Method and device for controlling an adaptive speed regulation function of a vehicle

Abstract

The present invention relates to a method and device (10) for controlling a first vehicle (2) comprising a user interface (UI1). The method comprises: generating, via the user interface (UI1), a visual indicator (IC1) showing an initial inter-vehicle time between the first vehicle (2) and a second vehicle serving as the target vehicle for an adaptive speed control function (F1), known as the ACC function, executed by the first vehicle (2); obtaining a user instruction (IN1) defining a modification of the initial inter-vehicle time into a second inter-vehicle time; and reconfiguring the ACC function (F1) according to a driving style based on the modification of the initial inter-vehicle time. Figure 1 for the abstract

Description

Title of the invention: Method and device for controlling an adaptive speed regulation function of a vehicle. Technical field

[0001] The present invention relates to methods and devices for controlling a vehicle, in particular but not exclusively a motor vehicle. The invention specifically aims at controlling an adaptive cruise control function of a vehicle. Technological background

[0002] Road safety is one of the important issues facing our societies. With the increase in the number of users, whether vehicles, pedestrians or cyclists, on road networks worldwide, the risks of accidents and incidents caused by these same users have never been greater.

[0003] To improve road safety, some modern vehicles are equipped with driver assistance systems or features, known as ADAS (Advanced Driver-Assistance System). Among these ADAS systems, adaptive cruise control, or ACC (Adaptive Cruise Control), is a system that automatically adjusts the car's speed and distance relative to other vehicles on the road. This ACC function maintains a constant speed and a pre-selected time interval from the vehicle in front. This allows a vehicle to be kept at a safe distance from other vehicles, which helps reduce the risk of accidents.

[0004] There are also improved ACC systems, called pACC (for "Predictive ACC" in English), which are capable of automatically adapting the vehicle's set speed according to its environment, for example according to road speed limits or road configuration.

[0005] Due in particular to their increasing complexity, ACC functions have increasingly sophisticated configuration requirements, which can make these functions difficult for users to understand and adjust. Some settings require tedious adjustments by the user, typically the vehicle driver, via poorly designed control methods (poor positioning, complexity of use, etc.), for example, by navigating through a system of menus and submenus that are sometimes difficult to use.

[0006] Adaptive cruise control (ACC) settings therefore generally require tedious manipulations, time, and attention from the driver, which can cause discomfort, frustration, or even be a source of danger (risk of incident or accident). The required settings can indeed distract the driver and induce a delay in the application of the parameter choice, which can have a decisive negative impact on the safety of the vehicle and its occupants. Summary of the present invention

[0007] One of the objects of the present invention is to solve at least one of the problems or deficiencies of the technological background described above.

[0008] Another object of the present invention is to improve the control of a vehicle, and more specifically of an ACC function of such a vehicle.

[0009] Another object of the present invention is to enable efficient and secure control of an ACC function of a vehicle via an embedded user interface.

[0010] According to a first aspect, the present invention relates to a control method, implemented by a control device, for a first vehicle comprising a user interface, said method comprising: - generation via the user interface of a visual indicator showing an initial inter-vehicle time between the first vehicle and a second vehicle serving as the target vehicle for an adaptive speed regulation function, known as the ACC function, executed by the first vehicle; - obtaining a user instruction defining a modification of the first inter-vehicle time into a second inter-vehicle time; and - reconfiguration of the ACC function according to a driving type based on the modification of the first inter-vehicle time.

[0011] The present invention advantageously enables efficient, ergonomic, and safe control of the ACC function performed by a vehicle, for example, a car or a motor vehicle. The invention particularly utilizes the vehicle's onboard user interface to allow a user to intuitively and quickly control the ACC function, thereby providing a high-quality user experience (improved ergonomics and ease of use, simpler configuration of the ACC function, etc.) and limiting safety risks (reducing sources of distraction that could lead to incidents or accidents, minimizing the time required to implement a parameter setting for the ACC function, etc.).

[0012] Thanks to the invention, the driver does not need to navigate through a complex system of menus and submenus to change the driving mode they want the ACC function to adopt. In particular, the driver can easily view the driving mode applied at any given moment using a visual indicator generated via the user interface. This visual indicator represents the time between vehicles and a preceding target vehicle. By modifying the time between vehicles using the user interface, the driver can thus reconfigure the ACC function according to a driving mode of their choice. For example, the driver can select a faster or slower driving mode (e.g., slow, normal, or fast driving mode). which is applied by the ACC function and therefore influences the speed instructions taken into account by the ACC function.

[0013] The invention thus provides the user with efficient and ergonomic control of the vehicle's ACC function without requiring an advanced level of understanding or knowledge of vehicle systems. The invention offers an intuitive solution easily accessible to all users, regardless of their level of familiarity with vehicle user interfaces.

[0014] The method according to the invention may include other features which may be taken separately or in combination, in particular among the following embodiments.

[0015] According to a particular embodiment, the modification of the first inter-vehicle time is an increase or decrease of the first inter-vehicle time leading to the second inter-vehicle time.

[0016] According to a particular embodiment, obtaining said user instruction comprises: - detection, as a user instruction, of a selection of the second inter-vehicle time from among a plurality of predefined inter-vehicle times, said second inter-vehicle time being different from the first inter-vehicle time.

[0017] According to a particular embodiment, the process comprises: - adaptation of the visual indicator generated via the user interface from a first state representing the first inter-vehicle time into a second state representing the second inter-vehicle time.

[0018] According to a particular embodiment, the visual indicator displayed by the user interface includes: - a first graphic object representing the first vehicle independently of said reconfiguration; and - a second graphic object, upstream of the first graphic object, representing the first and second inter-vehicle times corresponding respectively to the first and second states of the visual indicator.

[0019] According to a particular embodiment, the reconfiguration comprises: - Determining the type of driving based on the modification of the initial inter-vehicle time; and - reconfiguration of the ACC function by sending a reconfiguration command causing a change from a first type of driving to a second type of driving according to which the ACC function is executed, each type of driving defining a speed setpoint relative to a reference speed.

[0020] According to a second aspect, the present invention relates to a control device for controlling a vehicle, the device comprising a memory associated with a processor configured for the implementation of the steps of the control process according to the first aspect of the present invention.

[0021] It should be noted that the various embodiments mentioned above in relation to the control method according to the first aspect of the invention and the associated advantages apply in a similar way to the control device according to the second aspect of the invention.

[0022] According to a third aspect, the present invention relates to a vehicle, for example of the automobile type or of the land motor vehicle type, comprising a control device according to the second aspect of the present invention.

[0023] According to a fourth aspect, the present invention relates to a computer program comprising instructions adapted for executing the steps of the control process according to the first aspect of the present invention, particularly when the computer program is executed by at least one processor. In other words, the various steps of the control process are determined by computer program instructions. This computer program is configured to be implemented in a control device of the second aspect of the invention, or more generally in a computer.

[0024] Such a computer program may use any programming language, and be in the form of source code, object code, or an intermediate code between source code and object code, such as in a partially compiled form, or in any other desirable form.

[0025] According to a fifth aspect, the present invention relates to a recording medium (or information medium), readable by the control device according to the second aspect or more generally by a computer (or a processor), on which is recorded a computer program comprising instructions for the execution of the steps of the control process according to the first aspect of the present invention.

[0026] On the one hand, the recording medium can be any entity or device capable of storing the program. For example, the medium can include a storage means, such as a ROM, a CD-ROM or a microelectronic circuit-type ROM, or a magnetic recording means or a hard disk drive.

[0027] On the other hand, this recording medium can also be a transmissible medium such as an electrical or optical signal, such a signal being able to be transmitted via an electrical or optical cable, by conventional or radio frequency, by self-directing laser beam, or by other means. The computer program according to the present invention can, in particular, be downloaded from an Internet-type network.

[0028] Alternatively, the recording medium may be an integrated circuit in which the computer program is incorporated, the integrated circuit being adapted to execute or to be used in the execution of the process in question. Brief description of the figures

[0029] Other features and advantages of the present invention will become apparent from the description of the specific and non-limiting embodiments of the present invention below, with reference to the attached Figures 1 to 5, in which:

[0030] [Fig-1] schematically illustrates a vehicle equipped with a control device of a vehicle, according to at least one particular and non-limiting embodiment of the present invention;

[0031] [Fig.2] schematically illustrates the vehicle of [Fig.1] and another vehicle which precedes it, according to at least one particular and non-limiting example of the present invention;

[0032] [Fig.3] schematically illustrates a visual indicator generated by an interface user of the vehicle of [Fig.1], according to at least one particular and non-limiting embodiment of the present invention;

[0033] [Fig.4] schematically illustrates a control device, according to at least one a specific and non-limiting example of an embodiment of the present invention; and

[0034] [Fig. 5] illustrates a diagram of different stages of a control process for a vehicle, according to at least one particular and non-limiting embodiment of the present invention. Description of examples of achievements

[0035] A method and a device for controlling a vehicle will now be described in what follows with joint reference to Figures 1-5. Unless otherwise indicated, elements common or similar to several figures bear the same reference signs and have identical or similar characteristics, so that these common elements are generally not described again for the sake of simplicity.

[0036] The terms "first(s)" (or first(s)), "second(s)", etc.) are used in this document by arbitrary convention to allow identification and distinction of different elements (such as operations, means, etc.) implemented in the embodiments described below.

[0037] As previously stated, the invention relates in particular to a control method implemented by a control device to control a vehicle, and more particularly to an ACC (Adaptive Cruise Control) function performed by that vehicle, namely a vehicle of type automobile or other, or more generally a motorized land vehicle.

[0038] The present invention is based in particular on controlling a user interface embedded in such a vehicle to generate a visual indicator representing an inter-vehicle time and to allow reconfiguration of the ACC function by modifying this inter-vehicle time. The user can thus reconfigure the ACC function according to a driving type (or mode) of their choice.

[0039] According to a particular and non-limiting embodiment, the method of the invention is implemented by a control device to control a first vehicle comprising a user interface, this method comprising: - generation via the user interface of a visual indicator indicating a first inter-vehicle time between the first vehicle and a second vehicle serving as the target vehicle for an adaptive speed regulation function, known as the ACC function, executed by the first vehicle; - obtaining a user instruction defining a modification of the first inter-vehicle time into a second inter-vehicle time; and - reconfiguration of the ACC function according to a driving type based on the modification of the first inter-vehicle time.

[0040] Other aspects and advantages of the present invention will become apparent from the embodiments described below with reference to the drawings mentioned above.

[0041] Figure 1 schematically illustrates the passenger compartment of a vehicle 2, this vehicle (also called the first vehicle) comprising, in particular, a user interface UI1 and a control device (or controller) 10 configured to control the user interface UI1, according to at least one particular embodiment of the invention. The control device 10 and the user interface 3 together form a control system, denoted SY1.

[0042] The type and characteristics of vehicle 2 can be adapted as appropriate. Vehicle 2 may, for example, be a car or equivalent. Alternatively, this vehicle may be a coach, a bus, a truck, a utility vehicle, or a motorcycle, or more generally, a motorized land vehicle.

[0043] Figure 2 schematically illustrates vehicle 2, referred to as the first vehicle, as well as a The second vehicle, 20, is called the target vehicle. In what follows, we assume that the first vehicle, 2, is traveling in an environment (for example, in a traffic lane) and that the second vehicle, 20, precedes it. In other words, the first vehicle, 2, follows the second vehicle, 20, the latter being positioned ahead of the first vehicle, 2, in the traffic lane.

[0044] The control device 10 (also referred to as the "device") is configured to control an ACC function (or system) – denoted Fl – performed by the vehicle 2. The function Fl is an ACC function (or system) configured to automatically adapt the speed VI of vehicle 2 and the inter-vehicle distance TIV between vehicle 2 and vehicle 20 ([Fig. 2]). To do this, the device 10 executing the Fl function uses the second vehicle 20 as the target vehicle. Thus, the speed of the first vehicle 2 is regulated (or controlled) according to a speed setpoint (typically defined by the driver UR1) and the inter-vehicle distance TIV separating vehicles 2 and 20.

[0045] The ACC Fl function makes it possible to maintain an appropriate speed VI and time interval TIV relative to the preceding vehicle 20. This allows vehicle 2 to be kept at a safe distance from other vehicles, which helps to reduce the risk of accidents.

[0046] The nature and configuration of the Fl function executed by the device 10 to control the speed of vehicle 2 can be adapted as appropriate. The Fl function can be any ACC function configured to adapt the speed VI of vehicle 2 according to a given speed setpoint.

[0047] In a particular example, the function Fl by which vehicle 2 is controlled is a predictive ACC or pACC function (for "Predictive ACC"). It may be, for example, at least one of the following functions: - an LSA function (for "Legal Speed ​​Automatic") configured to automatically adapt the set speed of vehicle 2 according to road speed limits (limitations in force according to road regulations) indicated by road signs present in the environment of vehicle 2; - a CSA function for "Curve Speed ​​Adaptation" allowing, for example, the reduction of the vehicle's speed VI in curves; - a JSA function for "Junction Speed ​​Adaptation" allowing, for example, the speed VI of vehicle 2 to be reduced at intersections; - an RSA function for "Roundabout Speed ​​Adaptation" which, for example, allows the vehicle's speed (VI) to be reduced at roundabouts; and - a BSA function for "Bumper Speed ​​Adaptation" allowing for example to reduce the speed VI of vehicle 2 at the level of speed bumps.

[0048] According to a particular example, the Fl function by which vehicle 2 is controlled is an ACC function that is part of a more comprehensive autonomous driving system (or function). In other words, when vehicle 2 is operating in autonomous mode, the Fl function is executed to regulate the speed VI of said vehicle.

[0049] In general, the function Fl according to which the device 10 controls (or regulates) the speed VI of the vehicle 2 can take into account various parameters, including at least one speed setpoint (for example, a passing speed setpoint in bends, intersections, roundabouts, speed bumps, etc.). The Fl function may optionally use map data to regulate the speed VI of vehicle 2.

[0050] The invention allows for the "type" (or configuration) of a driving mode applied by the Fl function, that is, the configuration of at least one driving parameter according to which the FL function is executed. The parameter thus configured may include, in particular, at least one speed setting for the Fl function and / or at least one inter-vehicle time setting. A driving mode may, for example, define a driving mode such as "slow driving," "normal driving," or "fast driving." Thus, the faster the driving mode, the more the Fl function can, for example, drive the vehicle 2 in a fast or sporty manner.

[0051] The user interface UI1 (or graphical interface), embedded in the vehicle 2, is configured to interact with a user, such as the driver UR1 shown in Figure 1, to provide information and allow certain settings on board the vehicle 2. For this purpose, as illustrated in [Fig. 1], the user interface UI1 includes a screen 12 and control means 14. The user interface UI1 operates under the control of the control device 10 of the vehicle 2.

[0052] It is subsequently assumed that the user UR1 is positioned on board the vehicle 2 in order to be able to physically interact with the user interface UIL. The user UR1 is for example the driver of the vehicle 2.

[0053] Various arrangements and configurations of the user interface UI1 are possible. The screen 12 can be included (or integrated) in the dashboard of the vehicle 2 or be a dedicated screen positioned on board the vehicle 2. According to a particular example, the screen 12 takes the form of a projection of information in a "head-up display" mode, for example on the front windshield of the vehicle, so as to allow the driver UR1 to view the projected information without taking their eyes off the road.

[0054] The control means 14 may include one or more actuators, buttons, levers, or more generally any means enabling the driver UR1 to transmit user instructions UNI to the device 10. These control means 14 are in particular configured to receive user instructions UNI defining a modification of an inter-vehicle time TIV separating the first vehicle 2 from the target vehicle 20 which precedes it.

[0055] In the following, it is assumed by way of example that the control means 14 are positioned on (or integrated into) the steering wheel of the vehicle's on-board driver's seat 2. The driver UR1 can thus easily enter user instructions INI with a minimum of distraction of attention and delay in applying his instructions.

[0056] The control device 10 is configured to cooperate with the user interface UI1 in order to control the ACC Fl function. More specifically, the device 10 is configured to generate, via the user interface UI1, a visual indicator ICI (Figures 1 and 3) indicating an initial inter-vehicle time TIV1 between the first vehicle 2 and the second vehicle 20, which serves as the target vehicle for the Fl function executed by the first vehicle 2. To do this, the device 10 can cause the visual indicator ICI to be displayed on the screen 12 by sending at least one CM1 command to the user interface UI1.

[0057] Fig. 3 represents, purely for illustrative purposes, examples of implementation of the visual indicator HERE.

[0058] The visual indicator HERE constitutes any graphical representation of the inter-vehicle time (IVT) applied (or taken into account) in the execution of the function Fl at a current instant. In other words, the visual indicator HERE defines a setpoint for the IVT, that is, a setpoint towards which the function Fl makes the inter-vehicle time between vehicles 2 and 20 tend.

[0059] There is a correlation between the TIV command and the driving style (mode) according to which the Fl function regulates the speed VI of vehicle 2. In other words, the driving style according to which the Fl function operates is directly dependent on the inter-vehicle time TIV. Thus, the shorter this inter-vehicle time TIV separating vehicles 2 and 20, the closer the two vehicles are, and therefore the more limited the reaction time in the event of braking of the target vehicle 20. More generally, the shorter the TIV command, the faster or sportier the associated driving style.

[0060] The visual indicator ICI can take a given state ST from among a plurality of possible states (Figures 1-3), each ST state corresponding to (or representing) a value of the inter-vehicle time (IVT) separating vehicles 2 and 20. By way of example, it is hereafter considered that the visual indicator ICI can take any one of three distinct ST states, denoted ST1, ST2, and ST3, representing respectively three distinct values, denoted VL1, VL2, and VL3, of the target inter-vehicle time between vehicles 2 and 20. The VL1, VL2, and VL3 values ​​of the IVT define distinct driving types, denoted TY1, TY2, and TY3 respectively ([Fig. 3]). By way of example, driving types TY1, TY2, and TY3 are designated by the terms "fast driving type," "normal driving type," and "slow driving type," respectively.

[0061] The number and configuration of possible driving types, and therefore of corresponding values ​​of the TIV and corresponding states of the ICI visual indicator, can however be adapted on a case-by-case basis.

[0062] As illustrated in [Fig.3] by way of example, it is assumed in the following that the visual indicator HERE displayed by the user interface UI1 may include: - a first graphic object IC2 representing the first vehicle 2; and - a second graphic object IC3, upstream (or above) the first graphic object IC2, representing the inter-vehicle time TIV at a current instant.

[0063] The first graphic object IC2 is, for example, static, meaning that it does not depend on the configuration of the ACC function at the current time. This graphic object IC2 may, for example, include a silhouette of vehicle 2 or any graphic representation of the general appearance of vehicle 2.

[0064] According to a particular example, the second graphic object IC3 extends upstream (or above) the first graphic object ICI along a length representative of the inter-vehicle time TIV separating vehicles 2 and 20.

[0065] As illustrated in [Fig. 1] by way of a particular example, the control device 10 may include at least one processor 11 and non-volatile memory (not shown). The device 10 is configured to implement a control method (or process) as described below. To this end, the device 10 may include a computer program PG1 stored in the non-volatile memory (e.g., Flash or ROM memory), this computer program PG1 comprising instructions for implementing the control method (or process) as described below. The processor 11 is thus configured to execute, in particular, the instructions defined by the computer program PG1.

[0066] The control device 10 may, for example, take the form of (or include) a computer, or a combination of computers. An example of the implementation of the control device 10 is described later.

[0067] As illustrated in [Fig.1] and described in more detail later, the device 10 can reconfigure the type of driving according to which the Fl function is executed by sending a reconfiguration CM2 command.

[0068] As indicated above, the control device 10 is configured to implement a control process. This process is now described jointly in Figures 1-4 according to particular embodiments.

[0069] In a first operation, the device 10 generates, via the user interface UI1, a visual indicator ICI showing an inter-vehicle time TIV1 – called the first inter-vehicle time (or the first TIV setpoint) – between the first vehicle 2 and the second vehicle 20, which serves as the target vehicle for the function Fl executed by the first vehicle (and more specifically by the device 10 in this example). To do this, the device 10 determines, for example, as the first inter-vehicle time TIV1, the inter-vehicle time TIV (or the TIV setpoint) applicable at a current instant and sends at least one command CM1 ([Fig. 1]) causing the visual indicator ICI to be displayed on the screen 12 of the user interface UIL

[0070] As illustrated in [Fig. 3], it is assumed, for example, at this initial stage, that the first inter-vehicle time TIV1 according to which the Fl function operates is set to the initial value VL2. Therefore, the visual indicator ICI generated by the device 10 is in a first state (or initial state), namely state ST2, representing the first inter-vehicle time TIV1. Since the inter-vehicle time and the driving type are linked, the Fl function is thus executed at this initial stage according to the driving type corresponding to the first inter-vehicle time TIV1, namely driving type TY2, the latter corresponding, for example, to a so-called "normal" driving type. In other words, the visual indicator ICI displayed on the screen is in state ST2 corresponding to driving type TY2.

[0071] The initial value (VL2 in this example) of the first inter-vehicle time TIV1 at the stage of the first operation can be determined in various ways, for example by default or from an initial user instruction, received for example from the control means 14.

[0072] In a second operation, the control device 10 obtains (or determines) a user instruction INI defining a modification of the first inter-vehicle time TIV1 into a second inter-vehicle time TIV2. In other words, the device 10 detects a user instruction INI, from the driver UR1, requesting the modification (or switching) of the first inter-vehicle time TIV1 into a second inter-vehicle time TIV2, where TIV1 and TIV2 are different.

[0073] In this example, it is assumed that the user instruction INI is received from the control means 14, integrated for example in the steering wheel of the driver's seat.

[0074] Thanks to the visual indicator ICI displayed on screen 12, driver UR1 can easily determine, with minimal distraction, the inter-vehicle time (TIV1) taken into account by function Fl at any given moment, and thus deduce the corresponding driving mode applied by function Fl, namely TY2 in the example considered here. By entering their user instruction INI, driver UR1 can then easily request a modification of the inter-vehicle time to adapt the driving mode applied by function Fl.

[0075] The modification of the first inter-vehicle time TIV 1 required by the driver UR1 can be an increase or a decrease of said first inter-vehicle time TIV1 leading to the second inter-vehicle time TIV2 (larger or smaller, respectively).

[0076] According to a particular example, during the second operation, the device 10 detects, as a client instruction INI, a selection of the second inter-vehicle time TIV2 from among a plurality of predefined inter-vehicle times TIV (or from among a plurality of predefined values ​​of the TIV), said second inter-vehicle time TIV2 being different from the first inter-vehicle time TIV1.

[0077] Thus, as illustrated in figures 1-3, it is assumed by way of example that the user UR1 selects, as a new (second) inter-vehicle time TIV2, the value VL3 from among the predefined VL1-VL3 values.

[0078] In a third operation, the device 10 performs a reconfiguration (or a change of configuration) of the Fl function according to a driving type which is a function of the modification, of the first inter-vehicle time TIV1, required by the user instruction INI.

[0079] More specifically, at least one parameter of the Fl function (for example, at least one speed setpoint) is reconfigured according to the change in the inter-vehicle time (IVT) required by the INI customer instruction. As previously stated, it is assumed, for example, that the Fl function is initially executed (before reconfiguration) according to driving type TY2 and that, in response to the INI customer instruction requesting the change in inter-vehicle time, the device 10 reconfigures the Fl function to operate according to the second driving type TY3 instead of TY2.

[0080] According to a particular example, the device 10 determines the type (or mode) of driving to be applied based on the modification of the first inter-vehicle time TIV1 required by the user instruction INI. The device 10 then reconfigures the Fl function by sending a reconfiguration CM2 command ([Fig. 1]) causing a change from the first driving type TY2 to the second driving type TY3 according to which the ACC function is now executed, each driving type defining a speed setpoint relative to a reference speed.

[0081] According to a particular example, the UR1 driver can choose from the following driving types: - Short TIV (STI state) corresponding to a "fast" or "sporty" behavior; - Average TIV (ST2 state) corresponding to "normal" behavior; and - Long TIV (ST3 state) corresponding to a "safe" or "slow" behavior.

[0082] According to a particular example, the Fl function is an ACC function of type CSA and the typing of the Fl function is defined according to the following speed instructions (or parameters): - in driving type TY1 (slow), speed setting = Vref - 5 km / h; - in driving type TY2 (normal), speed setpoint = Vref; and - in driving type TY3 (fast), speed setting = Vref + 5 km / h.

[0083] According to a particular example, the Fl function is an ACC function of type JSA and the typing of the Fl function is defined according to the following speed instructions (or parameters): - in driving type TY 1 (slow), speed setting = Vref - 2 km / h; - in driving type TY2 (normal), speed setpoint = Vref; and - in driving type TY3 (fast), speed setting = Vref + 2 km / h.

[0084] According to a particular example, the Fl function is an ACC function of type RSA and the typing of the Fl function is defined according to the following speed instructions (or parameters): - in driving type TY1 (slow), speed setting = Vref - 4 km / h; - in driving type TY2 (normal), speed setpoint = Vref; and - in driving type TY3 (fast), speed setpoint = Vref.

[0085] In the preceding examples, Vref indicates a reference speed which is arbitrarily fixed according to the use case, for example by the manufacturer of vehicle 2.

[0086] According to a particular example, the device 10 adapts (or modifies) the visual indicator ICI, generated via the user interface UI1, from the first state ST2, representing the first inter-vehicle time TIV1, to a second state ST3, representing the second inter-vehicle time TIV2 ([Fig. 3]). The driver UR1 can thus easily visualize the change in driving mode that has been applied at their request, from TY2 to TY3, i.e., to a slower driving mode.

[0087] In the example considered, driver UR1 therefore triggers, via their user instruction UNI, an increase in the inter-vehicle time (transition from state ST2 to ST3; [Fig. 3]), this increase being represented by an increase in the length of the graphic object IC3. This increase in the inter-vehicle time leads to a change in the driving mode applied by the Fl function (transition from TY2 to TY3), namely a slower or safer driving mode. In other words, the reconfiguration performed by device 10 in response to the user instruction INI results in a modification of at least one driving parameter of the Fl function, in this case by decreasing, for example, at least one speed setting applied by the Fl function.

[0088] According to a particular example, the visual indicator HERE displayed by the user interface includes: - a first graphic object IC2 representing the first vehicle 2 independently of said reconfiguration carried out during the third operation; and - a second graphic object IC3, upstream (or above) the first graphic object IC2, representing the first and second inter-vehicle times TIV1, TIV2 corresponding respectively to the first and second states ST2, ST3 of the visual indicator ICI.

[0089] The UR1 driver can thus easily visualize the change in driving type that has been applied at his request, from TY2 to TY3, i.e. to a slower driving mode.

[0090] According to a particular example, the visual indicator ICI is generated such that the second graphic object IC3 extends upstream (or over) the first graphic object IC2 by a length representative of the first and second times Inter-vehicle time TIV1, TIV2 before and after said reconfiguration, respectively. Adapting the length of the second graphic object IC3 as a function of the inter-vehicle time TIV between vehicles 2 and 20 facilitates understanding of the driving style adopted by the Fl function and thus allows for slow and efficient control of this function by the driver.

[0091] The present invention advantageously enables efficient, ergonomic, and safe control of the ACC function performed by the vehicle 2, for example, a car or a motor vehicle. The invention particularly uses the vehicle's embedded user interface UI1 to allow a user UR1 to intuitively and quickly control the ACC function, thereby providing a high-quality user experience (improved ergonomics and ease of use, simpler configuration of the ACC function, etc.) and limiting safety risks (reducing sources of distraction that could lead to incidents or accidents, minimizing the time required to apply an ACC function setting, etc.).

[0092] Thanks to the invention, the driver does not need to navigate through a complex system of menus and submenus to change the driving mode they want the ACC function to adopt. In particular, the driver can easily view the driving mode applied at any given time using a visual indicator ICI generated via the user interface UI1. This visual indicator represents the inter-vehicle time (IVT) of vehicle 2 with a preceding target vehicle 20. By changing the IVT using the user interface UI1, the driver UR1 can thus reconfigure the ACC function according to a driving mode of their choice. For example, the driver can select a faster or slower driving mode (e.g., slow, normal, or fast) which is applied by the ACC function and therefore influences the speed settings taken into account by the ACC function.

[0093] The invention thus provides the user UR1 with efficient and ergonomic control of the vehicle's ACC function 2 without requiring an advanced level of understanding or knowledge of the vehicle's systems. The invention offers an intuitive solution easily accessible to all users, regardless of their level of familiarity with vehicle user interfaces.

[0094] Figure 4 schematically illustrates a control device 10 according to an example of particular and non-limiting embodiment of the present invention, this device being configured to control the user interface of a vehicle, such as user interface 3, as previously described with reference to Figures 1-3. The control device 10 corresponds for example to a device embedded in the vehicle 2, for example a computer.

[0095] The control device 10 is, for example, configured to implement the operations of the control process as previously described with reference to Figures 1-3 and / or the steps of the process described below with reference to [Fig. 5]. Examples of such a control device 10 include, but are not limited to, embedded electronic equipment such as a vehicle's on-board computer, an electronic control unit such as an ECU (Electronic Control Unit), a smartphone, a tablet, or a laptop computer. The elements of the control device 10, individually or in combination, may be integrated into a single integrated circuit, into several integrated circuits, and / or into discrete components. The control device 10 may be implemented in the form of electronic circuits or software (or computer) modules, or a combination of electronic circuits and software modules.

[0096] The control device 10 comprises one or more processors 11 configured to execute instructions for carrying out the steps of the control method (or process) and / or for executing the instructions of the software embedded in the control device 10. The processor 11 may include integrated memory, an input / output interface, and various circuits known to those skilled in the art. The control device 10 further comprises at least one memory 41, for example, volatile and / or non-volatile memory, and / or includes a memory storage device that may include volatile and / or non-volatile memory, such as EEPROM, ROM, PROM, RAM, DRAM, SRAM, flash, magnetic disk, or optical disk.

[0097] The computer code of the embedded software(s) including the instructions to be loaded and executed by the processor 11 is for example stored on the memory 4L. The memory 41 can constitute an information support according to a particular embodiment in that it includes a computer program (for example PG1 illustrated in [Fig.1]) comprising instructions for carrying out the steps of the method (or process) of controlling the invention.

[0098] According to various particular and non-limiting embodiments, the control device 10 is coupled in communication with other similar devices or systems and / or with communication devices, for example a TCU (Telematic Control Unit), for example via a communication bus or through dedicated input / output ports.

[0099] According to a particular and non-limiting embodiment, the control device 10 comprises a block 42 of interface elements for communicating with external devices, for example a remote server or the "cloud", or the vehicle 2 when the control device 10 corresponds to a smartphone or tablet. Example. The interface elements of block 42 include one or more of the following interfaces: - radio frequency RF interface, for example of the Wi-Fi® type (according to IEEE 802.11), for example in the 2.4 or 5 GHz frequency bands, or of the Bluetooth® type (according to IEEE 802.15.1), in the 2.4 GHz frequency band, or of the Sigfox type using UBN (Ultra Narrow Band) radio technology, or LoRa in the 868 MHz frequency band, LTE (Long-Term Evolution), LTE-Advanced; - USB interface (from the English "Universal Serial Bus" or "Universal Serial Bus" in French); - HDMI interface (from the English "High Definition Multimedia Interface", or "High Definition Multimedia Interface" in French).

[0100] According to another particular and non-limiting embodiment, the control device 10 includes a communication interface 43 which allows communication to be established with other devices (such as other computers in the embedded system) via a communication channel 45. The communication interface 43 corresponds, for example, to a transmitter configured to transmit and receive information and / or data via the communication channel 45. The communication interface 43 corresponds, for example, to a wired network of the type CAN (Controller Area Network), CAN FD (Controller Area Network Flexible Data-Rate), FlexRay (standardized by ISO 17458), Ethernet (standardized by ISO / IEC 802-3) or LIN (Local Interconnect Network).

[0101] The control device 10 is for example coupled to the UH user interface by means of the interface element block 42 and / or the communication interface 43.

[0102] According to a particular and non-limiting embodiment, the control device 10 can provide output signals to one or more external devices, such as a display screen, touchscreen or not, one or more loudspeakers and / or other peripherals (projection system) via respective output interfaces. In one variant, one or more of the external devices is integrated into the control device 10.

[0103] Figure 5 illustrates a diagram of the different stages of a vehicle control method, for example, to control the ACC Fl function of vehicle 2 as previously described. The method is implemented, for example, by the device of control 10 previously described, this device can be installed in vehicle 2.

[0104] In a first step 51, a visual indicator ICI is generated via the user interface UI1. The visual indicator ICI indicates (or represents) a first inter-vehicle time TIV1 between the first vehicle 2 and a second vehicle 20 serving as the target vehicle for the adaptive speed regulation function Fl, known as the ACC function, executed by the first vehicle 2.

[0105] In a second step 52, a user instruction INI is obtained, this instruction defining a modification of the first inter-vehicle time TIV 1 into a second inter-vehicle time TIV2.

[0106] In a third step 53, the ACC Fl function is reconfigured according to a driving type based on the modification of the first inter-vehicle time TIV1.

[0107] According to alternative embodiments, the variants and examples of the operations described above in relation to Figures 1-4 apply to the steps of the control process of [Fig.5].

[0108] As those skilled in the art will understand, all the embodiments and variations described above, some of which have been intentionally simplified for ease of explanation, are merely non-limiting examples of implementation of this disclosure. In particular, those skilled in the art may consider any adaptation or combination of the embodiments and variations described above to meet a specific need.

[0109] The present invention is therefore not limited to the embodiments described above but extends in particular to a control method that would include secondary steps without departing from the scope of the present invention. The same would apply to a device configured for implementing such a method.

[0110] The present invention also relates to a vehicle, for example an automobile or more generally a land motor vehicle (for example autonomous or semi-autonomous), comprising the control device 10 as previously described.

Claims

Demands

1. A control method, implemented by a control device (10), of a first vehicle (2) comprising a user interface (UI1), said method comprising: - generating (51) via the user interface a visual indicator (ICI) indicating a first inter-vehicle time (TIV1) between the first vehicle and a second vehicle (20) serving as the target vehicle for an adaptive speed control function (Fl), referred to as the ACC function, executed by the first vehicle; - obtaining (52) a user instruction (INI) defining a modification of the first inter-vehicle time (TIV1) into a second inter-vehicle time (TIV2); and - reconfiguring (53) the ACC function according to a driving type (TY3) as a function of the modification of the first inter-vehicle time (TIV1), the reconfiguration comprising: - determining the driving type as a function of the modification of the first inter-vehicle time (TIV1);and - reconfiguration of the ACC function (Fl) by sending a reconfiguration command (CM2) causing a change from a first driving type (TY2) to a second driving type (TY3) according to which the ACC function is executed, each driving type defining a speed setpoint relative to a reference speed.;

2. A method according to claim 1, wherein the modification of the first inter-vehicle time (TIV 1) is an increase or decrease in the first inter-vehicle time leading to the second inter-vehicle time (TIV2).

3. A method according to claim 1 or 2, wherein obtaining said user instruction comprises: - detecting, as a user instruction (INI), a selection of the second inter-vehicle time (TIV2) from among a plurality of predefined inter-vehicle times, said second inter-vehicle time being different from the first inter-vehicle time (TIV1).

4. A method according to any one of the preceding claims, comprising: - adapting the visual indicator (ICI) generated via the user interface (UI1) from a first state (ST2) representative of the first inter-vehicle time (TIV1) in a second state (ST3) representative of the second inter-vehicle time (TIV2).

5. Method according to claim 4, wherein the visual indicator (ICI) displayed by the user interface (UI1) comprises: - a first graphic object (IC2) representing the first vehicle (2) independently of said reconfiguration; and - a second graphic object (IC3), upstream of the first graphic object (IC2), representing the first and second inter-vehicle times (TIV1, TIV2) corresponding respectively to the first and second states (ST2, ST3) of the visual indicator.

6. Computer program (PG1) comprising instructions for carrying out the method according to any one of the preceding claims, when these instructions are executed by a processor (11).

7. A computer-readable recording medium on which is recorded a computer program comprising instructions for carrying out the steps of the process according to any one of claims 1 to 5

8. id J. Control device (4) for controlling a vehicle, said device comprising a memory (51) associated with at least one processor (10) configured for carrying out the steps of the method according to any one of claims 1 to 5.

9. Vehicle (2) comprising the device (10) according to claim 8.

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