GB2586822A

GB2586822A - Vehicle control system and method

Info

Publication number: GB2586822A
Application number: GB1912702.6A
Authority: GB
Inventors: Singh Harpreet; Thomas Philip; Donkor Richard; Sundar Gnanasundarapaulraj Jerciline
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2019-09-04
Filing date: 2019-09-04
Publication date: 2021-03-10
Anticipated expiration: 2039-09-04
Also published as: GB201912702D0; GB2599309B; GB2586822B; GB2599309A; DE102020123045A1

Abstract

A control system (1) for controlling a vehicle 2 to execute a manoeuvre associated with a candidate manoeuvre path MPn. The control system includes one or more controllers. The control system is configured to determine a candidate manoeuvre path within a spatial environment SPE1 in dependence on vehicle data from one or more vehicle systems. The control system outputs a manoeuvre approval prompt requesting a user input to indicate that the determined candidate manoeuvre path is valid or that the determined candidate manoeuvre path is invalid. A vehicle manoeuvre request is generated to control the vehicle to execute a manoeuvre MP1, MP2 associated with the candidate manoeuvre path in dependence on receipt of the user input indicating that the candidate manoeuvre path is valid. Aspects of the present invention also relate to a vehicle; non-transitory, computer-readable storage medium; computer software; and a method.

Description

VEHICLE CONTROL SYSTEM AND METHOD

TECHNICAL FIELD

The present disclosure relates to a vehicle control system and method. Aspects of the invention relate to a control system for controlling execution of a vehicle manoeuvre, a vehicle incorporating a control system, a method of controlling a vehicle, computer software and a non-transitory computer-readable storage medium.

BACKGROUND

It is known to provide a vehicle with autonomous control systems to execute steering and acceleration/deceleration. The vehicle typically comprises on-board sensors that monitor the spatial environment around the vehicle. In certain scenarios, the autonomous system may be unable to comprehensively monitor the spatial environment. For example, objects within the environment may obscure regions around the vehicle. If it is not possible for the autonomous system to resolve the spatial environment to determine an appropriate control strategy, current systems typically perform a hand-over operation to transfer control of the vehicle to the driver.

It is an aim of the present invention to address one or more of the disadvantages associated with the prior art.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide a control system, a vehicle, a method of controlling a vehicle, computer software and a non-transitory computer-readable storage medium as claimed in the appended claims.

According to an aspect of the present invention there is provided a control system for controlling a vehicle to execute a manoeuvre associated with a candidate manoeuvre path, the control system comprising one or more controllers, the control system configured to: determine a candidate manoeuvre path for the vehicle within a spatial environment in dependence on vehicle data from one or more vehicle systems; output a manoeuvre approval prompt requesting a user input to indicate that the determined candidate manoeuvre path is valid or that the determined candidate manoeuvre path is invalid; and generate a vehicle manoeuvre request to control the vehicle to execute a manoeuvre associated with the candidate manoeuvre path in dependence on receipt of the user input indicating that the candidate manoeuvre path is valid.

In use, the control system may monitor the spatial environment external to the vehicle. If the vehicle is in a scenario in which the spatial environment cannot be determined accurately, the control system is configured to request a user input to confirm execution of the manoeuvre. At least in certain embodiments, the control system relies on the driver to confirm whether a manoeuvre can be performed safely. A vehicle manoeuvre request is generated to control the vehicle to execute a manoeuvre associated with the candidate manoeuvre path identified as being valid. In scenarios in which the control system is unable to determine if a manoeuvre can be performed safely, for example due to an obstructed or impeded field of view, the driver may make an independent assessment and either approve or decline the candidate manoeuvre path.

The control system may inhibit execution of the manoeuvre until the driver has made an appropriate check of the spatial environment. The control system may be configured to monitor the driver. For example, the control system may monitor a head pose and/or a gaze direction of the driver. The control system may thereby ensure that the driver has checked for environmental objects in the obscuration region. The control system may generate the vehicle manoeuvre request only upon determination that driver has made appropriate checks, for example by determining that the driver has looked towards the obscuration region.

At least in certain embodiment, the control system enables continued autonomous control of the vehicle even if the vehicle systems are unable to comprehensively monitor the spatial environment (i.e. one or more blind spots are present) At least in certain embodiments, the control system may operate in conjunction with the driver to assess the spatial environment. The driver of the vehicle may indicate whether the candidate manoeuvre path is acceptable. In dependence on the driver's assessment, the control system may continue to operate and execute the manoeuvre associated with the candidate manoeuvre path.

The control system may be configured to receive a user input indicating that the determined candidate manoeuvre path is valid or that the determined candidate manoeuvre path is invalid. The user input received by the control system may indicate that the determined candidate manoeuvre path is either valid or invalid. The control system may thereby classify the candidate manoeuvre path as being either valid or invalid.

The control system may be configured to control the vehicle to execute the candidate manoeuvre path.

The control system may generate a path determination notification to notify a user that the candidate manoeuvre path has been determined. The control system may communicate to the user when further confirmation is required to enable the movement of the vehicle.

The one or more controllers may collectively comprise: at least one electronic processor having an electrical input for receiving the vehicle data from the one or more vehicle systems; and at least one memory device electrically coupled to the at least one electronic processor and having instructions stored therein; and wherein the at least one electronic processor is configured to access the at least one memory device and execute the instructions thereon so as to generate the vehicle manoeuvre request.

The control system may be configured to transfer control of the vehicle to the user in dependence on receipt of a user input indicating that the candidate manoeuvre path is invalid.

The manoeuvre approval prompt may comprise an indication of the candidate manoeuvre path. It will be understood that various human machine interfaces (HMI) options may be used to output the manoeuvre approval prompt and to receive the user response.

The indication may comprise a graphical representation of the candidate manoeuvre path, for example output to a display screen or displayed on a head-up display (HUD).

The control system may be configured to determine a confidence index representing a confidence in the candidate manoeuvre path. The confidence index may be determined in dependence on the vehicle data from the one or more vehicle systems. The manoeuvre approval prompt may be output when the control system is unable to make a decision on an appropriate control strategy to move the vehicle. Depending on the level of complexity of the scenario, the driver may then accept or reject the determined candidate manoeuvre path.

The control system may be configured to compare the determined confidence index to a predefined threshold. The control system may output the path determination notification if the confidence index is less that the predefined threshold.

The vehicle systems may comprise one or more sensors for capturing spatial environment data representing the spatial environment. The one or more sensors may comprise one or more of the following: a Lidar array; an imaging device, such as an optical imager; and a Radar array.

The spatial environment may comprise one or more environmental objects. The environmental objects may, for example, comprise one or more of the following: a road boundary, a road marking, an obstacle, street furniture, a vehicle, a pedestrian and a cyclist.

The spatial environment may be analysed with reference to a map data.

The control system may be configured to identify one or more obscuration regions in the spatial environment. The obscuration region(s) may represent an area where limited or no spatial environment data is available. The obscuration region(s) may result from the presence of one or more obstacles in a field of view (sensor region) of the one or more sensors. The control system may assess the availability of the vehicle data within the spatial environment.

The control system may, for example, identify one or more obstacles which may obscure or obstruct the valid vehicle data.

The control system may be configured to determine if the one or more obscuration regions are partially or completely coincident with the candidate manoeuvre path. The control system may output the manoeuvre approval prompt in dependence on the determination.

The control system may be configured to determine if the one or more obscuration regions are partially or completely coincident with a vehicle route associated with the candidate manoeuvre path. The control system may output the manoeuvre approval prompt in dependence on the determination.

According to a further aspect of the present invention there is provided a vehicle comprising a control system as described herein.

According to a still further aspect of the present invention there is provided a method of controlling a vehicle to execute a manoeuvre associated with a candidate manoeuvre path, the method comprising: determining a candidate manoeuvre path for the vehicle within a spatial environment in dependence on vehicle data from one or more vehicle systems; outputting a manoeuvre approval prompt requesting a user input to indicate that the determined candidate manoeuvre path is valid or that the determined candidate manoeuvre path is invalid; and controlling the vehicle to execute a manoeuvre associated with the candidate manoeuvre path in dependence on receipt of a user input indicating that the candidate manoeuvre path is valid.

The method may comprise transferring control of the vehicle to the user in dependence on receipt of a user input indicating that the candidate manoeuvre path is invalid.

The manoeuvre approval prompt may comprise an indication of the candidate manoeuvre path. The indication may comprise an audible indicator and/or a visible indicator.

The method may comprise determining a confidence index representing a confidence in the candidate manoeuvre path in dependence on the vehicle data from the one or more vehicle systems. The method may comprise comparing the determined confidence index to a predefined threshold. The path determination notification may be output if the confidence index is less that the predefined threshold.

The vehicle systems may comprise one or more sensors for capturing spatial environment data representing the spatial environment. Alternatively, or in addition, the vehicle systems may comprise a navigation system and map data.

The method may comprise identifying one or more obscuration regions in the spatial environment data.

The method may comprise determining if the one or more obscuration regions are partially or completely coincident with the candidate manoeuvre path. The manoeuvre approval prompt may be output in dependence on the determination.

The method may comprise determining if the one or more obscuration regions are partially or completely coincident with a vehicle route associated with the candidate manoeuvre path. The manoeuvre approval prompt may be output in dependence on the determination.

According to a further aspect of the present invention there is provided computer software that, when executed, is arranged to perform a method according to the method(s) described herein.

According to a yet further aspect of the present invention there is provided a non-transitory, computer-readable storage medium storing instructions thereon that, when executed by one or more electronic processors, causes the one or more electronic processors to carry out the method(s) 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 shows a schematic representation of a vehicle incorporating the control system in accordance with an embodiment of the present invention; Figure 2 shows the vehicle in a first spatial environment at a first time; Figure 3 shows the vehicle in the first spatial environment at a second time; Figure 4 shows a simplified example of a control system such as may be adapted in accordance with an embodiment of the invention; and Figure 5 is a block diagram illustrating operation of the control system according to an embodiment of the present invention.

DETAILED DESCRIPTION

A control system 1 for a vehicle 2 in accordance with an embodiment of the present invention is described herein with reference to the accompanying Figures. The vehicle 2 in the present embodiment is an automobile. It will be understood that the control system 1 may be implemented in other types of vehicles, such as a tractor unit, a utility vehicle, a sports utility vehicle, etc. As illustrated in Figure 1, the vehicle 2 in the present embodiment comprises a hybrid powertrain comprising an internal combustion engine 3 and at least one electric traction motor 4. In a variant, the powertrain may have either an internal combustion engine 3 or one or more electric traction motors. The vehicle 2 comprises four (4) wheels W1-4. In the present embodiment, the front wheels W1, W2 of the vehicle 2 are used to steer the vehicle 2 and the rear wheels W3, W4 are used to deliver a driving force to propel the vehicle 2. In a variant, the front wheels W1, W2 may be driven to propel the vehicle 2. Alternatively, all of the wheels W1-W4 may be driven (either in a permanent or a selective four-wheel drive configuration). It will be understood that the rear wheels W3, W4 may also be used for steering, for example in conjunction with the front wheels W1, W2.

The control system 1 is configured to control one or more vehicle control systems 5-n to provide at least partially autonomous control of the vehicle 2. The vehicle control systems 5-n control steering and/or acceleration/deceleration of the vehicle 2. The vehicle control systems 5-n may include one or more of the following: a vehicle steering system 5-1, such as an electric power assisted steering (EPAS); a traction motor and/or an internal combustion engine 5-2; and a vehicle brake system 5-3. The control system 1 may, for example, control the vehicle 2 at one of the following automation levels (as defined by SAE International): Level 2 (Partial Automation), Level 3 (Conditional Automation), Level 4 (High Automation) and Level 5 (Full Automation). The control system 1 outputs a manoeuvre execution request to the vehicle control systems 5 to cause the vehicle 2 to follow a target route R1. The target route R1 may, for example, define a route from a first geospatial location (such as the current location of the vehicle 2) to a second geospatial location (such as a destination of the vehicle 2). A route-planning algorithm determines the target route R1 in dependence on stored (predefined) map data MDAT representing a road network. Suitable route-planning algorithms are known.

The control system 1 is configured to analyse the spatial environment SPE1 in which the vehicle 2 is operating in order to control dynamic operation of the vehicle 2. As illustrated in Figure 2, the spatial environment SPE1 may, for example, comprise one or more of the following: a relative position and/or a movement vector (direction and speed) of another vehicle(s); a boundary of the road and/or a road marking(s); a relative position and/or size of street furniture or an obstacle(s); a relative position and/or movement vector (direction and speed) of a pedestrian(s) and/or a cyclist(s). The analysis of the spatial environment SPE1 is performed in dependence on vehicle data D-n received from one or more vehicle systems 6-n. The vehicle systems 6-n may each comprise one or more sensors, for example forward-facing and/or rearward-facing sensors provided on the vehicle 2. The vehicle systems 6-n may, for example, comprise one or more of the following: a Lidar system, an optical imaging system, and a radar system. As shown in Figure 1, the vehicle systems 6-n in the present embodiment comprise forward-facing and rear-facing radar systems 6-1, 6-2 and a Lidar system 6-3. The vehicle data D-n captured by the vehicle systems 6-n may comprise or consist of spatial environment data representing the spatial environment SPE1. The control system 1 may receive additional information relating to the driving environment from Vehicle-to-Vehicle (WV) communication and/or Vehicle-to-Infrastructure (V2X) communication. The control system 1 is configured also to monitor dynamic operation of the vehicle 2, for example to determine vehicle speed; vehicle acceleration/deceleration (longitudinal); and a steering angle.

The control system 1 is capable of executing steering and acceleration/deceleration of the vehicle 2. In the present embodiment, the control system 1 is configured to control operation of a vehicle steering system 10, an electronic control unit 11 and a braking system 12. The vehicle steering system 10 may, for example, comprise an Electric Power Assisted Steering (ERAS) system. The control system 1 outputs a steering signal to the vehicle steering system 10 to control a steering angle of the vehicle 2. The electronic control unit 11 is configured to control operation of the internal combustion engine 3 and the electric traction motor 4 to control acceleration and/or deceleration of the vehicle 2. The electric traction motor 4 may generate a regenerative braking force to recover energy, for example to charge an on-board traction battery (not shown). The control system 1 is configured to control operation of the braking system 12 to control deceleration of the vehicle 2. The braking system 12 comprises at least one friction brake associated with each wheel W1-W4 of the vehicle 2. The control system 1 may optionally control operation of the electric traction motor 4 to control deceleration of the vehicle 2.

The target route R1 is divided into a plurality of intervals (or subsegments). The vehicle 2 must perform one or more manoeuvres within each interval. The control system 1 is configured to generate a candidate manoeuvre path MPn for the vehicle 2. The candidate manoeuvre path MPn defines a target path or trajectory for the vehicle 2 to perform a particular driving manoeuvre. The candidate manoeuvre path MPn typically defines the next driving manoeuvre (or the next set of driving manoeuvres) to be performed by the vehicle 2. By way of example, the driving manoeuvre may comprise one of the following: performing a turn; pulling out at a road junction; passing an obstacle; changing lanes; overtaking/passing another vehicle; and navigating temporary road markings or traffic signals, such as at roadworks. The candidate manoeuvre path MPn may represent the target path for the vehicle 2 over a predefined distance, for example 25m, 50m or 100m, from the current location of the vehicle 2. A sequence consisting of first and second candidate manoeuvre paths MP1, MP2 to control the vehicle 2 as it progresses along the target route R1 is illustrated in Figure 2.

The control system 1 generates the candidate manoeuvre path MPn in dependence on the spatial environment SPE1 proximal to the vehicle 2. The spatial environment SPE1 may comprise or consist of a region or sector in a direction of travel of the vehicle 2. The control system 1 analyses the vehicle data D-n received from the one or more vehicle systems 6-n at least substantially in real-time to identify environmental objects OBn, such as vehicles and/or obstacles, in the spatial environment SPE1. A first environmental object OW is shown in Figures 2 and 3 by way of example. Any environmental objects OBn identified through the analysis of the vehicle data D-n may be cross-referenced with the map data MDAT. For example, the position and dimensions of the identified environmental objects OBn may be projected onto the map data MDAT. The candidate manoeuvre path MPn is generated to enable the vehicle 2 to traverse the spatial environment SPE1. The candidate manoeuvre path MPn may, for example, be generated to circumnavigate one or more environmental objects OBn identified through analysis of the vehicle data D-n. The candidate manoeuvre path MPn is generated to ensure that the vehicle 2 remains within lane or road boundaries, as defined by the map data MDAT and/or through analysis of the vehicle data D-n. It will be understood that the candidate manoeuvre path MPn is updated dynamically, at least substantially in real-time. The continuous development of the candidate manoeuvre path MPn is illustrated by the changes between Figures 2 and 3 as the vehicle 2 progresses along a road.

The ability to map the spatial environment SPE1 around the vehicle 2 is dependent on the vehicle data D-n captured by the vehicle systems 6-n. The vehicle systems 6-n may be at least partially obscured, for example by one or more obstacles, resulting in the formation of one or more obscuration regions ORn (effectively corresponding to a blind spot in the spatial environment SPE1). The control system 1 may be configured to identify any such obscuration regions ORn in the spatial environment SPE1. A first obscuration region OR1 is illustrated in Figures 2 and 3 by way of example. It will be understood that the size and shape of the obscuration region(s) ORn may change with respect time, as illustrated by the changes in the first obscuration region OR1 shown in Figures 2 and 3. The obscuration region(s) may increase uncertainty when generating the candidate manoeuvre path MPn. For example, if the obscuration region ORn is partially or completely coincident with a portion of the candidate manoeuvre path MPn, the control system 1 is unable to determine with certainty whether that portion of the candidate manoeuvre path MPn is obstructed or unobstructed. Similarly, if the obscuration region ORn partially or completely overlies an adjoining section of road, the control system 1 may be unable to determine with certainty whether another vehicle is travelling on the adjoining section of road. In the scenario illustrated in Figures 2 and 3, a second vehicle is disposed in the first obscuration region OR1. The resulting uncertainty may lead to a scenario in which the control system 1 is unable to execute steering and acceleration/deceleration to perform the manoeuvre associated with the candidate manoeuvre path MPn. One possible response to this scenario would be to perform a hand-over operation such that the control system transfers responsibility for controlling the vehicle to a driver DRV (shown in Figure 1). However, it would be preferable not to have to transfer control of the vehicle 2 to the driver DRV every time such a scenario is encountered. It has been recognised that it may be advantageous in certain scenarios for the control system 1 to collaborate with the driver DRV to assess the spatial environment SPE1 in which the vehicle 2 is operating. As described herein, the control system 1 is configured to implement a mechanism to enable the driver DRV of the vehicle 2 to indicate whether the candidate manoeuvre path MPn is acceptable. In dependence on the driver's assessment (in conjunction with the ongoing analysis of the vehicle data D-n), the control system 1 can continue to operate and execute the manoeuvre associated with the candidate manoeuvre path MPn. At least in certain embodiments, the need to transfer complete control of the vehicle 2 to the driver DRV may be reduced.

In the present embodiment, the control system 1 is configured to request a user input IN from the driver DRV to determine whether the candidate manoeuvre path MPn is valid or invalid.

The driver DRV may determine that the manoeuvre associated with the candidate manoeuvre path MPn is valid if it would be safe for the vehicle 2 to perform the associated manoeuvre. The driver DRV may determine that the candidate manoeuvre path MPn is invalid if it would be unsafe for the vehicle 2 to perform the manoeuvre associated with the candidate manoeuvre path MPn. The control system 1 outputs a manoeuvre approval prompt MAP to enable the driver DRV to assess whether the candidate manoeuvre path MPn is valid or invalid. The manoeuvre approval prompt MAP requests a user input IN from the driver DRV to indicate whether the candidate manoeuvre path MPn is valid or invalid. To facilitate assessment of the candidate manoeuvre path MPn, the manoeuvre approval prompt MAP may comprise an indication of the candidate manoeuvre path MPn. For example, a graphical representation of the candidate manoeuvre path MPn may be output to a display screen or projected in a head up display (HUD). The candidate manoeuvre path MPn could, for example, be overlaid onto a map MP derived from the map data MDAT. The obscuration region(s) in the spatial environment SPE1 may be represented on the map MP. Alternatively, or in addition, the indication of the candidate manoeuvre path MPn may comprise an audio or text description, for example: "CONFIRM SAFE TO #MANOUEVRE#". The description of the #MANOUEVRE# may, for example, comprise a term such as "PERFORM LEFT/RIGHT TURN", "PERFORM OVERTAKING MANOEUVRE", 'TRAVERSE JUNCTION", "PROCEED" etc. Other text and audio descriptions can usefully be employed.

The control system 1 is configured to control the vehicle 2 in dependence on the user input IN. If the user input IN indicates that the candidate manoeuvre path MPn is invalid (a negative input) or no user input IN is received within a predefined time period, the control system 1 does not perform the manoeuvre associated with the candidate manoeuvre path MPn. The control system 1 may optionally transfer control of the vehicle 2 to the driver DRV in dependence on receipt of the user input IN indicating that the candidate manoeuvre path is invalid. The transfer of control of the vehicle 2 may, for example, be initiated after expiry of a predetermined time period. The control system 1 may optionally defer performing the manoeuvre, for example to determine if the obscuration region ORn is persistent or transient. If the user input IN indicates that the candidate manoeuvre path MPn is valid (a positive input), the control system 1 controls the vehicle 2 to execute the manoeuvre associated with the candidate manoeuvre path MPn. In particular, the control system 1 generates a vehicle manoeuvre request to control the vehicle 2 to execute the manoeuvre associated with the candidate manoeuvre path MPn. Thus, the control system 1 retains autonomous control of the vehicle 2 and performs the manoeuvre associated with the candidate manoeuvre path MPn. The need to transfer control of the vehicle 2 to the driver DRV may thereby be reduced. It will be understood that the control system 1 continues to analyse the vehicle data D-n whilst performing the manoeuvre. In the event that any potential hazards are identified in the spatial environment SPE1 during performance of the manoeuvre (for example due to changes in the relative position and/or size of an obscuration region ORn), the control system 1 is configured to modify the control strategy accordingly. In a variant, the user input IN may prompt the control system 2 to implement a cautionary control strategy, for example to perform the manoeuvre at a reduced speed (a creep or go-slow function) or to subdivide the candidate manoeuvre path MPn into a plurality of increments which are performed in a series of discrete stages. In a further variant, the user input IN may request that the control system 1 generates an alternative candidate manoeuvre path MPn.

In the present embodiment, the control system 1 may determine a confidence index representing a confidence in the candidate manoeuvre path MPn. The confidence index may be generated in dependence on the analysis of the vehicle data D-n. The confidence index may be determined by characterisation of the obscuration regions ORn, for example to reflect the size, proximity, location and number of obscuration regions ORn in the spatial environment SPE1. An obscuration region ORn which partially or completely overlies an adjoining road at a junction would result in a low confidence index, whereas an obscuration region ORn aft of the vehicle 2 would result in a high confidence index. The control system 1 is configured to request a user input IN when the confidence index is below a predefined threshold value.

With reference to Figure 1, there is illustrated a simplified example of a control system 1 such as may be adapted to implement the method(s) described herein. The control system 1 comprises one or more controllers 20 and is configured to control a vehicle 2 to execute a manoeuvre associated with a candidate manoeuvre path MPn. The control system 1 comprises one or more controllers 20. The control system 1 is configured to determine a candidate manoeuvre path MPn for the vehicle 2 within a spatial environment SPE1 in dependence on vehicle data D-n from one or more vehicle systems 6-n. The control system 1 is configured to output a manoeuvre approval prompt MAP requesting a user input IN to indicate that the determined candidate manoeuvre path MPn is valid or that the determined candidate manoeuvre path is invalid. The control system 1 receives a user input IN indicating that the determined candidate manoeuvre path MPn is valid or that the determined candidate manoeuvre path MPn is invalid. The control system 1 generates the vehicle manoeuvre request signal SMAN to control the vehicle 2 to execute the manoeuvre associated with the candidate manoeuvre path MPn in dependence on receipt of the user input IN indicating that the candidate manoeuvre path is valid.

In the scenario illustrated in Figures 2 and 3, another vehicle is disposed within the first obscuration region OR1. When the vehicle 2 arrives at the road junction, the control system 1 may output a manoeuvre approval prompt MAP seeking confirmation from the driver DRV that the first candidate manoeuvre path MP1 is appropriate. The manoeuvre approval prompt MAP may, for example, be generated since only a portion of the other vehicle extends out of the first obscuration region OR1. This may lower the confidence index and cause the control system 1 to output the manoeuvre approval prompt MAP. The driver DRV of the vehicle 2 may be able to see the other vehicle and may make an assessment as to whether the manoeuvre associated with the first candidate manoeuvre path MP1 is appropriate. The driver DRV may, for example, approve or reject the first candidate manoeuvre path MP1. The control system 1 can transfer control of the vehicle 2 to the driver DRV if the user input IN indicates that the first candidate manoeuvre path MP1 is not appropriate. In the alternative, the control system 1 may output the manoeuvre execute signal SMAN if the user input IN indicates that the first candidate manoeuvre path MP1 is appropriate.

It is to be understood that the or each controller 20 can comprise a control unit or computational device having one or more electronic processors (e.g., a microprocessor, a microcontroller, an application specific integrated circuit (ASIC), etc.), and may comprise a single control unit or computational device, or alternatively different functions of the or each controller 20 may be embodied in, or hosted in, different control units or computational devices. As used herein, the term "controller,' "control unit," or "computational device" will be understood to include a single controller, control unit, or computational device, and a plurality of controllers, control units, or computational devices collectively operating to provide the required control functionality. A set of instructions could be provided which, when executed, cause the controller 20 to implement the control techniques described herein (including some or all of the functionality required for the method described herein). The set of instructions could be embedded in said one or more electronic processors of the controller 20; or alternatively, the set of instructions could be provided as software to be executed in the controller 20. A first controller or control unit may be implemented in software run on one or more processors. One or more other controllers or control units may be implemented in software run on one or more processors, optionally the same one or more processors as the first controller or control unit. Other arrangements are also useful.

In the example illustrated in Figure 4, the or each controller 20 comprises at least one electronic processor 21 having one or more electrical input(s) 22 for receiving one or more input signals from the vehicle systems 6-n, and one or more electrical output(s) 23 for outputting one or more output signals, such as an execute manoeuvre request signal SMAN.

The or each controller 20 further comprises at least one memory device 24 electrically coupled to the at least one electronic processor 21 and having instructions 25 stored therein. The map data DMAP may be stored in the at least one memory device 24. The at least one electronic processor 21 is configured to access the at least one memory device 24 and execute the instructions 25 thereon so as to perform the method(s) described herein.

The, or each, electronic processor 21 may comprise any suitable electronic processor (e.g., a microprocessor, a microcontroller, an ASIC, etc.) that is configured to execute electronic instructions. The, or each, electronic memory device 24 may comprise any suitable memory device and may store a variety of data, information, threshold value(s), lookup tables or other data structures, and/or instructions therein or thereon. In an embodiment, the memory device 24 has information and instructions for software, firmware, programs, algorithms, scripts, applications, etc. stored therein or thereon that may govern all or part of the methodology described herein. The processor, or each, electronic processor 21 may access the memory device 24 and execute and/or use that or those instructions and information to carry out or perform some or all of the functionality and methodology describe herein.

The at least one memory device 24 may comprise a computer-readable storage medium (e.g. a non-transitory or non-transient storage medium) that may comprise any mechanism for storing information in a form readable by a machine or electronic processors/computational devices, including, without limitation: a magnetic storage medium (e.g. floppy diskette); optical storage medium (e.g. CD-ROM); magneto optical storage medium; read only memory (ROM); random access memory (RAM); erasable programmable memory (e.g. EPROM ad EEPROM); flash memory; or electrical or other types of medium for storing such information/instructions.

Example controllers 20 have been described comprising at least one electronic processor 21 configured to execute electronic instructions stored within at least one memory device 24, which when executed causes the electronic processor(s) 21 to carry out the method as hereinbefore described. However, it is contemplated that the present invention is not limited to being implemented by way of programmable processing devices, and that at least some of, and in some embodiments all of, the functionality and or method steps of the present invention may equally be implemented by way of non-programmable hardware, such as by way of non-programmable ASIC, Boolean logic circuitry, etc. The operation of the control system 1 will now be described with reference to a block diagram 100 shown in Figure 5. The process is initiated (BLOCK 105) and a target route R1 is generated (BLOCK 110). The control system 1 receives vehicle data D-n from the vehicle systems (6-n) V-n and optionally from external sources, such as V2V and/or V2X communication (BLOCK 115). The control system 1 analyses the vehicle data D-n to assess the spatial environment SPE1 in which the vehicle 2 is operating (BLOCK 120). The control system 1 identifies environmental objects OBn within the spatial environment SPE1 (BLOCK 125). The control system 1 analyses the spatial environment SPE1 to identify obscuration regions ORn, for example a region which is obscured by an environmental object OBn (BLOCK 130). A candidate manoeuvre path MPn is generated to enable the vehicle 2 to traverse the spatial environment SPE1 while following the target route R1 (BLOCK 135). A confidence index is determined to provide an indication of the confidence associated with the candidate manoeuvre path MPn (BLOCK 140). A check is performed to determine if the confidence index is greater than or less than a predefined confidence threshold (BLOCK 145). If the confidence index is greater than the predefined confidence threshold, the control system 1 outputs a vehicle manoeuvre request to control the vehicle 2 to execute a manoeuvre associated with the candidate manoeuvre path MPn (BLOCK 150). If the confidence index is less than the predefined confidence threshold, the control system 1 outputs a manoeuvre approval prompt MAP to the driver DRV (BLOCK 155). The manoeuvre approval prompt MAP requests a user input IN from the driver to indicate whether the candidate manoeuvre path MPn is valid or invalid (BLOCK 160). If the user input IN indicates that the candidate manoeuvre path MPn is invalid (i.e. the candidate manoeuvre is rejected), the control system 1 transfers control of the vehicle 2 to the driver (BLOCK 165). If the user input IN indicates that the candidate manoeuvre path MPn is valid (i.e. the candidate manoeuvre is approved), the control system 1 outputs a vehicle manoeuvre request SMAN to control the vehicle 2 to execute a manoeuvre associated with the candidate manoeuvre path MPn (BLOCK 150). The process is repeated for each manoeuvre until the target route R1 is complete (BLOCK 170).

It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application. It will be understood that the candidate manoeuvre path may be updated at least substantially in real-time, for example to reflect changes in the spatial environment SPE1.

The vehicle 1 may comprise one or more driver-facing cameras 6-4 for monitoring the driver.

The control system 1 may inhibit execution of the manoeuvre until the driver has made an appropriate inspection of the spatial environment SPE1. The control system 1 may monitor a head pose and/or a gaze direction of the driver. The control system may thereby ensure that the driver has made appropriate checks, for example by ensuring that the driver has looked in a direction towards the obscuration region(s) identified in the spatial environment SPE1. The control system may generate the vehicle manoeuvre request only upon determination that the driver has made appropriate checks.

The control system 1 may be configured to determine a plurality of candidate manoeuvre paths MPn for the vehicle 2. The manoeuvre approval prompt MAP may request a user input IN to select one of the plurality of candidate manoeuvre paths MPn. For example, the user input IN may identify that one or more of the plurality of candidate manoeuvre paths MPn is valid. The user input IN may indicate that one or more of the determined candidate manoeuvre path MPn is invalid. The control system 1 may generate a vehicle manoeuvre request (SMAN) to control the vehicle (2) to execute a manoeuvre associated with the candidate manoeuvre path(s) MPn identified as being valid.

Claims

CLAIMS1. A control system for controlling a vehicle to execute a manoeuvre associated with a candidate manoeuvre path, the control system comprising one or more controllers, the control system configured to: determine a candidate manoeuvre path for the vehicle within a spatial environment in dependence on vehicle data from one or more vehicle systems; output a manoeuvre approval prompt requesting a user input to indicate that the determined candidate manoeuvre path is valid or that the determined candidate manoeuvre path is invalid; and generate a vehicle manoeuvre request to control the vehicle to execute a manoeuvre associated with the candidate manoeuvre path in dependence on receipt of the user input indicating that the candidate manoeuvre path is valid.
2. A control system according to claim 1, wherein the one or more controllers collectively comprise: at least one electronic processor having an electrical input for receiving the vehicle data from the one or more vehicle systems; and at least one memory device electrically coupled to the at least one electronic processor and having instructions stored therein; and wherein the at least one electronic processor is configured to access the at least one memory device and execute the instructions thereon so as to generate the vehicle manoeuvre request.
3. A control system according to claim 1 or claim 2, wherein the control system is configured to transfer control of the vehicle to the user in dependence on receipt of a user input indicating that the candidate manoeuvre path is invalid.
4. A control system according to any one of claims 1, 2 or 3, wherein the manoeuvre approval prompt comprises an indication of the candidate manoeuvre path.
5. A control system according to any one of the preceding claims, wherein the control system is configured to: determine a confidence index representing a confidence in the candidate manoeuvre path in dependence on the vehicle data from the one or more vehicle systems.
6. A control system according to claim 5, wherein the control system is configured to compare the determined confidence index to a predefined threshold; and to output a path determination notification if the confidence index is less that the predefined threshold.
7. A control system as claimed in any one of the preceding claims, wherein the vehicle systems comprise one or more sensors for capturing spatial environment data representing the spatial environment.
8. A control system as claimed in claim 7, wherein the control system is configured to identify one or more obscuration regions in the spatial environment.
9. A control system as claimed in claim 8, wherein the control system is configured to determine if the one or more obscuration regions are partially or completely coincident with the candidate manoeuvre path; and to output the manoeuvre approval prompt in dependence on the determination.
10. A control system as claimed in claim 8 or claim 9, wherein the control system is configured to determine if the one or more obscuration regions are partially or completely coincident with a vehicle route associated with the candidate manoeuvre path; and to output the manoeuvre approval prompt in dependence on the determination.
11. A vehicle comprising a control system as claimed in any one of claims 1 to 10.
12. A method of controlling a vehicle to execute a manoeuvre associated with a candidate manoeuvre path, the method comprising: determining a candidate manoeuvre path for the vehicle within a spatial environment in dependence on vehicle data from one or more vehicle systems; outputting a manoeuvre approval prompt requesting a user input to indicate that the determined candidate manoeuvre path is valid or that the determined candidate manoeuvre path is invalid; and controlling the vehicle to execute a manoeuvre associated with the candidate manoeuvre path in dependence on receipt of a user input indicating that the candidate manoeuvre path is valid.
13. A method according to claim 12 comprising transferring control of the vehicle to the user in dependence on receipt of a user input indicating that the candidate manoeuvre path is invalid.
14. A method according to claim 12 or claim 13, wherein the manoeuvre approval prompt comprises an indication of the candidate manoeuvre path.
15. A method according to any one of claims 12, 13 or 14 comprising: determining a confidence index representing a confidence in the candidate manoeuvre path in dependence on the vehicle data from the one or more vehicle systems.
16. A method according to claim 15 comprising comparing the determined confidence index to a predefined threshold; and outputting a path determination notification if the confidence index is less that the predefined threshold.
17. A method as claimed in any one of claims 12 to 16, wherein the vehicle systems comprise one or more sensors for capturing spatial environment data representing the spatial 15 environment.
18. A method as claimed in claim 17 comprising identifying one or more obscuration regions in the spatial environment data.
19. A method as claimed in claim 18 comprising determining if the one or more obscuration regions are partially or completely coincident with the candidate manoeuvre path; and outputting the manoeuvre approval prompt in dependence on the determination.
20. A method as claimed in claim 18 or claim 19 comprising determining if the one or more obscuration regions are partially or completely coincident with a vehicle route associated with the candidate manoeuvre path; and outputting the manoeuvre approval prompt in dependence on the determination.
21. Computer software that, when executed, is arranged to perform a method according to any one of claims 12 to 20.
22. A non-transitory, computer-readable storage medium storing instructions thereon that, when executed by one or more electronic processors, causes the one or more electronic processors to carry out the method of any one of claims 12 to 20.