Analysis system for analyzing manual vehicle parking operations

Abstract

The present invention relates to an analysis system (2) integrated into a vehicle (1), comprising: a plurality of sensors (4); and a control module (5) configured to determine a reference path and an actual path of the vehicle (1) and / or to determine a positional deviation of the vehicle (1) relative to surrounding obstacles and / or relative to road markings that demarcate parking spaces, wherein the control module (5) is configured to calculate an overall score (S) of a manual parking maneuver of the vehicle (1) depending on the determined path of the vehicle (1) and / or the determined positional deviation of the vehicle (1) relative to surrounding obstacles and / or road markings, and wherein the analysis system (2) comprises a communication module (6) configured to communicate an evaluation of said maneuver, wherein the evaluation is based on the overall score calculated by the control module (5).

Description

Summary of the Invention

[0001] The present invention relates to the field of vehicles that can be equipped with parking assistance devices, and more particularly to analysis systems installed on such vehicles.

[0002] It is known that some modern vehicles are equipped with parking assistance devices that park the vehicle on behalf of the driver. For this purpose, such vehicles are equipped with a number of sensors located near the vehicle that enable the vehicle to analyze its surroundings in order to determine a parking space in which the vehicle can be parked. Once a parking space is determined, an artificial intelligence and / or algorithm embedded in the vehicle can take control of the vehicle, in particular the pedals, steering wheel, and shift lever, in order to park the vehicle in the parking space on behalf of the driver.

[0003] The parking assist device allows the driver to avoid performing a parking maneuver themselves, which may prove difficult. Additionally, the algorithm ensures that the final position of the vehicle after it has been parked is optimal with respect to distance to certain surrounding obstacles, such as sidewalks or other vehicles parked nearby.

[0004] However, it has been found that this parking assistance device is very rarely used by people who own vehicles equipped with such a device. Some of these people simply do not use the parking assistance device because they are unaware that such a device is installed in their vehicle. Others are aware that their vehicle has this device but prefer to park themselves. Moreover, this device is still not optimal, especially with regard to its relatively low execution speed, which can cause frustration for vehicle and traffic users. Parking assistance devices are therefore generally underused.

[0005] The present invention provides an analysis system mounted on a vehicle, comprising: - a plurality of sensors, each configured to measure a distance to said vehicle in real time; a control module configured to determine, from the distances measured by the sensors, a reference path and an actual path of the vehicle and / or to determine at least one positional deviation of the vehicle relative to at least one surrounding obstacle and / or relative to at least one road marking demarcating a parking space; Equipped with the control module is configured to calculate an overall score of the manual parking maneuver of the vehicle based on the determined path of the vehicle and / or based on the determined positional deviation of the vehicle relative to surrounding obstacles and / or road markings that demarcate the space, and the analysis system comprises a communication module configured to communicate an evaluation of the manual parking maneuver, the evaluation being based on the overall score calculated by the control module. By proposing an analytical system, it is possible to encourage the use of such devices.

[0006] According to the present invention, when a driver of a vehicle performs a parking maneuver manually, i.e., without using a parking assist device integrated into their vehicle, the analysis system can provide an analysis of the driver's parking maneuver and generate an evaluation that can be communicated to the driver, and the evaluation can prompt the driver to use a parking assist device rather than parking manually if the parking maneuver is incomplete. If a parking assist device is not integrated into the vehicle but the vehicle is equipped so that such a parking assist device can be integrated, the evaluation can also prompt the driver to perform an update to download and install a parking assist device on their vehicle.

[0007] The sensors are advantageously positioned so that they are oriented toward the outside of the vehicle. In addition, the sensors are preferably positioned all around the vehicle to be able to fully detect surrounding obstacles wherever they are located. The sensors thereby provide a complete overview of the external surroundings, which then participates in determining the path and / or positioning. Moreover, real-time analysis allows the sensors to continue performing their measurements, including when the vehicle is undergoing a parking maneuver.

[0008] It will be appreciated that these sensors are also essential to implementing a usable parking assistance device, and that the vehicle must have a set of information about its external surroundings before it can perform an automated parking maneuver.

[0009] Once the coordinates of the available parking space have been acquired and a first series of measurements have been performed by the sensors when the vehicle is near the available parking space, the control module processes these measurements. From the initial position of the vehicle, the control module determines a reference path corresponding to the optimal path that the vehicle must follow during the parking maneuver to properly park in the parking space. This reference path may vary depending on the situation, for example, depending on the initial position of the vehicle or depending on the parking maneuver to be performed, such as a parallel parking maneuver, a perpendicular parking maneuver, or a diagonal parking maneuver.

[0010] Meanwhile, the actual path of the vehicle is determined in real time as the vehicle undergoes a parking maneuver, from the initial position of the vehicle to the final position of the vehicle corresponding to the position where the driver considers his parking maneuver to be complete and the vehicle parked.

[0011] When the vehicle is in its final position, determining the positional deviation allows checking whether the vehicle is correctly positioned in the parking space. The positional deviation can be, for example, relative to a measurement of the distance between the vehicle and a curb, e.g., a sidewalk along the parking space. One or more positional deviations may also be determined between the vehicle and a vehicle parked in an adjacent parking space. Alternatively or additionally, the positional deviation may be determined relative to road markings that demarcate the target parking space.

[0012] An overall score for the parking maneuver performed by the driver is calculated based on the various data previously described and received. A high overall score corresponds to a correctly performed parking maneuver, and a low overall score corresponds to an incorrectly performed parking maneuver. However, it should be understood that this rating scale is arbitrary, and that a low overall score may correspond to a correctly performed parking maneuver, provided that the scale of marks described below is adapted to this effect.

[0013] The communication module enables information regarding the quality of the driver's parking maneuver to be communicated to the driver based on the previously calculated overall score.

[0014] According to one aspect of the present invention, the control module is configured to determine a path deviation between the vehicle's actual path and the reference path. The path deviation is preferably determined in real time over the entire actual path of the vehicle after the reference path is determined, i.e., during a manual parking maneuver. The path deviation makes it possible to determine, in particular, whether the vehicle's movement is close to or far from the reference path. The vehicle's actual path is optimal when the actual path is similar to or substantially similar to the reference path, which corresponds to zero or a small path deviation.

[0015] According to one aspect of the invention, the control module is configured to assign a path score by comparing the path deviation with at least one path threshold. Advantageously, the path deviation is compared with multiple path thresholds to possibly improve the path score. The path deviation is determined holistically to take into account the entire actual path of the vehicle. The path deviation can be determined holistically by averaging the position deviations at a given time between the position the vehicle should have at that time and the actual observed position of the vehicle.

[0016] The smaller the deviation and the closer the actual route is to the reference route, the higher the route score will be. Conversely, the larger the deviation and the farther the actual route is from the reference route, the lower the route score will be.

[0017] If a route score is calculated, the route score is taken into account for calculating the overall score of the manual parking maneuver.

[0018] According to one aspect of the invention, the control module is configured to assign a position score by comparing the vehicle's positional deviation with a threshold positional deviation, which allows for analyzing the final position of the parked vehicle, how the vehicle is positioned relative to surrounding obstacles, and whether this positioning after the manual parking maneuver is correct.

[0019] Several types of threshold misalignment may be considered depending on the external surroundings of the vehicle. A position score may be high if the misalignment associated with the position score is as small as possible, or conversely, if the misalignment has a reasonable magnitude without being too small.

[0020] If at least one position score is calculated, the at least one position score is taken into account for calculating an overall score for the manual parking maneuver.

[0021] According to one aspect of the present invention, the vehicle's positional deviation is measured between the vehicle's longitudinal edge and one of the surrounding obstacles and / or road markings defining the space, and / or between the vehicle's lateral edge and one of the surrounding obstacles and / or road markings defining the space, and the position score depends on all measured positional deviations, and each measured positional deviation is compared to a specific threshold positional deviation. Parking spaces are typically at least partially defined in two dimensions. Therefore, it is preferable to determine the positional deviation relative to the vehicle's longitudinal edge or lateral edge. Advantageously, the positional deviation is determined relative to three of the vehicle's two longitudinal edges and two lateral edges. Each measured positional deviation is thereby taken into account in the positional score assigned to the manual parking maneuver.

[0022] According to one aspect of the present invention, the control module is configured to count the number of iterations performed to perform a manual parking maneuver, each iteration corresponding to a change in the vehicle's direction of travel. This is an additional criterion for determining the overall score of the manual parking maneuver and an additional mark resulting therefrom. A change in the vehicle's direction should be understood to mean a transition from the vehicle moving forward to the vehicle moving backward, or vice versa. Thus, additional iterations are recorded at each of these transitions, which are performed to adjust the vehicle's path and / or position during the manual parking maneuver.

[0023] According to one aspect of the invention, the control module is configured to assign a maneuver score by comparing the number of maneuvers to a maneuver criterion threshold. The maneuver criterion threshold is predetermined by the control module and corresponds to an estimated number of maneuvers required to perform a parking maneuver. The comparison performed by the control module enables determining whether the driver of the vehicle has performed maneuvers in excess of the maneuver criterion threshold, and if so, how many additional maneuvers the driver has performed. The maneuver score is therefore based on these criteria.

[0024] If a maneuvering score is calculated, the maneuvering score is taken into consideration for calculating the overall score for the manual parking maneuver.

[0025] According to one aspect of the present invention, the control module is configured to determine a difficulty level of the manual parking maneuver, and the control module is configured to adjust the overall score based on the determined difficulty level. Such a difficulty level may be, for example, relative to the dimensions of the parking space and a comparison of these dimensions with the dimensions of the vehicle. The smaller the area of ​​the parking space, the higher the difficulty level of the parking maneuver is considered to be. Conversely, if the area of ​​the parking space is large enough that the vehicle can easily enter the parking space, the difficulty level of the parking maneuver is considered low.

[0026] Based on the determined difficulty level, adjustments such as adding or subtracting points to / from the various scores described above will thereby affect the overall score of the manual parking maneuver.

[0027] The present invention relates to a method for analyzing a manual parking maneuver of a vehicle, implemented by the analysis system previously described, comprising the steps of: - analyzing the path of the vehicle during a manual parking maneuver; and / or - measuring at least one positional deviation, said positional deviation being determined from a distance measured between the vehicle and at least one of the at least one surrounding obstacle and / or road markings demarcating the space at the end of the manual parking maneuver; - calculating an overall manual parking maneuver score from the data obtained during the analyzing and / or measuring steps; - communicating an evaluation of the manual parking maneuver, the evaluation being dependent on the result of the step of calculating the overall score. The present invention also covers a method, including:

[0028] As previously described, the analysis method begins with determining a path during a manual parking maneuver of the vehicle and / or with determining at least one positional deviation relative to the vehicle and relative to at least one surrounding obstacle and / or road marking after the manual parking maneuver of the vehicle is completed.

[0029] From this data, and possibly from route or position scores if they have been previously calculated, the control module calculates an overall score for the manual parking maneuver.

[0030] If it is necessary to communicate the rating to the driver, the communication module may communicate said rating, for example, via a visual display on the vehicle's on-board computer.

[0031] According to one aspect of the invention, the analysis method includes counting at least one maneuver of the vehicle during a manual parking maneuver, wherein the step of calculating the overall score is performed based on data obtained during the analyzing step and / or the measuring step and / or the counting step. As with the path and / or misalignment determination, the analysis method may count maneuvers as described above.

[0032] According to one aspect of the invention, the analysis method includes an estimation step of determining a difficulty level of the manual parking maneuver of the vehicle, wherein the calculation of the overall score is adjusted based on the difficulty level determined during the estimation step. It is through this step that the difficulty level allows for the addition or subtraction of points to / from the overall score.

[0033] According to one aspect of the present invention, the overall score of the vehicle's manual parking maneuver is compared with a theoretical overall score, and a communication step is performed when the difference between the overall score and the theoretical score exceeds a given threshold. The theoretical score can be considered as the minimum score that must be achieved for the analysis system to consider the manual parking maneuver to have been performed correctly. If the calculated overall score is too far from this theoretical overall score, the communication module can convey the evaluation to the driver.

[0034] According to one feature of the invention, the evaluation comprises a recommendation to use a parking assist device if the overall score of the vehicle's manual parking maneuver is less than the theoretical overall score. As mentioned above, the evaluation may, in a non-limiting manner, recommend the driver to use or install a parking assist device if the driver's manual parking maneuver is deemed imperfect by the analysis system.

[0035] According to another example, the analysis system may be parameterized such that the evaluation includes driving advice directed to the driver to improve his or her future manual parking maneuvers.

[0036] According to another example, if the overall score of the vehicle's manual parking maneuver is significantly higher than the theoretical overall score, the analysis system may award the driver with a fictitious title certification or a virtual fictitious badge of being a good driver in terms of parking maneuvers.

[0037] The step of communicating the rating may additionally or alternatively consist in sending and displaying the rating to the driver, and, if the conditions for sending are met, in sending the rating to a remote server, for example to feed into a database linked to the manufacturer's profile.

[0038] Other characteristics and advantages of the invention will become more apparent on the one hand from the following description and on the other hand from a number of non-limiting exemplary embodiments given by way of illustration with reference to the accompanying schematic drawings in which: [Brief explanation of the drawings]

[0039] [Figure 1] 1 is a representation of a vehicle equipped with an analysis system according to the present invention, the vehicle being at the start of a manual parking maneuver; FIG. [Figure 2] FIG. 1 is a representation of a vehicle during a manual parking maneuver. [Figure 3] FIG. 1 is a representation of a vehicle at the end of a manual parking maneuver. [Figure 4] 1 is a flowchart of a method for analyzing a manual parking maneuver implemented by an analysis system. [Figure 5] 10 is a table detailing an example of calculating an overall manual parking maneuver score. DETAILED DESCRIPTION OF THE INVENTION

[0040] 1 shows a vehicle 1 equipped with an analysis system 2 according to the present invention. The vehicle 1 is being driven by a driver who is attempting to perform a manual parking maneuver despite the fact that his vehicle 1 is equipped with a parking assist device, which is not being used by the driver, for example, because the driver does not want to use the parking assist device or because the driver is unaware that his vehicle 1 is equipped with a parking assist device.

[0041] Vehicle 1 is being parked in parking space 3. Parking space 3 is bounded by one or more obstacles 100 and / or by one or more road markings. According to the example in Fig. 1, parking space 3 is bounded by a first adjacent parking space 101, which is blocked by a first third party vehicle 102, by a second adjacent parking space 103, which is blocked by a second third party vehicle 104, and by a rim 105, which may be, for example, a sidewalk, bounding parking space 3. Such situations can occur in various environments, for example, in a parking lot or on a road.

[0042] In FIG. 1, the manual parking maneuver to be performed is a parallel parking maneuver, but the manual parking maneuver may be any other manual parking maneuver such as a perpendicular parking maneuver or a diagonal parking maneuver.

[0043] The analysis system 2 comprises a number of sensors 4, a control module 5 and a communication module 6. The sensors 4 are advantageously oriented towards the outside of the vehicle 1 and are advantageously arranged throughout the vehicle 1 so as to be able to capture the entire external surroundings of the vehicle 1.

[0044] The sensor 4 is configured to measure in real time the distance between the vehicle 1 and at least one of the surrounding obstacles 100 and / or at least one of the road markings demarcating the target space. In this respect, the sensor 4 may be, for example, a sonar, a camera and / or a radar.

[0045] The control module 5 is capable of receiving and processing the distances measured by the sensors 4 in order to determine a number of parameters related to the subsequent manual parking maneuver. The control module 5 may, for example, be integrated into the electronic assembly of the vehicle 1.

[0046] On the other hand, the communication module 6 is linked to the control module 5 and may, for example, convey messages to the driver via a display screen located on the dashboard of the vehicle 1. The communication module 6 associated with the analysis system according to the invention may only become active after a parking maneuver has been performed. The communication module may alternatively or additionally be configured to generate messages addressed to a remote server, in particular for the purpose of providing information to the vehicle manufacturer or to an equipment manufacturer responsible for designing the analysis system.

[0047] 1, the vehicle 1 is in a position to begin a manual parking maneuver. Possibly prior to this maneuver, the analysis system 2, in particular the sensors 4 and the control module 5, may perform several tasks.

[0048] One of these tasks is to estimate the difficulty level of the manual parking maneuver. To do this, via sensors 4, control module 5 determines the dimensions X, Y of the parking space 3 and compares these dimensions with the size of the vehicle 1. The difficulty level can be determined, for example, based on the difference between the length X of the parking space 3 and the length of the vehicle 1.

[0049] According to the example that follows, the difficulty level of the maneuver is considered high if the difference between the length X of the parking space 3 and the length of the vehicle 1 is less than 90 cm. The difficulty level is considered medium if this difference is between 90 cm and 110 cm. Finally, the difficulty level is considered low if this difference is more than 110 cm.

[0050] The control module 5 may also analyze the external surroundings of the vehicle 1, in particular obstacles 100, by means of the sensors 4 in order to define a reference path 7, shown as a dashed-dotted line in Figure 1. The reference path 7 corresponds to the path that the vehicle 1 should follow in order to perform an optimal parking maneuver and enable the vehicle 1 to stop in an ideal final position. It will be understood that the subsequent manual parking maneuver is thereby partly analyzed according to the path of the vehicle 1.

[0051] 1 also shows a number of turns 8 on the reference path 7. The turns 8 correspond to the number of changes in the direction of travel of the vehicle 1, i.e., the number of transitions from forward travel to reverse travel or from reverse travel to forward travel.

[0052] In Figure 1 it is possible to recognize two maneuvers 8 along the reference path 7: a first virtual maneuver 8a corresponding to a curved reverse maneuver along the reference path 7 and a second virtual maneuver 8b corresponding to a forward maneuver performed in the parking space 3 to readjust the position of the vehicle 1. The total number of virtual maneuvers corresponds to the maneuver reference threshold.

[0053] As in the case of the reference path 7, the maneuvers 8 shown in FIG. 1, two of which are shown, correspond to the reference number of maneuvers 8 that determine the optimum number of maneuvers for performing a parking maneuver.

[0054] Figure 2 shows the vehicle 1 during a manual parking maneuver, i.e., the driver of the vehicle 1 is performing said parking maneuver. As shown in Figure 2, the driver has already started to turn in order to park in the parking space 3 by performing a parallel parking maneuver. To improve the clarity of Figure 2, not all sensors 4 shown in Figure 1 are shown in Figure 2, but the sensors 4 are still in the state shown in Figure 1.

[0055] During a manual parking maneuver, the vehicle 1 follows an actual path 9, shown here as a solid line. As the vehicle 1 moves, the actual path 9 is tracked in real time by sensors 4 that measure the distance between the vehicle 1 and obstacles 100 and / or road markings, and by a control module 5 that processes these measurements.

[0056] In addition, the analysis system 2 performs a real-time comparison between the reference path 7 and the actual path 9 of the vehicle 1, and can thereby calculate a path deviation 10, which may possibly change during the manual parking maneuver. The path deviation is determined taking into account, for a given time, for example a determined time after the start of the maneuver, the spatial coordinates of the location where the vehicle, in particular the center of the rear axle of the vehicle, should be if the driver took the reference path 7, and the spatial coordinates of the location where the vehicle is at this given time.

[0057] Such path deviation 10 may increase or decrease depending on whether the actual path 9 moves away from or towards the reference path 7, respectively, during the manual parking maneuver performed by the driver. In Figure 2, the path deviation 10 is not negligible, suggesting that the manual parking maneuver performed by the driver is not optimal.

[0058] Additionally, the maneuvers 8 along the actual path 9 of the vehicle 1 when parking are also shown. According to the actual path 9, the driver of the vehicle 1 performs a first actual maneuver 8c in reverse, a second actual maneuver 8d in forward, a third actual maneuver 8e in reverse, and a fourth actual maneuver 8f in forward. Relative to the reference path 7, the driver of the vehicle 1 therefore performs two additional maneuvers 8 during his manual parking maneuver, resulting in four maneuvers 8 instead of two.

[0059] 3 shows the vehicle 1 in the parking space 3 after the driver considers his manual parking maneuver to be complete. The analysis system 2, in particular sensors not shown here, and the control module 5 may measure at least one positional misalignment 11 between the obstacle 100 and / or road marking and the vehicle 1 after the manual parking maneuver of the vehicle 1 has ended.

[0060] As shown in FIG. 3, the misalignment 11 can be measured between a lateral edge 12 of the vehicle 1 and at least one of the obstacles 100 and / or at least one of the road markings, and / or between a longitudinal edge 13 of the vehicle 1 and at least one of the obstacles 100 and / or at least one of the road markings.

[0061] 3, a first misalignment 11a and a second misalignment 11b are measured between the edge 105 and the lateral edge 12 of the vehicle 1 that is closest to said edge 105. The first misalignment 11a and the second misalignment 11b are measured at two different points of the lateral edge 12 of the vehicle 1, making it possible to determine whether the vehicle is parked at a suitable distance from the sidewalk; these two misalignments are compared with each other to check the parallelism of the vehicle 1 along the edge 105 after it has been parked in the parking space 3.

[0062] Additionally, a third positional deviation 11c is measured between the front longitudinal end 13a of the vehicle 1 and the rear of the first third-party vehicle 102 and / or a road marking near the front longitudinal end of the vehicle, and a fourth positional deviation 11d is measured between the rear longitudinal end 13b of the vehicle 1 and the front of the second third-party vehicle 104 and / or a road marking near the front longitudinal end of the vehicle. These positional deviations make it possible to determine whether the vehicle is too close to one of the third-party vehicles and / or road markings. Moreover, the third positional deviation 13c and the fourth positional deviation 11d are now compared with each other to check whether the vehicle 1 is equidistant from the two third-party vehicles 102, 104 and / or nearby road markings that define the target space. All these positional deviation 11 measurements, in particular, make it possible to ensure that the vehicle 1 is correctly parked within the parking space 3.

[0063] 4 is a flowchart outlining a sequence of a method 50 for analyzing a manual parking maneuver performed by a driver of a vehicle. The analysis method 50 is implemented by an analysis system and includes one or more data determination steps, the data being determined during or after the manual parking maneuver of the vehicle, as illustrated in FIGS. 1-3. At the end of the analysis method 50, the analysis system assigns an overall score S for the manual parking maneuver performance.

[0064] The analysis method 50 begins with a start step 51, which allows to start the analysis method 50. The start step 51 can be manually triggered by the driver of the vehicle or alternatively, can be automatically triggered when a parking maneuver is detected.

[0065] The analysis method 50 then continues with an estimation step 52, which determines a difficulty level D of the manual parking maneuver based on the dimensions of the parking space in question, for example as illustrated in Figure 1. This estimation step 52 optionally makes it possible to refine the overall score assigned to the manual parking maneuver.

[0066] The analysis method 50 also includes a step 53 of analyzing the actual path 9 of the vehicle during the manual parking maneuver and / or a step 54 of measuring one or more positional deviations of the vehicle relative to surrounding obstacles at the end of the manual parking maneuver. The analysis step 53 and / or the measurement step 54 are performed after the initiation step 51. The analysis step 53 and / or the measurement step 54 may be performed simultaneously with and / or after the estimation step 52 if the estimation step 52 is performed.

[0067] The analysis step 53 consists in comparing the actual path 9 of the vehicle with the reference path 7 in order to determine the path deviation 10 in real time, as illustrated in FIG. 2. The analysis step 53 is thereby performed during a manual parking maneuver performed by the driver of the vehicle. Since the analysis step 53 is performed in real time, the overall path deviation E(T) can be measured, for example, by calculating the average of the various path deviations 10 measured over time and, for example, by calculating the squared error for the path deviation. The overall path deviation E(T) is then compared with at least one path threshold E(Ts) in order to assign a path score S(T) to the manual parking maneuver. The path score S(T) can vary between two previously defined values ​​depending on the means for calculating the overall score S of the manual parking maneuver.

[0068] If an estimation step 52 has been performed, the route score S(T) may be adjusted based on the difficulty level D established during said estimation step 52. Such an adjustment may for example consist in adding points if the estimated difficulty level D is considered high, or in subtracting points if the estimated difficulty level D is considered low.

[0069] The measuring step 54 consists in measuring one or more positional deviations 11 of the vehicle after the manual parking maneuver is finished, i.e. when the vehicle is parked in its final position, relative to at least one of the surrounding obstacles and / or at least one of the road markings demarcating the space. This measurement of the one or more positional deviations 11 is carried out by sensors mounted on the vehicle, as illustrated in FIG. 3.

[0070] Once at least one of the misalignments 11 is measured, it is compared to a threshold misalignment E(Pref) and a position score S(P) is assigned to the manual parking maneuver. The position score S(P) may be assigned based, at least in part, on a comparison between two misalignment measurements 11.

[0071] As with the path score S(T), the position score S(P) may be adjusted based on the difficulty level D of the manual parking maneuver determined during the estimation step 52, if performed.

[0072] The analysis method 50 may also be capable of performing a counting step 55, for example, simultaneously with the performance of the routing step 53. The counting step 55 records the number of actual turns Ir performed by the driver of the vehicle during the manual parking maneuver and compares this number of actual turns Ir with the determined number of virtual turns Iv, as illustrated in Figure 2. A turning score S(I) is thereby determined based on the difference between the number of actual turns Ir performed and the determined number of virtual turns Iv.

[0073] As with the path score S(T) and the position score S(P), the maneuver score S(I) may be adjusted based on the difficulty level D of the manual parking maneuver determined during the estimation step 52, if performed.

[0074] Once one or more of the previously described steps have been performed, the analysis method 50 continues with a step 56 of calculating an overall score S of the performed manual parking maneuver. The overall score S may be equal to the sum of some previously determined scores S(X), for example, the path score S(T), the position score S(P), or the maneuver score S(I). The calculation step 56 may also involve an adjustment step 57, which is performed only if the estimation step 52 has been performed. This adjustment step 57 makes it possible to adjust the overall score S to an adjusted overall score S′ based on various adjustments of the aforementioned scores and on the difficulty level D estimated during the estimation step 52. The overall score S or the adjusted overall score S′ is then calculated and compared with the theoretical overall score Sref.

[0075] Based on the comparison between the overall score S or the adjusted overall score S′ of the manual parking maneuver and the theoretical overall score Sref, the analysis method 50 may continue to a communication step 58, which conveys the evaluation of the manual parking maneuver to the driver, for example, visually via a display screen on the vehicle's dashboard. The evaluation may include different information based on the overall score S or the adjusted overall score S′ and the difference of the overall score S or the adjusted overall score S′ from the theoretical overall score Sref. If the overall score S or the adjusted overall score S′ is low compared to the theoretical overall score Sref, the evaluation provided during the communication step 58 may be, for example, a recommendation to use a parking assistance device to facilitate the vehicle's subsequent parking maneuver.

[0076] 5 is an example table describing the calculation of the overall score S or the adjusted overall score S'. In this example, it is assumed that the intermediate scores discussed previously, namely, the path score S(T), the position score S(P), and the turning score S(I), have all been calculated.

[0077] Moreover, since an estimation step has also been performed, the table also lists some examples of adjustments based on the estimated difficulty level D. Three difficulty levels have been determined, with the first difficulty level D1 corresponding to a high difficulty level, the second difficulty level D2 corresponding to a medium difficulty level, and the third difficulty level D3 corresponding to a low difficulty level. It will be understood that what is calculated is an adjusted overall score S'. Based on the estimated difficulty level D, the adjustment of each score can consist of an increase or decrease in points, with each score still remaining between 0 and 5 in the illustrated example.

[0078] Each intermediate score is awarded out of a maximum of 5 points. The location score S(P) is divided into a first location score S(P1) and a second location score S(P2), each of which is worth 5 points. The adjusted overall score S' is therefore calculated out of a maximum of 20 points.

[0079] For the path score S(T), the squared error EQ is calculated from the total path deviation determined previously. The squared error EQ is then compared to a path threshold value corresponding to a value in centimeters. Thus, if the squared error is less than 20 cm, the path score S(T) will be 5 points. If the squared error is less than 30 cm, the path score S(T) will be 4 points. If the squared error is less than 40 cm, the path score S(T) will be 2 points. If the squared error is 40 cm or greater, the path score S(T) will be 1 point.

[0080] The route score S(T) is increased by one point if the first difficulty level D1 is estimated, remains the same if the second difficulty level D2 is estimated, and is decreased by one point if the third difficulty level D3 is estimated.

[0081] The first position score S(P1) relates to the first misalignment 11a and the second misalignment 11b shown in FIG. 3, i.e. a measure of the misalignment between the lateral ends and edges of the vehicle.

[0082] This first position score generally allows taking into account the distance of the vehicle to the edge. If the sum of the first positional deviation 11a and the second positional deviation 11b is less than 20 cm, the first positional score S(P1) is 5 points. If the sum of the first positional deviation 11a and the second positional deviation 11b is less than 30 cm, the first positional score S(P1) is 4 points. If the sum of the first positional deviation 11a and the second positional deviation 11b is 30 cm or more, the first positional score S(P1) is 3 points.

[0083] In addition, the parallelism of the vehicle along the edges is also taken into account, so that if the difference between the absolute value of the first positional deviation 11a and the absolute value of the second positional deviation 11b is 30 cm or more, the first position score S(P1) is 2 points, and if the difference between the absolute value of the first positional deviation 11a and the absolute value of the second positional deviation 11b is 40 cm or more, the first position score S(P1) is 1 point.

[0084] The first position score S(P1) is increased by 2 points if the first difficulty level D1 is estimated, remains the same if the second difficulty level D2 is estimated, and is reduced by 2 points if the third difficulty level D3 is estimated.

[0085] The second position score S(P2) relates to the third misalignment 11c and the fourth misalignment 11d shown in Figure 3, i.e. measurements of the misalignments between each longitudinal edge of the vehicle and a third party vehicle and / or a road marking that demarcates the space. The second position score S(P2) here makes it possible to assess whether the vehicle is parked evenly between two third party vehicles and / or between road markings that demarcate the space.

[0086] If the absolute value of the difference between the third positional deviation 11c and the fourth positional deviation 11d is less than 20 cm, the second position score S(P2) is 5 points. If the absolute value of the difference between the third positional deviation 11c and the fourth positional deviation 11d is less than 30 cm, the second position score S(P2) is 4 points. If the absolute value of the difference between the third positional deviation 11c and the fourth positional deviation 11d is less than 40 cm, the second position score S(P2) is 2 points. If the absolute value of the difference between the third positional deviation 11c and the fourth positional deviation 11d is 40 cm or more, the second position score S(P2) is 1 point.

[0087] The second position score S(P2) is increased by 2 points if the first difficulty level D1 is estimated, increased by 1 point if the second difficulty level D2 is estimated, and remains the same if the third difficulty level D3 is estimated.

[0088] As explained in FIG. 2, the turning score S(I) is calculated based on the actual number of turning attempts Ir relative to the virtual number of turning attempts Iv representing the turning attempt reference threshold.

[0089] If the difference between the actual number of turns Ir and the hypothetical number of turns Iv is less than or equal to 0, the turn score S(I) is 5 points. If the difference between the actual number of turns Ir and the hypothetical number of turns Iv is equal to 1, the turn score S(I) is 4 points. If the difference between the actual number of turns Ir and the hypothetical number of turns Iv is equal to 2, the turn score S(I) is 3 points. If the difference between the actual number of turns Ir and the hypothetical number of turns Iv is equal to 3, the turn score S(I) is 2 points. If the difference between the actual number of turns Ir and the hypothetical number of turns Iv is strictly greater than 3, the turn score S(I) is 1 point.

[0090] The turning score S(I) is increased by one point if the first difficulty level D1 is estimated, remains the same if the second difficulty level D2 is estimated, and is decreased by one point if the third difficulty level D3 is estimated.

[0091] The adjusted overall score S' out of 20 points corresponds to the sum of the scores previously explained and adjusted based on the difficulty level D. As stated, the adjusted overall score is compared with a theoretical overall score Sref out of 20 points, which is the score corresponding to a correctly performed parking maneuver.

[0092] If the absolute value of the difference between the adjusted overall score S' and the theoretical overall score Sref is greater than or equal to 3, then rating B is communicated to the driver of the vehicle via the communication steps previously discussed.

[0093] If the adjusted overall score S' is less than the theoretical overall score Sref, a first assessment B1 is conveyed to the driver. This first assessment B1 comprises a recommendation to use a parking assist device. The first assessment B1 may also comprise a recommendation to download a paid update to enable use of the parking assist device if the vehicle is compatible but not initially equipped. The first assessment B1 may also comprise driving advice to improve future manual parking maneuvers. As an example, if one of the intermediate scores is particularly low relative to the others, the advice may specifically focus on certain parameters of the intermediate score to improve this score in the future.

[0094] If the adjusted overall score S' exceeds the theoretical overall score Sref, the driver is given a second rating B2, which can be, for example, a congratulatory message or a fictitious certification of a good driver regarding the parking maneuver.

[0095] The numerical data in the table of FIG. 5 are merely examples, and both the conditions associated with each of the scores and the various thresholds for assigning said scores can be completely varied.

[0096] Of course, the invention is not limited to the examples described above, and many modifications can be made to these examples without departing from the scope of the invention.

[0097] The present invention, as described above, achieves the objectives it has set itself and makes it possible to propose an analysis system for assessing manual parking maneuvers and for encouraging the use of parking assistance devices in the event of imperfect manual parking maneuvers. Variants not described here may also be implemented in accordance with the present invention without departing from the context of the present invention, provided that they comprise an analysis system according to the present invention.

Claims

1. An analysis system (2) mounted on a vehicle (1), a plurality of sensors (4), each of said sensors (4) configured to measure in real time a distance relative to said vehicle (1); a control module (5) configured to determine, from the distances measured by the sensors (4), a reference path (7) and an actual path (9) of the vehicle (1) and / or to determine at least one positional deviation (11) of the vehicle (1) relative to at least one surrounding obstacle (100) and / or relative to at least one road marking demarcating a parking space; Equipped with The control module (5) is configured to calculate an overall score (S) of the manual parking maneuver of the vehicle (1) based on the determined path of the vehicle (1) and / or based on the determined positional deviation (11) of the vehicle (1) relative to the surrounding obstacles (100) and / or the road markings that demarcate the space, and the analysis system (2) comprises a communication module (6) configured to transmit an evaluation (B) of the manual parking maneuver, the evaluation (B) being based on the overall score (S) calculated by the control module (5). An analytical system (2).

2. 2. The analysis system (2) of claim 1, wherein the control module (5) is configured to determine a path deviation (10) between the actual path (9) of the vehicle (1) and the reference path (7).

3. 3. The analysis system (2) of claim 2, wherein the control module (5) is configured to assign a path score (S(T)) by comparing the path deviation (10) with at least one path threshold (E(Ts)).

4. 4. The analysis system (2) of claim 1, wherein the control module (5) is configured to assign a position score (S(P)) by comparing the position misalignment (11) of the vehicle (1) with a threshold position misalignment (E(Pref)).

5. 5. The analysis system (2) of claim 4, wherein the positional deviations (11) of the vehicle (1) are measured between a longitudinal edge (13) of the vehicle (1) and one of the surrounding obstacles (100) and / or the road markings dividing the space, and / or between a lateral edge (12) of the vehicle (1) and one of the surrounding obstacles (100) and / or the road markings dividing the space, and the position score (S(P)) depends on all the measured positional deviations (11), and each of the measured positional deviations (11) is compared with a specific threshold positional deviation (E(Pref)).

6. 6. The analysis system (2) of claim 1, wherein the control module (5) is configured to count the number of maneuvers (8) performed to perform the manual parking maneuver, each maneuver (8) corresponding to a change in the direction of travel of the vehicle (1).

7. 7. The analysis system (2) of claim 6, wherein the control module (5) is configured to assign a turning score (S(I)) by comparing the number of turnings (8) with a turning criteria threshold (8).

8. 8. The analysis system (2) of claim 1, wherein the control module (5) is configured to determine a difficulty level (D) of the manual parking maneuver, and the control module (5) is configured to adjust the overall score (S) based on the determined difficulty level (D).

9. A method (50) for analyzing a manual parking maneuver of a vehicle (1), implemented by an analysis system (2) according to any one of claims 1 to 8, comprising: - analyzing (53) the path of the vehicle (1) during the manual parking maneuver; and / or - measuring (54) at least one positional deviation (11), said positional deviation (11) being determined from the distance measured between said vehicle (1) and at least one surrounding obstacle (100) and / or at least one of the road markings demarcating a space at the end of said manual parking maneuver, - calculating (56) an overall score (S) of said manual parking maneuver from the data obtained during said analysis step (53) and / or said measurement step (54), a step (58) of communicating an evaluation (B) of said manual parking maneuver, said evaluation (B) being dependent on the result of said step (56) of calculating said overall score (S); An analytical method (50) comprising:

10. 10. The analysis method (50) of claim 9, comprising a step (55) of counting at least one maneuvering turn (8) of the vehicle (1) during the manual parking maneuver, wherein the step (56) of calculating the overall score (S) is performed based on data obtained during the analysis step (53) and / or the measurement step (54) and / or the counting step (55).

11. 11. The analysis method (50) of claim 9 or 10, further comprising an estimation step (52) of determining a difficulty level (D) of the manual parking maneuver of the vehicle (1), and wherein the calculation of the overall score (S) is adjusted based on the difficulty level (D) determined during the estimation step (52).

12. 12. The analysis method (50) according to any one of claims 9 to 11, wherein during the analysis method the overall score (S) of the manual parking maneuver of the vehicle (1) is compared with a theoretical overall score (Sref), and the communication step (58) is performed when the difference between the overall score (S) and the theoretical overall score (Sref) exceeds a given threshold.

13. 13. The analysis method (50) of claim 12, wherein during the analysis method, the evaluation (B) comprises a recommendation to use a parking assistance device if the overall score (S) of the manual parking maneuver of the vehicle (1) is less than the theoretical overall score (Sref).

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