GB2571075A

GB2571075A - A controller

Info

Publication number: GB2571075A
Application number: GB1802364.8A
Authority: GB
Inventors: Skrypchuk Lee
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2018-02-14
Filing date: 2018-02-14
Publication date: 2019-08-21
Also published as: GB201802364D0

Abstract

A controller configured to receive a user awareness metric 420, compare the metric with an activation threshold 440 and/or a deactivation threshold 480 for at least one user assist function, and, in dependence on that comparison, generate a command signal comprising one of an activation signal 460 configured to activate the user assist function if the metric is less than or equal to the activation threshold, and a deactivation signal 490 configured to deactivate the user assist function if the metric is greater than or equal to the deactivation threshold. Preferably, these thresholds are stored on an electronic memory. The metric may be associated with one or plurality of user assist functions, such as warning functions, cruise control, emergency braking, or lane keep assist. The thresholds may be predetermined, or they could vary over time during vehicle operation. Separate embodiments include a controller, and a method for carrying out the operation.

Description

A CONTROLLER

TECHNICAL FIELD

The present disclosure relates to a controller. Particularly, but not exclusively, the disclosure relates to a controller for a vehicle. Aspects of the invention relate to a controller, to a vehicle, to a method of operating a vehicle, and to a computer readable medium.

BACKGROUND

Many modern passenger vehicles include a variety of functions and systems that assist drivers in in their operation of the vehicle, reducing workload and enhancing safety. In some cases, these driver assist functions/systems may help the driver even in the situation where they have become momentarily distracted, or are unaware of another vehicle or object in their vicinity. Such systems and features help the driver in use, making driving safer, by avoiding a collision with other vehicles or stationary objects, or where a collision is unavoidable, mitigating the severity of the impact.

A variety of sensor and camera technologies are available to assist a driver in determining that an object or another vehicle is in, or likely to enter, the potential path of the vehicle, such as when the driver intends to move from a forward to a reverse direction, or when changing lanes on the highway. Such systems may alert the driver regarding a condition near the vehicle through visual or audible indications. For example, lane change assistance systems include sensors that detect the presence of an object or another vehicle near the side of the vehicle. A warning light may be activated to indicate the presence of such an object or other vehicle. If a driver activates a turn signal in the direction of the detected object or vehicle, the warning light may be activated to flash or brighten to provide a warning to the driver that the lane they wish to move into is not clear. This warning may be augmented with an audible warning tone that the driver can hear and/or a haptic indication, which may make the steering wheel or the driver’s seat or seatbelt vibrate, in order to gain the attention of the driver and notify them of the presence of the obstacle in their path.

A variety of other warnings or indicators may be provided to a driver depending on which systems are provided on a particular vehicle. With advances in technology, such assistance is more available but there are potential drawbacks. For example, if too many warnings or indications are provided, that which is intended to assist the driver may annoy or distract the driver in an undesirable manner. Where such driver assist functions are used either in response to a user's selection, for example, based on a user's preference of vehicle operation, or, in response to sensed environmental conditions, for example, low temperatures or rain, there is always a risk that such systems may not be active when they would be most useful, due to the user inadvertently deactivating the system or feature.

There is a need for better control over vehicle technology, such as how a vehicle warning system and driver assist features and systems operate to avoid giving a driver too much or unwanted information and to make their operation as intuitive as possible. In addition, there is a need to further improve the operation of vehicles, especially as the industry moves towards autonomous vehicles.

It is an aim of the present invention to improve instigation of user assist functionalities of a vehicle.

SUMMARY OF THE INVENTION

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

According to another aspect of the invention, there is provided a controller for controlling at least one user assist function of a vehicle, the controller is configured to: receive a signal indicative of a user awareness metric; compare the user awareness metric with an activation threshold (AT) and or a deactivation threshold (DT), for at least one user assist function; and in dependence on the comparison, generate a command signal to control the at least one user assist function, wherein the command signal comprises at least one of:

an activation signal, to activate the at least one user assist function when the user awareness metric is less than or equal to the activation threshold (AT), for the at least one user assist function;

a de-activation signal, to de-activate the at least one user assist function when the user awareness metric is greater than or equal to the deactivation threshold (DT), for the at least one user assist function.

Advantageously, the controller uses the user awareness metric to determine whether to activate at least one user assist function which improves a user's experience when operating a vehicle and also provides reliable operation of such a vehicle by providing functions to assist a user whilst a user does not have their full attention on the surrounding traffic environment and is distracted.

In addition, use of a user awareness metric beneficially allows the controller to activate user assist functions dependent on a level of awareness of a user within a vehicle which increases the autonomous level of the vehicle.

In an example, the controller further comprises an electronic memory in which is stored at least one of the activation threshold (AT) and/or the deactivation threshold (DT) for at least one user assist function.

Optionally, the activation threshold (AT) is different to the deactivation threshold (DT).

Advantageously, having different activation and de-activation thresholds avoids hysteresis occurring between activation and deactivation of the at least one user assist function, this saves power and improves the experience of a user in the vehicle.

Optionally, the activation threshold (AT) is separated from the de-activation threshold (DT) by a gap that allows for hysteresis.

Optionally, the user awareness metric is associated with at least one predetermined user assist function of a plurality of user assist functions.

Optionally, the user awareness metric may be a type of user awareness metric. The type of user awareness metric may be indicative of the surrounding traffic environment or the type of user assist function to be activated.

Optionally, the user awareness metric corresponds to a stored type of user awareness metric. The stored type of user awareness metric may correspond to at least one predetermined user assist function of a plurality of user assist functions. The at least one predetermined user assist function may be a stored user assist function.

Activating user assist functions based on the type of user awareness metric provides a coarse refinement of possible user assist functions for activation. In addition, a more relevant user assist function can be activated which advantageously improves the user's experience within the vehicle and also improves operation of the vehicle since a user assist function can be activated that is more useful to the current environment.

Optionally, the value of the user awareness metric is associated with a predetermined user assist function of a plurality of user assist functions.

Associating the value of the user awareness metric to a predetermined user assist function allows for a hierarchy of user assist functions to be created, whereby the most influential user assist functions are activated when the user awareness metric is lower and user assist functions with less influence are activated when the user awareness metric is higher. In this way, the activation of user assist functions can be matched to the user awareness metric so that user assist functions with greater authority over vehicle control can be activated more quickly and only when required, improving a user's experience and providing increased consistency of operation of the vehicle.

Optionally, the value of the user awareness metric corresponds to a stored value of a user awareness metric. The stored value of the user awareness metric may correspond to at least one predetermined user assist function of a plurality of user assist functions. The at least one predetermined user assist function may be a stored user assist function. The plurality of user assist functions may be stored user assist functions.

Optionally, the activation threshold (AT) for the at least one user assist function varies over time during vehicle operation.

Advantageously, varying the activation threshold over time allows the activation threshold to take into account the natural decline in user awareness as length of time of operation of the vehicle, journey time, increases. Thus, user assist functions are more likely to be activated towards the middle or end of the operation of the vehicle than near the beginning which provides reliable and sophisticated activation of user assist functions by the controller.

Alternatively, the activation threshold for the at least one user assist function is predetermined.

Optionally, the variation of the activation threshold over time may be predetermined.

Alternatively, the variation of the activation threshold over time may be dynamically calculated during vehicle operation. Advantageously, dynamically calculating the activation threshold provides an accurate way of implementing user assist functions that avoids activating unnecessary user assist functions whilst providing an optimal level of assistance to a user.

Optionally, the variation of the activation threshold (AT) is constant over time.

Optionally, the deactivation threshold (DT) for the at least one user assist function varies over time during vehicle operation. Advantageously, varying the deactivation threshold over time allows the deactivation threshold to take into account the natural decline in user awareness as length of time of operation of the vehicle, journey time, increases. Thus, user assist functions are more likely to remain activated towards the end of the operation of the vehicle than near the beginning, which provides reliable and sophisticated deactivation of user assist functions by the controller. Alternatively, the deactivation threshold (DT) for the at least one user assist function is pre-determined.

Optionally, the variation of the deactivation threshold over time may be predetermined.

Optionally, the variation of the deactivation threshold (DT) for the at least one user assist function is constant over time.

Alternatively, the variation of the deactivation threshold (DT) over time may be dynamically calculated during vehicle operation. Advantageously, dynamically calculating the deactivation threshold provides an accurate way of implementing user assist functions that avoids keeping unnecessary user assist functions activated whilst providing an optimal level of assistance to a user.

Optionally, the at least one user assist function is one of the following: a user warning function, a cruise control function, an automatic emergency braking function, and a lane keep assist function.

Beneficially, the above-listed user assist functions aim to operate the vehicle in absence of user awareness of related aspects of the surrounding traffic environment. As such, the user assist functions aid in providing consistent and continuous vehicle operation when a user is distracted, so that the experience of the user in the vehicle is also consistent and near continuous.

According to a further aspect of the invention, there is provided a vehicle comprising the aforementioned controller.

According to still another aspect of the invention, there is provided a controller. The controller is configured to receive a signal in dependence on a comparison between a user awareness metric and an activation threshold, AT, for at least one user assist function. The controller is configured to generate an activation signal to activate the at least one user assist function when the user awareness metric is less than or equal to the activation threshold, AT, for the at least one user assist function.

Optionally, the controller is configured to generate a de-activation signal to de-activate the at least one user assist function when the user awareness metric is greater than a deactivation threshold, DT, for the at least one user assist function and when the at least one user assist function is activated.

According to yet a further aspect of the invention, there is provided a system comprising: a receiver electrically coupled to a processor; and the aforementioned controller, wherein the receiver is configured to receive a signal indicative of a user awareness metric; the processor is configured to compare the user awareness metric with an activation threshold and/or a deactivation threshold, for at least one user assist function; and in dependence on the comparison, the controller generates a command signal to control the at least one user assist function, wherein the command signal comprises at least one of: an activation signal, to activate the at least one user assist function when the user awareness metric is less than or equal to the activation threshold, for the at least one user assist function; a de-activation signal, to de-activate the at least one user assist function when the user awareness metric is greater than or equal to the deactivation threshold, for the at least one user assist function.

Advantageously, the system uses the user awareness metric to determine whether to activate at least one user assist function which improves a user's experience when operating a vehicle and also provides reliable operation of such a vehicle by providing functions to assist a user whilst a user does not have their full attention on the surrounding traffic environment and is distracted.

Optionally, the processor is configured to compare the user awareness metric with a deactivation threshold for the at least one user assist function. The controller may be configured to generate a de-activation signal to de-activate the at least one user assist function when the user awareness metric is greater than or equal to the deactivation threshold (DT) for the at least one user assist function and when the at least one user assist function is activated.

According to yet another aspect of the invention there is provided a system comprising: a receiver; a processor; and the controller of any preceding paragraph, wherein the receiver is configured to receive a signal indicative of a user awareness metric; and the processor is configured to compare the user awareness metric with an activation threshold, AT, for at least one user assist function and, in dependence on the comparison, the controller is configured to generate a command signal to control at least one user assist function. The command signal may take the form of an activation signal or a deactivation signal to activate or deactivate at least one user assist function.

According to a further aspect of the invention, there is provided a method of operating a vehicle. The method comprises receiving a user awareness metric. The method comprises comparing the user awareness metric with an activation threshold (AT) for at least one user assist function. The method comprises activating at least one user assist function when the user awareness metric is less than or equal to the activation threshold (AT).

Advantageously, the method uses the user awareness metric to determine whether to activate at least one user assist function which improves a user's experience when operating a vehicle and also provides reliable operation of such a vehicle by providing functions to assist a user whilst a user does not have their full attention on the surrounding traffic environment and is distracted.

Optionally, the method comprises comparing the user awareness metric with a de-activation threshold for the at least one user assist function. The method may comprise de-activating the at least one user assist function when the user awareness metric is greater than the deactivation threshold (DT) for the at least one user assist function and when the at least one user assist function is activated.

Optionally, the user awareness metric may be a type of user awareness metric. The type of user awareness metric may be indicative of the surrounding traffic environment or the type of user assist function to activate.

Activating user assist functions based on the type of user awareness metric provides a coarse refinement of possible user assist functions to activate. In addition, a more relevant user assist function can be activated which advantageously improves the user's experience within the vehicle and also improves operation of the vehicle since a more useful user assist function can be activated.

Associating the value of the user awareness metric to a predetermined user assist function allows for a hierarchy of user assist functions to be created, whereby the most influential user assist functions are activated when the user awareness metric is lower and user assist functions with less influence are activated when the user awareness metric is higher. In this way, the activation of user assist functions can be matched to the user awareness metric so that user assist functions with greater authority over vehicle control can be activated more quickly and only when required.

Advantageously, varying the activation threshold over time allows the activation threshold to take into account the natural decline in user awareness as length of time of operation of the vehicle, journey time, increases. Thus, user assist functions are more likely to be activated towards the middle or end of the operation of the vehicle than near the beginning which provides reliable and sophisticated activation of user assist functions by the controller. Alternatively, the activation threshold, AT, for the at least one user assist function is predetermined.

Alternatively, the variation of the activation threshold (AT) over time may be dynamically calculated during vehicle operation. Advantageously, dynamically calculating the activation threshold provides an accurate way of implementing user assist functions that avoids activating unnecessary user assist functions whilst providing an optimal level of assistance to a user.

Optionally, the deactivation threshold (DT) for the at least one user assist function varies over time during vehicle operation. Alternatively, the deactivation threshold (DT) for the at least one user assist function is pre-determined.

Optionally, the variation of the deactivation threshold over time may be dynamically calculated during vehicle operation. Advantageously, dynamically calculating the deactivation threshold provides an accurate way of implementing user assist functions that avoids activating unnecessary user assist functions whilst providing an optimal level of assistance to a user.

Alternatively, the deactivation threshold (AT) for the at least one user assist function is constant over time.

Optionally, the at least one user assist function is one of the following: a user warning, such as a driver drowsiness warning function; a cruise control function, such as an adaptive cruise control function; an automatic emergency braking function; and lane keep assist function.

According to a further aspect of the invention, there is provided a computer readable medium comprising instructions, that, when executed by a processor cause the method of operating a vehicle to be performed.

According to another aspect of the invention, there is provided a vehicle comprising the computer readable medium.

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 is a schematic view of a controller according to an embodiment of the invention.

Figure 2 is a schematic view of a system including the controller of Figure 1, according to an embodiment of the invention.

Figure 3 is a schematic diagram illustrating a function of a processor of the system of Figure 2, according to an embodiment of the invention.

Figure 4 is a graphical view of a user awareness metric over time, in accordance with an embodiment of the invention.

Figure 5 is a flow chart illustrating a method of operating a vehicle, in accordance with an embodiment of the invention.

Figure 6 is a graphical view of a user awareness metric over time, in accordance with an embodiment of the invention.

Figure 7 is a side view of a vehicle, in accordance with an embodiment of the invention.

DETAILED DESCRIPTION

A variety of sensor and camera technologies are available to assist a driver in determining that an object or another vehicle is in or likely to enter the potential path of the vehicle, such as when the driver intends to move in a reverse direction or change lanes. Such systems may alert the driver regarding a condition near the vehicle through visual, audible and/or haptic indications. In some circumstances, these driver- or user assist functions or systems may even take control of the vehicle if the driver or user fails to respond quickly enough. One such user assist function is automatic emergency braking, where vehicle mounted sensors detect the presence of an object on a collision path with the vehicle and a signal is sent from the sensors to a brake control module which in turn commands a braking system to apply the vehicle brakes automatically, to slow the vehicle and to avoid or at least mitigate a collision between the vehicle and the detected object.

In order to provide these driver assist functions, the vehicle may be provided with object detecting means such as one or more of a stereoscopic camera, a radar sensor, a Lidar sensor, an ultrasonic transducer, a vehicle location or GNSS system, where such detecting means are arranged to provide the vehicle with information about its surroundings, the road on which it is travelling and other road users and potential obstacles in the vicinity of the vehicle, especially where those objects are on the path being travelled by the vehicle.

It is also known to monitor the awareness or attentiveness of the driver, to determine that they are paying attention to the road ahead and that they are aware of other road users and objects in the path of the vehicle that may require action in order to avoid a collision. Such driver or user attention monitoring systems my comprise: driver or user gaze detection means, such as a camera mounted inside the vehicle and directed towards the driver’s or user’s face; driver or user brain activity detecting means, which may comprise as a brain wave sensor that is configured to detect brain waves through an individual’s skin; and/or means for monitoring the heartrate and/or respiration of the driver. Other forms of biometric sensor are useful.

It is known to use a camera with a suitably wide field of view, directed towards the driver’s face to allow the determination of the direction of their gaze. It is also known to monitor the physical response of the driver’s breathing, heart rate and/or brain activity, to their workload. If the driver is unaware of another road user or object on a potential collision path with their vehicle, their physical response will be one of calm, at odds with the potential risk, and a good indication that they are not paying attention and/or are unaware of the potential risk.

The attention monitoring system will typically also include a controller, typically with a processor and a memory, arranged to process information pertaining to the driver’s or user’s state of awareness or attention of their surroundings and the road ahead, based on information from the attention monitoring systems and other vehicle based sensors. The controller may be arranged to generate a control signal in dependence that it determines that the driver’s attentiveness is below a threshold and/or that, based on the direction of their gaze and/or their heart rate and brain activity, they are not aware of an object or other vehicle in their vicinity. This signal may be used to generate an audible, visual and/or haptic warning to alert the driver in the event the attention monitoring system determines that the driver appears to be inattentive, drowsy or unaware of another vehicle or object in their path.

In an example, the attention monitoring system monitors video data from a video camera directed towards the face of the vehicle driver. The attention monitoring system is arranged to determine the direction of gaze by tracking the driver’s eyes and also monitors indicators of driver drowsiness, such as comparing the frequency and duration of eyes closed to the time they are open. The system may determine that the driver is tired or drowsy if they have frequent long blinks or if their gaze is frequently directed away from the road for long periods of time. The attention monitoring system, upon detecting that the driver appears to be tired or inattentive, may generate a user awareness metric, which may be used warn the driver that they should stop the vehicle and take a break. Other means for determining user awareness or attentiveness are useful.

Figure 1 is a schematic view of a controller 100. The controller 100 receives a signal 130 indicative of a user awareness metric. In this example, the user awareness metric is generated by an attention monitoring system of a vehicle, arranged to observe the driver or user of the vehicle and monitor their physical response to their workload whilst operating the vehicle as described above. The controller 100 compares the user awareness metric with an activation threshold, AT, for at least one user assist function, and in response to this comparison, generates a command signal 150 to control the at least one user assist function. The command signal may comprise an activation signal 160, to activate the at least one user assist function when the user awareness metric is less than or equal to the activation threshold, AT, for the at least one user assist function and when the at least one user assist function is not active. Additionally or alternatively, based on the received signal 130, the controller 100 may generate a command signal 150 that comprises a deactivation signal 170, to deactivate the at least one user assist function when the user awareness metric is greater than or equal to the deactivation threshold, DT, for the at least one user assist function and when the at least one user assist function is activated. Data pertaining to any activation threshold, AT and/or deactivation threshold, DT may be stored in an electronic memory dedicated to or accessible by the controller 100.

Advantageously, the controller 100 uses the user awareness metric to determine whether to activate or deactivate at least one user assist function, this provides a controller 100 that improves a user's experience when operating a vehicle and also provides reliable operation of such a vehicle by providing functions to assist a user whilst a user does not have their full attention on the surrounding traffic and/or environment.

Figure 2 is a schematic view of a system 200 including the controller of Figure 1. The system 200 also comprises a receiver 120 and a processor 140. The receiver 120 receives a signal 130 indicative of a user awareness metric and the processor 140 is configured to compare the user awareness metric with an activation threshold, AT, and/or a deactivation threshold, DT, for at least one user assist function and send the signal 130, in dependence on the comparison, to the controller 100. In this example, data pertaining to any activation threshold, AT and/or deactivation threshold, DT is stored in an electronic memory 105 dedicated to or accessible by the processor 140. This memory 105 may additionally be used to store information pertaining to the identity of the user, their preferences and the currently active user assist functions. It will be appreciated that the memory 105 and processor 140 may be separate from- but in communication with the controller 100, or the processor 140 and memory 105 may be integral with the controller 100 as may be convenient.

As described above, the processor 140 may also compare the user awareness metric with a de-activation threshold for the at least one user assist function and, as explained in relation to Figure 7, the controller 100 is configured to generate a de-activation signal 170 to deactivate the at least one user assist function when the user awareness metric is greater than the deactivation threshold, DT, for the at least one user assist function and when the at least one user assist function is activated.

Figure 3 is schematic diagram illustrating a function of the processor 140 of the system 200 of Figure 2. In the embodiment of Figure 3, the processor 140 compares 440 a user awareness metric to a plurality of activation thresholds, ATi, AT2, AT3. The activation thresholds are stored in the electronic memory 105.

A value of the user awareness metric is associated with a predetermined user assist function of a plurality of user assist functions, each associated with one of the activation thresholds AT1, AT2, AT3. The scale of the value given to the user awareness metric may be set in dependence on the type of data used to determine driver or user awareness, such as gaze tracking, heartrate or brain activity etc., or may be based on the number of different sources of data used to determine awareness, such as cameras, biometric scanners, heartrate detectors etc., in the example shown, the value ranges from zero (0), where the driver is determined to be completely inattentive as may be the case if the driver is looking downward into the vehicle or if they have fallen asleep, to one (1), where the driver is determined to be fully alert and determined to be in control of the vehicle and aware of their surroundings. Depending on the detected behaviour of the user or driver by the attention monitoring system, the value of the user awareness metric will increase with increasing levels of detected user or driver awareness of their surroundings and attentiveness to the control of the vehicle.

Associating the value of the user awareness metric to a predetermined user assist function allows for a hierarchy of user assist functions to be created, whereby the less influential user assist functions are activated when the user awareness metric has a higher value and user assist functions with more influence are activated when the user awareness metric has a lower value. In this way, the activation of user assist functions can be matched to the user awareness metric so that more severe user assist functions can be activated more quickly and only when required.

The plurality of activation thresholds ATi, AT2, AT3 are arranged in a hierarchy. AT1, is associated with at least one user assist function that provides driver support, for example, a warning to the driver. AT2 is associated with at least one user assist function that provides active mitigation, for example, lane keep assist. AT3 is associated with at least one user assist function that provides a takeover of control from the user, for example, activation of all user assist functions. AT3 is associated with the most influential user assist functions. AT1 is associated with the user assist functions with the least influence.

Figure 4 is a graphical view of a user awareness metric over time. Time is shown to increase towards the right of Figure 4. A user awareness metric track 190 is plotted against time. The track 190 is a truncated V-shape which shows the decrease of the user awareness metric, then levelling off of the metric, and then increase of the metric.

Each of the activation thresholds, AT1, AT2, AT3, are different to their respective deactivation thresholds, DT1, DT2, DT3.

Each of the activation thresholds, AT1, AT2, AT3, are separated from their respective deactivation thresholds, DT1, DT2, DT3, by a gap that allows for hysteresis. The deactivation thresholds are stored in the electronic memory 105.

Advantageously, having different activation and de-activation thresholds corresponding to the same at least one user assist function avoids hysteresis occurring where the at least one user assist function of the activation and de-activation thresholds would oscillate between being on and off. This saves energy, processor workload and improves the experience of a user in the vehicle by providing a more constant operation of the vehicle.

In the example shown, there are activation thresholds for user assist functions such as driver support (ATt), active mitigation (AT₂), and takeover control (AT₃), each activation threshold being predetermined. Alternatively, the activation thresholds, ATi, AT2, AT3, may vary over time during vehicle operation.

Advantageously, varying the activation threshold over time allows the activation threshold to take into account the natural decline in user attentiveness as length of time of operation of the vehicle, journey time, increases. Thus, user assist functions are more likely to be activated towards the middle or end of the operation of the vehicle than near the beginning which provides reliable and sophisticated activation of user assist functions by the controller.

In the example shown, the de-activation thresholds, DT1, DT2, DT3, are also pre-determined. Alternatively, the de-activation thresholds, DT1, DT2, DT3, vary over time during vehicle operation.

Whilst the user assist functions associated with each of AT1, AT2, AT3 have been described as driver support, active mitigation, and takeover control, respectively, the user assist functions for the activation thresholds may be set to include one or more of the following: a user drowsiness warning, adaptive cruise control, lane keep assist and automatic emergency braking.

Beneficially, the above-listed user assist functions aim to operate the vehicle in absence of user attentiveness of related aspects of the surrounding traffic environment. As such, the user assist functions aid in providing consistent and continuous vehicle operation as and when a user is determined to be distracted, so that the experience of the user in the vehicle is also consistent and near continuous.

Figure 5 is a flow chart illustrating a method 400 of operating a vehicle 300. The method 400 comprises receiving 420 a user awareness metric. This may be a signal indicative of a user awareness metric or raw data from an attention monitoring system, the latter having the benefit of reduced latency, but with the attendant increase in workload for the processor 140. The method 400 also comprises comparing 440 the user awareness metric with an activation threshold, AT, for at least one user assist function. The method 400 also comprises activating 460 the at least one user assist function when the user awareness metric is less than or equal to the activation threshold, AT of the at least one user assist function.

On the other hand, if the user awareness metric is above the activation threshold, the method 400 comprises comparing 480 the user awareness metric with a de-activation threshold for the at least one user assist function. If the user awareness metric is greater than the deactivation threshold, DT, for the at least one user assist function a check 450 is carried out to determine whether the at least one user assist function is activated, and if Yes, the method 400 comprises de-activating 490 the at least one user assist function. The de-activating 490 comprises generating a deactivation signal 170 to de-activate the activated at least one user assist function.

However, if the user awareness metric is less than or equal to the deactivation threshold, the status quo is maintained, 510. In the example shown, the status quo is maintained by maintaining output of an activation signal 160 as shown in Figure 2, however, in another example, not shown, the status quo may be maintained without generating, or otherwise repeating, a signal. In this alternative example, the status quo is maintained unless and until a command signal to the contrary is generated. In this way, a user assist function remains active until a deactivation signal 170 is generated and other user assist functions remain off until an associated activation signal 160 is generated.

In addition, if it is determined at the check 450 that the at least one user function is deactivated the status quo is maintained 510.

Figure 6 is a graphical view of a user awareness metric over time. Like Figure 4, Figure 6 has a user awareness metric track 190 that plots the variation in the user awareness metric value over time. The track 190 varies between 1 and 0 as described above with reference to

Figure 4. In different embodiments, different ranges for the user awareness metric may be used.

At point #1, the user awareness metric is above the activation threshold so not user assist function is activated.

At point #2, the user awareness metric is below the activation threshold so at least one user assist function associated with the activation threshold is activated.

At point #3, the user awareness metric is above the activation threshold but below the deactivation threshold so no change occurs - the user assist function remains activated and the status quo is maintained.

At point #4, the user awareness metric is above the de-activation threshold and because the user assist function was activated, the user assist function is de-activated.

At point #5, the user awareness metric is above the activation threshold and below the deactivation threshold so no change occurs and the status quo is maintained.

At point #6, the user awareness metric falls below the activation threshold again, so at least one user assist function associated with the activation threshold is activated.

At point #7, the user awareness metric rises above the de-activation threshold once again and because the user assist function was activated, the user assist function is now deactivated.

Figure 7 is a side view of a vehicle 300. Vehicle 300 has the controller 100. Vehicle 300 also has the system 200.

The type of user assist functions activated may vary dependent on the level of autonomy that the vehicle 300 in question possesses. For instance, the user assist functions associated with a vehicle that has a high level of autonomy may be focused on ensuring that a user has sufficient awareness of the driving environment of the vehicle, in which case, the user assist functions may not exert any control over how the vehicle is driven, and instead, engage with a user by providing a user warning to pay more attention to the driving environment (this warning could be visual, audio, or haptic feedback). These user warnings would be useful to prepare a user for taking control of the vehicle. For example, the user may need a sufficient level of awareness before a user is allowed to take control of the driving of the vehicle (i.e. before the level of autonomy of the vehicle is reduced).

In another instance, for a vehicle that has a lower level of autonomy (where a user is actively driving the vehicle) the user assist functions may be focused on ensuring consistent driving of the vehicle by the user. In this case, the user assist functions may exert control over how the vehicle is driven by providing, for example: an adaptive cruise control function, a lane 10 keep assist function, an automatic braking function to keep a constant distance from the vehicle in front. These user assist functions help to achieve consistent driving of the vehicle in its environment (e.g. constant speed, constant distance from the edge of the road or another vehicle) by adapting how the vehicle behaves whilst taking into account the proximity of other road users and obstacles on or near the path of the vehicle 300.

Claims

1. A controller for controlling at least one user assist function of a vehicle, the controller is configured to:

receive a signal indicative of a user awareness metric;

compare the user awareness metric with an activation threshold and/or a deactivation threshold, for at least one user assist function;

and in dependence on the comparison, generate a command signal to control the at least one user assist function, wherein the command signal comprises at least one of:

an activation signal, to activate the at least one user assist function when the user awareness metric is less than or equal to the activation threshold, for the at least one user assist function;

a de-activation signal, to de-activate the at least one user assist function when the user awareness metric is greater than or equal to the deactivation threshold, for the at least one user assist function.

2. The controller of claim 1, further comprises an electronic memory in which is stored at least one of the activation threshold and/or the deactivation threshold for at least one user assist function.

3. The controller of any preceding claim, wherein the user awareness metric is associated with at least one predetermined user assist function of a plurality of user assist functions.

4. The controller of any preceding claim, wherein the value of the user awareness metric is associated with a predetermined user assist function of a plurality of user assist functions.

5. The controller of any preceding claim, wherein the activation threshold for the at least one user assist function varies over time during vehicle operation.

6. The controller of any of claims 1 to 4, wherein the activation threshold for the at least one user assist function is pre-determined.

7. The controller of any of claims 1 to 6, wherein the deactivation threshold for the at least one user assist function varies over time during vehicle operation.

8. The controller of any of claims 1 to 6, wherein the deactivation threshold for the at least one user assist function is pre-determined.

9. The controller of any preceding claim, wherein the at least one user assist function is one of the following: a user warning function, a cruise control function, automatic emergency braking function, and lane keep assist function.

10. A vehicle comprising the controller of any of claims 1 -9.

11. A system comprising:

a receiver electrically coupled to a processor; and the controller of any claims

1-9, wherein the receiver is configured to receive a signal indicative of a user awareness metric;

the processor is configured to compare the user awareness metric with an activation threshold and/or a deactivation threshold, for at least one user assist function;

and in dependence on the comparison, the controller generates a command signal to control the at least one user assist function, wherein the command signal comprises at least one of:

12. A method of operating a vehicle, the method comprising:

receiving a user awareness metric;

comparing the user awareness metric with an activation threshold for at least one user assist function; and activating at least one user assist function when the user awareness metric is less than or equal to the activation threshold when the at least one user assist function is not active.

13. The method of claim 12, comprising:

comparing the user awareness metric with a de-activation threshold for the at least one user assist function; and de-activating the at least one user assist function when the user awareness metric is greater than the deactivation threshold for the at least one user assist function and when the at least one user assist function is activated.

14. The method of either claim 12 or 13, wherein the user awareness metric is associated with at least one predetermined user assist function of a plurality of user assist functions.

15. The method of any of claims 12 to 14, wherein the value of the user awareness metric is associated with a predetermined user assist function of a plurality of user assist functions.

16. The method of any of claims 12 to 14, wherein the activation threshold for the at least one user assist function varies over time during vehicle operation.

17. The method of any of claims 12 to 14, wherein the activation threshold for the at least one user assist function is pre-determined.

18. The method of any of claims 12 to 17, wherein the deactivation threshold for the at least one user assist function varies over time during vehicle operation.

19. The method of any of claims 12 to 17, wherein the deactivation threshold for the at least one user assist function is pre-determined.

20. The method of any of claims 12 to 19, wherein the at least one user assist function is one of the following: a user warning function, a cruise control function, an automatic emergency braking function, and lane keep assist function.

21. A computer readable medium comprising instructions, that, when executed by a processor cause the method of any of claims 12 to 20 to be performed.

22. A vehicle comprising the computer readable medium of claim 21.