Method for automatically adapting the braking parameters of a motor vehicle

Abstract

The invention relates to a method for automatically adapting (1) the braking parameters of a motor vehicle, implemented by a control unit. The adaptation method (1) comprises a verification step (11), based on data from at least one sensor onboard the motor vehicle, to determine whether at least one passenger has not complied with at least one carrying condition. If it is detected that at least one carrying condition has not been met by at least some of the passengers, the method comprises a safety step (12) for putting the motor vehicle into a safe mode. The safety step (12) includes a parameterization step (13) for setting at least one threshold value associated with a longitudinal deceleration of the motor vehicle, so as to limit the braking capacity of the motor vehicle compared to a situation in which the carrying conditions are met for all passengers. Figure to be published with the abstract: Fig. 3

Description

Title of the invention: Method for automatically adapting the braking parameters of a motor vehicle

[0001] The technical context of the present invention is that of methods and devices for controlling a motor vehicle, preferably but not exclusively of the autonomous type, and in particular within the framework of an automated road transport system. More specifically, the invention relates to a method for automatically adapting the braking parameters of a motor vehicle.

[0002] Road safety is one of the important issues facing our societies. With the increasing number of vehicles circulating on road networks worldwide, regardless of traffic conditions, the risks of accidents and incidents caused by traffic conditions have never been greater.

[0003] The increasing automation of vehicle driving also leads to the design of autonomous vehicles, that is to say vehicles whose driving is, at least in part, managed by one or more automatic systems.

[0004] Autonomous vehicles, such as automated and connected vehicles, are currently under development to address various use cases for automated road mobility, including passenger transport services. These services can be implemented in automated road transport systems. These systems generally involve a supervisory system configured to oversee a fleet of autonomous vehicles, particularly passenger vehicles, i.e., vehicles capable of transporting one or more passengers. Under the supervision of the supervisory system, the autonomous vehicles can thus operate within a predefined traffic zone according to given rules.

[0005] Autonomous vehicles offer new mobility solutions but also present certain limitations and constraints inherent to their nature, which may hinder their deployment and limit their acceptance by users. Conventionally, it is the driver of a motor vehicle, such as a bus or a car, who is responsible for piloting the vehicle to ensure the smooth running of the journey for the passengers on board. The driver is therefore responsible for ensuring that the conditions for travel on board the vehicle are met.

[0006] On the other hand, in an autonomous vehicle, and particularly in the context of passenger transport vehicles, the absence of a driver implies that a central computer in the vehicle controls fully control the motor vehicle and be able to make all appropriate decisions. In particular, such an autonomous vehicle may encounter dangerous situations or situations incompatible with passenger transport, especially if said passengers do not behave as expected or do not comply with the usual safety or operating conditions for such transport.

[0007] The present invention thus aims to adapt the operation of the motor vehicle, and in particular its kinematics along a traffic lane, in order to take into account, for the management of its speed, the conditions of passenger transport, that is to say to check the way in which the passengers are installed in the motor vehicle.

[0008] The present invention aims to propose a new method for automatically adapting the braking parameters of a motor vehicle in order to address at least largely the previous problems and to lead to other advantages.

[0009] Another object of the invention is to ensure the safety of the passengers of such a motor vehicle.

[0010] Another object of the invention is to adapt the braking conditions according to the verification or non-verification of the carrying conditions by the passengers.

[0011] According to a first aspect of the invention, at least one of the aforementioned objectives is achieved with a method for automatically adapting the braking parameters of a motor vehicle implemented by a control unit, the adaptation method comprising:

[0012] - a verification step, based on data from at least one sensor carried in the motor vehicle, of the failure to comply with at least one condition of carrying by at least one passenger of said motor vehicle; and

[0013] - if it is detected that at least one carrying condition is not met by less a part, called target passenger, of the at least one passenger, a step of securing the motor vehicle;

[0014] According to the invention, the safety step includes a parameterization step of at least one threshold value associated with a longitudinal deceleration of the motor vehicle.

[0015] In the context of the present invention, the motor vehicle is considered in its broadest sense, regardless of the type of vehicle, its size, or its engine. By way of non-limiting example, the motor vehicle may be a car, a motorcycle, a van, a bus, a coach, a truck, etc. In particular, the motor vehicle is preferably an electrified motor vehicle, that is to say, an electric or hybrid motor vehicle. Finally, in the context of the present invention, the motor vehicle includes a driving control system, of the assisted driving type or autonomous driving type.

[0016] In the context of the present invention, the control unit comprises a microcontroller and / or a printed circuit board and / or a microprocessor. Additionally, the control unit may also include memory. By way of non-limiting example, the control unit is, for instance, a vehicle's computer.

[0017] In the context of the present invention, a carrying condition is a condition of normal use of the motor vehicle, considered with regard to the conformity and / or type of motor vehicle on the one hand, and with regard to national legislation on the other. In particular, in the context of the present invention, carrying conditions address the seated or standing position of a passenger, and / or the use or non-use of a seat belt, and / or the orientation of the passenger relative to the front of the motor vehicle. More precisely, a carrying condition addresses a condition of use and / or a normal passenger position in the motor vehicle. The invention detects a failure to comply with carrying conditions, that is to say, a use and / or a position that does not conform to expected uses and / or applicable regulations.

[0018] In the context of the present invention, the verification step is implemented by the control unit. The verification step performs a test against the carrying conditions, that is, against the conditions of use and / or positions conforming to the expected uses and / or applicable regulations for the motor vehicle. Thus, the verification step makes it possible to identify the circumstances under which these carrying conditions are not met and under which circumstances the safety step will be activated, that is, triggered. The verification step is preferably performed for each passenger and / or for each seat and / or for each space reserved for standing in the motor vehicle. The implementation of the verification step therefore relies on sensor data that allows this comparison to be made.Sensor data can be of any type and obtained by any type of sensor mounted on the motor vehicle, inside or outside.

[0019] In the context of the present invention, the safety-enhancing step is triggered as soon as a carrying condition is not met for at least one of the seated or standing positions of the motor vehicle. The vehicle safety-enhancing step consists of modifying one or more functional parameters of the motor vehicle in order to alter its dynamics or its reactive behavior in the face of a present or future situation on the road.

[0020] In the context of the present invention, the parameter setting step follows from the safety setting step. The parameter setting step addresses a specific parameter of the motor vehicle. In this case, the parameter setting step addresses a parameter associated with the braking of the motor vehicle. More specifically, the parameter setting step addresses a conditioning of a longitudinal deceleration, that is to say, a braking intensity, leading to a deceleration of the motor vehicle.Thus, in the context of the present invention, if the carrying conditions are met, i.e., if all passengers are properly seated in the motor vehicle, then the braking parameters are configured in a first state which leads to a first deceleration speed for a given braking event; whereas if the carrying conditions are not met, i.e., if at least one of the passengers is not properly seated in the motor vehicle, then the braking parameters are configured in a second state - different from the first state - which leads to a second deceleration speed - different from the first deceleration speed - for the same given braking event.

[0021] Thus, the automatic adaptation method according to the first aspect of the invention solves the technical problem by enabling safer and more passenger-friendly control of an autonomous or assisted motor vehicle, taking into account the passenger placement in said motor vehicle to define the associated braking when at least one passenger condition is not met. This control relies on verifying, using sensor data, that at least one passenger condition has not been met by the passenger(s) of a motor vehicle, and on making the vehicle safe—that is, adjusting its operating parameters—in the event that said at least one passenger condition is not met.

[0022] The present invention thus advantageously improves passenger comfort and ensures a high quality of transport service, for example by preventing abnormal or dangerous behavior on board the motor vehicle. It also makes it possible to limit safety risks, both for the passengers of the motor vehicle in question and for surrounding individuals and equipment.

[0023] The present invention thus advantageously makes it possible to ensure good public acceptance of automated road transport systems, and more generally of autonomous type motor vehicles.

[0024] The automatic adaptation method according to the first aspect of the invention advantageously comprises at least one of the following improvements, the technical characteristics forming these improvements being able to be taken alone or in combination:

[0025] - the verification step is implemented by using sensor data originating from at least one sensor installed in the passenger compartment of the motor vehicle, at least one sensor including in particular a weight sensor associated with seat cushions of the motor vehicle and / or a video camera illustrating the passenger compartment of said motor vehicle. This advantageous configuration makes it possible to measure and / or determine the carrying conditions for each passenger, and to allow a comparison between said carrying conditions measured and / or determined by the sensor, on the one hand, and, on the other hand, the carrying conditions expected according to the regional legislation in force and / or the normal conditions of use of the motor vehicle;

[0026] - the sensor data includes at least one of (i) the data (i) video footage representing the vehicle's interior, (ii) occupancy data representing whether at least one seat in the vehicle is occupied, (iii) seat belt status data representing the locked or unlocked state of at least one seat belt in the motor vehicle, (iv) presence data representing whether at least one passenger is present in a floor area of ​​the motor vehicle, (vi) and presence data, such as radar and / or infrared, representing the presence of at least one passenger in the motor vehicle. Alternatively, all or part of this data may be read from the motor vehicle's onboard network. The acquisition and / or reading of this data allows for subsequent verification of whether the carrying conditions are met for all or some of the passengers present in the motor vehicle.

[0027] - at least one unmet carriage condition involves at least one of the The following checks are performed: detecting a passenger seated facing forward and not wearing a seatbelt in the motor vehicle, and / or detecting a standing passenger in the motor vehicle. In other words, the verification step checks that one or more passengers in the motor vehicle comply with the installation instructions. If these installation conditions are not met, and in particular regarding standing rather than sitting and / or not having their seatbelt fastened, then the adaptation procedure lowers the braking conditions achievable by the motor vehicle, by limiting its power, in order to prevent excessive braking from causing harm to passengers who do not comply with the aforementioned carrying conditions, or from causing them to be unbalanced in the motor vehicle.

[0028] - during the parameterization step, the definition of at least one associated threshold value The longitudinal deceleration of a motor vehicle depends on the braking circumstances, chosen from between nominal braking and emergency braking. Nominal braking is understood to mean braking carried out under normal driving conditions. By way of example, such normal braking is performed when approaching an intersection or traffic light, or to adjust speed near a curve, or to adjust the speed of the motor vehicle relative to that of a vehicle behind. Conversely, emergency braking refers to braking performed to avoid or mitigate an accident-prone situation. By way of example, such emergency braking is performed to avoid an unexpected obstacle in front of the motor vehicle, or to avoid a head-on collision with another motor vehicle or a pedestrian.

[0029] - during the parameterization step, in the event of emergency braking, the process The adaptation process includes a step of detecting a road user preceding the motor vehicle, with at least one threshold value associated with longitudinal deceleration depending on the type of road user detected. The road user preceding the motor vehicle could be, for example, a motor vehicle, a pedestrian, or a cyclist. The road user preceding the motor vehicle is detected and identified by any detection system associated with the motor vehicle, such as a video sensor or a laser sensor. This advantageous configuration allows for consideration of different braking capacities depending on the type of vehicle being followed, and thus for adapting the braking limit values ​​for the motor vehicle.

[0030] - the step of detecting the previous user, i.e. the vehicle being followed is configured to identify the vehicle being tracked, including vehicles such as cars, motorcycles, cyclists, pedestrians, or scooters;

[0031] - at least one threshold value includes a first deceleration threshold value maximum longitudinal braking capacity is limited as long as at least one carrying condition is not met. Thus, as soon as a carrying condition is not met in the motor vehicle, the maximum braking capacity of the motor vehicle is limited to the first threshold value. This first threshold value is, of course, lower than the maximum braking capacity of the motor vehicle when all carrying conditions are met. This advantageous configuration ensures the safety of passengers for whom the aforementioned carrying conditions have not been met.

[0032] - for nominal braking, the first longitudinal deceleration threshold value The maximum permissible deceleration in the event of non-compliance with at least one carrying condition is at most equal to 60% of a maximum permissible longitudinal deceleration threshold value when said at least one carrying condition is met. In other words, if at least one carrying condition is not met, the parameterization step limits the first maximum longitudinal deceleration threshold value to a value lower than that which it is when said at least one condition The load capacity is verified for nominal braking. In particular, the first maximum permissible longitudinal deceleration threshold value is less than 3 m / s² under nominal braking conditions. As a non-limiting example, the first maximum permissible longitudinal deceleration threshold value is 1.8 m / s² under nominal braking conditions;

[0033] - for emergency braking, the first longitudinal deceleration threshold value The maximum permissible deceleration in the event of non-compliance with at least one carrying condition is at most equal to 50% of a maximum permissible longitudinal deceleration threshold value when said at least one carrying condition is met. In other words, if at least one carrying condition is not met, the parameterization step limits the first maximum longitudinal deceleration threshold value to a value lower than that which is reached when said at least one carrying condition is met, for emergency braking. This limitation in emergency conditions is greater than the limitation applied for nominal braking.

[0034] - in case of emergency braking, the first longitudinal deceleration threshold value maximum permitted is greater than that provided for in case of nominal braking and less than or equal to 6 m / s2;

[0035] - in the event of emergency braking, if the detected vehicle is of another type motor vehicle, then the first maximum permissible longitudinal deceleration threshold value is less than 30% of a maximum permissible longitudinal deceleration threshold value when said at least one carrying condition is met. By way of non-limiting example, in the event of emergency braking, if the detected vehicle is of the type of another motor vehicle, then the first maximum permissible longitudinal deceleration threshold value is equal to 2.4 m / s2;

[0036] - in the event of emergency braking, if the detected vehicle is of the type used by a road user vulnerable, such as a pedestrian or cyclist, then the first maximum permissible longitudinal deceleration threshold value is less than 70% of a maximum permissible longitudinal deceleration threshold value when said at least one carrying condition is met. By way of non-limiting example, in the event of emergency braking, if the detected vehicle is of the type of a vulnerable road user, such as a pedestrian or cyclist, then the first maximum permissible longitudinal deceleration threshold value is equal to 6 m / s-2;

[0037] - at least one threshold value includes a second threshold value of a derivative temporal of the maximum permissible longitudinal deceleration as long as at least one carrying condition is not met. In other words, the second threshold value makes it possible to limit the instantaneous variation of the deceleration - i.e. braking - of the motor vehicle, thus strengthening the safety of the passengers on board, and in particular that of those who have not checked their carrying condition;

[0038] - for nominal braking, the second threshold value of the deceleration derivative The maximum permissible longitudinal deceleration in the event of non-compliance with at least one carrying condition is at most equal to 60% of a threshold value for the derivative of the maximum permissible longitudinal deceleration when said at least one carrying condition is met. In other words, if at least one carrying condition is not met, the parameterization step limits the second threshold value of the derivative of the maximum longitudinal deceleration to a value lower than that which it is when said at least one carrying condition is met, for nominal braking. In particular, the second threshold value of the derivative of the maximum permissible longitudinal deceleration is less than 3 m / s³ in the case of nominal braking. As a non-limiting example, the second threshold value of the derivative of the maximum permissible longitudinal deceleration is equal to 3 m / s³ in the case of nominal braking.

[0039] - for emergency braking, the second threshold value of the derivative of the The maximum permissible longitudinal deceleration in the event of non-compliance with at least one carrying condition is at most equal to 50% of a threshold value of the derivative of the maximum permissible longitudinal deceleration when said at least one carrying condition is met. In other words, in the event of non-compliance with at least one carrying condition, the parameterization step limits the second threshold value of the derivative of the maximum longitudinal deceleration to a value lower than that which it is when said at least one carrying condition is met, for emergency braking. This limitation in emergency conditions is greater than the limitation applied for nominal braking.

[0040] - in the event of emergency braking, the second threshold value of the derivative of the the maximum permissible longitudinal deceleration is greater than that provided for in the case of nominal braking and less than or equal to 8 m / s3;

[0041] - in the event of emergency braking, if the detected vehicle is of another type motor vehicle, then the second threshold value of the derivative of the maximum permissible longitudinal deceleration is less than 30% of a threshold value of the derivative of the maximum permissible longitudinal deceleration when said at least one carrying condition is met. By way of non-limiting example, in the event of emergency braking, if the detected vehicle is of the type of another motor vehicle, then the second threshold value of the derivative of the maximum permissible longitudinal deceleration is equal to 5 m / s³;

[0042] - in the event of emergency braking, if the detected vehicle is of the type used by a road user vulnerable, such as a pedestrian or cyclist, then the second threshold value of the derivative of the maximum permissible longitudinal deceleration is less than 54% of a threshold value of the maximum permissible longitudinal deceleration when said at least one carrying condition is met. By way of non-limiting example, in the event of braking In an emergency, if the detected vehicle is of the type of a vulnerable user, such as a pedestrian or a cyclist, then the second threshold value of the derivative of the maximum permissible longitudinal deceleration is equal to 8 m / s3;

[0043] - the adaptation method according to the first aspect of the invention comprises a A warning stage on board the motor vehicle to warn that at least one carrying condition is not met and / or that at least one braking parameter of said motor vehicle has been restricted. This advantageous configuration makes it possible to warn a driver - more or less passive - and / or a passenger of the motor vehicle that the braking conditions of the motor vehicle have been modified - and in this case altered compared to those available under normal carrying conditions;

[0044] - the adaptation method according to the first aspect of the invention comprises A step of determining a seat position in the motor vehicle where at least one carrying condition is not met, the warning step including a step of indicating said seat position. In particular, the determination step includes a step of representing on a plan of the motor vehicle the seat position where the carrying condition is not met and / or a position on an interior floor where the carrying condition is not met.

[0045] According to a second aspect of the invention, a computer program is proposed comprising instructions for implementing the adaptation process according to the first aspect of the invention or according to any of its improvements, when these instructions are executed by a processor.

[0046] According to a third aspect of the invention, a motor vehicle control unit is proposed, the control unit comprising a memory associated with at least one processor configured for the implementation of the steps of the adaptation process according to the first aspect of the invention or according to any of its improvements.

[0047] According to a fourth aspect of the invention, a motor vehicle is proposed comprising the control unit conforming to the second aspect of the invention.

[0048] Preferably, the motor vehicle is of the autonomous or semi-autonomous type.

[0049] Furthermore, the motor vehicle is either of the internal combustion or electrified type. In the context of the present invention, an electrified motor vehicle may be of the type of an electric vehicle pulled exclusively by an electric motor powered by a traction battery, or of the type of a hybrid motor vehicle comprising both the electric motor powered by the traction battery and associated with another propulsion system, such as an internal combustion engine, to propel the motor vehicle. Among hybrid motor vehicles, a distinction is made between plug-in hybrid vehicles for which the electric battery traction battery can be recharged by connecting to an external power source, non-rechargeable hybrid vehicles, i.e., those not equipped for such recharging of the electric traction battery on an external electrical network.

[0050] Finally, preferably although not limitingly, the motor vehicle is of the type of an individual automobile or, preferably, of the type of a collective motor vehicle, such as for example a bus, a coach, a shuttle.

[0051] Various embodiments of the invention are provided, incorporating, according to all their possible combinations, the different optional features set out here.

[0052] Other features and advantages of the invention will become apparent from the following description on the one hand, and from several illustrative and non-limiting examples of embodiments given with reference to the accompanying schematic drawings on the other hand, in which:

[0053] [Fig.1] illustrates a schematic view of a road scene on which a motor vehicle implements the method according to the invention;

[0054] [Fig.2] illustrates a schematic view of a motor vehicle conforming to second aspect of the invention;

[0055] [Fig.3] illustrates a synoptic diagram of the process conforming to the first aspect of the invention.

[0056] Of course, the features, variants, and different embodiments of the invention can be combined in various ways, provided they are not incompatible or mutually exclusive. In particular, variants of the invention may be conceived comprising only a selection of features, described hereafter in isolation from the other described features, if this selection of features is sufficient to confer a technical advantage or to differentiate the invention from the prior art.

[0057] In particular, all the variants and embodiments described are combinable with each other if there is no technical obstacle to this combination.

[0058] In the figures, the elements common to several figures retain the same reference.

[0059] With reference to [Fig. 1], a motor vehicle 2 according to the invention is represented in a road environment, said motor vehicle 2 moving in a lane of a road scene SDR, preceded by another vehicle, referred to as the following vehicle VS, and ahead of a curve. The motor vehicle 2 is represented in a lane of the road scene SDR, defining a longitudinal axis X and a forward direction AV of the motor vehicle 2, a transverse axis Y being defined perpendicular to the longitudinal axis X, across the road scene SDR.

[0060] The motor vehicle 2 according to the invention includes a driving control system, of the assisted driving or autonomous driving type.

[0061] The type and characteristics of the motor vehicle 2 can be adapted as appropriate. Generally speaking, the motor vehicle 2 is, for example, of the type of a coach, a bus, a truck, a van, an urban shuttle, a utility vehicle or a motorcycle, that is to say more generally of the type of a motorized land vehicle.

[0062] The motor vehicle 2 is a passenger vehicle, that is to say, a motor vehicle 2 configured to be able to transport one or more passengers. This motor vehicle 2 may be dedicated exclusively to the transport of passengers or be capable of transporting both passengers and goods.

[0063] Generally, at least one passenger can be transported by the motor vehicle. For illustrative purposes, it is assumed in the following that the motor vehicle 2 carries on board a group of passengers, this group including at least one target passenger, who is associated with or the subject of the process that will be described below.

[0064] According to a particular example, the motor vehicle 2 operates at a level of autonomy equal to five, according to the scale defined by the American federal agency which has established five levels of autonomy ranging from 1 to 5. Thus, the motor vehicle 2 does not require any driver.

[0065] As a reminder, level 0 corresponds to a motor vehicle 2 with no autonomy, the driving of which is under the total supervision of the driver; level 1 corresponds to a motor vehicle 2 with a minimal level of autonomy, the driving of which is under the supervision of the driver with minimal assistance from an AD AS system (from the English "Advanced Driver-Assistance System" or in French "Système avancé d'aide à la conduite"); and level 5 corresponds to a fully autonomous motor vehicle 2.

[0066] More specifically, the five levels of autonomy in the classification of the federal agency responsible for road safety are:

[0067] - level 0: no automation, the driver of motor vehicle 2 is in control completely the main functions of the vehicle (engine, accelerator, steering, brakes);

[0068] - level 1: driver assistance, automation is active for certain functions of motor vehicle 2, the driver retaining overall control over the driving of motor vehicle 2; cruise control is part of this level, as are other aids such as ABS (anti-lock braking system) or ESP (electronic stability program);

[0069] - level 2: automation of combined functions, control of at least two The main functions are combined in automation to replace the driver in certain situations; for example, adaptive cruise control combined with lane centering allows a vehicle to be classified as level 2, as does automatic parking assist (from the English "Park assist");

[0070] - Level 3: Limited autonomous driving, the driver can relinquish complete control from the motor vehicle 2 to the automated system which will then be in charge of critical safety functions; however, autonomous driving can only take place under certain specific environmental and traffic conditions (only on highways for example);

[0071] - Level 4: Full autonomous driving under certain conditions, the motor vehicle 2 is designed to perform all critical safety functions on its own over a complete journey; the driver provides a destination or navigation instructions but is not required to make themselves available to take back control of the motor vehicle 2;

[0072] - Level 5: Fully autonomous driving without driver assistance in all the circumstances.

[0073] In a particular example, the motor vehicle 2 operates at a level of autonomy equal to 4 according to the classification above. In other words, the motor vehicle 2 is semi-autonomous. In this document, it is assumed that the motor vehicle 2 is autonomous insofar as it is configured to manage its movements in at least a partially autonomous manner. Of course, the invention described herein can be implemented for lower levels of autonomy, and in particular from level 2.

[0074] With reference to [Fig. 2], such a motor vehicle 2, the subject of the present invention, carries a detection system 22 and at least one sensor 24, interfaced with each other by a control unit 21. The control unit 21 further comprises means for communicating with a remote SRV server. The detection system 22, the at least one sensor 24, and the control unit 21 together form a control system configured to control the motor vehicle 2, in particular when at least one carrying condition is not met.

[0075] The control unit 21 may include at least one processor and one memory area. The control unit 21 is configured to implement a control method as described below. To this end, the control unit 21 may include a computer program stored in the memory area, for example, of the Flash or ROM type, this computer program comprising instructions for implementing the control method according to the invention. The processor of the control unit 21 is thus configured to execute, in particular, the instructions defined by the computer program.

[0076] The control unit 21 may, for example, include a computer, or a combination of computers.

[0077] At least one sensor 24 installed in the motor vehicle 2 verifies compliance or non-compliance with the carrying conditions. Each sensor 24 is associated with a seat 23 of the motor vehicle 2, or with a floor 25 of the motor vehicle 2, so as to detect the behavior or posture of the passengers of the motor vehicle 2, whether they are seated on a seat 23 or standing on the floor 25.

[0078] The carrying conditions define conditions to be met by the passengers on board the motor vehicle 2 in order to define certain operating parameters of the motor vehicle 2, related to its movement on the road in the SDR scene. These carrying conditions, the number and nature of which may vary depending on the case, may be stored in the memory area of ​​the control unit 21, or made accessible by said control unit 21 in order to verify whether, at any given time, the passengers are complying with the carrying conditions.

[0079] With reference to [Fig. 3], the invention relates to a method for automatically adapting 1 the braking parameters of a motor vehicle 2 implemented by a control unit 21, the adaptation method 1 comprising:

[0080] - a verification step 11, based on data from at least one sensor 24. carried in motor vehicle 2, of the failure to comply with at least one condition of carriage by at least one passenger of said motor vehicle 2; and

[0081] - if it is detected that at least one carrying condition is not met by less a part, called target passenger, of at least one passenger, a safety step 12 of the motor vehicle 2;

[0082] According to the invention, the safety step 12 includes a parameterization step 13 of at least one threshold value associated with a longitudinal deceleration of the motor vehicle 2, thus allowing the braking capabilities of the motor vehicle 2 to be adapted according to whether or not the carrying conditions are met by at least some of the passengers of the motor vehicle 2.

[0083] The carrying conditions here refer to the seated position facing forward and unbelted of at least one of the passengers, and / or the standing position of at least one of the passengers. Thus, if one of the passengers meets one of these conditions, then the braking conditions of the motor vehicle 2 are adapted, that is to say, reduced in order to prevent excessive braking from destabilizing or injuring the at least one passenger who meets these carrying conditions.

[0084] During parameterization step 13, the definition of at least one threshold value associated with the longitudinal deceleration of the motor vehicle 2 depends on the braking circumstances. Specifically, we distinguish:

[0085] - nominal braking, such as for example in the case where the SDR road scene located in front of motor vehicle 2 results in a turn for which the forward speed AV of motor vehicle 2 must be reduced, or in the case where motor vehicle 2 catches up with a followed vehicle VS which is traveling slower, said motor vehicle 2 must then adjust its speed to that of the followed vehicle VS, or in the case of arriving at a stop, a dipped beam or an intersection;

[0086] - emergency braking, carried out hastily and / or within an interval of very short time to avoid or mitigate an accident-prone situation, such as for example to avoid an unforeseen obstacle in front of motor vehicle 2, or to avoid a head-on collision with a vehicle followed by VS or a pedestrian...

[0087] Thus, during the parameterization step 13, in the event of emergency braking, the adaptation process 1 includes a detection step 14 of the followed vehicle VS, at least one threshold value associated with the longitudinal deceleration being defined according to the type of followed vehicle VS detected by the detection system 22. The detection step 14 makes it possible to identify the followed vehicle VS among in particular those of the type of a car, a motorcycle, a cyclist, a pedestrian or a scooter.

[0088] Subsequently, according to the invention, the parameterization step 13 redefines a braking capacity of the motor vehicle 2 with regard to two parameters which can be taken alone or in combination with each other, and for each of the braking situations defined previously.

[0089] First, parameterization step 13 defines the maximum braking capacity of the motor vehicle 2 by means of a maximum longitudinal deceleration value attainable by the motor vehicle 2, determined by an instantaneous value of the derivative of the speed – taken as an absolute value – attainable by the motor vehicle 2 during braking. This maximum deceleration value corresponds to the maximum deceleration imposed during braking of the motor vehicle 2 that prevents destabilizing or injuring a passenger. In this case, if the carrying conditions are met, that is, if all passengers are properly seated in the motor vehicle 2, then the motor vehicle 2 can brake "maximumly" without endangering them. In this case, the maximum longitudinal deceleration value, defined by a first threshold value, is set to a first value.Conversely, if the passenger load conditions are not met—that is, if at least one passenger is not properly secured in vehicle 2—then vehicle 2 can no longer brake at its maximum capacity without endangering the passenger. In this case, the maximum longitudinal deceleration value, defined by the first threshold value, is set at a second value, lower than the first. Naturally, this first threshold value depends on the vehicle's speed. 2, since the deceleration depends on the square of the forward speed of the motor vehicle 2.

[0090] Furthermore, such a first threshold value also potentially depends on the vehicle followed by the motor vehicle 2 (VS), and in particular on the type of vehicle followed by VS. Indeed, if the vehicle followed by VS is a motor vehicle 2, then its braking capacity is greater than that of a cyclist or a moped, for example. Thus, the first threshold value is defined according to the type of vehicle followed by VS determined during the detection step 14.

[0091] Finally, such a first threshold value depends on the type of braking considered: in an emergency situation, greater braking force will be tolerated than in a normal braking situation. Therefore, the first threshold value is determined according to the type of braking considered; the first threshold value will be set higher in the case of emergency braking than for normal braking.

[0092] Alternatively or complementarily, parameterization step 13 defines the maximum braking capacity of the motor vehicle 2 by means of a maximum longitudinal jerk value attainable by the motor vehicle 2, determined by an instantaneous value of the second derivative of the speed – taken in absolute value – attainable by the motor vehicle 2 during braking. This maximum longitudinal jerk value corresponds to the instantaneous change in the maximum deceleration imposed during braking of the motor vehicle 2, which prevents unbalancing or injuring a passenger. In this case, if the carrying conditions are met, that is, if all passengers are properly seated in the motor vehicle 2, then the motor vehicle 2 can brake at its maximum without endangering them.In this case, the value of the derivative of the maximum longitudinal deceleration, defined by a second threshold value, is set to a first value. Conversely, if the carrying conditions are not met, that is, if at least one of the passengers is not properly secured in vehicle 2, then vehicle 2 can no longer brake at its maximum capacity without endangering the passenger. In this case, the value of the derivative of the maximum longitudinal deceleration, defined by the second threshold value, is set to a second value, lower than the first value. Naturally, this second threshold value depends on the speed of vehicle 2, since the deceleration depends on the square of the forward speed of vehicle 2.

[0093] Furthermore, such a second threshold value also potentially depends on a vehicle followed VS by the motor vehicle 2, and in particular on the type of vehicle followed VS. Indeed, if the vehicle followed VS is of the type of a motor vehicle 2, then its braking capacity is greater than that of a cyclist or a moped by example. Thus, the second threshold value is defined according to the type of vehicle being tracked VS determined during detection step 14.

[0094] Finally, such a second threshold value depends on the type of braking considered: in an emergency situation, greater braking force will be tolerated than in a normal braking situation. Therefore, the second threshold value is determined according to the type of braking considered; the second threshold value will be set higher in the case of emergency braking than for normal braking.

[0095] The adaptation method 1 according to the invention includes a warning step 15 on board the motor vehicle 2 to warn that at least one carrying condition is not met and / or that at least one braking parameter of said motor vehicle 2 has been restricted. Additionally, the adaptation method 1 according to the invention optionally includes a step 16 for determining a seat position on one of the seats 23 or a location on the floor 25 of the motor vehicle 2 at which at least one carrying condition is not met, the warning step 15 including a step for indicating said seat position.

[0096] In summary, the invention relates to a method for automatically adapting 1 the braking parameters of a motor vehicle 2 implemented by a control unit 21, the adaptation method 1 comprising (i) a verification step 11, based on data from at least one sensor 24 on board the motor vehicle 2, of the non-compliance of at least one carrying condition by at least one passenger of said motor vehicle 2 and, (ii) if it is detected that at least one carrying condition is not complied with by at least some of the passengers, a safety step 12 of the motor vehicle 2, the safety step 12 comprising a parameterization step 13 of at least one threshold value associated with a longitudinal deceleration of the motor vehicle 2, so as to limit the braking capacity of the motor vehicle 2 compared to a situation in which the carrying conditions are complied with for all passengers.

[0097] Of course, the invention is not limited to the examples just described, and many modifications can be made to these examples without departing from the scope of the invention. In particular, the various features, forms, variants, and embodiments of the invention can be combined with one another in various ways, provided they are not incompatible or mutually exclusive. Specifically, all the variants and embodiments described above are combinable.

Claims

Demands

1. Method for automatically adapting (1) the braking parameters of a motor vehicle (2) implemented by a control unit (21), the adaptation method (1) comprising: - a verification step (11), based on data from at least one sensor (24) on board the motor vehicle (2), of the non-compliance of at least one carrying condition by at least one passenger of said motor vehicle (2); and - if it is detected that at least one carrying condition is not complied with by at least one part, referred to as the target passenger, of the at least one passenger, a safety step (12) of the motor vehicle (2); characterized in that the safety step (12) comprises a parameterization step (13) of at least one threshold value associated with a longitudinal deceleration of the motor vehicle (2).

2. Adaptation method (1) according to the preceding claim, wherein the at least one non-compliant carrying condition includes at least one of the following checks: - detection of a passenger seated facing forward and not wearing a seatbelt in the motor vehicle (2); and / or - detection of a standing passenger in the motor vehicle (2).

3. Adaptation method (1) according to any one of the preceding claims, wherein, during the parameterization step (13), in the event of emergency braking, the adaptation method (1) comprises a detection step (14) of a road user preceding the motor vehicle (2), the at least one threshold value associated with the longitudinal deceleration being dependent on a type of road user detected.

4. Adaptation method (1) according to the preceding claim, wherein at least one threshold value includes a first maximum longitudinal deceleration threshold value, as long as at least one carrying condition is not met.

5. Adaptation method (1) according to claim 4, wherein: - for nominal braking, the first maximum permissible longitudinal deceleration threshold value in case of non-compliance with at least one carrying condition is at most equal to 60% of a threshold value of maximum permissible longitudinal deceleration when said at least one carrying condition is met; and / or - for emergency braking, the first threshold value of maximum permissible longitudinal deceleration in the event of non-compliance with at least one carrying condition is at most equal to 50% of a threshold value of maximum permissible longitudinal deceleration when said at least one carrying condition is met.

6. Adaptation method (1) according to any one of claims 4 to 5, wherein, for at least one threshold value, there is a second threshold value of a time derivative of the maximum permissible longitudinal deceleration as long as at least one carrying condition is not met.

7. Adaptation method (1) according to the preceding claim, wherein, for nominal braking, the second threshold value of the derivative of the maximum permissible longitudinal deceleration in the event of non-compliance with at least one carrying condition is at most equal to 60% of a threshold value of the derivative of the maximum permissible longitudinal deceleration when said at least one carrying condition is met.

8. Adaptation method (1) according to the preceding claim, wherein, for emergency braking, the second threshold value of the derivative of the maximum permissible longitudinal deceleration in the event of non-compliance with at least one carrying condition is at most equal to 50% of a threshold value of the derivative of the maximum permissible longitudinal deceleration when said at least one carrying condition is met.

9. Control unit (21) of a motor vehicle (2), the control unit (21) comprising a memory associated with at least one processor configured for the implementation of the steps of the adaptation method (1) according to any one of the preceding claims.

10. Motor vehicle (2) comprising the control unit (21) according to the preceding claim.