GB2570476A

GB2570476A - Context sensitive braking distance reduction

Info

Publication number: GB2570476A
Application number: GB1801299.7A
Authority: GB
Inventors: Stephen Lathbury Martyn; Cund Mark
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2018-01-26
Filing date: 2018-01-26
Publication date: 2019-07-31
Also published as: GB201801299D0

Abstract

A vehicle control method comprising the steps of receiving data indicating that the vehicle is in a potential hazard area, and adjusting one or more control systems, based on the received data, to adapt the response of the vehicle to a braking operation. Preferably, adjustment includes moving a brake pad closer to a brake disc, or pre-charging the brake before moving the brake pad. Data may be received from an external means such as the internet, GNSS, or another vehicle, or through sensors such as stereoscopic cameras, infrared cameras, ultrasonic sensors, accelerometers, RADAR, SONAR, or LIDAR. The data could also be indicative of the vehicle approaching a potential hazard area. Analysis of the data could include identifying road signs, counting pedestrians, or determining vehicle traction, road camber or conditions. An indication may be provided to the driver in the form of an audio, visual, haptic or vehicle engine sound enhancement system, and data may be transmitted to other vehicles. A potential hazard area could be a school, playground, or accident blackspot. A computer-readable medium, a controller, a system and a vehicle are also provided.

Description

CONTEXT SENSITIVE BRAKING DISTANCE REDUCTION

TECHNICAL FIELD

The present disclosure relates to context sensitive braking distance reduction and particularly, but not exclusively, to a controller and method for providing context sensitive braking distance reduction for a vehicle. Aspects of the invention relate to a method, to a controller, to a system and to a vehicle.

BACKGROUND

When driving a vehicle, there are situations in which the driver of the vehicle may have to suddenly and unexpectedly apply the brakes. For instance, the driver may drive along a road containing a school, so there may be many young children in the area. A young child’s unpredictable behaviour and lack of safety awareness may result in the child running into the road and into the path of the oncoming vehicle. The driver must therefore be constantly vigilant and ready to suddenly slow down or halt the car in order to avoid, or otherwise mitigate a collision.

There are many other situations in which the driver must be especially aware of their surroundings. For instance, if driving close to a wooded area, the driver may encounter wild animals such as deer suddenly darting into the path of the vehicle. If this were to occur, the driver would again be required to suddenly slow down or halt the vehicle in order to avoid, or otherwise mitigate a collision.

It is in the above context that the present invention has been devised.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide a method, a controller, a system, a computer readable medium and a vehicle as claimed in the appended claims.

According to an aspect of the invention, there is provided a method for adapting the response of a control system of a vehicle. The vehicle has at least one wheel travelling on a driving surface. The method comprises receiving data indicating that the vehicle is in a potential hazard area, wherein a risk of encountering a hazard is heightened. The method further comprises adjusting one or more of the control systems of the vehicle, based on the received data indicating that the vehicle is in the potential hazard area, to adapt the response of the vehicle to a braking operation.

According to another aspect of the invention, there is provided a controller for a vehicle having at least one driven wheel. The controller is operable to adapt the response of a control system of a vehicle when the vehicle is in a potential hazard area. The controller comprises input means for receiving data, wherein the data is indicative of the vehicle being in a potential hazard area wherein a risk of encountering a hazard is heightened. The controller further comprises processing means for determining, in dependence on the received data indicating that the vehicle is in a potential hazard area, an adjustment to the control systems to be made. The controller further comprises output means for providing the determined adjustment to the control systems in order to adapt the response of the control systems of the vehicle to a braking operation.

According to another aspect of the invention, there is provided a controller for a vehicle having at least one driven wheel. The controller is operable to adapt the response of a control system of a vehicle when the vehicle is in a potential hazard area. The controller comprises an electronic processor configured to providing a data input for receiving data, wherein the data is indicative of the vehicle being in a potential hazard area wherein a risk of encountering a hazard is heightened. The electronic processor is further configured to determine, in dependence on the received data indicating that the vehicle is in a potential hazard area, an adjustment to the control systems to be made. The electronic processor is further configured to have a data output to provide the determined adjustment to the control systems in order to adapt the response of the control systems of the vehicle to a braking operation. An electronic memory device may be provided that is electrically coupled to the electronic processor and having instructions stored thereon to configure the electronic processor to provide the data input, to determine the adjustment to the control systems and to provide the determined adjustment to the control systems.

Advantageously, by providing a method and/or a controller as described herein, the control systems may be adjusted in preparation for an actual hazard in a potential hazard area wherein a risk of encountering a hazard is heightened. This adjustment of the control systems may reduce the braking distance of the vehicle. Accordingly, the described method improves the safety of all occupants and other road users and decreases the risk of a collision with an actual hazard.

Further advantageously, there is no need to detect an actual hazard in order for the control systems to be adjusted. Detecting that the vehicle is in a potential hazard area, where the risk of encountering a hazard is heightened, is sufficient for the control systems to be adjusted. Often, by the time an actual hazard has been detected it is already too late to stop the vehicle in time to prevent a collision. Therefore, by adjusting the control systems to increase the braking responsiveness of the vehicle before an actual hazard has been detected, but in an area where a hazard is more likely to be encountered, there is an improved chance of avoiding or lessening the impact of a collision when an actual hazard in the potential hazard area is detected.

According to another aspect of the invention, the control systems may include one or more of a braking system, a traction system, an anti-lock braking system, a regenerative braking system and a suspension system. The adjustment of any one or more of these systems may have the advantageous effects of reducing the braking distance of the vehicle and increasing the driver’s control over the vehicle.

According to another aspect of the invention, adjusting the control systems may comprise moving an at least one friction brake pad closer to, or in contact with, an at least one brake disc.

Advantageously, this reduces the amount of time between the driver pushing the brake pedal and the friction brake pad contacting the brake disc, which thereby reduces the braking distance of the vehicle.

According to yet another aspect of the invention, adjusting the one or more control systems may also comprise precharging the at least one brake before moving the at least one friction brake pad.

Advantageously, this also reduces the amount of time between the driver pushing the brake pedal and the friction brake pad contacting the brake disc, thereby reducing the braking distance of the vehicle.

According to a further aspect of the invention, receiving data indicative that the vehicle is in the potential hazard area may comprise at least one of: receiving data transmitted from an external device; and using one or more sensors on the vehicle to obtain data indicating whether the vehicle is in the potential hazard area.

Advantageously, this allows the vehicle to detect whether the vehicle is in a potential hazard area, and to adjust the control systems of the vehicle in order to reduce the braking distance accordingly.

According to a still further aspect of the invention, the one or more sensors may include at least one of a stereoscopic camera, an infrared camera, an ultrasonic sensor, an accelerometer, a RADAR sensor, a SONAR sensor or a LIDAR sensor.

Advantageously, this allows the vehicle to detect any potential hazards itself. The vehicle is therefore not reliant upon the findings of other vehicles or external objects to determine whether the vehicle is in a potential hazard area.

According to yet another aspect of the invention, receiving data from an external device may include receiving data from at least one of the internet, a Global Navigation Satellite System GNSS such as a Global Positioning System GPS, or another vehicle.

Advantageously, this means that the vehicle does not necessarily need to detect the potential hazard area itself and so does not necessarily require sensors on the vehicle.

According to a further aspect of the invention, receiving data indicating that the vehicle is in the potential hazard area may also comprise receiving data indicative that the vehicle is approaching the potential hazard area.

Advantageously, this allows the vehicle to be prepared to adjust the control systems in preparation for entering the potential hazard area. This means that the control systems can be adjusted as soon as, or even before, the vehicle is in the potential hazard area. This means that the response of a control system can be adapted earlier, so a braking responsiveness of the vehicle may be enhanced sooner and any hazards encountered near the start of the potential hazard area can be responded to quicker. This also means that the vehicle does not travel as far through the potential hazard area before the control systems are adjusted to adapt the response of a control system of the vehicle.

According to another aspect of the invention, received data may be analysed by a processor of the vehicle to determine whether the received data indicates that the vehicle is in a potential hazard area.

Advantageously, this means that the processor does not need to receive pre-analysed data to determine whether the vehicle is in a potential hazard area. The ability of the vehicle to receive non-analysed, or raw, data and analyse the data itself using the processor means that the vehicle may be able to obtain data from a wider range of sources and sensors than if the data already has to be analysed for the vehicle. This also means that the processor may analyse the data in a manner of its choosing, rather than being limited to an analysis provided by another source.

According to a still further aspect of the invention, analysing the received data may comprise analysing the surroundings of the vehicle by at least one of: identifying road signs, counting pedestrians, determining vehicle traction, determining road camber or determining road conditions.

According to another aspect of the invention, the received data may be transmitted from the vehicle to at least one other vehicle.

Advantageously, this allows other vehicles to be aware that they are in or are approaching a potential hazard area. These other vehicles may not have their own sensors to detect potential hazards, but may still be able to adjust their control systems to improve the braking responsiveness of their vehicles. If the other vehicles do have their own sensors, the sensors may not have detected the potential hazard area yet because, for instance, the sensors are faulty, not sufficiently accurate or not close enough to the potential hazard or potential hazard area. In these situations, the other vehicle may still be able to adjust their control systems to account for approaching or being in the potential hazard area.

According to yet another aspect of the invention, one or more systems of the vehicle may be controlled in order to provide an indication of the adapted response to a user of the vehicle upon adjusting the control systems.

Advantageously, this would allow the driver to know that the vehicle was in a different state of responsiveness so the driver would be able to adjust their own actions accordingly. For instance, the driver would be able to consider compensating for the vehicle’s enhanced state of responsiveness by making a lighter push on the brake pedal compared to the push they would make in the vehicle’s normal state of responsiveness, if they wanted to slowly reduce the speed of the vehicle.

An additional advantage is that this would also allow the driver to be aware that they were driving in a potential hazard area, so the driver could adjust their behaviour in response to knowing that there was a heightened risk of encountering the hazard. For instance, the driver may become more alert or attentive to their surroundings so that the driver is more prepared to notice a hazard and can apply the brakes sooner if a hazard is encountered.

According a further aspect of the invention, providing the indication may comprise controlling one or more of an entertainment system, an audio system, a visual system, an acoustic vehicle alerting system, a haptic feedback system or a vehicle engine sound enhancement system.

According to another aspect of the invention, the received data identifying that the vehicle is in a potential hazard area may identify that the vehicle is in the vicinity of a school, a playground or a known accident blackspot.

Advantageously, this means that even if a potential hazard itself is not sensed or identified, the control systems may still be adjusted to reduce the braking distance of the vehicle if the location or previous accident history of the location shows a pattern or increased risk of a hazard or accident occurring.

According to a further aspect of the invention, if the received data identifies that the vehicle is no longer in the potential hazard area, the control systems may be adjusted back to their original state.

Advantageously, this returns the control systems back to the responsiveness that the driver will be most accustomed to, so the driver will be less likely to unintentionally apply the brakes more than they intend in a non-emergency situation. This has the further advantage of improving the fuel consumption of the vehicle if the state in which the vehicle is more responsive is more fuel intensive than the vehicle in its standard state of responsiveness.

According to a further aspect of the invention, there is provided a system for a vehicle having at least one driven wheel. The system is configured to improve the braking responsiveness of the vehicle in a potential hazard area. The system comprises a controller as described herein. The system further comprises at least one sensor for generating data and/or at least one receiver for receiving data from an external device, the sensed or received data being capable of being processed to indicate that the vehicle is in a potential hazard area.

According to another aspect of the invention, there is provided a vehicle having at least one wheel, the vehicle including a system as described herein.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

Figure 1 illustrates a vehicle on a driving surface;

Figure 2 is a block diagram of a system;

Figure 3 is a flow chart of an embodiment of a method; and

Figure 4 illustrates a vehicle on a driving surface with sensors detecting potential hazards.

Throughout the description and the drawings, like reference numerals refer to like parts.

DETAILED DESCRIPTION

Throughout the description and claims of this specification, the words “comprise” and “contain” and variations of them mean “including but not limited to”, and they are not intended to (and do not) exclude other moieties, additives, components, integers or steps. Throughout the description and claims of this specification, the singular encompasses the plural unless the context otherwise requires. In particular, where the indefinite article is used, the specification is to be understood as contemplating plurality as well as singularity, unless the context requires otherwise.

Features, integers, characteristics, compounds, chemical moieties or groups described in conjunction with a particular aspect, embodiment or example of the invention are to be understood to be applicable to any other aspect, embodiment or example described herein unless incompatible therewith. All of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and/or all of the steps of any method or process so disclosed, may be combined in any combination, except combinations where at least some of such features and/or steps are mutually exclusive. The invention is not restricted to the details of any foregoing embodiments. The invention extends to any novel one, or any novel combination, of the features disclosed in this specification (including any accompanying claims, abstract and drawings), or to any novel one, or any novel combination, of the steps of any method or process so disclosed.

The reader's attention is directed to all papers and documents which are filed concurrently with or previous to this specification in connection with this application and which are open to public inspection with this specification, and the contents of all such papers and documents are incorporated herein by reference.

In what follows, a potential hazard area is an area in which the risk of encountering an actual hazard is heightened. Some areas are riskier than others to drive in, because there is a greater chance of encountering a hazard. Such areas will be known as potential hazard areas.

Figure 1 illustrates a vehicle 100 on a driving surface 110. The vehicle 100 has four wheels 120, two of which are not shown in the figure. The vehicle is situated on a driving surface 110, which in this example is a road carriageway surface.

The vehicle 100 includes sensing, receiving and transmitting means such as one or more sensors, receivers and transmitters (not shown in Figure 1) and controlling means, such as a controller. The sensing means, receiving means, transmitting means and controlling means will be described in more detail below.

Figure 2 is a block diagram of a system 200 for a vehicle such as vehicle 100 having at least one driven wheel 120. The system 200 is operable to increase the braking responsiveness of the control systems of the vehicle when the wheel is travelling on a driving surface, such as driving surface 110, in a potential hazard area. The control systems may be one or more of: hydraulic brake pressure control systems, pneumatic brake pressure control systems, regenerative brake force control systems, stability control systems, traction control systems, suspension control systems, ride height control systems, or damper control systems. Other control systems may also have an effect on braking responsiveness for the vehicle and their adjustment, using the methods described herein, prior to and during a braking operation, may provide the user enhanced confidence whilst driving. Other architectures to that shown in Figure 2 may be used as will be appreciated by the skilled person.

The system 200 comprises sensing means, which in the embodiment shown in Figure 2 comprises a plurality of sensors 280-A, 280-B and 280-C. The skilled person will understand that although the sensing means of the present embodiment comprises three sensors, more or fewer sensors may be utilised and any suitable sensing means may be used. The sensing means 280-A, 280-B, 280-C are operable to receive information concerning the surroundings of the vehicle, for example information concerning the road conditions, the existence of pedestrians near the path of the vehicle, the number of pedestrians, and any road signs. It will be appreciated that road conditions such as whether the road is wet, dry or icy would be useful in preparing the vehicle for optimal performance in braking operation. Other road conditions worthy of sensing in the path of the vehicle are the camber of the road, the existence and frequency or road furniture such as drain covers, the existence and operational status of street lighting, the existence and occupancy of pedestrian crossings and any indicators of road works, such as traffic cones or construction barrels.

The system 200 further comprises receiving means, which in the embodiment shown in Figure 2 comprises two receivers 290-A and 290-B. The skilled person will understand that although the receiving means of the present embodiment comprises two receivers, more or fewer receivers may be utilised and any suitable receiving means may be used. The receiving means 290-A, 290-B are operable to receive information from external devices concerning the surroundings of the vehicle, for example information from the internet, from Global Navigation Satellite System GNSS (such as a Global Positioning System GPS) devices, roadside telecommunications repeaters, or from other vehicles.

The system 200 further comprises controlling means, which in the present embodiment comprises a controller 210.

Referring to the figure, the controller 210 comprises input means for receiving information in the form of sensed data regarding the surroundings of the vehicle from the sensing means 280-A, 280-B, 280-C and the receiving means 290-A, 290-B. In the example shown, the input means comprises a communications module 260 for sending and receiving communications between the processing means 220 and the sensing means 280-A, 280-B and 280-C. For example, the communications module 260 may be used to receive sensed data from one of the vehicle’s sensors and may also be used to receive data from one of the vehicle’s receivers receiving information from another vehicle.

The controller 210 of the present embodiment comprises processing means in the form of a processor 220, a storage means in the form of a memory 230, a powering means in the form of a power system 240, a communication modules 260 and an output means 270. The processor may comprise one or more electronic processing devices 220.

The processing means 220 is configured to receive data, access the memory 230, and to act upon instructions received either from said memory 230, from communications module 260 or from user input device 270. The processor 220 is arranged to receive data from the input means such as the sensors 280-A, 280-B, 280-C and the receivers 290-A, 290-B. The processor 220 is arranged to determine, in dependence on the received data, an adjustment to at least one control system of the vehicle.

The controller further comprises output means for providing the determined adjustment to the at least one control system. The processor 220 is therefore arranged to provide the adjustment for the control systems via the output means 270, although the skilled person would understand that the adjustment to the control systems may be provided in any suitable way.

The controller may further comprise transmitting means 250 to enable the data received by the input means to be transmitted to other devices, such as other vehicles.

The skilled person would understand that the controller 210 may be separate to the vehicle 100. For example, the controller 210 may be provided in the form of a standalone module connectable with an interface of the vehicle 100. In this way, the controller 210 may communicate with the sensing means 280 of the vehicle 100 via the communications module 260. The skilled person would also understand that the controller 210 may be built into or installed in the vehicle 100, such that the processing means 220 is a processing means of the vehicle 100 and the input means and output means are respectively input means and output means of the vehicle.

Figure 3 is a flowchart of a method according to an embodiment. The method may be performed by a computing device such as controller 210. The method may be used, for example, to adapt a response of a control system of a vehicle 100 on a road carriageway surface 110 where the vehicle is in a potential hazard area.

At step 310, data is received by the input means. The received data is indicative of the vehicle’s surroundings and may be received from at least one of data transmitted from an external device and data obtained from a sensor. The one or more sensors 280-A, 280-B, 280-C may include, for example, at least one of a stereoscopic camera, an infrared camera, an ultrasonic sensor, an accelerometer, a RADAR sensor, a SONAR sensor, a LIDAR sensor. Receiving data from the external device may include, for example, receiving data from at least one of the internet, a GNSS system or another vehicle. The data may be received either continuously or periodically in set time intervals.

At step 320, the received data is analysed to determine whether the received data is indicative of the vehicle 100 being in a potential hazard area. The received data may be analysed by a processor 220 of the controller 210, at step 320, the received data does not indicate that the vehicle 100 is in a potential hazard area, the method returns to step 310. If, at step 320, the received data does indicate that the vehicle is in a potential hazard area, the method proceeds to step 330.

In another embodiment, receiving data indicating that the vehicle is approaching the potential hazard area may result in the method proceeding to step 330. This would allow the control systems of the vehicle to be adapted in anticipation of the vehicle entering the potential hazard area.

Analysing the received data may comprise analysing the surroundings of the vehicle by at least one of: identifying road signs, counting pedestrians, determining vehicle traction, determining road camber and determining road conditions.

In another embodiment, the received data identifying that the vehicle is in a potential hazard area may identify that the vehicle is in the vicinity of a school, a playground or a known accident blackspot.

The skilled person would appreciate that these are only examples of methods of analysing the data and determining whether the vehicle is in a potential hazard area, and any one of a number of different methods could be used to the same effect.

At step 330, an adjustment to be made to one or more of the control systems is determined. The adjustment may be determined by the processor of the controller. The one or more control system may include at least one of a braking system, a traction system, an anti-lock braking system and a suspension system. Adjusting the one or more control system may comprise, for example, moving at least one friction brake pad closer to, or in contact with, at least one brake disc. Adjusting the one or more control system may also comprise precharging the brakes in anticipation of moving the at least one friction brake pad.

At step 340, the one or more control systems are adjusted to implement the determined adjustment of step 330. An output means 270 of the controller 210 may be configured to output the determined adjustment. The adjustment to the one or more control systems is intended to adapt the response of the one or more control systems of the vehicle 100 to a braking operation.

The controller 210 may be further configured to control one or more systems of the vehicle to provide an indication of the adapted response to a user of the vehicle upon adjusting the vehicle control systems. The indication may comprise controlling one or more of an entertainment system, an audio system, a visual system, an acoustic vehicle alerting system, a haptic feedback system or a vehicle engine sound enhancement system of the vehicle. An example of an indication may be to turn down or turn off the music or radio system of the vehicle. Another example of an indication may be to turn on a light on the dashboard of the vehicle. The skilled person would appreciate that the described embodiments are only some of the ways of providing an indication to a user, and any one of a number of other methods may be employed to the same effect.

At step 350, the input means receives data from at least one of data transmitted from an external device and data obtained from a sensor. This process was explained in the analogous step 310.

At step 360, the received data is analysed to determine whether the received data is indicative of the vehicle 100 still being in a potential hazard area. This process was explained in the analogous step 320. If the analysed data indicates that the vehicle 100 is still in the potential hazard area, then no further action is taken and the method returns to step 350.

At step 370, if the analysed received data indicates that the vehicle 100 is no longer in the potential hazard area, then the output means 270 adjusts the one or more adjusted control systems to return the control systems back to their original state.

Figure 4 illustrates a vehicle 100 on a road 410. In particular, the vehicle 100 is shown travelling on a road where there are potential hazards 420 and indications of potential hazards 430 around the vehicle. In particular, there is a group of children 420 stood by the side of the road. The group of children is deemed to be a potential hazard because any one or more of them may step into the path of the vehicle 100 at any time, and in doing so become an actual hazard. The sensor 280-A is configured to detect the presence of these pedestrians. There is also a road sign 430, indicating a potential hazard lies ahead. This may be a road sign indicating that the vehicle is approaching a school zone or a pedestrian crossing. In this case, the road sign 430 indicates that there is a propensity for wild animals, in particular deer, are known to be found in this region and may cross the road ahead. This shows that the vehicle is in a potential hazard area because there is an increased risk of a wild animal running into the path of the vehicle. The sensor 280-B is configured to detect the presence of the road sign 430.

The receiving means of the vehicle 100 is in the form of a receiver 290-A. The receiver in this embodiment is in the form of one external antenna on the body of the vehicle 100, but the skilled person would appreciate that a receiver could take any of a number of different forms, for instance an internal antenna, and that the vehicle 100 may contain more than one receiving means. The receiver 290-A may be configured to receive data regarding the surroundings of the vehicle from one or more external devices, such as another vehicle, a GNSS system or a cloud based data storage facility accessed via the internet.

The processing means of the vehicle 100 is configured to receive the data obtained using the sensors and the receivers. The processing means is further configured to determine an adjustment to be made to at least one control system in dependence on the received data, and to provide the determined adjustment to the output means 270 to be output to the at least one control system. For example, based upon the received data indicating a large group of pedestrians and a sign warning of wild animals, the processor 220 may determine that the braking system should be adjusted to both precharge the brakes and move two friction brake pads closer to their respective brake discs, in order to make the braking system more responsive to a braking action performed by the driver. The processor 200 would provide these adjustments to the output means 270, which would output these adjustments to the braking system.

The skilled person would appreciate that the described embodiment is only an example of an adjustment that the processor 220 may determine based upon received data indicating that the vehicle 100 is in a potential hazard area. For example, the processor 220 may determine to only precharge the brakes without moving any friction brake pads closer to their respective brake discs, or vice versa. Alternatively, a different number of friction brake pads may be moved closer to or in contact with their respective brake discs. Alternatively, any other one or more control system may be adapted, either alone or in combination, in any way in order to adapt the response of the vehicle 100 to a braking operation while the vehicle is determined to be in the potential hazard area. Additionally or alternatively, the vehicle may have a regenerative braking capability and, in a response to an increase in perceived hazard, the regenerative braking control system may be adjusted to have a more aggressive regenerative braking tune. In this way, the vehicle will respond more quickly to the driver lifting off the accelerator pedal because the regenerative braking control system will be set to harvest as much of the kinetic energy at the vehicle wheels as possible, resulting in the application of a braking torque at the wheels, slowing the vehicle more quickly than if the vehicle had been allowed to coast until the brakes are manually applied by the driver.

Variations of the described embodiments are envisaged, for example, the features of all of the disclosed embodiments may be combined in any way and/or combination, unless such features are incompatible.

The vehicle 100 may comprise any wheeled vehicle, for example a car, a van, a lorry, a bike or a tractor. The vehicle may be a human-driven vehicle or an autonomous or semiautonomous vehicle.

The skilled person would also appreciate that although in the described embodiments the potential hazards have comprised children near the road or a sign indicating the presence of wild animals, any potential hazards or indications of potential hazards, such as receiving information that the vehicle is near a school, sensing the presence of ice on the road ahead, or sensing large crowds of pedestrians, would also qualify.

Information indicating whether the vehicle is in a potential hazard area may be received from any suitable source. For example, information may be received through a communications module of the vehicle, which receives the information from a third party, such as a satellite, a roadside telecommunications repeater or another vehicle. The information may be received through inter-vehicle communication. For example, a first vehicle may comprise one or more sensors and gather potential hazard information and then broadcast the potential hazard information to a second vehicle.

The information may be received directly from sensing means. Sensing means may comprise one or more cameras, stereoscopic or otherwise, a LIDAR (Light Detection and Ranging) sensor, a sonar sensor, a laser imaging sensor, or a radar sensor. Any suitable sensing means may be used.

The above embodiments have been described by way of example only, and the described embodiments are to be considered in all respects only as illustrative and not restrictive. It will be appreciated that variations of the described embodiments may be made without departing from the scope of the invention which is indicated by the appended claims rather than by the foregoing description.

Claims

1. A method for adapting a response of a control system of a vehicle in a potential hazard area, the method comprising:

receiving data indicative that the vehicle is in a potential hazard area wherein a risk of encountering a hazard is heightened; and adjusting one or more of the control systems of the vehicle in dependence on the received data to adapt the response of the vehicle to a braking operation.

2. The method of claim 1, wherein the one or more control system includes at least one of a braking system, a traction system, an anti-lock braking system and a suspension system.

3. The method of claim 1, wherein adjusting the one or more control systems comprises moving at least one friction brake pad closer to, or in contact with, at least one brake disc.

4. The method of claim 3, wherein adjusting the one or more control systems also comprises precharging the at least one brake before moving the at least one friction brake pad.

5. The method of claim 1, wherein receiving data indicative that the vehicle is in the potential hazard area comprises at least one of: receiving data transmitted from an external device; and using one or more sensors on the vehicle to obtain data indicative that the vehicle is in the potential hazard area.

6. The method of claim 5, wherein the one or more sensors includes at least one of a stereoscopic camera, an infrared camera, an ultrasonic sensor, an accelerometer, a RADAR sensor, a SONAR sensor or a LIDAR sensor.

7. The method of claim 5, wherein receiving data from an external device may include receiving data from at least one of the internet, a GNSS system or another vehicle.

8. The method of claim 5, wherein receiving data indicating that the vehicle is in the potential hazard area also comprises receiving data indicative that the vehicle is approaching the potential hazard area.

9. The method of claim 5, wherein the received data is analysed by a processor of the vehicle to determine whether the received data indicates that the vehicle is in a potential hazard area.

10. The method of claim 9, wherein analysing the received data comprises analysing the surroundings of the vehicle by at least one of: identifying road signs, counting pedestrians, determining vehicle traction, determining road camber and determining road conditions.

11. The method of any preceding claim comprising transmitting the received data from the vehicle to at least one other vehicle.

12. The method of any preceding claim comprising controlling one or more systems of the vehicle to provide an indication of the adapted response to a user of the vehicle upon adjusting the vehicle control systems.

13. The method of claim 12, wherein providing the indication comprises controlling one or more of an entertainment system, an audio system, a visual system, an acoustic vehicle alerting system, a haptic feedback system or a vehicle engine sound enhancement system.

14. The method of any preceding claim, wherein the received data identifying that the vehicle is in a potential hazard area identifies that the vehicle is in the vicinity of a school, a playground or a known accident blackspot.

15. The method of any preceding claim, wherein if the vehicle is no longer in the potential hazard area, the vehicle control systems are adjusted back to their original state.

16. A controller configured to adapt the response of a control system of a vehicle in a potential hazard area, comprising:

an input means for receiving data indicative that the vehicle is in a potential hazard area wherein a risk of encountering a hazard is heightened;

a processing means for determining an adjustment to the control systems in dependence on the received data indicating that the vehicle is in an area wherein a risk of encountering a hazard is heightened; and an output means configured to output the determined adjustment to the vehicle control systems.

17. The controller of claim 16, wherein the control systems include one or more of a braking system, a traction system, an anti-lock braking system and a suspension system.

18. The controller of claim 16, wherein adjusting the control systems comprises moving at least one friction brake pad closer to, or in contact with, at least one brake disc.

19. The controller of claim 18, wherein adjusting the control systems also comprises precharging the at least one brake before moving the at least one friction brake pad.

20. The controller of claim 16, wherein receiving data indicating that the vehicle is in the potential hazard area comprises at least one of: receiving data transmitted from an external device, and using one or more sensors on the vehicle to obtain data indicating whether the vehicle is in the potential hazard area.

21. The controller of claim 20, wherein the one or more sensors includes at least one of a stereoscopic camera, an infrared camera, an ultrasonic sensor, an accelerometer, a RADAR sensor, a SONAR sensor or a LIDAR sensor.

22. The controller of claim 20, wherein receiving data from an external device may include receiving data from at least one of the internet, a GNSS system or another vehicle.

23. The controller of claim 20, wherein receiving data indicating that the vehicle is in the potential hazard area also comprises receiving data indicative that the vehicle is approaching the potential hazard area.

24. The controller of claim 20, wherein the processing means is for analysing the received data to determine whether the received data indicates that the vehicle is in the potential hazard area.

25. The controller of claim 20, wherein analysing the received data comprises analysing the surroundings of the vehicle by at least one of: identifying road signs, counting pedestrians, determining vehicle traction, determining road camber and determining road conditions.

26. The controller of claim 20, wherein the received data is transmitted from the vehicle to at least one other vehicle.

27. The controller of any of the preceding claims, configured to control one or more systems of the vehicle to provide an indication of the improved braking responsiveness to a user of the vehicle upon adjusting the control systems.

28. The controller of claim 27, wherein the indication comprises controlling one or more of an entertainment system, an audio system, a visual system, an acoustic vehicle alerting system, a haptic feedback system or a vehicle engine sound enhancement system.

29. The controller of any of the preceding claims, wherein the received data identifying that the vehicle is in a potential hazard area identifies that the vehicle is in the vicinity of a school, a playground or a known accident blackspot.

30. The controller of any of the preceding claims, wherein if the vehicle is no longer in the potential hazard area, the control systems are adjusted back to their original state.

31. A computer-readable medium having instructions stored thereon which, when read by a processing means, cause the processing means to perform a method according to any of claims 1-15.

32. A system for a vehicle, the system being configured to improve the braking responsiveness of a vehicle control system of the vehicle in a potential hazard area, comprising:

a controller as claimed in any of the preceding claims 16 to 30; and at least one sensor for generating data and/or at least one receiver for receiving data from an external device, the sensed or received data being capable of being processed to indicate that the vehicle is in an area wherein a risk of encountering a hazard is heightened.

33. A vehicle including a controller as claimed in any of claims 16 to 30 or a system as claimed in claim 32.