acceleration of vehicles targets in relation to the equipped vehicle following them.
- the method according to the invention consists in determining all first, under certain conditions, if the vehicle thus equipped with the driving assistance system is stopped behind another vehicle, said system being activated.
- the rangefinder tracks the movements of the vehicle previous, so that the electronic calculator determines, according to certain distance conditions, relative speed and acceleration between the two vehicles, if the lane has returned free, authorizing a restart of the equipped vehicle.
- the process In the case of a free lane determination, the process signals this to the driver who can restart safely.
- the system can be turned on or off, from a selection interface 3 by the driver or automatically. It can also include a device 4 for immobilizing the pedal accelerator, as described in the request for French patent N ° 96 13944 in the name of RENAULT, ordered by the computer 5.
- This device immobilizes the pedal in a situation inactive, where the control unit for the admission of gas in the engine can be placed directly under the control of the control system of the assistance system driving, on board the vehicle.
- this device has a movable element connected to the pedal, which is moved by it between a first immobilization position of the pedal in its inactive situation, kept as long as the thrust of the driver on pedal stays below threshold preset effort, and a second focus position help system out of service where the pedal does not no particular resistance. This last position is joined as soon as said effort threshold is exceeded by the driver who can order again gas opening.
- such a device achieves a footrest function, creating a hard point in the accelerator pedal stroke, this function being of course disengageable.
- the process deactivates the hard point position for the accelerator pedal, let the driver have his foot whether or not placed on it. If the driver actually has the foot on the pedal in the footrest position when disengaging this function it will feel an effect under the foot signaling that the way is clear.
- FIG. 2 is an example of an execution flowchart different stages of the process according to the invention.
- the first step (a) concerns the activation of the system driving assistance.
- This activation can be done by the driver of the vehicle through a manual interface, for example a button, dedicated to this function. It can also be obtained at from the activation commands of a speed or distance control when the vehicle is equipped with it.
- the two functions of distance and speed regulation not active that beyond a speed threshold of 40km / h for example, it is considered that the method according to the invention constitutes extending their use for gears zero.
- step (a) system activation is automatic from vehicle operating conditions observed at the next step (c).
- initialization step (b) of the method consists in zeroing a counter, of which the role will be to count the time during which the equipped vehicle is stopped behind a vehicle.
- step (c) makes it possible to recognize whether the vehicle is stopped, by reading the wheel speed delivered by a sensor. If the vehicle is not stopped, the process returns to step (b) to reset the counter.
- step (d) detects the presence of a target in front of said vehicle, on its lane.
- the rangefinder delivers relative distance and speed information which are then compared respectively to two predetermined thresholds S d and S v .
- the method therefore compares the relative distance between the equipped vehicle and the target vehicle detected to a maximum threshold S d , of the order of 6 meters for example, below which the system is sure not to take account of erroneous obstacles such as a roundabout or a parked vehicle behind which the equipped vehicle parks.
- the method relates only to driving in line.
- the method also compares the speed relative to a maximum threshold S v , to ensure that the target vehicle is itself stopped, or even reverses slightly.
- step (e) When a stop situation is detected in step (d), step (e) counts the time spent at a stop behind a target vehicle itself immobilized. This count is obtained by incrementing the counter, which will be compared in the next step (f) with a minimum time value T min , which can be configured and adapted, to be observed in order to determine an actual stopping situation behind a vehicle. This minimum time is of the order of 1.5 seconds, necessary to activate the assistance offered by the process.
- Step (g) relates to the determination of a stop situation, as soon as the stop conditions in line behind a target vehicle have been met since a duration defined in step (f). So the vehicle is immobilized, until the computer restarts.
- Step (h) therefore consists in measuring the distance between these two vehicles and in comparing it with a minimum distance threshold S D , of the order of 8 meters for example.
- This minimum distance threshold S D can be calibrated according to the driving style of the driver of the vehicle thus equipped and the state of road traffic.
- step (i) of determining "free lane” information for the equipped vehicle proceeds to step (i) of determining "free lane" information for the equipped vehicle.
- the driver is warned that the lane is free, and can safely restart, in particular by a man / machine interface, such as a sound signal, light information or tactile information perceptible to the driver at level of its steering wheel.
- a man / machine interface such as a sound signal, light information or tactile information perceptible to the driver at level of its steering wheel.
- the method performs in step (j) two comparisons, one of the relative speed of the two vehicles and the other of the acceleration of the target vehicle by compared to the equipped vehicle. First of all, it checks whether the relative speed is greater than a minimum calibrated threshold S V , of the order of 1.5 m / s, corresponding to the distance from the target car at a speed greater than S V.
- step (i) it checks whether the relative acceleration is greater than a calibrated minimum threshold S A , of the order of 2.6 m / s 2 , so that the driver reacts without delay to the restart of the vehicle in front, depending of its starting acceleration. If these two comparisons are positive, the method proceeds to step (i) already described previously and then signals to step (k).
- step (g) corresponds to activation a disengageable hard point immobilizing the pedal accelerator in the high position, when the stop conditions in line behind a vehicle are respected for a sufficient time, defined in step (F).
- This hard point position allows the driver to rest your foot on the pedal without consequence on the control of the air intake in the engine.
- step (i) of determining information of free traffic lane in front of the equipped vehicle stopped the process deactivates the point hard in the accelerator pedal stroke. This automatic disengagement of the hard point allows to warn the driver he can push his vehicle, since its lane is clear.
- the method according to the invention thus makes it possible to assist the driver in traffic jam, in traffic road, by signaling to him that the way becomes clear again to restart without needing to monitor endlessly the road scene.
- the invention can be incorporated into it without additional cost or additional specific means.
- the invention also makes it possible to perform a function driver's footrest, at point hard disengaged from the accelerator pedal. She applies to any type of vehicle, automobile or industrial, utility, bus or truck.
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- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Radar Systems Or Details Thereof (AREA)
- Traffic Control Systems (AREA)
Description
- détermination d'une situation d'arrêt pour le véhicule équipé, derrière un véhicule cible ;
- détermination d'une information de "voie libre" devant le véhicule équipé arrêté ;
- signalisation au conducteur de l'information de "voie libre".
- détermination d'une situation d'arrêt pour le véhicule équipé, derrière un véhicule cible ;
- activation d'un point dur débrayable sur la pédale d'accélérateur ;
- détermination d'une information de "voie libre" devant le véhicule équipé arrêté ;
- désactivation dudit point dur sur la pédale d'accélérateur ;
- signalisation au conducteur de ladite information de "voie libre".
- la figure 1 : un schéma de principe d'un système d'aide à la conduite, lors des phases de redémarrage, selon l'invention ;
- la figure 2 : un organigramme des différentes étapes remplies par le procédé d'aide à la conduite selon l'invention.
Claims (11)
- Procédé d'aide à la conduite d'un véhicule automobile équipé d'un système comprenant un calculateur de commande électronique, recevant des informations délivrées par un capteur de vitesse du véhicule, par un télémètre détectant des véhicules cibles situés à l'avant du véhicule, et destiné à effectuer les étapes du procédé, caractérisé en ce qu'il comprend les étapes suivantes :détermination d'une situation d'arrêt pour le véhicule équipé, derrière un véhicule cible ;détermination d'une information de "voie libre" devant le véhicule équipé arrêté ;signalisation au conducteur de l'information de "voie libre".
- Procédé d'aide à la conduite selon la revendication 1, caractérisé en ce que, le véhicule étant équipé d'un système d'aide à la conduite comprenant un dispositif d'immobilisation de la pédale d'accélérateur dans une position inactive, où l'organe de commande de l'admission de l'air peut être directement placé sous le contrôle du calculateur électronique, le procédé d'aide à la conduite comprend les étapes suivantes :détermination d'une situation d'arrêt pour le véhicule équipé, derrière un véhicule cible ;activation d'un point dur débrayable sur la pédale d'accélérateur ;détermination d'une information de "voie libre" devant le véhicule équipé arrêté ;désactivation dudit point dur sur la pédale d'accélérateur ;signalisation au conducteur de l'information de "voie libre".
- Procédé d'aide à la conduite selon l'une des revendications 1 ou 2, caractérisé en ce que la détermination d'une situation d'arrêt du véhicule équipé derrière un véhicule cible est obtenue à partir des étapes suivantes :(c) : reconnaissance de l'arrêt du véhicule équipé par lecture de la vitesse des roues, délivrée par le capteur et de valeur nulle ;(d) : détection d'un véhicule cible, devant le véhicule équipé, par le télémètre qui délivre leur distance et leur vitesse relatives, puis comparaison de la distance relative à un seuil maximal (Sd) et comparaison de la vitesse relative à un seuil maximal (Sv) en dessous duquel le véhicule cible est considéré comme arrêté ;(e) : comptabilisation du temps passé à l'arrêt derrière le véhicule cible lui-même immobilisé ;(f) : comparaison de ce temps passé à une durée minimale (Tmin).
- Procédé d'aide à la conduite selon l'une des revendications 1 ou 2, caractérisé en ce que la détermination d'une information de voie libre devant le véhicule équipé est obtenue à partir des étapes suivantes :(h) : mesure de la distance entre le véhicule équipé et le véhicule cible qui le précède et comparaison de cette distance avec un seuil minimal (SD) calibrable, au-dessus duquel l'insertion d'un troisième véhicule est possible entre les deux précédents ;(i) : détermination d'une information de voie libre si la distance mesurée entre les deux véhicules est supérieure au seuil (SD), ou si, à la fois, la vitesse relative et l'accélération relative de ces deux véhicules sont supérieures aux seuils respectifs (SV et SA) ;(j) : dans le cas où la distance mesurée entre les deux véhicules est inférieure audit seuil (SD), comparaison de leur vitesse relative à un seuil minimal (SV), calibrable, correspondant à l'éloignement du véhicule cible à une vitesse supérieure à (SV) et comparaison de leur accélération relative à un seuil minimal (SA) calibrable.
- Procédé d'aide à la conduite selon l'une des revendications 1 ou 2, caractérisé en ce que l'étape (k) de signalisation de l'information "voie libre" au conducteur du véhicule équipé est réalisée par une interface homme/machine, telle qu'un signal sonore, une information lumineuse ou une information tactile perceptible par le conducteur au niveau de son volant.
- Procédé d'aide à la conduite selon l'une des revendications 1 ou 2, caractérisé en ce qu'il est activé automatiquement à partir des conditions de fonctionnement du véhicule concernant sa distance à un véhicule cible détecté, sa vitesse et son accélération relatives.
- Procédé d'aide à la conduite selon l'une des revendications 1 ou 2, caractérisé en ce qu'il est activé par le conducteur du véhicule équipé, par l'intermédiaire d'une interface manuelle dédiée à cette fonction, telle qu'un bouton.
- Procédé d'aide à la conduite selon l'une des revendications 1 ou 2, caractérisé en ce qu'il est activé à partir des commandes d'activation d'un système de régulation de vitesse et/ou de distance quand ledit véhicule en est équipé.
- Système d'aide à la conduite, embarqué sur un véhicule automobile, mettant en oeuvre le procédé selon l'une des revendications 1 à 8, caractérisé en ce qu'il comprend un calculateur électronique (5) de commande, recevant des informations d'un capteur (1) de vitesse du véhicule et d'un télémètre (2) détectant la position, la vitesse et l'accélération relatives des véhicules cibles par rapport au véhicule équipé qui les suit.
- Système d'aide à la conduite selon la revendication 9, caractérisé en ce qu'il comporte de plus un dispositif (4) d'immobilisation de la pédale d'accélération dans une position inactive, où l'organe de commande de l'admission de l'air peut être directement placé sous le contrôle du calculateur électronique (5).
- Système d'aide à la conduite selon l'une des revendications 8 ou 9, caractérisé en ce qu'il comporte de plus une interface homme/machine, telle qu'un signal sonore, une information lumineuse ou une information tactile perceptible par le conducteur au niveau de son volant.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR9813825A FR2785433B1 (fr) | 1998-11-03 | 1998-11-03 | Procede d'aide a la conduite d'un vehicule automobile et systeme de mise en oeuvre |
FR9813825 | 1998-11-03 | ||
PCT/FR1999/002624 WO2000026885A1 (fr) | 1998-11-03 | 1999-10-28 | Procede d'aide a la conduite d'un vehicule automobile et systeme de mise en oeuvre |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1127344A1 EP1127344A1 (fr) | 2001-08-29 |
EP1127344B1 true EP1127344B1 (fr) | 2003-01-02 |
Family
ID=9532316
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP99950856A Expired - Lifetime EP1127344B1 (fr) | 1998-11-03 | 1999-10-28 | Procede d'aide a la conduite d'un vehicule automobile et systeme de mise en oeuvre |
Country Status (6)
Country | Link |
---|---|
EP (1) | EP1127344B1 (fr) |
JP (1) | JP2002529834A (fr) |
DE (1) | DE69904747T2 (fr) |
ES (1) | ES2186416T3 (fr) |
FR (1) | FR2785433B1 (fr) |
WO (1) | WO2000026885A1 (fr) |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10344996A1 (de) * | 2003-09-27 | 2005-04-21 | Daimler Chrysler Ag | Elektronische Einpark- und Rangierhilfe |
IL184260A0 (en) | 2007-06-27 | 2008-03-20 | On Track Innovations Ltd | Mobile telecommunications device having sim/antenna coil interface |
DE102007050953A1 (de) | 2007-10-23 | 2009-04-30 | Voxeljet Technology Gmbh | Vorrichtung zum schichtweisen Aufbau von Modellen |
US8028923B2 (en) | 2007-11-14 | 2011-10-04 | Smartrac Ip B.V. | Electronic inlay structure and method of manufacture thereof |
DE102012024997A1 (de) * | 2012-12-19 | 2014-06-26 | Connaught Electronics Ltd. | Verfahren zum Verfolgen eines Zielobjekts ausgehend von einem Stillstandzustand, Kamerasystem und Kraftfahrzeug |
DE102017213208A1 (de) * | 2017-08-01 | 2019-02-07 | Bayerische Motoren Werke Aktiengesellschaft | Vorrichtung zur Führung eines zum zumindest teilautomatisierten Fahren ausgebildeten Fahrzeugs |
CN113619608B (zh) * | 2021-09-16 | 2023-01-24 | 东软睿驰汽车技术(大连)有限公司 | 基于驾驶辅助***的车辆行驶方法、装置和电子设备 |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2652931A2 (fr) * | 1989-04-13 | 1991-04-12 | Tresse Jean Marie | Central electronique d'alarme anti-collision et d'aide a la conduite pour vehicules automobiles routiers. |
DE4326529A1 (de) * | 1993-08-06 | 1995-02-09 | Bayerische Motoren Werke Ag | Verfahren zum Vermeiden von Kollisionen von Kraftfahrzeugen |
US5631639A (en) * | 1994-04-20 | 1997-05-20 | Nippondenso Co., Ltd. | Collision alarm system for automotive vehicle |
-
1998
- 1998-11-03 FR FR9813825A patent/FR2785433B1/fr not_active Expired - Fee Related
-
1999
- 1999-10-28 ES ES99950856T patent/ES2186416T3/es not_active Expired - Lifetime
- 1999-10-28 JP JP2000580188A patent/JP2002529834A/ja not_active Withdrawn
- 1999-10-28 DE DE69904747T patent/DE69904747T2/de not_active Expired - Lifetime
- 1999-10-28 EP EP99950856A patent/EP1127344B1/fr not_active Expired - Lifetime
- 1999-10-28 WO PCT/FR1999/002624 patent/WO2000026885A1/fr active IP Right Grant
Also Published As
Publication number | Publication date |
---|---|
DE69904747T2 (de) | 2003-10-23 |
WO2000026885A1 (fr) | 2000-05-11 |
EP1127344A1 (fr) | 2001-08-29 |
JP2002529834A (ja) | 2002-09-10 |
FR2785433A1 (fr) | 2000-05-05 |
DE69904747D1 (de) | 2003-02-06 |
FR2785433B1 (fr) | 2001-01-05 |
ES2186416T3 (es) | 2003-05-01 |
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