Classifications

• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/09—Arrangements for giving variable traffic instructions
  • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
  • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
  • G08G1/096708—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
  • G08G1/096725—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control where the received information generates an automatic action on the vehicle control
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/14—Adaptive cruise control
  • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
  • B60W30/162—Speed limiting therefor
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/01—Detecting movement of traffic to be counted or controlled
  • G08G1/052—Detecting movement of traffic to be counted or controlled with provision for determining speed or overspeed
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/09—Arrangements for giving variable traffic instructions
  • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
  • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/09—Arrangements for giving variable traffic instructions
  • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
  • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
  • G08G1/096708—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/09—Arrangements for giving variable traffic instructions
  • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
  • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
  • G08G1/096708—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
  • G08G1/096716—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control where the received information does not generate an automatic action on the vehicle control
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/09—Arrangements for giving variable traffic instructions
  • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
  • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
  • G08G1/096733—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place
  • G08G1/096758—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place where no selection takes place on the transmitted or the received information
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/09—Arrangements for giving variable traffic instructions
  • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
  • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
  • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
  • G08G1/096783—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a roadside individual element
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/14—Adaptive cruise control
  • B60W30/143—Speed control
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/09—Arrangements for giving variable traffic instructions
  • G08G1/095—Traffic lights

Definitions

• the present invention relates generally to the field of motor vehicles, and more specifically to a method and an onboard system for determining the optimum speed to be adopted by a motor vehicle when it approaches a traffic light.
• Cooperative Intelligent Transport Systems or C-ITS, Co-operative Intelligent Transport Systems
• C-ITS Co-operative Intelligent Transport Systems
• a cooperative system for applications relating to the exchange of information between a motor vehicle 1 and a traffic light 2 essentially comprises:
• an electronic unit (not shown) fixed on the traffic light 2, capable in particular of generating and transmitting messages periodically by a wireless link;
• An on-board module on the motor vehicle including a receiver 10 adapted to receive the messages, and a processing module (not shown) for extracting and processing the received message data according to the intended application.
• the messages transmitted by the traffic light also called SPAT messages (English initials set for Signal Phase And Time Messages) essentially include location information relating to the position of the fire, status information relating to the phase (red, orange or green) in which the fire is located, and temporal information relating to the times at which the phase changes are expected.
• a first possible application concerns self-driving motor vehicles equipped with a "Start and Go" feature aimed at reducing vehicle consumption when stationary at traffic lights.
• Spreading the fire status information and the remaining times for the phases to a vehicle allows the vehicle to optimize these stop and restart strategies. For example, if the vehicle approaches a red light, it goes back to the vehicle information about the minimum duration at which the fire will still remain red. From this information, it is possible for the onboard computer of the vehicle to determine whether stopping the engine will reduce or not the overall consumption of the vehicle taking into account the subsequent restart phase. Similarly, the information transmitted will be used to optimize the moment of the restart that will be triggered a few seconds before going green.
• FIG. 2 diagrammatically illustrates the various steps generally implemented by the on-vehicle processing module 1 in the context of a GLOSA-type algorithm 110, and as described in particular in the document "Performance study of a Green Light Optimized".
• Speed Advisory (GLOSA) Application Using an Integrative Cooperative ITS Simulation Platform "(Katsaros et al, 2011 IEEE - 978-1-4577-9538-2 / 11):
• the processing begins with the reception of a message SPAT (step 100) by the on-board receiver 10, for the extraction of the information contained in the message.
• the processing module can calculate the total distance D T L of the path separating the motor vehicle 1 from the traffic light 2 (step 111). Also knowing the current speed U 0 of the vehicle 1 and its current acceleration ao, the processing module then proceeds to estimate the time TJL necessary for the motor vehicle 1 to travel this total distance D T L (Step 112). This estimate is usually done using the following system of equations:
• the processing module is able to provide a recommended speed V G according to the state occupied by the traffic light 2 at the end of the estimated time T T L (step 119), and taking into account the preference to information U m i n , U m ax corresponding to speed limits respectively minimum and maximum of the route taken, when known.
• the vehicle will be able to continue driving, if possible reaching the maximum speed limit U ma x (steps 113 and 114) .
• the system will estimate a speed Ut according to the relation:
• T R is the additional time required for the light to turn green (steps 115 and 116).
• T R + T 0 corresponds to the additional time required for the light to turn green (steps 117 and 118).
• a disadvantage of the GLOSA algorithm is that it does not take sufficient account of the environment of the vehicle 1.
• the system has the values U m i n and U ma x, it does not take into account the fact that several speed limits can intervene in the path separating the motor vehicle from the traffic lights.
• it does not consider other important environmental data such as the presence of another vehicle on the course.
• the speed V G recommended by the GLOSA system is not always adapted to the situation encountered.
• the present invention aims to propose a solution that improves the accuracy of the optimal speed finally delivered to the motor vehicle from a GLOSA type system.
• the invention proposes to use information available elsewhere from other systems embedded on the vehicle.
• the present invention firstly relates to a method for determining an optimum speed to be adopted by a motor vehicle when said motor vehicle approaches a traffic light, said optimum speed being a function of a speed recommended estimated by a first embedded system, on receipt of a message from said traffic light from a determination of a total distance of the path separating the motor vehicle from the traffic light, an estimate of the time required for the vehicle said total distance and a determination of a speed recommended according to the state occupied by the traffic light at the end of the estimated time, the method being characterized in that said recommended speed and / or said optimum speed is also function of at least one speed limitation obtained via a second system onboard said motor vehicle.
• said total distance of the path is decomposable into a succession of road sections
• said recommended speed is a function of a plurality of speed limits obtained via the second onboard system, each speed limit corresponding to a maximum authorized regulatory speed value on each section of said succession of road sections.
• the time required for the motor vehicle to travel the said total distance is for example estimated by the first embedded system according to the relation:
• Li corresponds to a length of each section i associated with a prescribed maximum speed value SU
• U0 is the current speed of the motor vehicle.
• each section and the regulatory maximum speed value associated with each section are preferably delivered by a navigation system forming said second system and comprising a receiver on board the motor vehicle.
• the second onboard system is a cruise control system capable of detecting the presence and estimating the speed of a third vehicle at the front of said motor vehicle, and said at least one speed limit corresponds to the estimated speed of the third vehicle.
• Said optimum speed can be determined by taking the minimum value between said estimated speed of the third vehicle and the recommended speed.
• the invention also relates to a system for determining an optimum speed to be adopted by a motor vehicle when said motor vehicle approaches a traffic light, said optimum speed being a function of a recommended speed estimated by a first embedded system on receipt of a message emitted by said traffic light from a determination of a total distance of the path separating the motor vehicle from the traffic light, an estimate of the time necessary for the motor vehicle to travel the said total distance and a determination of a recommended speed as a function of the state occupied by the traffic light at the end of the estimated time, the system being characterized in that it determines said recommended speed and / or said optimum speed also as a function of at least one speed limitation obtained via a second system onboard said motor vehicle.
• the second onboard system is a navigation system capable of delivering the length of each section of a succession of road sections decomposing said total distance of the route, and a regulatory maximum speed value associated with each section.
• the first system can then estimate the time required for the motor vehicle to travel the total distance according to the length and regulatory speed associated with each section.
• the second onboard system is a cruise control system capable of detecting the presence and to estimate the speed of a third vehicle at the front of said motor vehicle, and in that it determines said speed optimal depending on the speed recommended by the first system and the estimated speed of the third vehicle.
• the two embodiments are not exclusive, and can very well be combined into a system that would use both the data provided by a navigation system to optimize the value of the speed recommended by the GLOSA system, based on a better estimate of travel time, and data provided by a cruise control system to take into account a constraint related to the presence of a third-party vehicle.
• FIG. 1 schematically illustrates a motor vehicle equipped with a system according to the invention, at the approach of a traffic light;
• FIG. 2 gives a simplified block diagram of a known GLOSA algorithm
• FIGS. 3a and 3b explain an example of implementation of the method using the data provided by a navigation system
• FIGS. 4a and 4b explain an example of implementation of the method using data provided by a cruise control system.
• the motor vehicle 1 generally also has:
• a receiver 11 for the navigation aid, of a receiver 11, for example a satellite signal receiver of the GPS type; and or
• a sensor 12 such as a camera or radar, which makes it possible to monitor the space in front of the vehicle 1, and to calculate the distance, the direction and the speed of third-party vehicles which precede it .
• the presence of one and / or two additional systems on board the motor vehicle can be used to refine the recommended speed V G given by the GLOSA system 10, as will be described using various situations not following restrictions:
• 3a illustrates in particular the case where several speed limits, represented here by two traffic signs 3 (one at 70 km / h, the other at 50 km / h), are present on the DJL distance distance separating the motor vehicle 1 of the traffic light 2.
• the total distance path DTL is decomposable into a succession of road sections, in our example two sections of respective length Li and L ⁇ , each section being associated with a maximum authorized speed value for the section ie 70 km / hour for the length section Li, and 50 km / hour for the length section L 2 .
• these data can be extracted from the navigation system since the latter knows how to anticipate the path that the motor vehicle will follow, and generally has, in its cartographic database, information of length of sections and associated regulatory speed limits. .
• the present invention proposes, as illustrated in FIG. step 112 to take into account all associated leg length / speed limit torque pairs provided by the navigation system 11.
• the time T T L required for the motor vehicle 1 to travel the total distance DJL is estimated by the first onboard system 10 by preferably applying it according to the relation: wherein L, corresponds to a length of each section i associated with a prescribed maximum speed value SU, and U 0 is the current speed of the motor vehicle.
• the pairs (SLi, Li) may be provided by a system other than a navigation system, for example an imaging system from images captured by an onboard camera, able to recognize the panels. signaling 3 arranged on the road.
• FIG. 4a illustrates another situation in which a third vehicle 4 is present on the path separating the motor vehicle 1 from the traffic light 2.
• this third vehicle 4 will be detected by the speed control system 12 which will be able to to deliver the speed V F of this third vehicle 4.
• a first possibility according to the invention consists in determining, during a step 150, an optimum speed VOPT to be adopted by the vehicle by taking the minimum value between the estimated VF speed of the third vehicle 4 and the recommended speed V G by the GLOSA system.
• Another possibility would be to refine the estimation step 112 of the travel time T T L also taking into account the estimated speed V F of the third vehicle.

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• Physics & Mathematics (AREA)
• General Physics & Mathematics (AREA)
• Life Sciences & Earth Sciences (AREA)
• Atmospheric Sciences (AREA)
• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Automation & Control Theory (AREA)
• Mechanical Engineering (AREA)
• Traffic Control Systems (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
• Controls For Constant Speed Travelling (AREA)
• Regulating Braking Force (AREA)

Applications Claiming Priority (2)

Publications (1)

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ID=51905189

Family Applications (1)

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• 2014
  • 2014-10-08 FR FR1402270A patent/FR3027109B1/fr active Active
• 2015
  • 2015-10-08 US US15/515,202 patent/US10916133B2/en active Active
  • 2015-10-08 EP EP15820438.8A patent/EP3204928A2/fr not_active Ceased
  • 2015-10-08 WO PCT/EP2015/073301 patent/WO2016055589A2/fr active Application Filing
  • 2015-10-08 JP JP2017518800A patent/JP2017533506A/ja active Pending
  • 2015-10-08 CN CN201580054740.6A patent/CN107209988B/zh active Active

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